Mast crane equipment ship loading-truck loading integrated operation method and system

Abstract

The invention relates to the technical field of operation control of hoisting equipment, and provides a ship loading-truck loading integrated operation method and system for mast hoisting equipment. The method comprises the following steps: adjusting an anchor cable of the mast crane to enable the mast crane to be in an initial operation state; a main arm variable-amplitude combined lifting system is started, and the mast crane is controlled to lift the heavy equipment from the cabin at the intelligently optimized lifting angle until the heavy equipment is completely separated from the cabin; the heavy equipment is controlled to hover to a shoreside transition area along with the amplitude variation action of the main arm; in the reverse amplitude variation process or after the reverse amplitude variation process is completed, according to the real-time position of the transport vehicle and the posture of the equipment, dynamic fine adjustment is conducted on the operation path, and the dynamic fine adjustment comprises adjustment of the amplitude variation angle of a main arm, the lifting height and the horizontal movement track of the equipment; and the equipment is controlled to fall to a transport vehicle plate, and the postures of the lifting points and the alignment deviation of the equipment and the vehicle plate are continuously monitored in the vehicle falling process till the equipment accurately falls in place, and vehicle loading is completed.

Description

Technical Field

[0001] This application relates to the field of crane operation control technology, and in particular to a method and system for integrated ship-to-vehicle loading of mast crane equipment. Background Technology

[0002] In the coordinated operation of transporting major structural components by both land and water, mast cranes need to frequently perform multi-stage collaborative operations, including lifting from inside the ship's hold, transferring to the shore transition area, and loading onto transport vehicles. Traditional methods suffer from the following technical bottlenecks: 1. Low efficiency of switching operation paths: Existing technologies usually use a single operation radius to cover the entire process, or adjust operation parameters through multiple shutdowns to achieve operation in different areas. This results in the need to interrupt operations when transferring between ship cabins and transport vehicles, which is time-consuming and easily affected by environmental factors (such as equipment shaking caused by wind and waves).

[0003] 2. Insufficient attitude control and safety stability: During the lifting process, the balance of the lifting points is adjusted by manual experience, and there is a lack of a real-time dynamic correction mechanism. The attitude is easily unstable due to the limitations of the cabin structure or the shift of the equipment's center of gravity. During the luffing process, the anti-backward tilting is only prevented by fixed counterweights or single speed control. There is no intelligent compensation strategy linked to the luffing action, which poses a risk of the whole machine overturning.

[0004] 3. Poor operational accuracy and adaptability: When the position of the transport vehicle deviates or the posture of the equipment changes, manual intervention is required to adjust the operation path. It is impossible to dynamically optimize the trajectory based on real-time data, resulting in low positioning accuracy of the vehicle landing. It is especially unsuitable for the transfer of components with high-precision docking requirements, such as wind turbine nacelles.

[0005] Therefore, a method is urgently needed to solve at least one of the above problems. Summary of the Invention

[0006] This application provides a method and system for integrated ship-to-vehicle loading of mast crane equipment, aiming to solve the problem that in the prior art, there is no publicly available systematic solution for mast crane multi-radius operation switching, dynamic balance of lifting point attitude, anti-backward linkage control of luffing and intelligent fine-tuning of path. The relevant technologies are still at the stage of segmented independent control and have not formed an integrated intelligent control method covering the entire process of "ship lifting - shore transition - vehicle placement".

[0007] In a first aspect, embodiments of this application provide a method for integrated ship-to-vehicle loading of mast crane equipment, the method comprising: Adjust the anchor cable of the mast crane to put the mast crane in the initial working state, and preset the double working radius, which corresponds to the first radius from the lifting position of the equipment in the cabin to the transition area on the shore, and the second radius from the transition area on the shore to the unloading position of the transport vehicle. Start the main boom luffing and lifting system, and control the mast crane to lift the heavy equipment from the cabin at an intelligently optimized lifting angle. The lifting angle is calculated by a preset algorithm based on the equipment weight, mast crane parameters and cabin structure, until the heavy equipment is completely detached from the cabin. The system controls the heavy equipment to hover to the shore transition area as the main boom luffs. During the hovering process, the attitude of the lifting points is monitored in real time. When the attitude deviation of the lifting points exceeds the preset threshold, the tension of each lifting point in the hoisting system is adjusted for balance correction. The system then executes a reverse luffing action to switch the main boom from the working state corresponding to the first radius to the working state corresponding to the second radius. During the luffing process, the system's linkage anti-backward tilting control mechanism is activated to prevent the mast crane from tilting backward by synchronously adjusting the counterweight of the mast crane and the luffing speed of the main boom. During or after the reverse luffing process, the operation path is dynamically fine-tuned based on the real-time position of the transport vehicle and the attitude of the equipment. The dynamic fine-tuning includes adjusting the luffing angle of the main boom, the lifting height, and the horizontal movement trajectory of the equipment. The equipment is controlled to fall onto the transport vehicle platform, and the attitude of the lifting point and the alignment deviation between the equipment and the platform are continuously monitored during the lowering process until the equipment is accurately positioned and the loading is completed. The method supports smooth switching between two typical operation paths: from the ship's hold to the shore and from the shore to the transport vehicle platform. It is suitable for the efficient transfer of major components such as wind turbine nacelles and bridge box assemblies between the ship's hold, the shore, and the transport vehicle platform.

[0008] In some embodiments, adjusting the anchor cables of the mast crane to bring it into the initial operational state includes: adjusting the preload of the anchor cables in each direction in stages through an anchor cable tensioning control system based on the rated load parameters of the mast crane and the weight data of the equipment to be lifted, so that the verticality deviation of the main structure of the mast crane does not exceed the preset engineering standard; synchronously collecting real-time data from tension sensors installed at the anchor cable connection nodes, and achieving tension balance of each anchor cable through closed-loop feedback control to form a stable triangular support structure, providing an initial balance basis for switching between dual operating radii.

[0009] In some embodiments, the activation of the main boom luffing combined lifting system, controlling the mast crane to lift heavy equipment from the hull at an intelligently optimized lifting angle, includes: synchronously activating the main boom luffing hydraulic drive module and the lifting winch servo control system; establishing a dynamic matching relationship between the luffing cylinder extension / retraction speed and the winch wire rope retraction / unwinding speed based on a preset collaborative control strategy; and using an angle encoder installed at the main boom hinge point to collect real-time main boom elevation angle change data, combined with real-time load data from a weight sensor installed on the equipment spreader, to couple and control the luffing and lifting actions, ensuring that the equipment's center of gravity trajectory matches the three-dimensional contour of the hull's reserved lifting space during the lifting process.

[0010] In some embodiments, the lifting angle is calculated based on the equipment weight, mast crane parameters, and cabin structure using a preset algorithm until the heavy equipment is completely detached from the cabin. This includes: constructing a three-dimensional workspace database containing the equipment geometric model, cabin bulkhead position coordinates, and a mast crane boom length-angle-load relationship table; using a particle swarm optimization algorithm to search the database for the optimal lifting angle that satisfies the following conditions: during the lifting process, the stress at each hinge point of the main boom does not exceed the allowable stress of the material; the minimum distance between the bottom of the equipment and the support structure inside the cabin is not less than a safety threshold; and the power output of the lifting system is in the optimal energy efficiency range. The main boom is controlled to perform luffing motion at this optimal angle until the bottom of the equipment completely passes the upper edge of the cabin bulkhead.

[0011] In some embodiments, during the hovering process, the attitude of the lifting points is monitored in real time. When the attitude deviation of the lifting points is detected to exceed a preset threshold, the balance correction is performed by adjusting the tension of each lifting point in the lifting system. This includes: collecting three-dimensional force and torque data of each lifting point in real time through a six-dimensional force sensor installed on the equipment lifting device, and calculating the offset of the equipment's center of gravity and attitude angle deviation based on the principle of spatial force system balance; when the attitude angle deviation in any direction exceeds 0.5 degrees, triggering a dynamic adjustment program for the lifting point tension, and distributing the tension compensation value of each lifting point according to the proportion of the deviation through a proportional servo valve, so that the deviation between the vertical line of the equipment's center of gravity and the line connecting the geometric center of the lifting device is controlled within 1 / 1000 of the equipment width.

[0012] In some embodiments, the execution of the reverse luffing action, which switches the main boom from the working state corresponding to the first radius to the working state corresponding to the second radius, includes: obtaining the current main boom elevation angle through an absolute encoder installed at the root of the main boom; calculating the target elevation angle based on the geometric relationship between the two working radii; generating a three-segment speed planning curve including the luffing start point, intermediate buffer point, and target point; starting the luffing mechanism servo motor to execute the reverse luffing action according to the planning curve; comparing the encoder feedback angle with the theoretical planning angle in real time during the luffing process; triggering position closed-loop correction when the deviation exceeds 0.3 degrees to ensure that the main boom luffing trajectory strictly matches the geometric path of the two-radius switching.

[0013] In some embodiments, during the luffing process, the system-linked anti-tilting control mechanism is activated to prevent the mast crane from tilting backward by synchronously adjusting the counterweight and the luffing speed of the main boom. This includes: establishing an anti-tilting control algorithm based on the overall dynamic model of the mast crane; collecting data on the main boom elevation angle, luffing angular velocity, and equipment load in real time; calculating the current position of the overall center of gravity; when the horizontal coordinate of the center of gravity approaches 80% of the boundary line of the rear support leg of the mast crane, automatically triggering the counterweight translation mechanism to move towards the front end of the counterweight guide rail; simultaneously reducing the luffing speed to 60% of the original speed through a servo driver until the horizontal coordinate of the center of gravity returns to within 50% of the boundary line of the safe zone, forming a closed-loop linkage control between luffing speed adjustment and counterweight dynamic compensation.

[0014] In some embodiments, during or after the reverse luffing process, the work path is dynamically fine-tuned based on the real-time position of the transport vehicle and the equipment attitude. This dynamic fine-tuning includes adjusting the boom luffing angle, lifting height, and horizontal movement trajectory of the equipment. This includes: acquiring the vehicle platform coordinates in real-time using a UWB positioning module installed on the transport vehicle, and combining this with a laser rangefinder installed on the equipment's spreader to measure the relative position of the vehicle platform and the spreader, constructing a two-dimensional work plane including the edge contour of the spreader; and employing an A / B-based... The algorithm's path planning module generates the optimal movement trajectory between the current equipment position and the landing point of the vehicle platform, avoiding obstacles on the shore. It outputs the main boom luffing angle adjustment amount, winch lifting command, and trolley traveling mechanism micro-motion control signal in real time, so that the horizontal movement speed of the equipment and the luffing speed of the main boom are kinematically coordinated.

[0015] In some embodiments, the control device descends onto the transport vehicle platform and continuously monitors the attitude of the lifting points and the alignment deviation between the device and the platform during the descent until the device is accurately positioned and loaded. This includes: when the distance between the bottom surface of the device and the platform is less than 200mm, activating a high-precision alignment control mode; collecting the relative positional deviation between the positioning holes at the bottom of the device and the positioning pins on the platform through a vision recognition system installed at the four corners of the platform; generating a composite control command based on the deviation data, including vertical descent speed compensation, horizontal micro-motion translation, and angle fine-tuning; and precisely controlling the coordinated action of the lifting system and the luffing system through an electro-hydraulic proportional valve group to ensure that the radial deviation between the positioning holes and the positioning pins does not exceed 2mm and the vertical deviation does not exceed 0.3 degrees, until the device's own weight is completely supported by the platform and then cutting off the power to the lifting system.

[0016] Secondly, this application provides an integrated ship-to-vehicle loading system for mast crane equipment, the system comprising: Anchor cable adjustment unit is used to adjust the anchor cable of the mast crane to put the mast crane in the initial working state, and presets two working radii, which correspond to the first radius from the lifting position of the equipment in the cabin to the transition area on the shore, and the second radius from the transition area on the shore to the unloading position of the transport vehicle. The system start-up unit is used to start the main boom luffing combined lifting system and control the mast crane to lift heavy equipment from the cabin at an intelligently optimized lifting angle. The lifting angle is calculated based on the equipment weight, mast crane parameters and cabin structure through a preset algorithm until the heavy equipment is completely detached from the cabin. The equipment control unit is used to control the heavy equipment to hover to the shore transition area as the main boom luffs. During the hovering process, the attitude of the lifting points is monitored in real time. When the attitude deviation of the lifting points is detected to exceed the preset threshold, the tension of each lifting point of the hoisting system is adjusted to achieve balance correction. The reverse luffing action is executed to switch the main boom from the working state corresponding to the first radius to the working state corresponding to the second radius. During the luffing process, the system linkage anti-tilting control mechanism is activated to prevent the mast crane from tilting backward by synchronously adjusting the counterweight of the mast crane and the luffing speed of the main boom. The loading completion unit is used to dynamically fine-tune the operation path based on the real-time position of the transport vehicle and the attitude of the equipment during or after the reverse luffing process. The dynamic fine-tuning includes adjusting the luffing angle of the main boom, the lifting height, and the horizontal movement trajectory of the equipment; controlling the equipment to fall onto the transport vehicle platform, and continuously monitoring the attitude of the lifting points and the alignment deviation between the equipment and the platform during the lowering process until the equipment is accurately positioned and the loading is completed; the method supports smooth switching between two typical operation paths: from the ship's hold to the shore and from the shore to the transport vehicle platform, and is suitable for the efficient transfer of major components such as wind turbine nacelles and bridge box assemblies between the ship's hold, the shore, and the transport vehicle platform.

[0017] This application achieves continuous operation of the entire process from "lifting-transfer-positioning" from the ship's hold to the transport vehicle by pre-setting dual operating radii and an intelligent switching mechanism, eliminating the need for machine downtime and adjustments, thus improving operational efficiency. Real-time monitoring of the lifting point's attitude and automatic tension correction, combined with a counterweight and speed linkage anti-tilting strategy during luffing, controls equipment attitude deviation to the millimeter level, increases the overall machine's center of gravity safety margin, and significantly reduces operational risks. Based on real-time position data, the operating path is dynamically fine-tuned, ensuring that the radial deviation of the positioning hole and positioning pin during unloading is ≤2mm and the vertical deviation is ≤0.3 degrees, meeting the high-precision docking requirements of critical components and avoiding the time-consuming manual re-alignment. By integrating multi-dimensional data such as equipment weight, mast crane parameters, and ship's hold structure through a pre-set algorithm, it is compatible with different types of components such as wind turbine nacelles and bridge boxes, adapting to the intelligent decision-making needs of complex operating environments.

[0018] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic flowchart illustrating the steps of an integrated ship-to-vehicle loading method for mast crane equipment, provided in one embodiment of this application. Figure 2 This is a schematic diagram of the implementation object of the integrated ship-vehicle loading and truck loading method for mast crane equipment provided in an embodiment of this application; Figure 3 This is a schematic block diagram of the structure of an integrated ship-to-vehicle loading system for mast crane equipment provided in one embodiment of this application; Figure 4 This is a schematic block diagram of the structure of a computer device provided in an embodiment of this application.

[0021] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Detailed Implementation

[0022] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0023] The flowchart shown in the attached diagram is for illustrative purposes only and does not necessarily include all content and operations / steps, nor does it necessarily have to be performed in the order described. For example, some operations / steps can be broken down, combined, or partially merged, so the actual execution order may change depending on the actual situation.

[0024] It should be understood that, in order to clearly describe the technical solutions of the embodiments of the present invention, the terms "first" and "second" are used in the embodiments of the present invention to distinguish identical or similar items with essentially the same function and effect. Those skilled in the art will understand that the terms "first" and "second" do not limit the quantity or execution order, and the terms "first" and "second" are not necessarily different.

[0025] It should be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the application. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0026] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0027] In the coordinated operation of transporting major structural components by both land and water, mast cranes need to frequently perform multi-stage collaborative operations, including lifting from inside the ship's hold, transferring to the shore transition area, and loading onto transport vehicles. Traditional methods suffer from the following technical bottlenecks: 1. Low efficiency of switching operation paths: Existing technologies usually use a single operation radius to cover the entire process, or adjust operation parameters through multiple shutdowns to achieve operation in different areas. This results in the need to interrupt operations when transferring between ship cabins and transport vehicles, which is time-consuming and easily affected by environmental factors (such as equipment shaking caused by wind and waves).

[0028] 2. Insufficient attitude control and safety stability: During the lifting process, the balance of the lifting points is adjusted by manual experience, and there is a lack of a real-time dynamic correction mechanism. The attitude is easily unstable due to the limitations of the cabin structure or the shift of the equipment's center of gravity. During the luffing process, the anti-backward tilting is only prevented by fixed counterweights or single speed control. There is no intelligent compensation strategy linked to the luffing action, which poses a risk of the whole machine overturning.

[0029] 3. Poor operational accuracy and adaptability: When the position of the transport vehicle deviates or the posture of the equipment changes, manual intervention is required to adjust the operation path. It is impossible to dynamically optimize the trajectory based on real-time data, resulting in low positioning accuracy of the vehicle landing. It is especially unsuitable for the transfer of components with high-precision docking requirements, such as wind turbine nacelles.

[0030] In the existing technology, there is no publicly available systematic solution for switching between multi-radius operations of mast cranes, dynamic balancing of lifting point posture, linkage control for anti-backward tilting of luffing, and intelligent fine-tuning of the path. The relevant technologies are still in the stage of segmented independent control and have not formed an integrated intelligent control method covering the entire process of "lifting from the ship's hold to the shore to loading and positioning".

[0031] Therefore, a method is urgently needed to solve at least one of the above problems.

[0032] To solve the above problem, please refer to Figure 1 and Figure 2 This application provides a method for integrated ship-to-vehicle loading of mast crane equipment. The computer equipment can be deployed on a single server or a server cluster. It can also be deployed on a handheld terminal, laptop, wearable device, or robot, etc.

[0033] The provided integrated ship-to-vehicle loading method for mast crane equipment includes steps S101 to S104. Details are as follows: Step S101. Adjust the anchor cable of the mast crane to put the mast crane in the initial working state, and preset the double working radius, wherein the double working radius corresponds to the first radius from the lifting position of the equipment in the cabin to the transition area on the shore, and the second radius from the transition area on the shore to the unloading position of the transport vehicle.

[0034] Specifically, this step establishes a stable initial working posture by adjusting the mast crane's anchor cable system. Based on the spatial segmentation characteristics of the water-land transport connection operation, it presets a dual working radius covering "ship hold lifting - shore transition" and "shore transition - loading and placement", solving the problems of insufficient coverage or low efficiency of traditional single-radius operations or multiple shutdowns for adjustment.

[0035] Anchor cable adjustment and initial state establishment utilize tilt sensors (accuracy ±0.1°) installed on the mast crane base to monitor the equipment's levelness in real time. The tension of the four main anchor cables (distributed around the mast crane) is adjusted (error ±5kN) through a hydraulic servo system to keep the verticality deviation of the mast crane body within 0.5°, resisting wind and wave disturbances in the water and land environment (such as attitude fluctuation <1° when wave height ≤1.5m).

[0036] Combining the ship's deck coordinate system (origin defined as the ship's center) and the shore operation area coordinate system (origin defined as the center of the transport vehicle platform), a laser rangefinder scans the ship's lifting position (horizontal distance L1 from the mast crane base) and the transport vehicle's unloading position (horizontal distance L2 from the base) to determine dual operating radii: First radius R1: covering the lifting point inside the ship's hold to the boundary of the shore transition area (R1 = L1 + safety margin 1.5m), meeting the lifting range requirements within the confined space of the ship's hold; Second radius R2: covering the shore transition area to the center of the transport vehicle platform (R2 = L2 - safety margin 1.5m), adapting to the precise alignment distance during the loading stage. Preset parameters are stored in the equipment control system's memory, supporting manual input via a human-machine interface (HMI) or automatic acquisition of coordinate data via a visual recognition system before operation.

[0037] Step S102. Start the main boom luffing and lifting system, and control the mast crane to lift the heavy equipment from the cabin at an intelligently optimized lifting angle. The lifting angle is calculated by a preset algorithm based on the weight of the equipment, the parameters of the mast crane and the cabin structure, until the heavy equipment is completely detached from the cabin.

[0038] Specifically, based on the equipment weight, mast crane mechanical parameters (such as main boom length and counterweight mass), and ship cabin structural constraints (such as hatch height and obstacle position), the optimal lifting angle is calculated through a mechanical balance algorithm. This drives the main boom luffing and hoisting system to work in tandem, enabling heavy equipment to smoothly detach from the ship cabin and solving the risk of attitude instability caused by traditional manual adjustment.

[0039] The intelligent calculation of the lifting angle includes: input parameters: equipment weight M (obtained in real time through the hook weighing sensor, with an accuracy of ±0.5%), current boom length L (encoder feedback, with an accuracy of ±10mm), hatch height Hc (3D modeling data before operation), and mast crane center of gravity coordinates (dynamically calculated based on the position of the counterweight).

[0040] The preset algorithm is a multi-objective optimization model. The objective functions include: the main boom elevation angle θ meets the hatch clearance requirements (θ≥θ_min, to avoid the main boom colliding with the hatch edge); the hoisting wire rope tension is balanced (the tension difference between each hoisting point ≤5%M); and the overall stability moment coefficient K of the mast crane is ≥1.5 (anti-overturning safety threshold). The optimal θ is solved using the Newton-Raphson iteration method, with a calculation period ≤200ms, and the result is output to the luffing motor driver (control accuracy ±0.2°).

[0041] The hoisting system's coordinated control activates the main boom luffing motor (55kW power) and the hoisting winch (rated tension 500kN) in a combined drive mode. Speed ​​synchronization is achieved via CAN bus (luffing angular velocity 0.1° / s, hoisting speed 0.3m / min), ensuring the equipment rises smoothly at a constant elevation angle θ until the bottom of the equipment leaves the ship's deck at a height ≥0.5m, at which point the hoisting is paused.

[0042] Step S103. Control the heavy equipment to hover to the shore transition area with the boom luffing movement. During the hovering process, monitor the attitude of the lifting points in real time. When the attitude deviation of the lifting points exceeds the preset threshold, adjust the tension of each lifting point of the hoisting system for balance correction. Execute the reverse luffing movement to switch the boom from the working state corresponding to the first radius to the working state corresponding to the second radius. During the luffing process, activate the system linkage anti-tilting control mechanism to prevent the boom from tilting backward by synchronously adjusting the counterweight of the mast crane and the luffing speed of the boom.

[0043] Specifically, when hovering in the transition zone on the shore, attitude balance is achieved by dynamically adjusting the tension of the suspension points; during the luffing switching process, the counterweight and luffing speed are adjusted synchronously based on the linkage strategy of real-time torque calculation, and a dual closed-loop control of "attitude correction-anti-tilt compensation" is constructed to solve the safety hazards of traditional fixed counterweight and single speed control.

[0044] The hovering attitude dynamic correction includes: lifting point attitude monitoring: a six-dimensional force sensor (resolution 0.1kN) and a MEMS attitude sensor (angular velocity accuracy ±0.05° / s) are installed on the equipment lifting device to collect the tension F1~F4 of each lifting point and the equipment pitch angle α and roll angle β in real time.

[0045] Deviation handling logic: When |α|>1.5° or |β|>1.2°, trigger the tension compensation algorithm: calculate the target tension Fi′=Fi+ΔF at each suspension point. li / ∑li (where ΔF is the resultant force required for attitude recovery, and li is the horizontal distance from the lifting point to the center of gravity of the equipment); adjust the tension of each winch by means of proportional valve (response time ≤ 50ms) until the attitude deviation converges to within the threshold (α ≤ 0.5°, β ≤ 0.8°).

[0046] Before the reverse luffing start, the luffing anti-tilt linkage control calculates the luffing angular velocity curve (using an S-shaped acceleration / deceleration algorithm, with a maximum angular velocity of 0.3° / s) based on the current boom angle θ1 (the first radius corresponds to the elevation angle) and the target angle θ2 (the second radius corresponds to the elevation angle) before the reverse luffing start.

[0047] The linkage control mechanism includes: dynamic adjustment of counterweight: during the luffing process, the overturning moment of the mast is calculated in real time by the PLC, Mtilt = Mequipment. L equipment − M counterweight When the M tilt is ≥ 0.8M and it is safe, the counterweight trolley (load 50t) is driven to move backward along the guide rail (speed 0.2m / s) to increase the anti-overturning moment; speed adaptive adjustment: if the change rate of the mast base tilt angle is detected to be > 0.5° / s, the luffing speed is automatically reduced to 0.15° / s until the attitude is stable.

[0048] Step S104. During or after the reverse luffing process, the operation path is dynamically fine-tuned according to the real-time position of the transport vehicle and the attitude of the equipment. The dynamic fine-tuning includes adjusting the luffing angle of the main boom, the lifting height, and the horizontal movement trajectory of the equipment; controlling the equipment to fall onto the transport vehicle platform, and continuously monitoring the attitude of the lifting point and the alignment deviation between the equipment and the platform during the lowering process until the equipment is accurately positioned and the loading is completed; wherein, the method supports smooth switching between two typical operation paths, namely from the ship's hold to the shore and from the shore to the transport vehicle platform, and is suitable for the efficient transfer of major components such as wind turbine nacelles and bridge box assemblies between the ship's hold, the shore, and the transport vehicle platform.

[0049] Specifically, based on the real-time position of the transport vehicle (±5mm positioning accuracy) and equipment posture data, the main boom luffing angle, lifting height and horizontal movement trajectory are dynamically adjusted through path planning algorithms. Combined with a vision alignment system, millimeter-level vehicle lowering accuracy is achieved, solving the problem of poor adaptability caused by traditional manual intervention.

[0050] Real-time data acquisition and path planning include: vehicle positioning: obtaining the center coordinates (Xc, Yc) of the vehicle board through a UWB positioning system (base station deployed on the shore), with an error of ±10mm; identifying the positioning marks on the vehicle board through the on-board camera, and outputting the deviation (ΔX, ΔY, Δθ) through a visual algorithm.

[0051] The calculation of dynamic fine-tuning parameters includes: main boom luffing angle adjustment Δθ = arctan((Xc - Xcurrent) / Hcurrent), where Hcurrent is the current height of the equipment (measured by a laser rangefinder, with an accuracy of ±5mm); lifting height adjustment: based on the difference between the platform height Hc and the bottom height of the equipment, fine-tune at a speed of 0.1m / min to Hc+0.2m (safe height) and then pause; the horizontal movement trajectory adopts the Bezier curve to plan the horizontal movement path to avoid equipment swaying caused by sudden stops and starts (maximum acceleration ≤0.1m / s²).

[0052] Precise positioning control includes: during the lowering process, a laser alignment instrument (accuracy ±2mm) installed on the vehicle platform monitors the alignment deviation between the equipment and the vehicle platform in real time. When the X / Y direction deviation is >5mm or the angle deviation is >0.3°, micro-motion compensation is triggered: the main boom luffing angle is finely adjusted (±0.1° step) to correct the X / Y deviation, and the equipment angle is adjusted through the slewing mechanism (accuracy ±0.05°); until the deviation converges to X / Y≤2mm and angle≤0.1°, the equipment is slowly lowered at a speed of 0.05m / min, triggering the vehicle platform pressure sensor (threshold 5kN) and stopping the lowering, thus completing the rigid connection confirmation.

[0053] In some embodiments, adjusting the anchor cables of the mast crane to bring it into the initial operational state includes: adjusting the preload of the anchor cables in each direction in stages through an anchor cable tensioning control system based on the rated load parameters of the mast crane and the weight data of the equipment to be lifted, so that the verticality deviation of the main structure of the mast crane does not exceed the preset engineering standard; synchronously collecting real-time data from tension sensors installed at the anchor cable connection nodes, and achieving tension balance of each anchor cable through closed-loop feedback control to form a stable triangular support structure, providing an initial balance basis for switching between dual operating radii.

[0054] Based on load parameters and real-time tension feedback, a stable support structure is constructed through phased pre-tension adjustment to ensure the initial verticality of the mast crane and the balance of anchor cable tension, providing a mechanical balance basis for dual-radius operations.

[0055] The preload adjustment is achieved by inputting the mast crane's rated load (e.g., 200t) and the weight of the equipment to be lifted (obtained in real time via hook sensors). The anchor cable preload is increased in four stages: 20%, 50%, 80%, and 100% of the load, with a 30-second interval between each stage to avoid sudden stress changes. A hydraulic tensioning jack (accuracy ±2%FS) is used to adjust the four anchor cables (distributed at 90°). The preload difference in each direction is controlled by PLC logic to be ≤5%, forming a stable triangular support (three-way force balance >95%).

[0056] Closed-loop feedback tension balancing is achieved by installing tension sensors (range 500kN, resolution 0.1kN) at the anchor cable connection nodes to collect tension data T1~T4 in real time. When the tension difference between any two anchor cables is greater than 10kN, PID closed-loop control is triggered: the average tension T_avg=(T1+T2+T3+T4) / 4 is calculated, and the hydraulic cylinder of the anchor cable with insufficient tension is driven to compensate until |Ti-T_avg|≤5kN. At the same time, the verticality of the main body is monitored by an inclination sensor (accuracy ±0.1°) to ensure that the deviation is ≤0.3° (engineering standard is ≤0.5°).

[0057] In some embodiments, the activation of the main boom luffing combined lifting system, controlling the mast crane to lift heavy equipment from the hull at an intelligently optimized lifting angle, includes: synchronously activating the main boom luffing hydraulic drive module and the lifting winch servo control system; establishing a dynamic matching relationship between the luffing cylinder extension / retraction speed and the winch wire rope retraction / unwinding speed based on a preset collaborative control strategy; and using an angle encoder installed at the main boom hinge point to collect real-time main boom elevation angle change data, combined with real-time load data from a weight sensor installed on the equipment spreader, to couple and control the luffing and lifting actions, ensuring that the equipment's center of gravity trajectory matches the three-dimensional contour of the hull's reserved lifting space during the lifting process.

[0058] By dynamically matching hydraulic drive and servo control, a coupling relationship between luffing speed and lifting speed is established, ensuring that the equipment's center of gravity trajectory fits the lifting space of the ship's cabin, thus solving the problem of spatial interference during the lifting process.

[0059] The collaborative control strategy synchronously activates the luffing hydraulic pump (flow rate 150L / min) and the winch servo motor (power 30kW), and establishes a speed matching model through a motion controller (such as Siemens S7-1500): the luffing cylinder extension speed v_arm and the winch rope retraction speed v_lift satisfy the geometric relationship: v_lift = v_arm × L × sinθ (L is the main boom length, θ is the elevation angle). Control commands are synchronized in real time via CAN bus, with an error ≤2%; an angle encoder (resolution 0.01°) is installed at the hinge point between the main boom and the base to provide real-time feedback of the θ value, and a weight sensor (accuracy 0.3%FS) is integrated into the spreader to monitor the real-time load F.

[0060] When the coupling control is executed, the speed adaptive mechanism is triggered when F > 70% of the rated load: the luffing speed is reduced to 0.05° / s and the hoisting speed is reduced to 0.2m / min to avoid inertial impact; the three-dimensional coordinates of the equipment's center of gravity (calculated based on L, θ, F) are compared with the CAD model of the ship's bulkhead in real time. If the minimum distance is < the safety threshold (0.3m), the system will automatically pause and alarm, and the trajectory will be adjusted after manual confirmation.

[0061] In some embodiments, the lifting angle is calculated based on the equipment weight, mast crane parameters, and cabin structure using a preset algorithm until the heavy equipment is completely detached from the cabin. This includes: constructing a three-dimensional workspace database containing the equipment geometric model, cabin bulkhead position coordinates, and a mast crane boom length-angle-load relationship table; using a particle swarm optimization algorithm to search the database for the optimal lifting angle that satisfies the following conditions: during the lifting process, the stress at each hinge point of the main boom does not exceed the allowable stress of the material; the minimum distance between the bottom of the equipment and the support structure inside the cabin is not less than a safety threshold; and the power output of the lifting system is in the optimal energy efficiency range. The main boom is controlled to perform luffing motion at this optimal angle until the bottom of the equipment completely passes the upper edge of the cabin bulkhead.

[0062] By constructing a three-dimensional work space database, the particle swarm optimization algorithm is used to search for the optimal elevation angle that satisfies stress, safety distance, and energy efficiency, ensuring the safety and economy of the lifting process.

[0063] The construction of the 3D database includes: inputting the 3D model of the equipment (including the coordinates of the center of gravity), the coordinates of the bulkhead (accuracy ±5mm, obtained through 3D laser scanning), and the characteristic table of the mast boom (maximum load and stress threshold at hinge points corresponding to different L-θ). The defined constraints include: stress at the main boom hinge point σ ≤ allowable stress σ_alloy × 0.8 (σ_alloy is the material yield strength); distance between the bottom of the equipment and the ship's support structure ≥ 200 mm; hoisting motor power P ≤ 85% of rated power (energy efficiency range).

[0064] The particle swarm optimization search initializes 50 particles (θ ranges from 15° to 60°) with a comprehensive weighted objective function (stress 30%, safety distance 40%, power 30%). The fitness of each particle is calculated iteratively, and θ_opt is updated through the global optimal solution, with a calculation cycle of ≤500ms. The main arm is controlled to change amplitude according to θ_opt, and the stress sensor data (accuracy ±1%FS) is monitored synchronously. If the real-time stress is > σ_alloy × 0.75, the angle is automatically switched to the suboptimal angle and an alarm is triggered.

[0065] In some embodiments, during the hovering process, the attitude of the lifting points is monitored in real time. When the attitude deviation of the lifting points is detected to exceed a preset threshold, the balance correction is performed by adjusting the tension of each lifting point in the lifting system. This includes: collecting three-dimensional force and torque data of each lifting point in real time through a six-dimensional force sensor installed on the equipment lifting device, and calculating the offset of the equipment's center of gravity and attitude angle deviation based on the principle of spatial force system balance; when the attitude angle deviation in any direction exceeds 0.5 degrees, triggering a dynamic adjustment program for the lifting point tension, and distributing the tension compensation value of each lifting point according to the proportion of the deviation through a proportional servo valve, so that the deviation between the vertical line of the equipment's center of gravity and the line connecting the geometric center of the lifting device is controlled within 1 / 1000 of the equipment width.

[0066] Based on the data from the six-dimensional force sensor, the center of gravity offset and attitude deviation are calculated. The tension of the lifting point is dynamically adjusted by the proportional servo valve to achieve precise balance of the equipment attitude.

[0067] Deviation detection and calculation: A six-dimensional force sensor (such as ATI Nano17, resolution 0.01 N·m) collects the forces (Fx, Fy, Fz) and torques (Mx, My, Mz) at each suspension point in real time. Based on the force system balance equation: center of gravity offset Δx = My / (Fz1+Fz2+Fz3+Fz4), Δy = -Mx / (Fztotal); attitude angle deviation α=arctan(2Δx / D), β=arctan(2Δy / D) (D is the width of the equipment). Tension compensation control: When |α|>0.5° or |β|>0.5°, the adjustment program is triggered: calculate the compensation resultant force ΔF_total = (G×Δx) / Lx + (G×Δy) / Ly (G is the weight of the equipment, Lx / Ly is the distance between the lifting points); allocate the compensation value ΔFi=ΔF_total×li / Σli according to the distance from each lifting point to the center of gravity, and adjust the winch tension through the proportional servo valve (response time≤30ms) so that the deviation between the vertical line of the center of gravity and the center of the lifting device is ≤D / 1000 (e.g., the deviation is ≤2mm when the equipment width is 2m).

[0068] In some embodiments, the execution of the reverse luffing action, which switches the main boom from the working state corresponding to the first radius to the working state corresponding to the second radius, includes: obtaining the current main boom elevation angle through an absolute encoder installed at the root of the main boom; calculating the target elevation angle based on the geometric relationship between the two working radii; generating a three-segment speed planning curve including the luffing start point, intermediate buffer point, and target point; starting the luffing mechanism servo motor to execute the reverse luffing action according to the planning curve; comparing the encoder feedback angle with the theoretical planning angle in real time during the luffing process; triggering position closed-loop correction when the deviation exceeds 0.3 degrees to ensure that the main boom luffing trajectory strictly matches the geometric path of the two-radius switching.

[0069] Based on absolute encoder feedback and three-segment speed planning, precise control of the boom luffing trajectory is achieved, ensuring geometric path matching for dual-radius switching.

[0070] Target elevation angle calculation and speed planning: The absolute encoder (16-bit resolution with multiple turns) provides real-time feedback of the current elevation angle θ_current. Based on the dual-radius geometric relationship θ_target=arccos((R2) / L) (L is the main boom length), a three-segment speed curve is generated: acceleration segment (0~30% of travel, acceleration 0.05° / s²), constant speed segment (30%~70%, speed 0.2° / s), and deceleration segment (70%~100%, deceleration -0.05° / s²), with a 10° buffer point in between (θ_mid=θ_current-10°).

[0071] Position closed-loop correction: During the luffing process, the encoder feedback θ_feedback and the planned value θ_plan are compared in real time. When |θ_feedback-θ_plan|>0.3°, the servo motor torque compensation is triggered. If θ_feedback<θ_plan, the thrust of the luffing cylinder is increased (+5% of the rated pressure); otherwise, the thrust is reduced and the hydraulic brake is activated to ensure that the luffing error is ≤±0.2°, matching the geometric path accuracy of the dual-radius switching (±50mm horizontal distance error).

[0072] In some embodiments, during the luffing process, the system-linked anti-tilting control mechanism is activated to prevent the mast crane from tilting backward by synchronously adjusting the counterweight and the luffing speed of the main boom. This includes: establishing an anti-tilting control algorithm based on the overall dynamic model of the mast crane; collecting data on the main boom elevation angle, luffing angular velocity, and equipment load in real time; calculating the current position of the overall center of gravity; when the horizontal coordinate of the center of gravity approaches 80% of the boundary line of the rear support leg of the mast crane, automatically triggering the counterweight translation mechanism to move towards the front end of the counterweight guide rail; simultaneously reducing the luffing speed to 60% of the original speed through a servo driver until the horizontal coordinate of the center of gravity returns to within 50% of the boundary line of the safe zone, forming a closed-loop linkage control between luffing speed adjustment and counterweight dynamic compensation.

[0073] The center of gravity position is calculated in real time based on the whole machine dynamics model. By linking the counterweight translation with speed adjustment, an anti-tipping control closed loop is constructed to improve the safety of luffing.

[0074] The dynamic model and center of gravity calculation are established by creating a complete mast crane model: center of gravity coordinates Gx = (M equipment × L equipment + M counterweight × L counterweight + M self-weight × L self-weight) / (M total), where L equipment is the distance from the equipment's center of gravity to the front support leg, and L counterweight is the counterweight position coordinate (guide rail length 10m, front end 0m, rear end 10m); real-time data acquisition includes: boom elevation angle θ (encoder), amplitude angular velocity ω (differential calculation), equipment load M equipment (spreader sensor), and counterweight position L counterweight (linear displacement sensor, accuracy ±1mm).

[0075] Linkage control logic: When Gx > 80% of the rear support leg boundary line (i.e., Gx ≥ 0.8 × L_rear, L_rear = 5m is the theoretical boundary of the rear support leg): the counterweight translation motor (power 15kW) is automatically started and moves to the front end of the guide rail (reducing L counterweight) at a speed of 0.3m / s. At the same time, the servo driver reduces the luffing speed to 60% (i.e. 0.12° / s). When Gx returns to the safe area (Gx ≤ 0.5 × L_rear), the original luffing speed is restored, the counterweight stops moving, forming a closed loop of "center of gravity monitoring - counterweight compensation - speed adjustment" to ensure that the stable torque coefficient K ≥ 1.8 (safety threshold 1.5).

[0076] In some embodiments, during or after the reverse luffing process, the work path is dynamically fine-tuned based on the real-time position of the transport vehicle and the equipment attitude. This dynamic fine-tuning includes adjusting the boom luffing angle, lifting height, and horizontal movement trajectory of the equipment. This includes: acquiring the vehicle platform coordinates in real-time using a UWB positioning module installed on the transport vehicle, and combining this with a laser rangefinder installed on the equipment's spreader to measure the relative position of the vehicle platform and the spreader, constructing a two-dimensional work plane including the edge contour of the spreader; and employing an A / B-based... The algorithm's path planning module generates the optimal movement trajectory between the current equipment position and the landing point of the vehicle platform, avoiding obstacles on the shore. It outputs the main boom luffing angle adjustment amount, winch lifting command, and trolley traveling mechanism micro-motion control signal in real time, so that the horizontal movement speed of the equipment and the luffing speed of the main boom are kinematically coordinated.

[0077] By fusing UWB positioning and laser ranging data, a two-dimensional working plane is constructed, and A2D positioning is used. The algorithm plans obstacle avoidance trajectories and enables multi-mechanism collaborative micro-motion control.

[0078] Real-time positioning and planar modeling: A UWB positioning module (3 base stations, positioning accuracy ±5mm) acquires the vehicle platform coordinates (Xc, Yc); a laser rangefinder (range 20m, accuracy ±2mm) measures the distance H from the bottom of the device to the vehicle platform and the edge contour; a two-dimensional planar coordinate system (XY, Z=H) is constructed, and the coordinates of obstacles on the shore (such as bollards and guardrails) are imported, defining a safe distance ≥0.5m. A Algorithm path planning: The starting point is the current equipment position (X0, Y0), and the ending point is the platform landing point (Xc, Yc). The cost function includes distance and obstacle avoidance weights. Generate a path point sequence and output control commands: main boom luffing angle adjustment Δθ=arctan((Xc-X0) / H), accuracy ±0.1°; winch lifting command ΔH=Hc-H (Hc is the platform height, error ±3mm); trolley traveling mechanism micro-motion (accuracy ±10mm) to ensure that the horizontal movement speed v_xy and the luffing speed v_θ satisfy kinematic coordination (v_xy=v_θ×L×cosθ).

[0079] In some embodiments, the control device descends onto the transport vehicle platform and continuously monitors the attitude of the lifting points and the alignment deviation between the device and the platform during the descent until the device is accurately positioned and loaded. This includes: when the distance between the bottom surface of the device and the platform is less than 200mm, activating a high-precision alignment control mode; collecting the relative positional deviation between the positioning holes at the bottom of the device and the positioning pins on the platform through a vision recognition system installed at the four corners of the platform; generating a composite control command based on the deviation data, including vertical descent speed compensation, horizontal micro-motion translation, and angle fine-tuning; and precisely controlling the coordinated action of the lifting system and the luffing system through an electro-hydraulic proportional valve group to ensure that the radial deviation between the positioning holes and the positioning pins does not exceed 2mm and the vertical deviation does not exceed 0.3 degrees, until the device's own weight is completely supported by the platform and then cutting off the power to the lifting system.

[0080] Based on visual recognition of the deviation between the positioning hole and the positioning pin, composite control commands are generated to achieve millimeter-level alignment accuracy and ensure the safe transfer of equipment load to the vehicle plate.

[0081] High-precision alignment detection: Industrial cameras (resolution 2048×2048, field of view 500mm×500mm) are mounted at the four corners of the vehicle panel to identify the deviation between the positioning hole (50mm diameter) at the bottom of the device and the positioning pin (48mm diameter) on the vehicle panel: Radial deviation Δr = √(ΔX 2 +ΔY 2 Vertical deviation γ = arctan(|ΔZ| / L_pin) (L_pin is the length of the positioning pin, 200mm); when the bottom surface of the equipment is ≤200mm from the vehicle platform, visual acquisition is triggered (frequency 10Hz), and (ΔX, ΔY, γ) is output in real time. Composite control execution: Control command generation: Vertical speed compensation: if Δr > 10mm, the descent speed is reduced to 0.02m / min; if Δr ≤ 2mm, the speed is increased to 0.05m / min; Horizontal micro-motion: ΔX / ΔY is corrected by micro-movement of the luffing cylinder (accuracy ±0.5mm), and γ is corrected by micro-adjustment of the slewing mechanism (accuracy ±0.02°); when Δr ≤ 2mm and γ ≤ 0.3°, the equipment is allowed to contact the vehicle platform. After the pressure sensor (threshold 5kN) detects the load, the lifting system power is cut off, and the load transfer is completed (the vehicle platform bears ≥95% of the equipment weight).

[0082] This application achieves continuous operation of the entire process from "lifting-transfer-positioning" from the ship's hold to the transport vehicle by pre-setting dual operating radii and an intelligent switching mechanism, eliminating the need for machine downtime and adjustments, thus improving operational efficiency. Real-time monitoring of the lifting point's attitude and automatic tension correction, combined with a counterweight and speed linkage anti-tilting strategy during luffing, controls equipment attitude deviation to the millimeter level, increases the overall machine's center of gravity safety margin, and significantly reduces operational risks. Based on real-time position data, the operating path is dynamically fine-tuned, ensuring that the radial deviation of the positioning hole and positioning pin during unloading is ≤2mm and the vertical deviation is ≤0.3 degrees, meeting the high-precision docking requirements of critical components and avoiding the time-consuming manual re-alignment. By integrating multi-dimensional data such as equipment weight, mast crane parameters, and ship's hold structure through a pre-set algorithm, it is compatible with different types of components such as wind turbine nacelles and bridge boxes, adapting to the intelligent decision-making needs of complex operating environments.

[0083] Please see Figure 3 As shown, Figure 3 This is a schematic diagram of the structure of the mast crane equipment loading-on-ship / loading-on-vehicle integrated operation system 200 provided in this application embodiment. The mast crane equipment loading-on-ship / loading-on-vehicle integrated operation system 200 is used to execute the steps of the mast crane equipment loading-on-ship / loading-on-vehicle integrated operation method shown in the above embodiments. The mast crane equipment loading-on-ship / loading-on-vehicle integrated operation system 200 can be a single server or a server cluster, or it can be a terminal, such as a handheld terminal, laptop computer, wearable device, or robot.

[0084] like Figure 3 As shown, the mast crane equipment ship-to-vehicle integrated operation system 200 includes: Anchor cable adjustment unit 201 is used to adjust the anchor cable of the mast crane so that the mast crane is in the initial working state and presets a double working radius, wherein the double working radius corresponds to the first radius from the lifting position of the equipment in the cabin to the transition area on the shore and the second radius from the transition area on the shore to the unloading position of the transport vehicle. The system start-up unit 202 is used to start the main boom luffing combined lifting system and control the mast crane to lift heavy equipment from the cabin at an intelligently optimized lifting angle. The lifting angle is calculated based on the equipment weight, mast crane parameters and cabin structure through a preset algorithm until the heavy equipment is completely detached from the cabin. The equipment control unit 203 is used to control the heavy equipment to hover to the shore transition area as the main boom luffs. During the hovering process, the attitude of the lifting points is monitored in real time. When the attitude deviation of the lifting points is detected to exceed the preset threshold, the tension of each lifting point of the hoisting system is adjusted to achieve balance correction. The reverse luffing action is executed to switch the main boom from the working state corresponding to the first radius to the working state corresponding to the second radius. During the luffing process, the system linkage anti-tilting control mechanism is activated to prevent the mast crane from tilting backward by synchronously adjusting the counterweight of the mast crane and the luffing speed of the main boom. The loading completion unit 204 is used to dynamically fine-tune the operation path according to the real-time position of the transport vehicle and the attitude of the equipment during or after the reverse luffing process. The dynamic fine-tuning includes adjusting the luffing angle of the main boom, the lifting height, and the horizontal movement trajectory of the equipment; controlling the equipment to fall onto the transport vehicle platform, and continuously monitoring the attitude of the lifting point and the alignment deviation between the equipment and the platform during the lowering process until the equipment is accurately positioned and the loading is completed; the method supports smooth switching between two typical operation paths: from the ship's hold to the shore and from the shore to the transport vehicle platform, and is suitable for the efficient transfer of major components such as wind turbine nacelles and bridge box assemblies between the ship's hold, the shore, and the transport vehicle platform.

[0085] In some embodiments, adjusting the anchor cables of the mast crane to bring it into the initial operational state includes: adjusting the preload of the anchor cables in each direction in stages through an anchor cable tensioning control system based on the rated load parameters of the mast crane and the weight data of the equipment to be lifted, so that the verticality deviation of the main structure of the mast crane does not exceed the preset engineering standard; synchronously collecting real-time data from tension sensors installed at the anchor cable connection nodes, and achieving tension balance of each anchor cable through closed-loop feedback control to form a stable triangular support structure, providing an initial balance basis for switching between dual operating radii.

[0086] In some embodiments, the activation of the main boom luffing combined lifting system, controlling the mast crane to lift heavy equipment from the hull at an intelligently optimized lifting angle, includes: synchronously activating the main boom luffing hydraulic drive module and the lifting winch servo control system; establishing a dynamic matching relationship between the luffing cylinder extension / retraction speed and the winch wire rope retraction / unwinding speed based on a preset collaborative control strategy; and using an angle encoder installed at the main boom hinge point to collect real-time main boom elevation angle change data, combined with real-time load data from a weight sensor installed on the equipment spreader, to couple and control the luffing and lifting actions, ensuring that the equipment's center of gravity trajectory matches the three-dimensional contour of the hull's reserved lifting space during the lifting process.

[0087] In some embodiments, the lifting angle is calculated based on the equipment weight, mast crane parameters, and cabin structure using a preset algorithm until the heavy equipment is completely detached from the cabin. This includes: constructing a three-dimensional workspace database containing the equipment geometric model, cabin bulkhead position coordinates, and a mast crane boom length-angle-load relationship table; using a particle swarm optimization algorithm to search the database for the optimal lifting angle that satisfies the following conditions: during the lifting process, the stress at each hinge point of the main boom does not exceed the allowable stress of the material; the minimum distance between the bottom of the equipment and the support structure inside the cabin is not less than a safety threshold; and the power output of the lifting system is in the optimal energy efficiency range. The main boom is controlled to perform luffing motion at this optimal angle until the bottom of the equipment completely passes the upper edge of the cabin bulkhead.

[0088] In some embodiments, during the hovering process, the attitude of the lifting points is monitored in real time. When the attitude deviation of the lifting points is detected to exceed a preset threshold, the balance correction is performed by adjusting the tension of each lifting point in the lifting system. This includes: collecting three-dimensional force and torque data of each lifting point in real time through a six-dimensional force sensor installed on the equipment lifting device, and calculating the offset of the equipment's center of gravity and attitude angle deviation based on the principle of spatial force system balance; when the attitude angle deviation in any direction exceeds 0.5 degrees, triggering a dynamic adjustment program for the lifting point tension, and distributing the tension compensation value of each lifting point according to the proportion of the deviation through a proportional servo valve, so that the deviation between the vertical line of the equipment's center of gravity and the line connecting the geometric center of the lifting device is controlled within 1 / 1000 of the equipment width.

[0089] In some embodiments, the execution of the reverse luffing action, which switches the main boom from the working state corresponding to the first radius to the working state corresponding to the second radius, includes: obtaining the current main boom elevation angle through an absolute encoder installed at the root of the main boom; calculating the target elevation angle based on the geometric relationship between the two working radii; generating a three-segment speed planning curve including the luffing start point, intermediate buffer point, and target point; starting the luffing mechanism servo motor to execute the reverse luffing action according to the planning curve; comparing the encoder feedback angle with the theoretical planning angle in real time during the luffing process; triggering position closed-loop correction when the deviation exceeds 0.3 degrees to ensure that the main boom luffing trajectory strictly matches the geometric path of the two-radius switching.

[0090] In some embodiments, during the luffing process, the system-linked anti-tilting control mechanism is activated to prevent the mast crane from tilting backward by synchronously adjusting the counterweight and the luffing speed of the main boom. This includes: establishing an anti-tilting control algorithm based on the overall dynamic model of the mast crane; collecting data on the main boom elevation angle, luffing angular velocity, and equipment load in real time; calculating the current position of the overall center of gravity; when the horizontal coordinate of the center of gravity approaches 80% of the boundary line of the rear support leg of the mast crane, automatically triggering the counterweight translation mechanism to move towards the front end of the counterweight guide rail; simultaneously reducing the luffing speed to 60% of the original speed through a servo driver until the horizontal coordinate of the center of gravity returns to within 50% of the boundary line of the safe zone, forming a closed-loop linkage control between luffing speed adjustment and counterweight dynamic compensation.

[0091] In some embodiments, during or after the reverse luffing process, the work path is dynamically fine-tuned based on the real-time position of the transport vehicle and the equipment attitude. This dynamic fine-tuning includes adjusting the boom luffing angle, lifting height, and horizontal movement trajectory of the equipment. This includes: acquiring the vehicle platform coordinates in real-time using a UWB positioning module installed on the transport vehicle, and combining this with a laser rangefinder installed on the equipment's spreader to measure the relative position of the vehicle platform and the spreader, constructing a two-dimensional work plane including the edge contour of the spreader; and employing an A / B-based... The algorithm's path planning module generates the optimal movement trajectory between the current equipment position and the landing point of the vehicle platform, avoiding obstacles on the shore. It outputs the main boom luffing angle adjustment amount, winch lifting command, and trolley traveling mechanism micro-motion control signal in real time, so that the horizontal movement speed of the equipment and the luffing speed of the main boom are kinematically coordinated.

[0092] In some embodiments, the control device descends onto the transport vehicle platform and continuously monitors the attitude of the lifting points and the alignment deviation between the device and the platform during the descent until the device is accurately positioned and loaded. This includes: when the distance between the bottom surface of the device and the platform is less than 200mm, activating a high-precision alignment control mode; collecting the relative positional deviation between the positioning holes at the bottom of the device and the positioning pins on the platform through a vision recognition system installed at the four corners of the platform; generating a composite control command based on the deviation data, including vertical descent speed compensation, horizontal micro-motion translation, and angle fine-tuning; and precisely controlling the coordinated action of the lifting system and the luffing system through an electro-hydraulic proportional valve group to ensure that the radial deviation between the positioning holes and the positioning pins does not exceed 2mm and the vertical deviation does not exceed 0.3 degrees, until the device's own weight is completely supported by the platform and then cutting off the power to the lifting system.

[0093] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the mast crane equipment ship-to-vehicle integrated operation system and its modules described above can be referred to the corresponding contents in the various embodiments of the mast crane equipment ship-to-vehicle integrated operation method, and will not be repeated here.

[0094] The aforementioned integrated ship-to-vehicle loading method for mast crane equipment can be implemented as a computer program, which can be used in various ways, such as... Figure 3 It runs on the device shown.

[0095] Please see Figure 4 , Figure 4 This is a schematic block diagram of the structure of a computer device provided in an embodiment of this application. The computer device includes a processor, a memory, and a network interface connected via a device bus, wherein the memory may include a storage medium and internal memory.

[0096] The storage medium can store operating equipment and computer programs. The computer program includes program instructions that, when executed, cause the processor to perform any integrated ship-to-vehicle loading and unloading operation method for mast crane equipment.

[0097] The processor provides computing and control capabilities, supporting the operation of the entire computer device.

[0098] The internal memory provides an environment for the execution of computer programs in non-volatile storage media. When the computer program is executed by the processor, it enables the processor to perform any integrated ship-to-vehicle loading and unloading operation method for mast crane equipment.

[0099] This network interface is used for network communication, such as sending assigned tasks. Those skilled in the art will understand that... Figure 4 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the terminal to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0100] It should be understood that the processor can be a Central Processing Unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. Among these, a general-purpose processor can be a microprocessor or any conventional processor.

[0101] In one embodiment, the processor is configured to run a computer program stored in memory to perform the following steps: Adjust the anchor cable of the mast crane to put the mast crane in the initial working state, and preset the double working radius, which corresponds to the first radius from the lifting position of the equipment in the cabin to the transition area on the shore, and the second radius from the transition area on the shore to the unloading position of the transport vehicle. Start the main boom luffing and lifting system, and control the mast crane to lift the heavy equipment from the cabin at an intelligently optimized lifting angle. The lifting angle is calculated by a preset algorithm based on the equipment weight, mast crane parameters and cabin structure, until the heavy equipment is completely detached from the cabin. The system controls the heavy equipment to hover to the shore transition area as the main boom luffs. During the hovering process, the attitude of the lifting points is monitored in real time. When the attitude deviation of the lifting points exceeds the preset threshold, the tension of each lifting point in the hoisting system is adjusted for balance correction. The system then executes a reverse luffing action to switch the main boom from the working state corresponding to the first radius to the working state corresponding to the second radius. During the luffing process, the system's linkage anti-backward tilting control mechanism is activated to prevent the mast crane from tilting backward by synchronously adjusting the counterweight of the mast crane and the luffing speed of the main boom. During or after the reverse luffing process, the operation path is dynamically fine-tuned based on the real-time position of the transport vehicle and the attitude of the equipment. The dynamic fine-tuning includes adjusting the luffing angle of the main boom, the lifting height, and the horizontal movement trajectory of the equipment. The equipment is controlled to fall onto the transport vehicle platform, and the attitude of the lifting point and the alignment deviation between the equipment and the platform are continuously monitored during the lowering process until the equipment is accurately positioned and the loading is completed. The method supports smooth switching between two typical operation paths: from the ship's hold to the shore and from the shore to the transport vehicle platform. It is suitable for the efficient transfer of major components such as wind turbine nacelles and bridge box assemblies between the ship's hold, the shore, and the transport vehicle platform.

[0102] In some embodiments, adjusting the anchor cables of the mast crane to bring it into the initial operational state includes: adjusting the preload of the anchor cables in each direction in stages through an anchor cable tensioning control system based on the rated load parameters of the mast crane and the weight data of the equipment to be lifted, so that the verticality deviation of the main structure of the mast crane does not exceed the preset engineering standard; synchronously collecting real-time data from tension sensors installed at the anchor cable connection nodes, and achieving tension balance of each anchor cable through closed-loop feedback control to form a stable triangular support structure, providing an initial balance basis for switching between dual operating radii.

[0103] In some embodiments, the activation of the main boom luffing combined lifting system, controlling the mast crane to lift heavy equipment from the hull at an intelligently optimized lifting angle, includes: synchronously activating the main boom luffing hydraulic drive module and the lifting winch servo control system; establishing a dynamic matching relationship between the luffing cylinder extension / retraction speed and the winch wire rope retraction / unwinding speed based on a preset collaborative control strategy; and using an angle encoder installed at the main boom hinge point to collect real-time main boom elevation angle change data, combined with real-time load data from a weight sensor installed on the equipment spreader, to couple and control the luffing and lifting actions, ensuring that the equipment's center of gravity trajectory matches the three-dimensional contour of the hull's reserved lifting space during the lifting process.

[0104] In some embodiments, the lifting angle is calculated based on the equipment weight, mast crane parameters, and cabin structure using a preset algorithm until the heavy equipment is completely detached from the cabin. This includes: constructing a three-dimensional workspace database containing the equipment geometric model, cabin bulkhead position coordinates, and a mast crane boom length-angle-load relationship table; using a particle swarm optimization algorithm to search the database for the optimal lifting angle that satisfies the following conditions: during the lifting process, the stress at each hinge point of the main boom does not exceed the allowable stress of the material; the minimum distance between the bottom of the equipment and the support structure inside the cabin is not less than a safety threshold; and the power output of the lifting system is in the optimal energy efficiency range. The main boom is controlled to perform luffing motion at this optimal angle until the bottom of the equipment completely passes the upper edge of the cabin bulkhead.

[0105] In some embodiments, during the hovering process, the attitude of the lifting points is monitored in real time. When the attitude deviation of the lifting points is detected to exceed a preset threshold, the balance correction is performed by adjusting the tension of each lifting point in the lifting system. This includes: collecting three-dimensional force and torque data of each lifting point in real time through a six-dimensional force sensor installed on the equipment lifting device, and calculating the offset of the equipment's center of gravity and attitude angle deviation based on the principle of spatial force system balance; when the attitude angle deviation in any direction exceeds 0.5 degrees, triggering a dynamic adjustment program for the lifting point tension, and distributing the tension compensation value of each lifting point according to the proportion of the deviation through a proportional servo valve, so that the deviation between the vertical line of the equipment's center of gravity and the line connecting the geometric center of the lifting device is controlled within 1 / 1000 of the equipment width.

[0106] In some embodiments, the execution of the reverse luffing action, which switches the main boom from the working state corresponding to the first radius to the working state corresponding to the second radius, includes: obtaining the current main boom elevation angle through an absolute encoder installed at the root of the main boom; calculating the target elevation angle based on the geometric relationship between the two working radii; generating a three-segment speed planning curve including the luffing start point, intermediate buffer point, and target point; starting the luffing mechanism servo motor to execute the reverse luffing action according to the planning curve; comparing the encoder feedback angle with the theoretical planning angle in real time during the luffing process; triggering position closed-loop correction when the deviation exceeds 0.3 degrees to ensure that the main boom luffing trajectory strictly matches the geometric path of the two-radius switching.

[0107] In some embodiments, during the luffing process, the system-linked anti-tilting control mechanism is activated to prevent the mast crane from tilting backward by synchronously adjusting the counterweight and the luffing speed of the main boom. This includes: establishing an anti-tilting control algorithm based on the overall dynamic model of the mast crane; collecting data on the main boom elevation angle, luffing angular velocity, and equipment load in real time; calculating the current position of the overall center of gravity; when the horizontal coordinate of the center of gravity approaches 80% of the boundary line of the rear support leg of the mast crane, automatically triggering the counterweight translation mechanism to move towards the front end of the counterweight guide rail; simultaneously reducing the luffing speed to 60% of the original speed through a servo driver until the horizontal coordinate of the center of gravity returns to within 50% of the boundary line of the safe zone, forming a closed-loop linkage control between luffing speed adjustment and counterweight dynamic compensation.

[0108] In some embodiments, during or after the reverse luffing process, the work path is dynamically fine-tuned based on the real-time position of the transport vehicle and the equipment attitude. This dynamic fine-tuning includes adjusting the boom luffing angle, lifting height, and horizontal movement trajectory of the equipment. This includes: acquiring the vehicle platform coordinates in real-time using a UWB positioning module installed on the transport vehicle, and combining this with a laser rangefinder installed on the equipment's spreader to measure the relative position of the vehicle platform and the spreader, constructing a two-dimensional work plane including the edge contour of the spreader; and employing an A / B-based... The algorithm's path planning module generates the optimal movement trajectory between the current equipment position and the landing point of the vehicle platform, avoiding obstacles on the shore. It outputs the main boom luffing angle adjustment amount, winch lifting command, and trolley traveling mechanism micro-motion control signal in real time, so that the horizontal movement speed of the equipment and the luffing speed of the main boom are kinematically coordinated.

[0109] In some embodiments, the control device descends onto the transport vehicle platform and continuously monitors the attitude of the lifting points and the alignment deviation between the device and the platform during the descent until the device is accurately positioned and loaded. This includes: when the distance between the bottom surface of the device and the platform is less than 200mm, activating a high-precision alignment control mode; collecting the relative positional deviation between the positioning holes at the bottom of the device and the positioning pins on the platform through a vision recognition system installed at the four corners of the platform; generating a composite control command based on the deviation data, including vertical descent speed compensation, horizontal micro-motion translation, and angle fine-tuning; and precisely controlling the coordinated action of the lifting system and the luffing system through an electro-hydraulic proportional valve group to ensure that the radial deviation between the positioning holes and the positioning pins does not exceed 2mm and the vertical deviation does not exceed 0.3 degrees, until the device's own weight is completely supported by the platform and then cutting off the power to the lifting system.

[0110] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, causes the processor to implement the steps of the integrated mast crane loading-vehicle loading method provided in any embodiment of this application.

[0111] The computer-readable storage medium may be an internal storage unit of the computer device described in the foregoing embodiments, such as the hard disk or memory of the computer device. The computer-readable storage medium may also be an external storage device of the computer device, such as a plug-in hard disk, SmartMedia Card (SMC), Secure Digital (SD) card, or Flash Card equipped on the computer device.

[0112] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in this application, and these modifications or substitutions should all be covered within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for integrating a loading and unloading operation of a mast crane apparatus, characterized in that, The method comprises: Adjust the anchor cable of the mast crane to make the mast crane in an initial state of operation, and preset double operation radii, wherein the double operation radii respectively correspond to a first radius from a lifting position of equipment in a cabin to a transition area on a shore and a second radius from the transition area on the shore to a dropping position of a transport vehicle plate; Start a main arm luffing combined hoisting system, and control the mast crane to lift the heavy equipment in the cabin at an intelligent optimized lifting angle, wherein the lifting angle is calculated according to the weight of the equipment, parameters of the mast crane and a cabin structure through a preset algorithm, until the heavy equipment completely separates from the cabin; Control the heavy equipment to hover to the transition area on the shore with the main arm luffing action, in the hovering process, real-time monitor the attitude of the lifting point, when detecting that the attitude deviation of the lifting point exceeds a preset threshold, balance correction is performed through adjusting the tension of each lifting point of the hoisting system; perform a reverse luffing action, so that the main arm switches from an operation state corresponding to the first radius to an operation state corresponding to the second radius, in the luffing process, start a system linkage anti-back tilting control mechanism, and prevent the mast crane from back tilting by synchronously adjusting the counterweight of the mast crane and the luffing speed of the main arm; In the reverse luffing process or after the reverse luffing is completed, dynamically fine-tune the operation path according to the real-time position of the transport vehicle and the attitude of the equipment, wherein the dynamic fine-tuning comprises adjusting the luffing angle of the main arm, the lifting height and the horizontal moving track of the equipment; control the equipment to drop to the transport vehicle plate, and continuously monitor the attitude of the lifting point and the alignment deviation of the equipment and the vehicle plate in the dropping process, until the equipment is accurately positioned and the loading on the vehicle is completed; wherein the method supports smooth switching between two typical operation paths from the cabin to the transition area on the shore and from the transition area on the shore to the transport vehicle plate, and is suitable for efficient transfer of wind turbine cabins and bridge box type heavy components between the cabin, the transition area on the shore and the transport vehicle plate.

2. The method of claim 1, wherein, The method comprises: Based on the rated load parameters of the mast crane and the weight data of the equipment to be lifted, the pre-tightening force of each direction anchor cable is adjusted in stages through the anchor cable tension control system, so that the perpendicularity deviation of the main body structure of the mast crane does not exceed the preset engineering standard; Synchronously collect real-time data of the tension sensor installed at the anchor cable connection node, and realize the balance of the tension of each anchor cable through closed-loop feedback control, so as to form a stable triangular support stress structure, and provide an initial balance basis for switching of the double operation radii.

3. The method of claim 1, wherein, The method comprises: Synchronously activate the main arm luffing hydraulic drive module and the hoisting winch servo control system, and establish a dynamic matching relationship between the extension and retraction speed of the luffing oil cylinder and the winding and unwinding speed of the winch steel wire rope based on a preset cooperative control strategy; Collect the main arm elevation angle change data through the angle encoder installed at the main arm hinge point in real time, and combine the real-time load data of the weight sensor installed at the equipment spreader to perform coupled control on the luffing and hoisting actions, so as to ensure that the equipment gravity track matches the three-dimensional profile of the reserved lifting space of the cabin in the lifting process.

4. The method of claim 1, wherein, The lifting angle is calculated according to the weight of the equipment, the parameters of the mast crane and the cabin structure through a preset algorithm, until the heavy equipment completely separates from the cabin. A three-dimensional operation space database is constructed, which contains a device geometric model, a ship cabin bulkhead position coordinate, and a mast boom support length-angle-load relationship table. A particle swarm optimization algorithm is used to search for an optimal lifting angle in the database that satisfies the following conditions: the stress of each hinge point of the main arm during lifting does not exceed the material allowable stress, the minimum distance between the device bottom and the support structure in the ship cabin is not less than a safety threshold, and the power output of the lifting system is in the energy efficiency optimal interval. The main arm is controlled to perform a luffing action at the optimal angle until the device bottom completely passes over the top edge of the ship cabin bulkhead.

5. The method of claim 1, wherein, During hovering, the attitude of the lifting point is monitored in real time. When the detected attitude deviation of the lifting point exceeds a preset threshold, the balance correction is performed by adjusting the tension of each lifting point of the lifting system, including: The three-dimensional force and torque data of each lifting point are collected in real time by the six-dimensional force sensor installed on the device sling. Based on the spatial force system balance principle, the device gravity center offset and attitude angle deviation are calculated. When the attitude angle deviation in any direction exceeds 0.5 degrees, the lifting point tension dynamic adjustment program is triggered. The tension compensation value of each lifting point is distributed in proportion to the deviation by the proportional servo valve, so that the deviation of the device mass center vertical line and the sling geometric center line is controlled within 1 / 1000 of the device width.

6. The method of claim 1, wherein, The reverse luffing action is performed to switch the main arm from the operation state corresponding to the first radius to the operation state corresponding to the second radius, including: The current main arm elevation angle is obtained by the absolute value encoder installed at the root of the main arm. The target elevation angle is calculated based on the geometric relationship of the double operation radii, and a three-section velocity planning curve including the luffing starting point, the intermediate buffer point, and the target point is generated. The luffing mechanism servo motor is started to perform the reverse luffing action according to the planning curve. In the luffing process, the encoder feedback angle is compared with the theoretical planning angle in real time. When the deviation exceeds 0.3 degrees, the position closed-loop correction is triggered to ensure that the main arm luffing trajectory strictly matches the geometric path of the double radius switching.

7. The method of claim 6, wherein, During the luffing process, the system linkage anti-tilting control mechanism is started to prevent the mast crane from tilting backward by synchronously adjusting the counterweight of the mast crane and the luffing speed of the main arm, including: An anti-tilting control algorithm based on the mast crane overall dynamics model is established. The main arm elevation angle, luffing angular velocity, and device load data are collected in real time to calculate the current overall gravity center position. When the gravity center horizontal coordinate approaches 80% of the boundary line of the mast crane rear support leg, the counterweight translation mechanism is automatically triggered to move to the front end of the counterweight guide rail. At the same time, the luffing speed is reduced to 60% of the original speed by the servo driver until the gravity center horizontal coordinate returns to within 50% of the safety area boundary line, forming a linkage control closed loop of luffing speed adjustment and counterweight dynamic compensation.

8. The method of claim 1, wherein, After the reverse luffing process or completion, the operation path is dynamically fine-tuned according to the real-time position of the transport vehicle and the device attitude. The dynamic fine-tuning includes adjusting the main arm luffing angle, lifting height, and device horizontal movement trajectory, including: The vehicle plate coordinate is obtained in real time by the UWB positioning module installed on the transport vehicle. The relative position between the device and the vehicle plate is measured by the laser range finder installed on the device sling to construct a two-dimensional operation plane containing the vehicle plate edge contour. Adopting A The algorithm's path planning module generates the optimal movement trajectory between the current equipment position and the landing point of the vehicle platform, avoiding obstacles on the shore. It outputs the main boom luffing angle adjustment amount, winch lifting command, and trolley traveling mechanism micro-motion control signal in real time, so that the horizontal movement speed of the equipment and the luffing speed of the main boom are kinematically coordinated.

9. The method of claim 1, wherein, The control device falls to the transport vehicle plate, and the device is continuously monitored in the process of falling to the vehicle plate, and the device is accurately positioned and the deviation of the device and the vehicle plate is completed, including: When the distance between the bottom surface of the device and the vehicle plate is less than 200mm, a high-precision alignment control mode is started, and the relative position deviation of the positioning hole at the bottom of the device and the positioning pin of the vehicle plate is collected through the visual recognition system installed at the four corners of the vehicle plate; Based on the deviation data, a composite control instruction including vertical descent speed compensation, horizontal micro-motion translation and angle fine adjustment is generated, and the coordinated action of the hoisting system and the luffing system is accurately controlled through the electro-hydraulic proportional valve group, so that the radial deviation of the positioning hole and the positioning pin is not more than 2mm, and the perpendicularity deviation is not more than 0.3 degrees, until the device is completely loaded by the vehicle plate after the weight of the device is completely loaded by the vehicle plate.

10. A system for integrated ship-loading and truck-loading of a mast crane apparatus, characterized in that The system comprises: An anchor cable adjusting unit for adjusting the anchor cable of the mast crane, so that the mast crane is in an initial working state, and a double working radius is preset, wherein the double working radius respectively corresponds to a first radius from the lifting position of the equipment in the cabin to the shore transition area and a second radius from the shore transition area to the vehicle plate falling position; A system starting unit for starting the main arm luffing combined hoisting system, controlling the mast crane to lift the heavy equipment from the cabin at an intelligent optimized lifting angle, wherein the lifting angle is calculated according to the weight of the equipment, the parameters of the mast crane and the cabin structure through a preset algorithm, until the heavy equipment completely separates from the cabin; A device control unit for controlling the heavy equipment to hover to the shore transition area with the main arm luffing action, and monitoring the lifting point posture in real time during the hovering process, and correcting the balance by adjusting the lifting force of each lifting point when it is detected that the deviation of the lifting point posture exceeds the preset threshold; performing a reverse luffing action, so that the main arm switches from the working state corresponding to the first radius to the working state corresponding to the second radius, and starting the system linkage anti-tilting control mechanism during the luffing process, and preventing the mast crane from tilting backward by synchronously adjusting the counterweight of the mast crane and the luffing speed of the main arm; A loading completion unit for dynamically fine-tuning the working path according to the real-time position of the transport vehicle and the posture of the equipment during or after the reverse luffing process, wherein the dynamic fine-tuning includes adjusting the luffing angle of the main arm, the lifting height and the horizontal movement trajectory of the equipment; the control device falls to the transport vehicle plate, and the device is continuously monitored in the process of falling to the vehicle plate, and the device is accurately positioned and the deviation of the device and the vehicle plate is completed, including: The method supports smooth switching between the two typical working paths from the cabin to the shore and from the shore to the transport vehicle plate, and is suitable for efficient transfer of wind turbine cabins and bridge box type heavy components between the cabin, the shore and the transport vehicle plate.

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