Nitrogen buffer and hydraulic rail clamping cooperative windproof system for ship unloader

Abstract

This invention relates to the field of windproof safety technology, and particularly to a nitrogen-buffered and hydraulically clamped rail-coordinated windproof system for ship unloaders. The system includes: a data acquisition module for acquiring real-time operating status data and ambient wind speed data of the ship unloader; a data analysis module for determining the real-time braking status of the ship unloader based on the real-time operating status data and ambient wind speed data; a windproof module including an independent hydraulic rail clamp installed at the operator's cab of the ship unloader, an electric intelligent self-locking cable device installed on the traveling mechanism of the ship unloader, and a nitrogen-buffered stop device installed below the operator's cab; and a control module for determining the control method of the ship unloader based on its real-time braking status. This invention improves the overall windproof capability of the ship unloader in high-wind environments through a three-level coordinated control system of nitrogen-buffered passive energy absorption, hydraulically clamped rail active braking, and electric cable rapid anchoring.

Description

Technical Field

[0001] This invention relates to the field of windproof safety technology, and in particular to a windproof system for a ship unloader that combines nitrogen buffering and hydraulic rail clamping. Background Technology

[0002] Traditional ship unloaders typically only have fixed stops under the driver's cab. When the trolley is moving or there is a sudden strong wind, the driver's cab collides rigidly with the stop, and the impact energy cannot be absorbed, which can easily lead to deformation or damage to the driver's cab structure. At the same time, the driver's cab of traditional ship unloaders lacks independent active braking capability. Its wind protection mainly relies on the brakes of the trolley traveling mechanism. When the wind speed exceeds 20 m / s, the driver's cab is prone to slippage or even derailment. In addition, the windproof cables on the trolley traveling mechanism are mostly manually operated. In the event of a sudden strong wind, they need to be connected manually one by one, which has a long response time, low efficiency, and makes it difficult to quickly enter the windproof state in an emergency.

[0003] Chinese Patent Application Publication No. CN119706423A discloses an automatic windproof pull-lock device for a grab unloader, belonging to the category of windproof devices for unloaders. The device includes an automatic windproof pull-lock structure and a drive mechanism. The automatic windproof pull-lock structure includes an upper pull rod, a bracket, a limit switch, a lower pull rod, and a pull-lock seat. The automatic windproof pull-lock device is installed on the sill beam of the unloader, with its upper part connected to lifting lugs on both sides of the sill beam. The pull-lock seat is installed on the dock surface via flange bolts. The upper pull rod is connected to the drive mechanism via flange bolts, and the drive mechanism is then connected to the lower pull rod via flange bolts. The other end of the lower pull rod is inserted into the pull-lock seat. A bracket is also provided on the upper pull rod. A limit switch is also provided between the upper and lower pull rods. This invention solves several problems associated with grab unloader equipment, such as cumbersome manual operation and long operation time. The lifting, lowering, and tensioning positions of the automatic windproof device are accurately detected by limit switches.

[0004] However, existing technologies still have the following problems:

[0005] The driver's cab suffers from insufficient passive buffering, lack of independent active braking capability, and a lack of coordinated control among various wind protection measures. Summary of the Invention

[0006] To address this, the present invention provides a nitrogen buffer and hydraulic rail-assisted wind protection system for ship unloaders, which overcomes the problems of insufficient passive buffering in the driver's cab, lack of independent active braking capability, and lack of coordinated control among various wind protection methods in the prior art.

[0007] To achieve the above objectives, this invention provides a nitrogen-based buffer and hydraulic rail-assisted wind protection system for ship unloaders. It includes:

[0008] The data acquisition module is used to acquire real-time operating status data and ambient wind speed data of the ship unloader;

[0009] The data analysis module is used to determine the wind speed disturbance characterization value of the ship unloader based on the real-time operating status data and the environmental wind speed data, and to determine the real-time braking state of the ship unloader based on the wind speed disturbance characterization value, wherein the real-time braking state includes a stable state and a swaying state.

[0010] The windproof module includes an independent hydraulic rail clamp installed on the cab hanger of the ship unloader, an electric intelligent self-locking cable device installed on the traveling mechanism of the ship unloader, and a nitrogen buffer stop device installed below the cab.

[0011] The control module is used to determine the control method of the ship unloader based on the real-time braking state of the ship unloader, including:

[0012] The first control unit acquires the current wind protection margin parameter when the real-time braking state of the ship unloader is stable, and controls the working state of the independent hydraulic rail clamp and the electric intelligent self-locking cable device based on the current wind protection margin parameter. The current wind protection margin parameter represents the degree of surplus of the actual braking force provided by the independent hydraulic rail clamp and the electric intelligent self-locking cable device relative to the current environmental wind speed requirement.

[0013] The sway type determination unit determines the real-time sway data of the ship unloader based on the real-time operating status data of the ship unloader in a swaying state, and determines the sway type of the ship unloader based on the real-time sway data and the ambient wind speed data, wherein the sway type includes wind speed disturbance sway type and mechanical excitation sway type.

[0014] The second control unit controls the working status of the independent hydraulic rail clamp and the electric intelligent self-locking cable device based on the sway type of the ship unloader.

[0015] The third control unit controls the nitrogen buffer stop device to passively absorb the impact kinetic energy based on the displacement of the driver's cab.

[0016] Furthermore, the data analysis module determines the wind speed disturbance characterization value of the ship unloader based on the real-time operating status data and environmental wind speed data, wherein,

[0017] The data analysis module determines the basic wind speed disturbance value based on the real-time wind speed amplitude, wind speed change rate and wind direction data in the environmental wind speed data.

[0018] The data analysis module corrects the basic wind speed disturbance value based on the actual clamping force of the rail clamp, the actual tension of the cable, and the displacement data of the driver's cab in the real-time operating status data, and obtains the wind speed disturbance characterization value.

[0019] Furthermore, the data analysis module determines the real-time braking state of the ship unloader based on the wind speed disturbance characterization value, wherein,

[0020] If the wind speed disturbance characterization value is greater than or equal to the preset wind speed disturbance characterization value, the data analysis module determines that the real-time braking state of the ship unloader is a swaying state.

[0021] If the wind speed disturbance characterization value is less than the preset wind speed disturbance characterization value, the data analysis module determines that the real-time braking state of the ship unloader is a stable state.

[0022] Furthermore, the first control unit acquires the current wind protection margin parameter indicating that the real-time braking state of the ship unloader is stable, wherein,

[0023] The first control unit calculates the current actual braking force based on the actual clamping force currently provided by the independent hydraulic rail clamp and the actual tension force currently provided by the electric intelligent self-locking cable device;

[0024] The first control unit calculates the required braking force to maintain the current stability of the ship unloader based on the ambient wind speed data.

[0025] The first control unit uses the ratio of the current actual braking force to the required braking force as the current wind protection margin parameter.

[0026] Furthermore, the first control unit controls the operating status of the independent hydraulic rail clamp and the electric intelligent self-locking cable device based on the current windproof margin parameter, wherein,

[0027] If the current windproof margin parameter is greater than or equal to the first margin threshold, the first control unit controls the independent hydraulic rail clamp to maintain the current clamping state and controls the electric intelligent self-locking cable device to maintain the current tension state.

[0028] If the current wind protection margin parameter is less than the first margin threshold and greater than or equal to the second margin threshold, the first control unit controls the independent hydraulic rail clamp to enter the pre-clamping state and controls the electric intelligent self-locking cable device to enter the ready-to-go state.

[0029] If the current wind protection margin parameter is less than the second margin threshold, the first control unit controls the independent hydraulic rail clamp to enter the full-pressure clamping state and controls the electric intelligent self-locking cable device to enter the tensioning state.

[0030] Furthermore, the sway type determination unit determines the real-time sway data of the ship unloader based on real-time operating status data indicating that the ship unloader's real-time braking state is in a swaying state, wherein,

[0031] The sway type determination unit calculates the correlation parameters between the real-time sway data and the environmental wind speed data;

[0032] If the correlation parameter is greater than or equal to the preset correlation threshold, the sway type determination unit determines that the sway type is a wind speed disturbance sway type.

[0033] If the correlation parameter is less than the preset correlation threshold, the sway type determination unit determines that the sway type is a mechanically excited sway type.

[0034] Further, the sway type determination unit calculates the correlation parameter, wherein,

[0035] The sway type determination unit calculates the time correlation coefficient between the peak value of the real-time sway data and the peak value of the environmental wind speed data;

[0036] The sway type determination unit calculates the directional consistency coefficient between the sway direction of the real-time sway data and the wind direction of the environmental wind speed data;

[0037] The sway type determination unit uses the weighted sum of the time correlation coefficient and the direction consistency coefficient as the correlation parameter.

[0038] Furthermore, the second control unit controls the operating status of the independent hydraulic rail clamp and the electric intelligent self-locking cable device based on the sway type of the unloader, wherein,

[0039] If the swaying type is wind speed disturbance swaying type, the second control unit dynamically adjusts the clamping force of the independent hydraulic rail clamp and the tension force of the electric intelligent self-locking cable device according to the real-time wind speed change rate, so that the braking force is positively correlated with the wind speed disturbance amplitude.

[0040] If the swaying type is mechanically excited swaying, the second control unit maintains the current working state of the independent hydraulic rail clamp and the electric intelligent self-locking cable device unchanged, and generates a diagnostic signal.

[0041] Furthermore, the second control unit dynamically adjusts the clamping force and the tension force, wherein,

[0042] The second control unit acquires the trend characteristics of the environmental wind speed data within a continuous time window, the trend characteristics including instantaneous acceleration and second derivative;

[0043] The second control unit calculates the forward disturbance estimate based on the changing trend characteristics, and the forward disturbance estimate is used to characterize the peak wind speed disturbance within a preset time period in the future.

[0044] The second control unit adjusts the clamping force of the independent hydraulic rail clamp and the tension of the electric intelligent self-locking cable device in advance based on the anticipated disturbance estimate.

[0045] Furthermore, the third control unit controls the nitrogen gas buffer stop device to passively absorb the impact kinetic energy based on the displacement of the driver's cab, wherein,

[0046] The nitrogen buffer stop device is located below the driver's cab and includes a nitrogen spring, a guide column, and a buffer head;

[0047] If the displacement of the driver's cab exceeds the preset displacement, the driver's cab comes into contact with the buffer head, and the nitrogen spring is compressed, absorbing the impact kinetic energy through the compressibility of the nitrogen medium.

[0048] After absorbing the impact kinetic energy, the nitrogen buffer stop device uses the restoring force of the nitrogen spring to reset the driver's cab.

[0049] Compared with the prior art, the beneficial effects of the present invention are as follows: The present invention calculates the wind speed disturbance characterization value by combining real-time wind speed amplitude, wind speed change rate, wind direction data with the actual clamping force of the rail clamp, the actual tension of the cable, and the displacement data of the driver's cab, and determines the real-time braking status based on the wind speed disturbance characterization value. This achieves a comprehensive quantitative assessment of external wind disturbance and the braking status of the unloader itself, avoiding misjudgment caused by simply relying on the wind speed threshold. By dynamically correcting the basic wind speed disturbance value through correction coefficients and attenuation factors, the wind speed disturbance characterization value can reflect the physical characteristic that the unloader is effectively braked and its actual sensitivity to external wind disturbance is reduced. This solves the technical problem that the system still misjudges danger when the wind speed is high but the unloader is already clamped.

[0050] Furthermore, this invention implements a three-level progressive control strategy by comparing the current wind protection margin parameter with the first margin threshold and the second margin threshold. When the wind protection margin parameter is greater than or equal to the first margin threshold, the current clamping state and the current tension state are maintained. When the wind protection margin parameter is less than the first margin threshold but greater than or equal to the second margin threshold, the independent hydraulic rail clamp is controlled to enter the pre-clamping state and the electric intelligent self-locking cable device is controlled to enter the ready-to-go state. When the wind protection margin parameter is less than the second margin threshold, the independent hydraulic rail clamp is controlled to enter the full-pressure clamping state and the electric intelligent self-locking cable device is controlled to enter the tension state. This achieves active early warning and progressive braking based on the braking force surplus when the ship unloader is in a stable state, avoiding the lag response problem of traditional systems that require waiting for swaying to occur before braking. At the same time, the smooth transition from fully loosened to pre-clamped and then to full-pressure clamping avoids the mechanical shock and energy waste caused by jumping directly from fully loosened to full-pressure clamping.

[0051] Furthermore, this invention, through a sway type determination unit, calculates the correlation parameters between real-time sway data and ambient wind speed data when the ship unloader is in a swaying state. These correlation parameters include a weighted sum of the time correlation coefficient between the peak value of the real-time sway data and the peak value of the wind speed data, and the directional consistency coefficient between the sway direction and the wind direction. The correlation parameters are then compared with a preset correlation threshold. When the correlation parameter is greater than or equal to the preset correlation threshold, it is determined to be a wind speed disturbance sway type; when the correlation parameter is less than the preset correlation threshold, it is determined to be a mechanically excited sway type. This achieves automatic identification and classification of the sway root cause, thereby enabling differentiated control strategies for different sway causes. This avoids misjudging mechanically excited sway as wind speed disturbance, which could lead to blind braking and reduces unnecessary mechanical actions and energy consumption.

[0052] Furthermore, when the sway type is wind speed disturbance sway, the second control unit calculates the look-ahead disturbance estimate based on the instantaneous acceleration and second derivative of the environmental wind speed data. Based on this estimate, it adjusts the clamping force of the independent hydraulic rail clamp and the tension of the electric intelligent self-locking cable device in advance, so that the braking force output is ahead of the actual wind speed disturbance peak arrival time. This realizes the upgrade from traditional feedback following control to look-ahead prediction control, effectively eliminating the braking force lag problem caused by system inertia such as hydraulic valve opening delay, hydraulic cylinder action delay, and cable winch start delay, and avoiding the risk of instantaneous instability caused by the braking force lagging behind wind load changes. At the same time, when the sway type is mechanical excitation sway, the second control unit maintains the current working state and generates a diagnostic signal, avoiding blind braking caused by misjudging mechanically caused sway as wind speed disturbance, reducing unnecessary mechanical wear and energy consumption, and providing operators with fault location basis. Attached Figure Description

[0053] Figure 1 This is a schematic diagram of the structure of the nitrogen buffer and hydraulic rail clamping windproof system for the ship unloader of the present invention;

[0054] Figure 2 This is a schematic diagram of the control module in the nitrogen buffer and hydraulic rail clamping windproof system for the ship unloader of the present invention;

[0055] Figure 3 This is a flowchart of the data analysis module in the nitrogen buffer and hydraulic rail coordinated wind protection system for the ship unloader of the present invention. Detailed Implementation

[0056] To make the objectives and advantages of the present invention clearer, the present invention will be further described below with reference to embodiments; it should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention.

[0057] It should be noted that the data in this embodiment are all derived from a comprehensive analysis and evaluation of historical data from the six months prior to this determination and the corresponding historical determination results by the system described in this invention. Those skilled in the art will understand that the system described in this invention can determine the above-mentioned parameters for a single item by selecting the value with the highest proportion based on the data distribution as the preset standard parameter, using weighted summation to obtain the value as the preset standard parameter, substituting each historical data point into a specific formula and using the value obtained by that formula as the preset standard parameter, or other selection methods, as long as the system described in this invention can clearly define different specific situations in the single-item determination process through the obtained values.

[0058] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0059] Please see Figures 1-3 As shown, Figure 1 This is a schematic diagram of the structure of the nitrogen buffer and hydraulic rail clamping windproof system for the ship unloader of the present invention; Figure 2 This is a schematic diagram of the control module in the nitrogen buffer and hydraulic rail clamping windproof system for the ship unloader of the present invention; Figure 3 This is a flowchart of the data analysis module in the nitrogen buffer and hydraulic rail coordinated wind protection system for the ship unloader of the present invention.

[0060] The present invention relates to a nitrogen-buffered and hydraulically clamped rail-coordinated windproof system for ship unloaders, comprising:

[0061] The data acquisition module is used to acquire real-time operating status data and ambient wind speed data of the ship unloader;

[0062] The data analysis module, connected to the data acquisition module, is used to determine the wind speed disturbance characterization value of the ship unloader based on the real-time operating status data and the environmental wind speed data, and to determine the real-time braking state of the ship unloader based on the wind speed disturbance characterization value, wherein the real-time braking state includes a stable state and a swaying state.

[0063] The windproof module, connected to the data analysis module, includes an independent hydraulic rail clamp installed on the driver's cab hanger of the ship unloader, an electric intelligent self-locking cable device installed on the traveling mechanism of the ship unloader, and a nitrogen buffer stop device installed below the driver's cab.

[0064] The control module, connected to the windproof module, the data acquisition module, and the data analysis module respectively, is used to determine the control method of the unloader based on the real-time braking state of the unloader, including:

[0065] The first control unit acquires the current wind protection margin parameter when the real-time braking state of the ship unloader is stable, and controls the working state of the independent hydraulic rail clamp and the electric intelligent self-locking cable device based on the current wind protection margin parameter. The current wind protection margin parameter represents the degree of surplus of the actual braking force provided by the independent hydraulic rail clamp and the electric intelligent self-locking cable device relative to the current environmental wind speed requirement.

[0066] The sway type determination unit determines the real-time sway data of the ship unloader based on the real-time operating status data of the ship unloader in a swaying state, and determines the sway type of the ship unloader based on the real-time sway data and the ambient wind speed data, wherein the sway type includes wind speed disturbance sway type and mechanical excitation sway type.

[0067] The second control unit controls the working status of the independent hydraulic rail clamp and the electric intelligent self-locking cable device based on the sway type of the ship unloader.

[0068] The third control unit controls the nitrogen buffer stop device to passively absorb the impact kinetic energy based on the displacement of the driver's cab.

[0069] In this embodiment of the invention, the real-time operating status data is acquired through several sensors installed on the ship unloader, including but not limited to: the actual clamping force collected by the pressure sensor installed on the independent hydraulic rail clamp, the actual tension force collected by the tension sensor installed on the electric intelligent self-locking cable device, the displacement data of the driver's cab collected by the displacement sensor installed on the driver's cab, and the trolley position data collected by the encoder installed on the traveling mechanism; the environmental wind speed data is acquired through an anemometer installed on the top of the ship unloader's driver's cab, including but not limited to: real-time wind speed amplitude, wind speed change rate, wind speed duration, and wind direction data.

[0070] Specifically, the data analysis module determines the wind speed disturbance characterization value of the ship unloader based on the real-time operating status data and environmental wind speed data, wherein,

[0071] The data analysis module determines the basic wind speed disturbance value based on the real-time wind speed amplitude, wind speed change rate and wind direction data in the environmental wind speed data.

[0072] The data analysis module corrects the basic wind speed disturbance value based on the actual clamping force of the rail clamp, the actual tension of the cable, and the displacement data of the driver's cab in the real-time operating status data, and obtains the wind speed disturbance characterization value.

[0073] In this embodiment of the invention, the data analysis module first calculates the base wind speed disturbance value according to the following formula: W_base=v_gust+k1×v_avg+k2×(dv / dt), where v_gust is the maximum instantaneous wind speed amplitude in the past 3 seconds (unit: m / s), v_avg is the average wind speed in the past 10 seconds (unit: m / s), and dv / dt is the rate of change of wind speed, i.e., the change in wind speed in adjacent seconds (unit: m / s). 2 k1 is the average wind speed weighting coefficient, determined based on field measurements and calibration. Under unbraked conditions, the sway amplitude of the driver's cab corresponding to different average wind speeds was measured. K1 was obtained through linear regression fitting and was found to be in the range of 0.3–0.5. In this embodiment, 0.4 was used. k2 is the wind speed change rate weighting coefficient, determined based on gust response tests. With the rail clamps fully released, step wind speeds with different change rates were applied, and the response delay time from rest to the start of swaying in the driver's cab was measured. k2 was obtained by fitting the response delay to the reciprocal of the change rate. 2. Within the range of 0.1 to 0.3, this embodiment takes 0.2; then, the wind direction coefficient k_wind is determined according to the angle between the wind direction and the unloader track direction. When the angle is less than 30°, k_wind=1.2, when the angle is greater than 60°, k_wind=0.8, and in other cases, k_wind=1.0. The thresholds of 30° and 60° are determined according to the inflection point of the measured curve of the unloader's windward area changing with the wind direction. The basic wind speed disturbance value is multiplied by k_wind to obtain the wind speed disturbance value after wind direction correction.

[0074] In this embodiment of the invention, the data analysis module calculates the correction coefficient α=min(1,(F_clamp+T_cable) / (F_threshold+T_threshold)) based on real-time operating status data, where F_clamp is the actual clamping force (in kN) currently provided by the independent hydraulic rail clamp, T_cable is the actual tension force (in kN) currently provided by the electric intelligent self-locking cable device, F_threshold is the preset clamping force threshold of the rail clamp, and T_threshold is the preset tension force threshold of the cable. The method for determining F_threshold and T_threshold is as follows: when the ship unloader is unloaded and both the rail clamp and the cable are in their maximum working state. The simulated wind load is gradually increased until the driver's cab experiences continuous displacement. The actual output force of the rail clamp and cable at this point is recorded, and 80% of this output force is taken as F_threshold and T_threshold, respectively. In this embodiment, F_threshold is 50kN and T_threshold is 30kN. When the driver's cab displacement data D_cab is greater than 5mm, it is multiplied by the attenuation factor β=0.8. The 5mm displacement threshold is determined by subtracting the safety margin from the initial gap distance between the driver's cab and the nitrogen buffer stop device. In this embodiment, the initial gap is 15mm and the safety margin is 10mm, so the threshold is 5mm. The final wind speed disturbance characterization value W_d=W_base×k_wind×α×β.

[0075] Specifically, the data analysis module determines the real-time braking state of the ship unloader based on the wind speed disturbance characterization value, wherein,

[0076] If the wind speed disturbance characterization value is greater than or equal to the preset wind speed disturbance characterization value, the data analysis module determines that the real-time braking state of the ship unloader is a swaying state.

[0077] If the wind speed disturbance characterization value is less than the preset wind speed disturbance characterization value, the data analysis module determines that the real-time braking state of the ship unloader is a stable state.

[0078] In this embodiment of the invention, the method for determining the preset wind speed disturbance characterization value is as follows: Under the condition that the ship unloader is operating normally and the rail clamps and cables are both in a fully loose state, wind loads are applied to the ship unloader at different constant wind speeds, and the swaying displacement amplitude of the driver's cab is measured at the same time; when the wind speed gradually increases from low to high, the critical wind speed value when the swaying displacement amplitude of the driver's cab first reaches 5mm is recorded, and the wind speed disturbance characterization value corresponding to the critical wind speed is taken as the preset wind speed disturbance characterization value. In specific calculation, under the critical wind speed condition, W_base is calculated according to the aforementioned formula. At this time, the rail clamps and cables are both in a loose state, so α=1, the driver's cab displacement does not exceed 5mm, so β=1, and the wind direction is taken as the most unfavorable direction, k_wind=1.2. Then the preset wind speed disturbance characterization value = 16.1×1.2=19.32. When the real-time calculated wind speed disturbance characterization value W_d is greater than or equal to 19.32, the data analysis module determines that the real-time braking state of the ship unloader is a swaying state; when W_d is less than 19.32, it is determined to be a stable state.

[0079] This invention calculates wind speed disturbance characterization values ​​by combining real-time wind speed amplitude, wind speed change rate, wind direction data with actual clamping force of the rail clamp, actual tension of the cable, and displacement data of the driver's cab. Based on these wind speed disturbance characterization values, the real-time braking status is determined, achieving a comprehensive quantitative assessment of external wind disturbances and the braking status of the unloader itself, avoiding misjudgments caused by relying solely on wind speed thresholds. By dynamically correcting the basic wind speed disturbance value through correction coefficients and attenuation factors, the wind speed disturbance characterization value can reflect the physical characteristic that the unloader's actual sensitivity to external wind disturbances is reduced when it has been effectively braked. This solves the technical problem that the system still misjudges danger when the wind speed is high but the unloader has been clamped.

[0080] Specifically, the first control unit acquires the current wind protection margin parameter when the real-time braking state of the ship unloader is stable, wherein,

[0081] The first control unit calculates the current actual braking force based on the actual clamping force currently provided by the independent hydraulic rail clamp and the actual tension force currently provided by the electric intelligent self-locking cable device;

[0082] The first control unit calculates the required braking force to maintain the current stability of the ship unloader based on the ambient wind speed data.

[0083] The first control unit uses the ratio of the current actual braking force to the required braking force as the current wind protection margin parameter.

[0084] In this embodiment of the invention, the first control unit calculates the current actual braking force as follows: Current actual braking force F_actual = η1 × F_clamp + η2 × T_cable, where F_clamp is the actual clamping force (in kN) currently provided by the independent hydraulic rail clamp, T_cable is the actual tension force (in kN) currently provided by the electric intelligent self-locking cable device, η1 is the rail clamp braking force conversion factor, and η2 is the cable braking force conversion factor. η1 and η2 are determined by applying the rail clamp clamping force and cable tension force separately while the unloader is stationary, measuring the critical output force value that prevents the driver's cab from sliding under standard wind load, and using the ratio of this critical output force value to the sensor reading as the conversion factor. In this embodiment, η1 = 0.85 and η2 = 0.90 are obtained through actual measurement and calibration. The first control unit calculates the required braking force as follows: Required braking force F_req = C × ρ × A × v_avg 2 Where ρ is the air density, taken as 1.225 kg / m³. 3 A is the projected area of ​​the ship unloader's cab on a plane perpendicular to the wind direction (unit: m²). 2 v_avg is the average wind speed (in m / s) over the past 10 seconds, and C is the drag coefficient, determined by wind tunnel testing based on the cab exterior shape. In this embodiment, C is taken as 1.2 and A as 35m. 2 When v_avg=15m / s, F_req=1.2×1.225×35×225≈11580N, or approximately 11.58kN. The first control unit uses the ratio of the current actual braking force to the required braking force as the current wind protection margin parameter M=F_actual / F_req.

[0085] Specifically, the first control unit controls the operating status of the independent hydraulic rail clamp and the electric intelligent self-locking cable device based on the current windproof margin parameter, wherein...

[0086] If the current windproof margin parameter is greater than or equal to the first margin threshold, the first control unit controls the independent hydraulic rail clamp to maintain the current clamping state and controls the electric intelligent self-locking cable device to maintain the current tension state.

[0087] If the current wind protection margin parameter is less than the first margin threshold and greater than or equal to the second margin threshold, the first control unit controls the independent hydraulic rail clamp to enter the pre-clamping state and controls the electric intelligent self-locking cable device to enter the ready-to-go state.

[0088] If the current wind protection margin parameter is less than the second margin threshold, the first control unit controls the independent hydraulic rail clamp to enter the full-pressure clamping state and controls the electric intelligent self-locking cable device to enter the tensioning state.

[0089] In this embodiment of the invention, the first control unit executes a three-level control strategy according to the specific value range of the current wind protection margin parameter M. The definition and adjustment basis of each working state are as follows. The method for determining the first margin threshold of 1.2 and the second margin threshold of 0.8 is as follows: with the ship unloader unloaded and the rail clamps and cables in a fully loose state, wind loads are applied to the ship unloader at different constant wind speeds, and the critical wind protection margin value when the driver's cab begins to produce continuous displacement is measured. After multiple tests, the average value is taken to obtain the safety boundary corresponding to the first margin threshold of 1.2 when the wind speed is 18 m / s, and the danger boundary corresponding to the second margin threshold of 0.8 when the wind speed is 22 m / s.

[0090] The current clamping state is defined as follows: the independent hydraulic rail clamp maintains a constant actual clamping force. The specific value of this clamping force is monitored in real time by the pressure sensor on the rail clamp. The adjustment is based on the following: when M ≥ 1.2, it indicates that the current actual braking force exceeds the required braking force by at least 20%, and there is sufficient safety margin. At this time, there is no need to increase the clamping force; simply maintain the existing pressure sensor reading. The current tension state is defined as follows: the electric intelligent self-locking cable device maintains a constant actual tension force. The specific value of this tension force is monitored in real time by the tension sensor on the cable. The adjustment is based on the same criteria as above.

[0091] The pre-clamping state is defined as follows: the independent hydraulic rail clamp increases its clamping force to 30% to 50% of the rated clamping force. The adjustment is based on the condition that when 0.8 ≤ M < 1.2, it indicates insufficient safety margin but not yet reaching a dangerous state, requiring an increase in braking force without complete locking. The specific method for determining the pre-clamping force is as follows: with the unloader stationary, gradually increase the clamping force of the rail clamp while measuring the displacement of the driver's cab at a wind speed of 18 m / s. When the displacement first decreases to below 2 mm, record the clamping force at this time. The ratio of this clamping force to the rated clamping force is the pre-clamping ratio. In this embodiment, this ratio is 33%, so the pre-clamping force is taken as 40 kN (33% of the rated clamping force of 120 kN). The exit condition for the pre-clamping state is: when M recovers to ≥ 1.2, exit the pre-clamping state and return to the current clamping state, or when M further decreases to < 0.8, enter the full-pressure clamping state.

[0092] The ready-to-go state is defined as follows: the electric intelligent self-locking cable device extends its cable from the fully retracted state to near the anchor seat without generating tension. The adjustment basis is that when 0.8 ≤ M < 1.2, it indicates that anchoring preparation needs to be made in advance to shorten the emergency response time. The specific position of the ready-to-go state is determined as follows: with the cable fully retracted, control the electric winch to rotate in the forward direction. When the proximity switch at the end of the cable detects the anchor seat, record the position at this time. Then, continue to extend it by 5mm to 10mm so that the cable is above the anchor seat but has not yet made contact. In this embodiment, 8mm is used. The exit condition of the ready-to-go state is: when M returns to ≥ 1.2, the cable retracts to the fully retracted state, or when M further decreases to < 0.8, it enters the tensioned state.

[0093] The full-pressure clamping state is defined as follows: the independent hydraulic rail clamp increases its clamping force to the rated clamping force of 120kN. The adjustment is based on the fact that when M<0.8, it indicates that the braking force is seriously insufficient and the maximum braking force needs to be provided. The method for determining the full-pressure clamping force is as follows: according to the design parameters of the ship unloader, the minimum clamping force required to resist a wind speed of 25m / s is 100kN, multiplied by a safety factor of 1.2, and then taken as 120kN as the rated clamping force.

[0094] The tension state is defined as follows: the electric intelligent self-locking cable device increases its tension to a preset tension of 30kN. The adjustment is based on the condition that M < 0.8, indicating that the maximum anchoring force is required. The preset tension is determined as follows: based on the maximum horizontal wind load borne by the unloader at a wind speed of 25m / s, the required anchoring force of the cable is calculated to be 25kN through static balance calculation. This is multiplied by a safety factor of 1.2 and taken as 30kN as the preset tension. The specific control method for the tension is as follows: the electric winch rotates continuously until the tension sensor reading reaches 30kN, at which point the self-locking ratchet mechanism automatically locks to prevent the cable from retracting. The condition for exiting the tension state is as follows: when the wind speed drops below 12m / s and is manually confirmed, the rail clamp is first loosened and then the cable tension is slowly released.

[0095] This invention implements a three-level progressive control strategy by comparing the current wind protection margin parameter with the first and second margin thresholds. When the wind protection margin parameter is greater than or equal to the first margin threshold, the current clamping and tensioning states are maintained. When the wind protection margin parameter is less than the first margin threshold but greater than or equal to the second margin threshold, the independent hydraulic rail clamp is controlled to enter the pre-clamping state and the electric intelligent self-locking cable device is controlled to enter the ready-to-go state. When the wind protection margin parameter is less than the second margin threshold, the independent hydraulic rail clamp is controlled to enter the full-pressure clamping state and the electric intelligent self-locking cable device is controlled to enter the tensioning state. This achieves active early warning and progressive braking based on the braking force surplus when the ship unloader is in a stable state, avoiding the lag response problem of traditional systems that require waiting for swaying to occur before braking. At the same time, the smooth transition from fully loosened to pre-clamped and then to full-pressure clamping avoids the mechanical shock and energy waste caused by jumping directly from fully loosened to full-pressure clamping.

[0096] Specifically, the sway type determination unit determines the real-time sway data of the ship unloader based on real-time operating status data indicating that the ship unloader's real-time braking state is in a swaying state.

[0097] The sway type determination unit calculates the correlation parameters between the real-time sway data and the environmental wind speed data;

[0098] If the correlation parameter is greater than or equal to the preset correlation threshold, the sway type determination unit determines that the sway type is a wind speed disturbance sway type.

[0099] If the correlation parameter is less than the preset correlation threshold, the sway type determination unit determines that the sway type is a mechanically excited sway type.

[0100] Specifically, the sway type determination unit calculates the correlation parameter, wherein,

[0101] The sway type determination unit calculates the time correlation coefficient between the peak value of the real-time sway data and the peak value of the environmental wind speed data;

[0102] The sway type determination unit calculates the directional consistency coefficient between the sway direction of the real-time sway data and the wind direction of the environmental wind speed data;

[0103] The sway type determination unit uses the weighted sum of the time correlation coefficient and the direction consistency coefficient as the correlation parameter.

[0104] In this embodiment of the invention, the sway type determination unit first acquires real-time sway data through a displacement sensor installed on the driver's cab. This real-time sway data includes the sway displacement components of the driver's cab in the horizontal plane along the track direction and perpendicular to the track direction, as well as the sway direction angle. Simultaneously, it acquires the peak wind speed sequence and prevailing wind direction data from the environmental wind speed data through an anemometer installed on the top of the driver's cab. The time correlation coefficient is calculated as follows: with a fixed time interval as the sampling period, the real-time sway displacement peak sequence and wind speed peak sequence are continuously collected from multiple past sampling periods. The mean and standard deviation of the two sequences are calculated respectively. Then, the covariance of the two sequences is calculated and divided by the product of their respective standard deviations to obtain the Pearson correlation coefficient as the time correlation coefficient. The value of the time correlation coefficient ranges from zero to one. The closer the value is to one, the stronger the synchronization between sway and wind speed in time. The method for calculating the directional consistency coefficient is as follows: obtain the main sway direction angle in the real-time sway data and the main wind direction angle in the wind speed data, calculate the absolute difference between the two angles. If the absolute difference is less than or equal to the first angle threshold, the directional consistency coefficient is 1. If the absolute difference is greater than the first angle threshold and less than or equal to the second angle threshold, the directional consistency coefficient is 0.5. If the absolute difference is greater than the second angle threshold, the directional consistency coefficient is zero.

[0105] In this embodiment of the invention, the method for determining the preset correlation threshold is as follows: Under normal operation of the ship unloader and with both the rail clamps and cables fully released, multiple sets of data are collected for both swaying scenarios caused by pure wind speed disturbance and swaying scenarios caused by pure mechanical excitation. The correlation parameter for each set of data is calculated, and the optimal classification boundary that can correctly distinguish between the two scenarios is used as the preset correlation threshold. The sway type determination unit obtains the correlation parameter by weighted summation of the time correlation coefficient and the directional consistency coefficient, where the weight of the time correlation coefficient is greater than the weight of the directional consistency coefficient. This weight ratio is determined through principal component analysis of multiple sets of experimental data to maximize the distinguishability between the two sway types. When the calculated correlation parameter is greater than or equal to the preset correlation threshold, it is determined to be a wind speed disturbance sway type, indicating that the swaying is mainly caused by the current environmental wind speed; when the correlation parameter is less than the preset correlation threshold, it is determined to be a mechanical excitation sway type, indicating that the swaying may be caused by mechanical reasons such as gear clearance in the traveling mechanism, unevenness of the rail joint, or uneven wear of the brake friction pads. Through the above method, automatic identification and classification of the root cause of swaying is achieved.

[0106] This invention uses a sway type determination unit to calculate the correlation parameters between real-time sway data and ambient wind speed data when the ship unloader is in a swaying state. These parameters include a weighted sum of the time correlation coefficient between the peak value of the real-time sway data and the peak value of the wind speed data, and the directional consistency coefficient between the sway direction and the wind direction. The correlation parameters are compared with a preset correlation threshold. When the correlation parameter is greater than or equal to the preset threshold, it is determined to be a wind speed disturbance sway type; when the correlation parameter is less than the preset threshold, it is determined to be a mechanically excited sway type. This achieves automatic identification and classification of the sway root cause, enabling differentiated control strategies for different sway causes. It avoids misjudging mechanically excited sway as wind speed disturbance, leading to blind braking and reducing unnecessary mechanical actions and energy consumption.

[0107] Specifically, the second control unit controls the operating status of the independent hydraulic rail clamp and the electric intelligent self-locking cable device based on the sway type of the ship unloader, wherein...

[0108] If the swaying type is wind speed disturbance swaying type, the second control unit dynamically adjusts the clamping force of the independent hydraulic rail clamp and the tension force of the electric intelligent self-locking cable device according to the real-time wind speed change rate, so that the braking force is positively correlated with the wind speed disturbance amplitude.

[0109] If the swaying type is mechanically excited swaying, the second control unit maintains the current working state of the independent hydraulic rail clamp and the electric intelligent self-locking cable device unchanged, and generates a diagnostic signal.

[0110] Specifically, the second control unit dynamically adjusts the clamping force and the tension force, wherein...

[0111] The second control unit acquires the trend characteristics of the environmental wind speed data within a continuous time window, the trend characteristics including instantaneous acceleration and second derivative;

[0112] The second control unit calculates the forward disturbance estimate based on the changing trend characteristics, and the forward disturbance estimate is used to characterize the peak wind speed disturbance within a preset time period in the future.

[0113] The second control unit adjusts the clamping force of the independent hydraulic rail clamp and the tension of the electric intelligent self-locking cable device in advance based on the anticipated disturbance estimate.

[0114] In this embodiment of the invention, when the sway type is determined to be a wind speed disturbance sway type, the second control unit first continuously collects environmental wind speed data at a fixed sampling period, constructs a wind speed change sequence within a continuous time window, and calculates the first difference of the sequence to obtain the instantaneous acceleration. Then, it calculates the first difference of the instantaneous acceleration sequence to obtain the second derivative. The calculation method for the look-ahead disturbance estimate is as follows: the look-ahead estimate equals the current wind speed amplitude plus the first weighting coefficient multiplied by the instantaneous acceleration and then multiplied by the prediction duration, plus the second weighting coefficient multiplied by the second derivative and then multiplied by the square of the prediction duration. The method for determining the first weighting coefficient and the second weighting coefficient is as follows: multiple gust events are selected from historical wind speed data, and the optimized values ​​of the first weighting coefficient and the second weighting coefficient are obtained by fitting the data using the least squares method with the goal of minimizing the mean square error between the predicted peak value and the actual peak value.

[0115] In this embodiment of the invention, the prediction duration is determined as follows: it is determined based on the total response delay time between the unloader receiving the control command and the rail clamp and cable generating the target braking force. This total response delay time includes the sum of signal transmission delay, hydraulic valve opening delay, hydraulic cylinder action delay, and cable winch start-up delay, and is obtained through actual measurement and calibration. When the calculated forward disturbance estimate exceeds the first prediction threshold, the second control unit begins to increase the clamping force and tension force one moment before the wind speed disturbance peak arrives; when the forward disturbance estimate exceeds the second prediction threshold, the second control unit increases the clamping force and tension force to the target value another moment before the wind speed disturbance peak arrives; the specific value of the advance moment is dynamically adjusted according to the magnitude of the instantaneous acceleration, and the greater the instantaneous acceleration, the earlier the advance moment. When the swaying type is determined to be mechanically excited swaying, the second control unit maintains the current working state of the independent hydraulic rail clamp and the electric intelligent self-locking cable device, and does not perform any increase or decrease in braking force. At the same time, it generates a diagnostic signal containing the swaying frequency, amplitude and occurrence time. This diagnostic signal is output through the control system display screen of the ship unloader, prompting the operator to check the gear clearance of the traveling mechanism, the condition of the rail joint and the wear of the brake friction pads.

[0116] This invention utilizes a second control unit to calculate a look-ahead disturbance estimate based on the instantaneous acceleration and second derivative of the environmental wind speed data when the sway type is wind speed disturbance. Based on this estimate, the clamping force of the independent hydraulic rail clamp and the tension of the electric intelligent self-locking cable device are adjusted in advance, ensuring that the braking force output precedes the arrival time of the actual wind speed disturbance peak. This upgrades from traditional feedback-following control to look-ahead predictive control, effectively eliminating braking force lag caused by system inertia such as hydraulic valve opening delay, hydraulic cylinder action delay, and cable winch start-up delay. This avoids the risk of instantaneous instability caused by braking force lagging behind wind load changes. Simultaneously, when the sway type is mechanically excited, the second control unit maintains its current operating state and generates a diagnostic signal, preventing the misjudgment of mechanically caused sway as wind speed disturbance leading to blind braking. This reduces unnecessary mechanical wear and energy consumption and provides operators with fault location information.

[0117] Specifically, the third control unit controls the nitrogen-filled buffer stop device to passively absorb the impact kinetic energy based on the displacement of the driver's cab, wherein...

[0118] The nitrogen buffer stop device is located below the driver's cab and includes a nitrogen spring, a guide column, and a buffer head;

[0119] If the displacement of the driver's cab exceeds the preset displacement, the driver's cab comes into contact with the buffer head, and the nitrogen spring is compressed, absorbing the impact kinetic energy through the compressibility of the nitrogen medium.

[0120] After absorbing the impact kinetic energy, the nitrogen buffer stop device uses the restoring force of the nitrogen spring to reset the driver's cab.

[0121] In this embodiment of the invention, a nitrogen buffer stop device replaces the original fixed stop device and is installed below the driver's cab. Specifically, the original fixed stop device is removed from the end of the track, and the nitrogen buffer stop device is installed at the same location, with the buffer head facing the direction of movement of the driver's cab. The nitrogen spring is a piston-type nitrogen spring filled with high-pressure nitrogen. The initial pressure is determined by calculating the initial pressure of the nitrogen spring required to absorb the maximum impact kinetic energy of the driver's cab at the rated operating speed of the ship unloader. This ensures that the nitrogen spring can completely absorb the impact kinetic energy at the end of its compression stroke without causing a rigid collision. In this embodiment, the initial pressure range is determined to be 30% to 50% of the rated working pressure through energy conservation calculations. A guide post is located outside the nitrogen spring to limit the movement direction of the buffer head and prevent eccentric loads from causing lateral bending of the nitrogen spring. A linear bearing is installed between the guide post and the buffer head to reduce frictional resistance. The buffer head, made of polyurethane, is located at the end of the guide column. It is designed to initially absorb the impact when the driver's cab comes into contact with the nitrogen buffer stop device, absorbing the initial impact energy through the elastic deformation of the polyurethane material. The preset displacement is determined by measuring the minimum safe distance between the driver's cab and the existing fixed stop device during normal operation. This minimum safe distance is multiplied by a safety factor to obtain the preset displacement. In this embodiment, the minimum safe distance is 15 mm, the safety factor is 0.8, and the preset displacement is 12 mm. When the driver's cab displacement exceeds the preset displacement by twelve millimeters, the cab first contacts the buffer head. The buffer head absorbs part of the impact energy through the elastic deformation of the polyurethane material. As the driver's cab continues to move, the buffer head pushes the piston rod of the nitrogen spring to compress, further compressing the high-pressure nitrogen gas inside the nitrogen spring. The nitrogen gas volume decreases and the pressure increases, converting the impact kinetic energy into the internal energy of the nitrogen gas and storing it. When the speed of the driver's cab drops to zero, the compression stroke of the nitrogen spring reaches its maximum value, at which point the nitrogen pressure reaches its peak, and the driver's cab comes to a complete stop. Subsequently, the compressed nitrogen spring pushes the piston rod to extend through its restoring force, causing the buffer head to push the driver's cab in the opposite direction, pushing the driver's cab away from the stop position until it returns to the initial equilibrium position, achieving automatic reset. Through the above-mentioned nitrogen buffer stop device, the rigid collision of the original fixed stop is transformed into elastic buffering, avoiding deformation or damage to the driver's cab structure due to impact.

[0122] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A nitrogen-cushioned and hydraulically clamped rail windproof system for a ship unloader, characterized in that, include: The data acquisition module is used to acquire real-time operating status data and ambient wind speed data of the ship unloader; The data analysis module is used to determine the wind speed disturbance characterization value of the ship unloader based on the real-time operating status data and the environmental wind speed data, and to determine the real-time braking state of the ship unloader based on the wind speed disturbance characterization value, wherein the real-time braking state includes a stable state and a swaying state. The windproof module includes an independent hydraulic rail clamp installed on the cab hanger of the ship unloader, an electric intelligent self-locking cable device installed on the traveling mechanism of the ship unloader, and a nitrogen buffer stop device installed below the cab. The control module is used to determine the control method of the ship unloader based on the real-time braking state of the ship unloader, including: The first control unit acquires the current wind protection margin parameter when the real-time braking state of the ship unloader is stable, and controls the working state of the independent hydraulic rail clamp and the electric intelligent self-locking cable device based on the current wind protection margin parameter. The current wind protection margin parameter represents the degree of surplus of the actual braking force provided by the independent hydraulic rail clamp and the electric intelligent self-locking cable device relative to the current environmental wind speed requirement. The sway type determination unit determines the real-time sway data of the ship unloader based on the real-time operating status data of the ship unloader in a swaying state, and determines the sway type of the ship unloader based on the real-time sway data and the ambient wind speed data, wherein the sway type includes wind speed disturbance sway type and mechanical excitation sway type. The second control unit controls the working status of the independent hydraulic rail clamp and the electric intelligent self-locking cable device based on the sway type of the ship unloader. The third control unit controls the nitrogen buffer stop device to passively absorb the impact kinetic energy based on the displacement of the driver's cab.

2. The nitrogen buffer and hydraulic rail clamping windproof system for ship unloaders according to claim 1, characterized in that, The data analysis module determines the wind speed disturbance characterization value of the ship unloader based on the real-time operating status data and environmental wind speed data, wherein, The data analysis module determines the basic wind speed disturbance value based on the real-time wind speed amplitude, wind speed change rate and wind direction data in the environmental wind speed data. The data analysis module corrects the basic wind speed disturbance value based on the actual clamping force of the rail clamp, the actual tension of the cable, and the displacement data of the driver's cab in the real-time operating status data, and obtains the wind speed disturbance characterization value.

3. The nitrogen buffer and hydraulic rail clamping windproof system for ship unloaders according to claim 2, characterized in that, The data analysis module determines the real-time braking state of the ship unloader based on the wind speed disturbance characterization value, wherein, If the wind speed disturbance characterization value is greater than or equal to the preset wind speed disturbance characterization value, the data analysis module determines that the real-time braking state of the ship unloader is a swaying state. If the wind speed disturbance characterization value is less than the preset wind speed disturbance characterization value, the data analysis module determines that the real-time braking state of the ship unloader is a stable state.

4. The nitrogen buffer and hydraulic rail clamping windproof system for ship unloaders according to claim 1, characterized in that, The first control unit acquires the current wind protection margin parameter when the real-time braking state of the ship unloader is stable, wherein, The first control unit calculates the current actual braking force based on the actual clamping force currently provided by the independent hydraulic rail clamp and the actual tension force currently provided by the electric intelligent self-locking cable device; The first control unit calculates the required braking force to maintain the current stability of the ship unloader based on the ambient wind speed data. The first control unit uses the ratio of the current actual braking force to the required braking force as the current wind protection margin parameter.

5. The nitrogen buffer and hydraulic rail clamping windproof system for ship unloaders according to claim 4, characterized in that, The first control unit controls the operating status of the independent hydraulic rail clamp and the electric intelligent self-locking cable device based on the current windproof margin parameter, wherein, If the current windproof margin parameter is greater than or equal to the first margin threshold, the first control unit controls the independent hydraulic rail clamp to maintain the current clamping state and controls the electric intelligent self-locking cable device to maintain the current tension state. If the current wind protection margin parameter is less than the first margin threshold and greater than or equal to the second margin threshold, the first control unit controls the independent hydraulic rail clamp to enter the pre-clamping state and controls the electric intelligent self-locking cable device to enter the ready-to-go state. If the current wind protection margin parameter is less than the second margin threshold, the first control unit controls the independent hydraulic rail clamp to enter the full-pressure clamping state and controls the electric intelligent self-locking cable device to enter the tensioning state.

6. The nitrogen buffer and hydraulic rail clamping windproof system for ship unloaders according to claim 1, characterized in that, The sway type determination unit determines the real-time sway data of the ship unloader based on real-time operating status data where the real-time braking state of the ship unloader is in a swaying state. The sway type determination unit calculates the correlation parameters between the real-time sway data and the environmental wind speed data; If the correlation parameter is greater than or equal to the preset correlation threshold, the sway type determination unit determines that the sway type is a wind speed disturbance sway type. If the correlation parameter is less than the preset correlation threshold, the sway type determination unit determines that the sway type is a mechanically excited sway type.

7. The nitrogen buffer and hydraulic rail clamping windproof system for ship unloaders according to claim 6, characterized in that, The sway type determination unit calculates the correlation parameter, wherein, The sway type determination unit calculates the time correlation coefficient between the peak value of the real-time sway data and the peak value of the environmental wind speed data; The sway type determination unit calculates the directional consistency coefficient between the sway direction of the real-time sway data and the wind direction of the environmental wind speed data; The sway type determination unit uses the weighted sum of the time correlation coefficient and the direction consistency coefficient as the correlation parameter.

8. The nitrogen buffer and hydraulic rail clamping windproof system for ship unloaders according to claim 1, characterized in that, The second control unit controls the operating status of the independent hydraulic rail clamp and the electric intelligent self-locking cable device based on the sway type of the ship unloader, wherein, If the swaying type is wind speed disturbance swaying type, the second control unit dynamically adjusts the clamping force of the independent hydraulic rail clamp and the tension force of the electric intelligent self-locking cable device according to the real-time wind speed change rate, so that the braking force is positively correlated with the wind speed disturbance amplitude. If the swaying type is mechanically excited swaying, the second control unit maintains the current working state of the independent hydraulic rail clamp and the electric intelligent self-locking cable device unchanged, and generates a diagnostic signal.

9. The nitrogen buffer and hydraulic rail clamping windproof system for ship unloaders according to claim 8, characterized in that, The second control unit dynamically adjusts the clamping force and the tension force, wherein, The second control unit acquires the trend characteristics of the environmental wind speed data within a continuous time window, the trend characteristics including instantaneous acceleration and second derivative; The second control unit calculates the forward disturbance estimate based on the changing trend characteristics, and the forward disturbance estimate is used to characterize the peak wind speed disturbance within a preset time period in the future. The second control unit adjusts the clamping force of the independent hydraulic rail clamp and the tension of the electric intelligent self-locking cable device in advance based on the anticipated disturbance estimate.

10. The nitrogen buffer and hydraulic rail clamping windproof system for ship unloaders according to claim 1, characterized in that, The third control unit controls the nitrogen-filled buffer stop device to passively absorb the impact kinetic energy based on the displacement of the driver's cab, wherein... The nitrogen buffer stop device is located below the driver's cab and includes a nitrogen spring, a guide column, and a buffer head; If the displacement of the driver's cab exceeds the preset displacement, the driver's cab comes into contact with the buffer head, and the nitrogen spring is compressed, absorbing the impact kinetic energy through the compressibility of the nitrogen medium. After absorbing the impact kinetic energy, the nitrogen buffer stop device uses the restoring force of the nitrogen spring to reset the driver's cab.

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