An unmanned grab ship unloader

Abstract

The present invention provides an unmanned grab ship unloader. The present invention comprises a grab ship unloader body, a grab ship unloader precise positioning system, and an unmanned grab ship unloader control system. The grab ship unloader body is used to perform conventional ship unloading operations and includes a trolley, a carriage, a main beam arm mechanism, a grab mechanism, and a driver's cab. The grab ship unloader precise positioning system includes a mechanism positioning unit, a grab position detection unit, a scanning and recognition unit, and a data acquisition unit. The unmanned grab ship unloader control system includes an onboard control unit, a remote control unit, a video monitoring and management unit, and a decision-making and analysis unit. The present invention enables precise positioning, detection, and identification of the grab ship unloader's various mechanisms, grabs, ships, hatches, and materials. While ensuring the real-time performance of the grab ship unloader's automatic operation data processing, it also enables automatic dynamic tracking, planning, and intelligent real-time scheduling of operational tasks.

Description

Technical Field

[0001] The present invention relates to the technical field of grab ship unloaders, and in particular to an unmanned grab ship unloader. Background Art

[0002] Grab ship unloaders, essential ship unloading equipment at bulk terminals, currently still generally utilize a combination of semi-automatic and manual operation, resulting in a low level of intelligence and unmanned operation. In today's global era of advocacy for the development of artificial intelligence and intelligent manufacturing, the development of unmanned grab ship unloaders has become an industry trend. Furthermore, manual operation of grab ship unloaders is labor-intensive and creates a poor working environment. Task acquisition, cabin transfer, and ship unloading operations are entirely manual, hindering operational efficiency and safety. Summary of the Invention

[0003] In response to the technical problems raised above, an unmanned grab ship unloader is provided to realize the unmanned ship unloading operation of the grab ship unloader at the bulk material terminal. On the basis of ensuring the real-time performance of the automatic operation data processing of the grab ship unloader, the automatic dynamic tracking planning and intelligent real-time scheduling of the operation tasks are realized, so that the efficiency and safety of the ship unloader's grab in the ship cabin, such as closing the bucket to take materials, entering and exiting the cabin, controlling the grab swing in the air, and throwing materials, are more guaranteed. The application of unmanned grab ship unloader technology can greatly reduce the number of operators and reduce labor costs. The technical means adopted by the present invention are as follows:

[0004] An unmanned grab ship unloader, comprising a grab ship unloader body, a grab ship unloader precise positioning system and an unmanned grab ship unloader control system.

[0005] The grab ship unloader body is used to realize the conventional ship unloading operation function of the grab ship unloader, including a trolley, a trolley running device, a main beam arm mechanism, a grab mechanism, and a driver's cab;

[0006] The grab ship unloader precise positioning system includes a mechanism positioning unit, a grab position detection unit 14, a scanning and identification unit, and a data acquisition unit. The mechanism positioning unit, the grab position detection unit, and the scanning and identification unit are respectively connected to the data acquisition unit for communication; wherein the mechanism positioning unit is used for trolley position value calibration, boom pitch angle detection, trolley position value calibration, and cab position value detection; the grab position detection unit is used for grab operation space position and grab position detection; the scanning and identification unit is used for real-time detection of ships, hatches, and materials; and the data acquisition unit is used to receive data collected by the mechanism positioning unit, the grab position detection unit, and the scanning and identification unit;

[0007] The unmanned grab ship unloader control system includes: an onboard control unit, a remote control unit, a video monitoring management unit and a decision analysis unit. The data transmission between the various units adopts the Ethernet communication protocol. The onboard control unit is arranged on the grab ship unloader equipment, and is used to drive the various mechanisms of the grab ship unloader body to operate under the control of the remote control unit to perform unmanned ship unloading operations; the remote control unit is arranged in the central control room, and is used to issue control instructions to the onboard control unit based on the real-time data collected by the video monitoring management unit and the decision obtained by the decision analysis unit, so as to realize remote monitoring of the working status of the grab ship unloader and the material feeding operation line; the video monitoring management unit is used to realize all-round monitoring of the operation of the grab ship unloader; the decision analysis unit is built into the industrial computer in the remote control cabinet of the central control room, and is used to make decisions and analyze the unloading operations of the unmanned grab ship unloader based on the real-time data collected by the video monitoring management unit, thereby realizing the single-cabin task planning function.

[0008] Furthermore, the grab ship unloader body also includes a gantry mechanism, a tower mechanism, a feeding mechanism, and a machine room mechanism. The gantry mechanism serves as the main supporting structure of the grab ship unloader. The trolley running device is arranged at the lower part of the gantry mechanism on the sea and land sides. The trolley running device is used for the grab ship unloader to move along the dock track; the main beam arm mechanism is arranged above the gantry mechanism to provide the track required for the grab ship unloader trolley to move, so that the trolley can move on the main beam arm mechanism; the arm part of the main beam arm mechanism can be pitched and lifted; the tower mechanism is located above the main beam, and an arm pitching mechanism is arranged on it. A wire rope pulley and a hook device are used to achieve the pitching of the boom and the locking of the hook after the boom reaches the highest point; the feeding mechanism is arranged at the lower part of the gantry mechanism, and is composed of the hopper and the feeding device. The hopper receives the materials grabbed from the cabin by the grab mechanism, and then transmits the materials to the ground belt of the dock through the feeding device; the machine room mechanism is arranged at the rear end of the main beam boom mechanism, which is used to drive the grab unloader to complete the pitching action of the trolley, grab, and boom. The grab mechanism is suspended under the trolley by a wire rope, and the wire rope is used to pull the material from the cabin to the hopper to complete the unloading process.

[0009] Furthermore, the mechanism positioning unit calibrates the trolley position value by setting a laser rangefinder in the trolley mechanism. Specifically, a position calibration module is set in the front end area of ​​the boom, the main trolley area and the rear beam area to realize calibration and detection of the main trolley position value. The position calibration module includes a sea-side laser rangefinder installed in the front end area of ​​the boom, a reflector installed on the sea side of the main trolley, a land-side laser rangefinder installed in the rear beam area, and a reflector installed on the land side of the main trolley. The sea-side laser rangefinder and the land-side laser rangefinder respectively adopt linear laser rangefinders, and the detection distance of the sea-side laser rangefinder and the land-side laser rangefinder is not less than 80m.

[0010] A position detection module is set at the main trolley motor in the machine room to measure the position value of the main trolley. The position detection module includes an absolute encoder, which is used to perform real-time positioning of the main trolley mechanism motor operation;

[0011] The real-time calibration detection position value of the main vehicle is calculated according to the following formula:

[0012] L 实时 =(L WS +0.5*L 小车 ) / (L WS +L LS )*L 臂架 -L LS

[0013] Among them, the center parking position of the main trolley hopper is used as the horizontal zero position of the main trolley, L WS L is the distance from the sea side of the main trolley to the front end of the boom detected by the sea side laser rangefinder. LS L is the distance from the land side of the main vehicle to the rear beam detected by the land side laser rangefinder. 小车 The length of the main trolley, L 臂架 The actual distance from the front end of the boom to the rear beam;

[0014] The basic position value of the main trolley is calculated according to the following formula:

[0015] L 基础 =a*E 编码 +b

[0016] Among them, the center parking position of the main trolley hopper is used as the horizontal zero position of the main trolley, E 编码 The absolute encoder measurement data of the main trolley, a is the absolute encoder conversion data, and b is the absolute encoder conversion correction value.

[0017] Furthermore, the mechanism positioning unit detects the position value of the driver's cab by adding a Gray busbar encoder in the driver's cab. Specifically, the position value data of the driver's cab is obtained through the driver's cab positioning module. The driver's cab positioning module includes an encoder arranged below the boom main beam and a U-shaped code reader arranged on the top of the driver's cab, wherein the encoder is arranged in a U-shaped groove of the U-shaped code reader, and the two sides of the U-shaped code reader are respectively an infrared signal transmitting end and an infrared signal receiving end. During the operation of the driver's cab, the U-shaped code reader moves along the encoder with the driver's cab, and reads the positioning code of the encoder at the current position during the process. The positioning code is transmitted to the PLC control unit via the Ethernet protocol for conversion to obtain the corresponding driver's cab position value;

[0018] The cab is driven and operated by a cab drive unit according to the position value data of the cab obtained by the cab positioning module. The cab drive unit includes a frequency converter arranged in the cab electric control cabinet and a drive motor arranged on the top of the cab, wherein the input end of the frequency converter is connected to the output end of the incoming contactor, and the input end of the incoming contactor is connected to the output end of the incoming circuit breaker; one output end of the frequency converter is connected to a braking resistor, and the other output end is connected to the input end of a motor starter, and the output end of the motor starter is connected to the drive motor on the top of the cab;

[0019] The cab position value is calculated according to the following formula:

[0020] P 司机室 =0.8* E 编码 + K 修正

[0021] in, P 司机室 Indicates the position value of the driver's cab, E 编码 Indicates the positioning code read by the U-type code reader. K 修正 Indicates the conversion correction value.

[0022] Furthermore, the grab bucket posture detection unit detects the grab bucket's operating space position and posture by arranging a laser scanning device and a visual recognition device on the cab platform, including:

[0023] Acquiring first grab bucket posture data collected by a three-dimensional laser scanning device, wherein the three-dimensional laser scanning device is disposed on a cab platform;

[0024] Acquiring second grab bucket posture data collected by a visual recognition device, wherein the visual recognition device is disposed on a driver's cab platform;

[0025] Taking the first grab bucket posture data as a reference, the first grab bucket posture data is calibrated by the second grab bucket posture data to generate the final grab bucket posture data;

[0026] The calibrated grab bucket spatial position data is calculated according to the following formula:

[0027] P 定 =P 检 +K1*(P 校 -P 检 )

[0028] Among them, P 定 is the grab bucket spatial position data after calibration, P 检 is the grab bucket spatial position data collected by the 3D laser scanning device, P校 is the grab bucket spatial position data collected by the visual recognition device, and K1 is the spatial position correction coefficient;

[0029] The calibrated grab bucket dump angle data is calculated according to the following formula:

[0030] ω 倾定 = ω 倾检 + K2*(ω 倾校 -ω 倾检 )

[0031] Among them, ω 倾定 is the grab bucket dumping angle data after calibration, ω 倾检 is the grab bucket dumping angle data collected by the 3D laser scanning device, ω 倾校 is the grab bucket dumping angle data collected by the visual recognition device, and K2 is the dumping angle correction coefficient;

[0032] The grab bucket rotation angle data after calibration correction is calculated according to the following formula:

[0033] ω 回定 = ω 回检 + K3*(ω 回校 -ω 回检 )

[0034] Among them, ω 回定 is the grab bucket rotation angle data after calibration and correction, ω 回检 is the grab bucket rotation angle data collected by the 3D laser scanning device in the detection unit, ω 回校 is the grab bucket rotation angle data collected by the visual recognition device, and K3 is the rotation angle correction coefficient.

[0035] Furthermore, the scanning and identification unit installs laser scanning devices on the cab platform and the main beam hinge point to perform real-time detection of ships, hatches, and materials, including:

[0036] Scanning the ship using a ship laser scanning device, wherein the ship scanning device is installed at the main beam hinge point;

[0037] The hatch and material are scanned by a hatch and material laser scanning device, which is installed on the driver's cab platform and has a pan-tilt platform. The hatch and material laser scanning device can quickly scan the hatch and material by rotating the pan-tilt platform.

[0038] It also includes: ship anti-tilt warning based on ship scanning results, specifically including:

[0039] The ship's lateral tilt warning is determined according to the following formula:

[0040] When 横倾=arctan(|(H 海 -H 陆 ) / (L 海 -L 陆 )|)>ω 横倾允 When the ship is judged to have a large transverse tilt, ω 横倾 is the transverse tilt angle of the ship, H 海 is the height of the sea side edge of the ship, H 陆 is the land side edge height of the ship, L 海 is the horizontal position of the sea side edge of the ship, L 陆 is the horizontal position of the ship’s landside edge, ω 横倾允 The maximum permissible value of the ship's transverse tilt angle;

[0041] The ship's longitudinal tilt warning is determined according to the following formula:

[0042] When 纵倾 =arctan(|(H 船头 -H 船尾 ) / (P 船头 -P 船尾 )|)>ω 纵倾允 When the longitudinal tilt of the ship is too large, ω 纵倾 is the longitudinal tilt angle of the ship, H 船头 is the bow height of the ship, H 船尾 is the height of the ship's stern, P 船头 is the horizontal position of the ship's bow, ω 纵倾允 is the maximum allowable value of the longitudinal tilt angle of the ship, P 船尾 is the horizontal position of the ship's stern;

[0043] The scanning and identification unit performs real-time detection of ships, hatches, and materials by installing laser scanning devices on the cab platform and the main beam hinge point. It also includes: providing hatch anti-collision warning based on the hatch scanning results, specifically including:

[0044] Calculate the sea-land side collision safety distance according to the following formula: S 海陆 =a*L 抓斗 +b, where S 海陆 is the land-sea collision safety distance, a is the land-sea collision safety factor, L 抓斗 is the length of the grab bucket when it is opened, and b is the anti-collision safety correction value;

[0045] Calculate the left and right side collision safety distance according to the following formula: S 左右 =A*W 抓斗 +b, where S 左右 is the left and right side collision safety distance, A is the left and right side collision safety factor, W 抓斗 is the grab width value;

[0046] Set the distance S from the hatch's sea and land sides 海陆 The area within the range is designated as the land-sea collision warning zone, and the area S from the left and right edges of the hatch is 左右 The area within the range is designated as the left and right side collision warning zones. During unloading operations, if the grab bucket enters the sea and land side collision warning zone or the left and right side collision warning zones, a hatch collision warning will be issued.

[0047] Furthermore, the onboard control unit includes: a PLC processor, a drive mechanism, an encoder, and a limit switch; the PLC processor is used to receive encoder and limit switch signals to control the drive mechanism to complete the ship unloading action; the drive mechanism is used to receive PLC processor instructions and complete the corresponding ship unloading action; the encoder is used to measure and calculate the operating position of each drive mechanism; the limit switch is used to detect the operating status of each operating mechanism;

[0048] The video monitoring management unit includes: a video acquisition unit, a control unit and a monitoring display unit;

[0049] The video acquisition unit is composed of video surveillance cameras arranged at key positions on the grab ship unloader, and is used to collect video information of the grab ship unloader;

[0050] The control unit is arranged in the electrical room of the grab ship unloader, and includes an optical fiber switch, a hard disk recorder, a streaming media server and an Ethernet switch, and is used for receiving, sending and backing up data transmitted by the video acquisition unit. At the same time, according to the actual operating conditions of the grab ship unloader, it realizes automatic switching, automatic focusing and automatic tracking of the video monitoring screen;

[0051] The monitoring and display unit is divided into two parts. One part is an onboard monitoring and display device arranged in the driver's cab of the grab ship unloader, including a liquid crystal display and an onboard operation keyboard, which is used by the operator to monitor the video images when the grab ship unloader is operated locally; the other part is a remote monitoring and display device arranged at the remote operation station in the central control room of the terminal, including a liquid crystal display and a remote operation keyboard, which is used by the operator to monitor the video images when the grab ship unloader is operated remotely unmanned.

[0052] The video data between the video acquisition unit and the control unit is transmitted via the onboard optical fiber using the Ethernet protocol; the communication between the onboard monitoring display device located in the driver's cab of the monitoring display unit and the control unit is transmitted via the onboard optical fiber using the Ethernet protocol, and the communication between the remote monitoring display device located at the remote operation station in the central control room of the terminal and the control unit is transmitted via the onboard optical fiber, the reel optical fiber, and the fixed optical fiber laid at the terminal using the Ethernet protocol.

[0053] Furthermore, the remote control unit includes: a central server and a remote operation console located in the central control room. The central server is used to receive operation instructions from the terminal production scheduling system and operating data of the onboard control unit, and to issue unloading operation instructions to the onboard control unit. The remote operation console is used for manual operation. When a fault occurs in the control system of the unmanned grab ship unloader, manual intervention is performed to remotely troubleshoot the fault.

[0054] The unmanned grab ship unloader control system further includes: a remote operation and maintenance unit, which is arranged in the remote debugging and dispatching center and is used to realize remote debugging and remote operation and maintenance of the grab ship unloader equipment in combination with the field data collected by the video monitoring management unit.

[0055] Furthermore, the unmanned grab ship unloader is controlled unmanned based on the following method:

[0056] When the ship docks, the onboard control unit starts working and the unmanned unloading operation of the grab ship unloader begins. At the same time, the video monitoring management unit starts working to monitor the operation of the grab ship unloader in all directions.

[0057] The grab ship unloader boom is raised;

[0058] The grab ship unloader runs along the trolley track from the bow to the stern to scan the ship;

[0059] After the ship scan is completed, the grab ship unloader receives hatch dispatching instructions from the remote control unit;

[0060] The grab ship unloader runs to the target operating hatch;

[0061] The grab ship unloader boom is lowered and the driver's cab moves to the center of the hatch;

[0062] Scan hatches and materials inside the cabin;

[0063] The grab bucket moves above the hatch, and the grab bucket posture detection function is activated;

[0064] Automatic ship unloading operation starts, and the grab ship unloader performs the ship unloading operation according to the decision made by the decision analysis unit;

[0065] During operation, the grab ship unloader receives remote control instructions from the remote control unit in real time;

[0066] When the hatch needs to be cleared, the operator in the central control room remotely controls the hatch cleaning machine to be hoisted into the cabin and automatically starts the hatch cleaning operation;

[0067] After the cabin is cleared, the grab ship unloader completes the unmanned ship unloading operation.

[0068] Furthermore, it also includes: remote debugging and remote operation and maintenance of grab ship unloader equipment; including:

[0069] Establishing a communication connection between the remote operation and maintenance unit, the onboard control unit, and the video surveillance management unit;

[0070] The remote operation and maintenance unit completes the signal test by sending a scheduling instruction; the debugging personnel monitor the safety element signal of the on-site equipment in real time at the remote debugging and scheduling center through the video monitoring management unit;

[0071] The remote operation and maintenance unit sends scheduling instructions to complete the test actions in sequence; the debugging personnel monitor the operating status of the single mechanism of the on-site equipment and the actual audio and video environment of the on-site equipment in real time at the remote debugging and scheduling center;

[0072] The remote operation and maintenance unit sends a dispatch instruction, and the on-site operator performs a no-load test of the grab ship unloader; the debugging personnel monitor the no-load operation status of the on-site equipment and the actual audio-visual environment of the on-site equipment in real time at the remote debugging and dispatching center;

[0073] Completed remote commissioning and remote operation and maintenance of grab ship unloader;

[0074] Also includes: Data delay detection, including:

[0075] During the remote debugging and remote operation and maintenance process of the grab ship unloader, the remote operation and maintenance unit sends data delay detection signals to the onboard control unit and the video monitoring management unit in sequence and at regular intervals;

[0076] When the onboard control unit and the video monitoring management unit receive the data delay detection signal, they immediately send a data delay detection feedback signal to the remote operation and maintenance unit;

[0077] After receiving the data delay detection feedback signal returned by the airborne control unit and the video surveillance management unit, the remote operation and maintenance unit performs a data delay time calculation on the time when the data delay detection signal is sent and the time when the data delay detection feedback signal is received, and compares the data delay time with a threshold to determine the real-time performance of the data communication of the remote engineer station;

[0078] The grab ship unloader performs ship unloading operations according to the decisions made by the decision analysis unit, including:

[0079] Divide the operating area inside the grab unloading engine room into several operating units;

[0080] Before the ship unloading operation begins, the grab ship unloader monitors the material accumulation status of each operation unit in the operation area in real time and selects the initial operation unit. Starting from the initial operation unit, the ship unloading operation of the accumulated materials in the central operation area is completed according to the first control strategy, the second control strategy, and the third control strategy.

[0081] The first control strategy is a grasping direction control strategy, including: downward stepping operation, taking into account the prevention of bucket burial; the second control strategy is a trolley direction control strategy, including: stepping operation on the sea side and the land side respectively, taking into account the prevention of bucket burial; the third control strategy is a large vehicle direction control strategy, including: ridge-type stepping operation;

[0082] After the grab bucket reaches the operating unit, it is controlled according to the first control strategy to complete an operation process. Then, based on the material accumulation situation of the current operating unit and surrounding operating units, it is determined whether there is a risk of bucket burial. If there is no risk of bucket burial, it is controlled according to the first control strategy until the current operating unit has completed unloading, and then it is controlled according to the second control strategy. If there is a risk of bucket burial, the downward stepping of the grab bucket at the current operating unit point is stopped and it is controlled according to the second control strategy.

[0083] Control the grab bucket to move stepwise toward the sea side along the longitudinal working combination where the current working unit is located to the next working unit, and control the next working unit according to the first control strategy; if the grab bucket has reached the sea side edge, it will move stepwise toward the land side to the next working unit; when all working units in the longitudinal working combination where the current working unit is located have completed the above operations, it will be controlled according to the third control strategy;

[0084] All longitudinal work combinations are numbered in sequence, and then divided into two groups according to the odd and even numbers; the grab bucket is controlled by the second control strategy to step one work unit of the last work along the direction of the trolley movement to the corresponding work units in other longitudinal work combinations within the group to which the longitudinal work combination where the work unit is located belongs, and the first control strategy control and the second control strategy control are repeated until all work units in all longitudinal work combinations in the group have completed unloading, and then the grab bucket is controlled to step along the direction of the trolley movement to the work units in each longitudinal work combination in another group, and the first control strategy control and the second control strategy control are repeated until all work units in the work area have completed unloading, indicating that the unloading operation is completed;

[0085] It also includes: safety interlocking control of grab ship unloader and material conveying operation line, including: material flow conveying start and material flow conveying stop;

[0086] The control process of starting the material flow conveying includes:

[0087] Receive the material flow conveying start instruction issued by the user; start the material yard equipment and transfer belt; after confirming that the dock belt conveyor transfer belt at the transfer station is correctly connected, the dock belt is started; after confirming that the ship unloader feeding system is correctly connected to the dock belt, the ship unloader feeding system is started; the material flow conveying start is completed, and the ship unloading material conveying operation line is officially put into operation; the control process of stopping the material flow conveying includes: the remote control unit receives the material flow conveying stop instruction; the ship unloader feeding system stops feeding to the dock belt; the dock belt stops running; the transfer belt conveyor material yard equipment stops running; the material flow conveying is stopped, and the ship unloading material conveying operation line stops running.

[0088] The present invention provides an unmanned grab ship unloader. On the basis of ensuring the real-time performance of the grab ship unloader's automatic operation data processing, it realizes automatic dynamic tracking planning and intelligent real-time scheduling of operation tasks, so that the efficiency and safety of the grab unloader's grab in the ship cabin, grab in and out of the ship cabin, grab mid-air swing control, and bucket throwing of materials are more guaranteed, with higher safety, efficiency and reliability. The application of unmanned grab ship unloader control system technology can greatly reduce the number of operators, has a high degree of intelligence, and saves labor costs. On the basis of the conventional positioning solution of positioning the various mechanisms of the grab ship unloader by encoders, the accuracy of the positioning of the various mechanisms of the grab ship unloader is enhanced by adding innovative positioning solutions such as Gray busbars, RFID devices, and laser ranging devices. At the same time, a grab position detection device is provided, and the real-time detection function of the grab position and posture is increased through the redundant scanning and recognition solution of laser scanning plus visual recognition. In addition, a scanning and recognition device is added to realize real-time detection of ships, hatches, and materials. This technology not only strengthens the accurate and reliable positioning of the grab ship unloader's own mechanisms, but also creatively adds status detection of the grab, ship, hatch, and materials, creating the underlying hardware foundation for the implementation of unmanned grab ship unloader technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0089] Figure 1 This is a schematic diagram of the unmanned grab ship unloader of the present invention;

[0090] Figure 2 This is a schematic diagram of the structure of the unmanned grab ship unloader of the present invention;

[0091] Figure 3 This is a layout diagram of the precise positioning system of the grab ship unloader of the present invention;

[0092] Figure 4 This is a schematic diagram of the control system of the unmanned grab ship unloader of the present invention;

[0093] Figure 5 This is a control flow chart of the unmanned grab ship unloader of the present invention.

[0094] In the figure: 1. Gantry mechanism; 2. Tower mechanism; 3. Feeding mechanism; 31. Feeding device; 32. Hopper; 4. Machine room mechanism; 5. Trolley; 6. Cart running mechanism; 7. Main beam arm mechanism; 8. Pulley and hook device; 9. Grab mechanism; 10. Ground belt; 11. Position calibration module; 12. Driver's cab positioning device; 13. Scanning and recognition unit; 14. Grab position detection unit. DETAILED DESCRIPTION

[0095] like Figures 1 to 5 As shown, the embodiment of the present invention discloses an unmanned grab ship unloader, comprising: a grab ship unloader body, a grab ship unloader precise positioning system and an unmanned grab ship unloader control system.

[0096] The grab ship unloader body is used to realize the conventional ship unloading operation function of the grab ship unloader, including: a trolley 5, a trolley running device 6, a main beam arm mechanism 7, a grab mechanism 9, and a driver's cab;

[0097] The grab ship unloader precise positioning system is an intelligent underlying hardware added to ensure the reliable and stable operation of the unmanned ship unloading function, focusing on strengthening the precise positioning of the operation of the relevant mechanisms of the ship unloading operation and the precise positioning and identification of ships and materials. The grab ship unloader precise positioning system specifically includes: a mechanism positioning unit, a grab position detection unit, a scanning and identification unit 13 and a data acquisition unit. The mechanism positioning unit, the grab position detection unit and the scanning and identification unit are respectively communicated with the data acquisition unit; wherein, the mechanism positioning unit is used for trolley position value calibration, boom pitch angle detection, trolley position value calibration and cab position value detection; the grab position detection unit is used for grab operation space position and grab posture detection; the scanning and identification unit is used for real-time detection of ships, hatches and materials; the data acquisition unit is used to receive data collected by the mechanism positioning unit, the grab position detection unit and the scanning and identification unit;

[0098] The unmanned grab ship unloader control system includes: an onboard control unit, a remote control unit, a video monitoring management unit and a decision analysis unit. The data transmission between the various units adopts the Ethernet communication protocol. The onboard control unit is arranged on the grab ship unloader equipment, and is used to drive the various mechanisms of the grab ship unloader body to operate under the control of the remote control unit to perform unmanned ship unloading operations; the remote control unit is arranged in the central control room, and is used to issue control instructions to the onboard control unit based on the real-time data collected by the video monitoring management unit and the decision obtained by the decision analysis unit, so as to realize remote monitoring of the working status of the grab ship unloader and the material feeding operation line; the video monitoring management unit is used to realize all-round monitoring of the operation of the grab ship unloader; the decision analysis unit is built into the industrial computer in the remote control cabinet of the central control room, and is used to make decisions and analyze the unloading operations of the unmanned grab ship unloader based on the real-time data collected by the video monitoring management unit, thereby realizing the single-cabin task planning function.

[0099] Specifically, the grab ship unloader body also includes a gantry mechanism 1, a tower mechanism 2, a feeding mechanism 3, and a machine room mechanism 4. The gantry mechanism serves as the main supporting structure of the grab ship unloader. The trolley running device is arranged at the lower part of the gantry mechanism on the sea and land sides. The trolley running device is used for the grab ship unloader to move along the dock track; the main beam arm mechanism is arranged above the gantry mechanism to provide the track required for the grab ship unloader trolley to run, so that the trolley can move on the main beam arm mechanism; the arm part of the main beam arm mechanism can be pitched and lifted; the tower mechanism is located above the main beam, on which a steel bar for arm pitching is arranged. The wire rope pulley and hook device 8 are used to realize the pitching of the boom and the locking of the hook after pitching to the highest point; the feeding mechanism is arranged at the lower part of the gantry mechanism, and is composed of the hopper 32 and the feeding device 31. The hopper receives the material grabbed from the cabin by the grab mechanism, and then transmits the material to the dock ground belt 10 through the feeding device; the machine room mechanism is arranged at the rear end of the main beam boom mechanism, which is used to drive the grab unloader to complete the action of the trolley, grab, and boom pitching. The grab mechanism is suspended under the trolley by a wire rope, and the wire rope is used to pull the material from the cabin to the hopper to complete the unloading process.

[0100] In the mechanism positioning unit, the trolley mechanism is equipped with an incremental encoder on the trolley motor side. By installing a laser rangefinder device at the front end and rear beam position of the boom, and installing reflective plates on the sea and land sides of the main trolley, the trolley front and rear distance measurement values ​​are obtained from the front and rear directions. The position value detected by the incremental encoder is used as the trolley positioning basic value, and the trolley front and rear distance measurement value detected by the laser rangefinder is calibrated to the trolley positioning basic value, so as to obtain the accurate real-time position value of the trolley; the pitch mechanism directly detects the pitch angle of the boom by installing an inclinometer device at the main beam hinge point; the trolley mechanism is equipped with an absolute encoder on the trolley trolley and an RFID is installed on the trolley trolley A reading device is installed, and RFID identification tags are installed at fixed intervals along the terminal track. When the trolley mechanism is running, the position value detected by the absolute encoder is used as the basic positioning value of the trolley. Every time the trolley passes an RFID identification tag position along the track, the actual position value corresponding to this position is obtained by the RFID reading device, and the trolley positioning basic value detected by the absolute value is calibrated to achieve precise positioning of the trolley mechanism; the driver's cab mechanism is installed with a Gray busbar encoder along the full-stroke track of the driver's cab, and a U-shaped code reader device is installed on the top of the driver's cab. The U-shaped code reader achieves precise positioning of the driver's cab by obtaining the Gray busbar encoder value corresponding to the current position of the driver's cab.

[0101] Specifically, the sea side laser rangefinder is horizontally mounted on the mounting bracket located at the pulley seat at the end of the boom, and is fixed with bolts at the four corners. The detection direction is along the boom to the land side, and the detection target is the reflector installed on the sea side of the main trolley. The center point of the sea side reflector of the main trolley is at the same height as the sea side laser rangefinder, and the size of the sea side reflector of the main trolley is 0.5m from the center point on the left and right edges, and 1m from the center point on the upper and lower edges; the land side laser rangefinder is horizontally mounted on the mounting bracket located on the sea side platform of the machine room in the rear beam area, and is fixed with bolts at the four corners. The detection direction is along the boom to the sea side, and the detection target is the reflector installed on the land side of the main trolley. The center point of the land side reflector of the main trolley is at the same height as the land side laser rangefinder, and the size of the land side reflector of the main trolley is 0.5m from the center point on the left and right edges, and 1m from the center point on the upper and lower edges.

[0102] In this embodiment, the position calibration module 11 consists of a sea-side laser rangefinder mounted at the front end of the boom, a reflector mounted on the sea-side surface of the main trolley, a land-side laser rangefinder mounted on the rear beam, and a reflector mounted on the land-side surface of the main trolley. The sea-side laser rangefinder and the reflector on the sea-side surface of the main trolley form a sea-side position calibration assembly, while the land-side laser rangefinder and the reflector on the land-side surface of the main trolley form a land-side position calibration assembly. These two position calibration assemblies perform position calibration checks on the main trolley from both the front and rear directions, and the detection data is transmitted to the PLC control unit via the Ethernet protocol.

[0103] In a preferred embodiment of the present invention, the position measurement module comprises an absolute encoder, built into the main trolley motor within the grab ship unloader's machine room. This encoder provides real-time positioning of the main trolley motor. The trolley position data measured by the encoder is transmitted to the PLC module via Ethernet.

[0104] In specific implementation, the PLC module calculates the real-time calibration detection position value of the main vehicle according to the following formula:

[0105] L 实时 =(L WS +0.5*L 小车 ) / (L WS +L LS )*L 臂架 -L LS

[0106] Among them, the center parking position of the main trolley hopper is used as the horizontal zero position of the main trolley, L WS L is the distance from the sea side of the main trolley to the front end of the boom detected by the sea side laser rangefinder. LS L is the distance from the land side of the main vehicle to the rear beam detected by the land side laser rangefinder. 小车 The length of the main trolley, L 臂架 The actual distance from the front end of the boom to the rear beam;

[0107] The basic position value of the main trolley is calculated according to the following formula:

[0108] L 基础 =a*E 编码 +b

[0109] Among them, the center parking position of the main trolley hopper is used as the horizontal zero position of the main trolley, E 编码 The absolute encoder measurement data of the main trolley, a is the absolute encoder conversion data, and b is the absolute encoder conversion correction value.

[0110] In addition, the PLC module is used to calibrate the data of the position measurement module based on the data of the position calibration module, ultimately obtaining an accurate main trolley position value. In one embodiment, the basic data can be calibrated by weighted superposition. In this embodiment, the main trolley of the grab ship unloader is pulled by a wire rope and moves toward the sea side or the land side, respectively. Its motor is located in the machine room. The main trolley absolute encoder in the position measurement module can determine the position of the main trolley mechanism by detecting the distance the main trolley motor has traveled. However, due to factors such as inertia and simple pendulum, this method may have certain detection errors and cannot truly and effectively measure the actual position of the main trolley. The detection of the laser rangefinder in the position calibration module can compensate for the above-mentioned measurement errors and calibrate and correct the main trolley position value to obtain the accurate position of the main trolley. At the same time, laser ranging measurement of the main trolley position from both the sea side and the land side can also eliminate detection errors caused by factors such as boom vibration and boom deflection, further improving the positioning accuracy of the main trolley. In summary, the technical solution of the present invention can realize the position calibration function of the main trolley of the grab ship unloader. During the operation of the main trolley mechanism of the grab ship unloader equipment, the positioning accuracy of the main trolley is improved, and the positioning safety of the equipment is ensured. At the same time, it also provides a reliable hardware performance guarantee for the development of intelligent grab ship unloader technology.

[0111] The mechanism positioning unit also detects the cab position value by adding a Gray busbar encoder in the cab, specifically including:

[0112] A. The cab position data is acquired through the cab positioning module. This module consists of a code ruler mounted below the boom main beam and a U-shaped code reader mounted on top of the cab. The code ruler is positioned within a U-shaped slot in the U-shaped code reader, with an infrared signal transmitter and receiver located on either side. During cab operation, the U-shaped code reader moves along the code ruler, reading the code ruler's positioning code at its current position. This code is then transmitted to the PLC control unit via the Ethernet protocol for conversion to obtain the corresponding cab position value.

[0113] Specifically, the code ruler is set in the U-shaped groove of the U-shaped code reader. The two sides of the U-shaped code reader are the infrared signal transmitter and the infrared signal receiver respectively. During the operation of the driver's cab, the U-shaped code reader moves along the code ruler with the driver's cab. During the process, the positioning code of the code ruler at the current position is read. The positioning code is transmitted to the PLC module via the Ethernet protocol for conversion to obtain the corresponding driver's cab position value. The PLC module converts the positioning code to obtain the corresponding driver's cab position value. Taking the driver's cab parking space as the zero point of the driver's cab travel, the driver's cab position value conversion formula is:

[0114] P 司机室 =0.8* E编码 + K 修正 ;

[0115] in, P 司机室 Indicates the position value of the driver's cab, E 编码 Indicates the positioning code read by the U-type code reader. K 修正 Indicates the conversion correction value.

[0116] B. The cab is driven and operated by a cab drive unit based on the cab position data obtained by the positioning unit. The cab drive unit includes a frequency converter disposed in the cab electrical control cabinet and a drive motor disposed on the cab roof. The input of the frequency converter is connected to the output of the line contactor, which is in turn connected to the output of the line circuit breaker. One output of the frequency converter is connected to a braking resistor, and the other output is connected to the input of a motor starter. The output of the motor starter is connected to the drive motor on the cab roof.

[0117] Based on the detected cab position, the cab can be accurately positioned, including:

[0118] a. Based on the positioning operation control method, the grab ship unloader's cab moves from the parking position to the center of the ship's hatch. The driver manually observes the situation inside the hatch, or a scanner or camera device scans and identifies the situation inside the hatch;

[0119] b. Based on the positioning operation control method, the driver's cab moves from the center of the ship's hatch to the landside edge of the hatch. The driver manually observes the landside edge of the hatch, or a scanner or camera device scans and identifies the landside edge of the hatch;

[0120] c. Based on the positioning operation control method, the driver's cab moves from the landside edge of the hatch to the seaside edge of the hatch. The driver manually observes the seaside edge of the hatch, or a scanner or camera device scans and identifies the seaside edge of the hatch;

[0121] d. Based on the positioning operation control method, the driver's cab moves from the seaside edge of the hatch to the center of the ship's hatch, and the grab ship unloader begins unloading operations inside the hatch;

[0122] e. After the grab ship unloader completes the unloading operation in the cabin, based on the positioning operation control method, the driver's cab leaves the center of the ship's hatch and moves back to the driver's cab parking position, and the unloading operation is completed.

[0123] Among them, the positioning operation control method is specifically as follows:

[0124] T =T 加 + T 匀 + T 减

[0125] T 匀 =( S 目标 -0.5× V × T 加 -0.5×V× T 减 ) / V

[0126] in, T The operating time of the driver's cab, T 加 Speed ​​up the operation time for the driver's cab, T 匀 is the uniform speed running time of the driver's cab, T 减 The deceleration time of the driver's cab. S 目标 is the distance from the target running point to the starting running point, V It is the maximum operating speed of the driver's cab.

[0127] By installing a laser scanning device and a visual recognition device on the cab platform, the grab bucket posture data obtained by the laser scanning device is mainly used, and the grab bucket posture data obtained by the visual recognition device is used as the correction value to achieve accurate detection of the grab bucket's spatial position, grab bucket posture and other data.

[0128] Specifically, the grab bucket posture detection solution of this invention utilizes two different detection technologies: 3D laser scanning and visual recognition. This creates a redundant detection scheme, improving the accuracy of the system's detection. 3D laser scanning technology offers strong environmental adaptability and high detection accuracy, meeting the complex operating environments of bulk material terminals. While visual recognition technology has slightly lower detection accuracy than 3D laser scanning, it offers faster data processing response and intuitive display. The complementary advantages of these two technologies enhance the overall reliability of the system's detection.

[0129] In the present invention, the position and posture of the grab bucket are preferably characterized by the grab bucket's spatial position, grab bucket's tilting angle, and grab bucket's rotation angle, specifically:

[0130] When the grab bucket's position is represented by its spatial position, the following judgments are first made on the grab bucket's spatial position data collected by the 3D laser scanning device and the grab bucket's spatial position data collected by the visual recognition device:

[0131] When P 校 -P检 >P 允 When , it indicates that the detection results of grab bucket spatial position value in the two detection methods of 3D laser scanning and visual recognition are too large, the detection system reports a fault, and the operation of the ship unloader is terminated. 允 is the allowable value of the grab bucket spatial position calibration deviation, P 检 is the grab bucket spatial position data collected by the 3D laser scanning device, P 校 The grab bucket spatial position data collected by the visual recognition device.

[0132] When 0 <P 校 -P 检 <=P 允 When , it means that the detection results of the two detection methods of 3D laser scanning and visual recognition are relatively close, but there is a certain deviation. The detection data of visual recognition needs to be calibrated and corrected for the detection data of 3D laser scanning. The method is as follows:

[0133] P 定 =P 检 +K1*(P 校 -P 检 )

[0134] Among them, P 定 is the grab bucket spatial position data after calibration, P 检 is the grab bucket spatial position data collected by the 3D laser scanning device, P 校 is the grab bucket spatial position data collected by the visual recognition device, K1 is the spatial position correction coefficient, and in this embodiment, K1 is preferably set to 0.3.

[0135] When the grab bucket's posture is characterized by its tilt angle, the following judgment is first made on the grab bucket's tilt angle data collected by the 3D laser scanning device and the grab bucket's tilt angle data collected by the visual recognition device:

[0136] When 倾校 -ω 倾检 >ω 倾允 When ω is 0, it indicates that the detection results of grab bucket tilting angle in the two detection methods of 3D laser scanning and visual recognition are too large, the detection system reports a fault, and the operation of the ship unloader is terminated. 倾允为 Allowable value of grab bucket dumping angle calibration deviation, ω 倾检 is the grab bucket dumping angle data collected by the 3D laser scanning device, ω 倾校 Grab bucket dump angle data collected by the visual recognition device

[0137] When 0<ω 倾校 -ω 倾检 <= ω 倾允When , it means that the detection results of the two detection methods of 3D laser scanning and visual recognition are relatively close, but there is a certain deviation. The detection data of visual recognition needs to be calibrated and corrected for the detection data of 3D laser scanning. The method is as follows:

[0138] ω 倾定 = ω 倾检 + K2*(ω 倾校 -ω 倾检 )

[0139] Among them, ω 倾定 is the grab bucket dumping angle data after calibration, ω 倾检 is the grab bucket dumping angle data collected by the 3D laser scanning device, ω 倾校 is the grab bucket dumping angle data collected by the visual recognition device, K2 is the dumping angle correction coefficient, and in this embodiment, K2 is preferably set to 0.2.

[0140] When the grab bucket's rotation angle is used to characterize the grab bucket's posture, the following judgment is first made on the grab bucket's rotation angle data collected by the 3D laser scanning device and the grab bucket's rotation angle data collected by the visual recognition device:

[0141] When 回校 -ω 回检 >ω 回允 When , it means that the deviation of the grab bucket rotation angle detection results in the two detection methods of 3D laser scanning and visual recognition is too large, the detection system reports a fault, and the operation of the ship unloader is terminated.

[0142] When 0<ω 回校 -ω 回检 <= ω 回允 When , it means that the detection results of the two detection methods of 3D laser scanning and visual recognition are relatively close, but there is a certain deviation. The detection data of visual recognition needs to be calibrated and corrected for the detection data of 3D laser scanning. The method is as follows:

[0143] ω 回定 = ω 回检 + K3*(ω 回校 -ω 回检 )

[0144] Among them, ω 回定 is the grab bucket rotation angle data after calibration and correction, ω 回检 is the grab bucket rotation angle data collected by the 3D laser scanning device in the detection unit, ω 回校 is the grab bucket rotation angle data collected by the visual recognition device, K3 is the rotation angle correction coefficient, and in this embodiment, K3 is preferably set to 0.2.

[0145] The method further includes performing risk judgment on the final grab pose data generated after correction. When it is judged that there is an operation risk, an alarm signal is generated and sent to the control system of the grab unloader to control the electrodes of the trolley drive mechanism and the hoisting drive mechanism to stop. Preferably, it has:

[0146] When P 定 -P 终 <D, the system judges that the spatial position of the grab is too close to the end position P 终 The distance is too close, less than the collision allowable value D. The system issues a grab collision alarm and immediately drives the trolley and the hoisting mechanism to pull the grab back to the safe area.

[0147] When ω 倾定 >ω 倾 When, the system judges that the grab dumping angle value is greater than the allowable grab dumping angle ω 倾 The system issues a grab dumping alarm and immediately interrupts the operation of the trolley and the hoisting mechanism until the grab resumes stability.

[0148] When ω 回定 >ω 回 When, the system judges that the grab dumping angle value is greater than the allowable grab rotation angle ω 回 The system issues a grab over-rotation alarm and immediately interrupts the operation of the trolley and the hoisting mechanism until the grab resumes stability.

[0149] Due to the complex environment of the bulk cargo terminal, factors such as dust and salt spray have a great impact on the detection accuracy of the detection device. Therefore, the scanning and recognition unit selects a laser scanning device to scan and recognize the ship, hatch, and materials. The laser scanning device has strong anti-interference ability and high accuracy, and is more suitable for such a complex environment as the bulk cargo terminal. Specifically, the scanning and recognition unit consists of a laser scanning device arranged near the main beam hinge point and a laser scanning device with a pan-tilt arranged at the position of the cab platform. It is used to achieve precise detection and recognition of the ship, hatch, and materials. Among them, the laser scanning device for ship scanning is designed and installed at the main beam hinge point. This design form ensures that the unloader can scan the ship in the posture of the boom being raised, and the ship adaptability is stronger. Especially when scanning large ships, it can avoid collisions between the boom and the ship. The laser scanning device for hatch and material scanning and recognition is designed and installed on the cab platform. Due to the mobility of the cab, this laser scanning device will be more flexible during operation. For ships of different sizes, the cab can be moved to the position corresponding to the center of the ship hatch, so as to obtain the best scanning effect of the hatch and materials. In addition, the laser scanning devices for hatch and material scanning and recognition installed on the cab platform are all equipped with pan-tilts, and the rapid scanning of the hatch and materials is achieved through the rotation of the pan-tilts, which greatly saves the scanning and recognition time and improves the overall operation efficiency of the grab unloader.

[0150] In this embodiment, the ship anti-tilt warning is performed based on the ship scanning results, specifically including:

[0151] a. Determine the ship's lateral tilt warning based on the following formula:

[0152] When 横倾 =arctan(|(H 海 -H 陆 ) / (L 海 -L 陆 )|)>ω 横倾允 When the ship is judged to have a large transverse tilt, ω 横倾 is the transverse tilt angle of the ship, H 海 is the height of the sea side edge of the ship, H 陆 is the land side edge height of the ship, L 海 is the horizontal position of the sea side edge of the ship, L 陆 is the horizontal position of the ship’s landside edge, ω 横倾允 The maximum allowable value of the ship's transverse tilt angle.

[0153] b. Make early warning judgment on the longitudinal tilt of the ship according to the following formula:

[0154] When 纵倾 =arctan(|(H 船头 -H 船尾 ) / (P 船头 -P 船尾 )|)>ω 纵倾允 When the longitudinal tilt of the ship is too large, ω 纵倾 is the longitudinal tilt angle of the ship, H 船头 is the bow height of the ship, H 船尾 is the height of the ship's stern, P 船头 is the horizontal position of the ship's bow, ω 纵倾允 is the maximum allowable value of the longitudinal tilt angle of the ship, P 船尾 The horizontal position of the ship's stern.

[0155] c. Calculate the sea-land collision safety distance according to the following formula: S 海陆 =a*L 抓斗 +b, where S 海陆 is the land-sea collision safety distance, a is the land-sea collision safety factor, L 抓斗 is the length value when the grab bucket is opened, and b is the anti-collision safety correction value.

[0156] d. Calculate the left and right side collision safety distance according to the following formula: S 左右 =A*W 抓斗 +b, where S 左右 is the left and right side collision safety distance, A is the left and right side collision safety factor, W 抓斗is the grab width value.

[0157] e. Set the distance from the hatch sea and land sides to S 海陆 The area within the range is designated as the land-sea collision warning zone, and the area S from the left and right edges of the hatch is 左右 The area within the range is designated as the left and right side collision warning zones. During unloading operations, if the grab bucket enters the sea and land side collision warning zone or the left and right side collision warning zones, a hatch collision warning will be issued.

[0158] In a further preferred embodiment, a laser scanning device on the driver's cab platform scans the material, and implements a material burying prevention warning based on the material scanning results, specifically including:

[0159] Calculate the material inclination angle according to the following formula: ω 倾角 =arctan((H 相邻 -H 目标 ) / S 间距 );

[0160] where ω 倾角 H is the material accumulation angle around the current target operation grabbing point, 相邻 H is the material height of adjacent grabbing points. 目标 is the material height of the current target operation grabbing point, S 间距 is the center distance between the adjacent job grasping point and the current target job grasping point. 倾角 When the natural accumulation angle of the working material is reached, the system will issue a warning to prevent the material from burying the bucket.

[0161] The unmanned grab ship unloader begins automatic unloading operations. During this process, the ship's anti-tilting warning function, hatch anti-collision warning function, and material anti-bucket burial warning function are activated in real time. If a warning failure occurs, the automatic unloading operation is interrupted and the system switches to manual remote mode for fault resolution. After the warning failure is resolved, the system switches back to automatic unloading mode and maintains real-time detection of the above warnings until the unloading operation is completed. The scanning and recognition system then shuts down.

[0162] The data acquisition unit is set up in the PLC room and consists of a PLC module and a communication module. It uses the Ethernet communication protocol to receive the data collected by the mechanism positioning unit, grab posture detection unit, and scanning and recognition unit.

[0163] The operation process of the precise positioning system provided by the present invention mainly includes: step 1: the grab ship unloader is started, and the precise positioning system of the grab ship unloader is activated; step 2: the mechanism positioning unit is operated, and the data acquisition unit receives the data detected by the mechanism positioning unit in real time; step 3: the grab posture detection unit is operated, and the data acquisition unit receives the data detected by the grab posture detection unit in real time; step 4: the scanning and identification unit is operated, and the data acquisition unit receives the data detected by the scanning and identification unit in real time; step 5: the grab ship unloader stops running, and the precise positioning system of the grab ship unloader is closed.

[0164] The unmanned grab ship unloader control system in the embodiment of the present invention includes:

[0165] The onboard control unit, installed on the grab ship unloader, drives the various mechanisms of the grab ship unloader to perform ship unloading operations. It comprises a PLC processor, a drive mechanism, an encoder, and limit switches. The PLC processor receives encoder and limit switch signals to control the drive mechanism to complete the unloading operation; the drive mechanism receives PLC processor instructions and performs the corresponding unloading operation; the encoder measures and calculates the operating position of each drive mechanism; and the limit switches detect the operating status of each operating mechanism.

[0166] The remote control unit includes a central server and a remote control console located in the central control room. These are used to remotely monitor the operating status of the grab ship unloader and the material conveying line. The system also provides safety interlocking control of the grab ship unloader and the material conveying line, establishing a safe and rational material flow start and stop control process. The central server receives operational instructions from the terminal's production scheduling system and operating data from the onboard control unit, and issues unloading operation instructions to the onboard control unit. The remote control console is used for manual monitoring, enabling manual intervention and remote troubleshooting in the event of a malfunction in the unmanned grab ship unloader control system. Furthermore, the remote control console displays real-time video footage captured by the video surveillance management unit on its monitor.

[0167] The video surveillance management unit consists of a video acquisition unit, a control unit, and a monitoring and display unit. The video acquisition unit, comprised of video surveillance cameras positioned at key locations on the grab ship unloader, is used to collect video information from the entire grab ship unloader. The specific camera layout is shown in Table 1. The control unit, located in the grab ship unloader's electrical room, includes a fiber optic switch, a hard disk recorder, a streaming media server, and an Ethernet switch. It receives, transmits, and backs up data transmitted by the video acquisition unit. It also implements functions such as automatic switching, autofocusing, and auto-tracking of video surveillance images based on the actual operating conditions of the grab ship unloader. The monitoring and display unit consists of two parts: an onboard monitoring and display device located in the grab ship unloader's cab, comprising an LCD display and an onboard keyboard, for the operator to monitor video during local operation of the grab ship unloader; and a remote monitoring and display device located at the remote operation station in the terminal's central control room, comprising an LCD display and a remote keyboard, for the operator to monitor video during unmanned remote operation of the grab ship unloader. Specifically, the video data collected by the video surveillance management unit can be displayed on the monitor in the grab ship unloader's cab and on the remote control unit's remote console located in the central control room. Video data between the video acquisition unit and the control unit is transmitted via Ethernet over the machine's optical fiber. Communication between the onboard monitoring and display device in the driver's cab and the control unit is also transmitted via Ethernet over the machine's optical fiber. Communication between the remote monitoring and display device at the remote control station in the dock's central control room and the control unit is also transmitted via Ethernet over the machine's optical fiber, reel-mounted optical fiber, and fixed-lay optical fiber installed at the dock.

[0168] Table 1

[0169]

[0170] The remote operation and maintenance unit includes: a monitoring screen, an operating console, an industrial computer, a dispatching instruction sending device located in the remote debugging and dispatching center, and an on-site information collection device located on the grab ship unloader. These devices are used to remotely debug and maintain the grab ship unloader. The monitoring screen, operating console, industrial computer, and dispatching instruction sending device are all located in the remote debugging and dispatching center, and are used to implement on-site image monitoring, remote operation, dispatching instruction data processing, and dispatching instruction sending functions, respectively. The on-site information collection device is located on the grab ship unloader and is used to collect on-site video and audio data of the grab ship unloader's actual operation.

[0171] The decision-making analysis unit is built into the industrial computer in the remote control cabinet of the central control room. It is used for decision-making analysis of the unmanned grab ship unloader's ship unloading operations. It adopts a control strategy of adopting downward stepping operation in the grabbing direction while taking into account the prevention of bucket burial, adopting stepping operation on the sea side and land side respectively in the trolley direction while taking into account the prevention of bucket burial, and adopting ditch-type stepping operation in the truck direction to realize the single-cabin task planning function.

[0172] In a specific implementation, the onboard control unit and the decision analysis unit perform the unmanned grab ship unloader unloading operation in the following manner, which specifically includes the following steps:

[0173] S101. To facilitate the control of grab ship unloader grabbing materials, the operating area inside the grab ship unloader cabin is divided into several operating units:

[0174] Along the direction of the trolley's movement, it is divided into n longitudinal operation combinations, and along the direction of the trolley's movement, each longitudinal operation combination is divided into m operation units.

[0175] To facilitate the planning of the ship unloading operation process, the area inside the grab bucket unloading engine room is also divided into a left-side collision warning zone, a right-side collision warning zone, a sea-side collision warning zone, a land-side collision warning zone and a central operating area; the left-side collision warning zone: the area within a range of S to the left and right of the left hatch along the direction of the trolley operation; the right-side collision warning zone: the area within a range of S to the left and right of the right hatch along the direction of the trolley operation; the sea-side collision warning zone: the area within a range of S to the sea-land of the sea-side hatch along the direction of the trolley operation, excluding the left and right-side collision warning zones; the land-side collision warning zone: the area within a range of S to the sea-land of the sea-side hatch along the direction of the trolley operation, excluding the left and right-side collision warning zones; among which Ssea and land is the sea-land safety distance, and Sleft and right is the left and right-side collision safety distance; the central operating area: the area inside the cabin excluding the left-side collision warning zone, the right-side collision warning zone, the sea-side collision warning zone and the land-side collision warning zone.

[0176] To avoid the risk of collision between the grab bucket and the hatch of the grab bucket unloader, during the unloading operation of the grab bucket unloader, the materials in the left side anti-collision warning zone, the right side anti-collision warning zone, the sea side anti-collision warning zone and the land side anti-collision warning zone in the cabin are not directly grabbed. Therefore, it is necessary to plan the unloading operation process for the materials accumulated in the central operation area; specifically, the central operation area is divided into several operation units: along the running direction of the trolley, according to the number of trolley operation points n, n longitudinal operation combinations with a width of L are divided, where L is the length of the grab bucket; along the running direction of the trolley, each longitudinal operation combination is divided into m operation units with a length of W; there are a total of m×n operation units in the central operation area.

[0177] In this embodiment, there are 7 trolley operation points in the central operation area along the trolley operation direction, corresponding to 7 vertical columns of operation combinations. Each column combination is divided into 5 operation units along the trolley operation direction, so there are 35 operation units in the central operation area.

[0178] S102. Before the ship unloading operation begins, the grab ship unloader monitors the material accumulation status of each operation unit in the operation area in real time and selects an initial operation unit. Starting from the initial operation unit, the ship unloading operation of the accumulated materials in the central operation area is completed according to steps S103 to S105;

[0179] The grab ship unloader scans and identifies the height of material accumulation in each operating unit, and calculates the average height of material accumulation in all operating units in each column operating combination. The column operating combination with the highest average material accumulation height is selected as the initial operating combination. Among the operating units in the initial operating combination, the operating unit with the highest material accumulation height is selected as the initial operating unit. The initial operating unit selected by this method is conducive to material filling when the grab grabs materials, and the grabbing amount is larger, while avoiding the risks of bucket burial and grab bucket tipping.

[0180] S103, first control strategy (grasping direction control strategy): downward stepping operation, while taking into account the prevention of bucket burial;

[0181] The operation process includes closed hopper material taking, aerial flight, hopper unloading and controlled return.

[0182] When arctan(H 高度差 / L 中心距 )>ω 堆积角 When , it means there is a risk of bucket burial, otherwise it means there is no risk of bucket burial; 高度差 L is the height difference between the material accumulation of the current operation unit and the surrounding operation units. 中心距 is the horizontal center distance between the current operation unit and the surrounding operation units, ω 堆积角 The natural accumulation angle of the material in the current operating unit. The bucket burial risk indicates that if the current operating unit continues operating, materials in surrounding operating units will naturally slide down and bury the grab bucket at the current operating unit. To avoid this risk, the operating method provided by the present invention uses the aforementioned grab bucket burial risk assessment principle to make timely stepwise adjustments to the trolley direction. In this embodiment of the present invention, laser scanning and recognition technology is used to monitor the material accumulation status of each operating unit within the operating area in real time, including the material accumulation height and the natural accumulation angle.

[0183] After the grab bucket reaches the operating unit, it completes an operating process, and then determines whether there is a risk of bucket burial based on the material accumulation conditions of the current operating unit and surrounding operating units: if there is no risk of bucket burial, the grab bucket is controlled to step downward in the current operating unit and perform the next cycle of operating process and bucket burial risk judgment until the current operating unit has completed unloading, and then enters step S104; if there is a risk of bucket burial, the grab bucket is stopped from stepping downward at the current operating unit point, and then enters step S104.

[0184] S104, second control strategy (trolley direction control strategy): stepping operation on the sea side and land side respectively, taking into account the prevention of bucket burial;

[0185] Control the grab to move stepwise toward the sea side along the column operation combination where the current operation unit is located to the next operation unit, and repeat step S103 at the next operation unit; if the grab has reached the sea side edge, move stepwise toward the land side to the next operation unit; when all the operation units in the column operation combination where the current operation unit is located have completed the above operations, enter step S105.

[0186] S105, the third control strategy (trolley direction control strategy): ridge-type stepping operation;

[0187] All longitudinal work combinations are numbered in sequence, and then divided into two groups according to the odd or even numbers; the grab is controlled to move step by step from the last work unit of step S104 along the direction of trolley movement to the corresponding work units in other longitudinal work combinations in the group to which the longitudinal work combination where the work unit is located belongs, and steps S103 and S104 are repeated until all work units in all longitudinal work combinations in the group have completed unloading, and then the grab is controlled to move step by step along the direction of trolley movement to the work units in each longitudinal work combination in another group, and steps S103 and S104 are repeated until all work units in the work area have completed unloading, indicating that the unloading operation is completed.

[0188] The trolley direction control strategy provided by the present invention adopts a stepping method with intervals of one longitudinal working combination, so that the materials in the central working area can be piled up in a ridge-like manner, thereby obtaining a better material filling rate during the grab bucket closing and grabbing process.

[0189] In a specific implementation, the remote control unit realizes remote monitoring of the working status of the grab ship unloader and the material conveying line by coordinating the control of the onboard control unit and the material conveying line control unit. Among them, the material conveying line control unit is set at the terminal material conveying line, and completes the operation of transferring materials from the terminal to the rear material yard through the terminal belt, transfer station, and transfer belt. The material conveying line control unit specifically includes: a terminal belt drive mechanism and its detection elements, a transfer station material handling mechanism and its detection elements, and a transfer belt drive mechanism and its detection elements. Among them, the terminal belt drive mechanism and its detection elements are used to transport materials from the terminal ship unloader unloading point to the transfer station and detect its transportation status; the transfer station material handling mechanism and its detection elements are used to transfer materials from the terminal belt to the transfer belt and detect its material transfer status; the transfer belt drive mechanism and its detection elements are used to transport materials from the transfer station feeding point to the rear material yard and detect its material transportation status.

[0190] The control flow for starting material flow conveying is as follows: S201: The remote control unit receives the material flow conveying start command; S202: The material yard equipment and transfer belt are started; S203: After confirming that the transfer station's dock conveyor transfer belt is correctly connected, the dock belt is started; S204: After confirming that the ship unloader feeding system is correctly connected to the dock belt, the ship unloader feeding system is started. This confirmation includes determining whether the feeding path of the ship unloader feeding system in the feeding command issued by the central control system (e.g., feeding through the dock belt) and the feeding path displayed in the current status of the ship unloader feeding system (e.g., currently connected to the dock belt) are consistent. S205: The material flow conveying start is completed, and the ship unloader material conveying operation line is officially operational. The control process of stopping material flow conveying is as follows: S301, the remote control unit receives the material flow conveying stop command; S302, the ship unloader feeding system stops feeding to the dock belt; S303, the dock belt stops running; S304, the transfer belt conveyor material yard equipment stops running; S305, the material flow conveying is stopped, and the ship unloading material conveying operation line stops running.

[0191] In specific implementation, the control unit in the video surveillance management unit can realize functions such as automatic switching, automatic focusing, and automatic following of the video surveillance screen according to the actual operating conditions of the grab ship unloader.

[0192] When the grab ship unloader is performing its main actions, it can automatically switch to the corresponding combination of cameras in the display screen of the monitoring display unit. The automatic switching control process of the monitoring screen includes: S401, the automatic switching function of the monitoring screen is activated; S402, the boom pitches up and down, and the monitoring screen automatically switches to cameras #9, #10, #17, #22, and #26; S403, lifting, opening and closing, and trolley operation, the monitoring screen automatically switches to cameras #1, #4, #17, #22, and #26; S404, the trolley runs to the left, the monitoring screen automatically switches to cameras #6, #11, #14, and #16; S405, the trolley runs to the right, the monitoring screen automatically switches to cameras #6, #12, #13, and #15; S406, the ship unloading operation is completed, and the automatic switching function of the monitoring screen is turned off.

[0193] During ship unloader operation, camera #4 can monitor the grab bucket's trajectory in real time. However, as the distance between the grab bucket and the camera changes, the camera needs to be constantly adjusted to obtain a good monitoring image. To this end, the system is equipped with an automatic focus function, which can obtain the optimal image size of the target object in real time. The automatic focus control process of the monitoring image includes:

[0194] S501, the automatic focus function of the monitoring screen is activated; S502, the grab bucket is running, and the camera automatically focuses; S503, the unloading operation is completed, and the automatic focus function of the monitoring screen is turned off.

[0195] The automatic focusing scheme is as follows:

[0196] W 调焦 =(S 目标 / S 屏 -50%)*(W 远焦 -W 近焦 );

[0197] Where W 调焦 is the focal length adjustment value, S 目标 is the size of the target in the picture, S 屏 is the overall screen size in the picture, W 远焦 is the maximum focal length for telephoto, W 近焦 The minimum focal length for close focus.

[0198] During the ship unloader operation, the #4 camera can track and monitor the movement trajectory of the grab bucket in real time. Therefore, the system needs to control the angle of the #4 camera to track the movement trajectory of the grab bucket in real time. The monitoring screen automatically follows the control process including:

[0199] S601, the automatic following function of the monitoring screen is activated; S602, the grab bucket is running, and the camera automatically follows; S603, the unloading operation is completed, and the automatic following function of the monitoring screen is turned off.

[0200] The automatic following scheme is as follows:

[0201] ω 摄 =arctan((L 抓斗 -L 摄 ) / (H 摄 -H 抓斗 ));

[0202] where ω 摄 Adjust the camera angle in real time, L 抓斗 is the horizontal distance of the grab bucket, L 摄 is the horizontal distance from the camera, H 摄 is the camera height, H 抓斗 is the grab bucket height.

[0203] In specific implementation, the remote operation and maintenance unit implements remote debugging, remote operation and maintenance of the grab ship unloader equipment in the following manner, which specifically includes the following steps:

[0204] S701: The remote operation and maintenance unit establishes a communication connection with the onboard control unit and the video surveillance management unit. S702: The remote operation and maintenance unit sends a dispatch command to complete signal testing. Commissioning personnel monitor the safety component signals of the on-site equipment in real time at the remote commissioning and dispatching center via the video surveillance management unit. After the communication connection is established, safety component signal testing begins. The remote operation and maintenance unit sends a dispatch command to complete signal testing of safety components such as the emergency stop button and limit switch. Commissioning personnel monitor the safety component signals of the on-site equipment in real time at the remote commissioning and dispatching center. S703: The remote operation and maintenance unit sends a dispatch command to complete the test actions in sequence. Commissioning personnel monitor the operating status of each mechanism of the on-site equipment and the actual audio and video environment in real time at the remote commissioning and dispatching center. After the safety component signal test, the operation test of each mechanism of the grab ship unloader begins. The remote operation and maintenance unit sends a dispatch command to complete the operation test of the lifting, opening and closing, trolley, and pitching mechanisms in sequence. Commissioning personnel monitor the operating status of each mechanism of the on-site equipment and the actual audio and video environment in real time at the remote commissioning and dispatching center. S704: The remote operation and maintenance unit sends a dispatch instruction, and the on-site operator conducts a no-load test of the grab ship unloader. The commissioning personnel monitor the no-load operating status of the on-site equipment and the actual audio and video environment in real time from the remote commissioning and dispatching center. After the single-mechanism action test is completed, the no-load test of the grab ship unloader begins. The remote operation and maintenance unit sends a dispatch instruction, and the on-site operator conducts a no-load test of the grab ship unloader. The commissioning personnel monitor the no-load operating status of the on-site equipment and the actual audio and video environment in real time from the remote commissioning and dispatching center. S705: Remote commissioning and remote operation and maintenance of the grab ship unloader are completed.

[0205] After the no-load test of the grab ship unloader is completed, the remote debugging and remote operation and maintenance work are completed, and the equipment can be put into normal use.

[0206] During the remote debugging and remote operation and maintenance of the grab ship unloader, the remote operation and maintenance unit regularly sends data delay detection signals to the onboard control unit and the video surveillance management unit in sequence. When the onboard control unit and the video surveillance management unit receive the above data delay detection signals, they immediately send data delay detection feedback signals to the remote operation and maintenance unit. After the remote operation and maintenance unit receives the data delay detection feedback signals returned by the above two units, it performs data delay time calculation on the time when the data delay detection signal is sent and the time when the data delay detection feedback signal is received, and at the same time compares the data delay time with the threshold to determine the real-time performance of the data communication of the remote engineering station.

[0207] The data delay time determination formula is:

[0208] If T 反馈1 -T 发送1 >T 阈值1 , then the communication between the remote operation and maintenance unit and the onboard control unit meets the remote debugging requirements; if T 反馈2 -T 发送2 >T 阈值2 , then the communication between the remote operation and maintenance unit and the video surveillance management unit meets the remote debugging requirements; if T 反馈1 -T 发送1 <T 阈值1 , then the communication between the remote operation and maintenance unit and the onboard control unit does not meet the remote debugging requirements; if T 反馈2 -T 发送2 <T 阈值2 , then the communication between the remote operation and maintenance unit and the video surveillance management unit does not meet the remote debugging requirements;

[0209] Among them, T 反馈1 It indicates the time when the remote operation and maintenance unit receives the data delay detection feedback signal returned by the airborne control unit, T 发送1 Indicates the time it takes for the remote operation and maintenance unit to send a data delay detection signal to the onboard control unit, T 阈值1 Indicates the data delay time threshold between the remote operation and maintenance unit and the airborne control unit; T 反馈2 Indicates the time it takes for the remote operation and maintenance unit to receive the data delay detection feedback signal returned by the video surveillance management unit, T 发送2 Indicates the time it takes for the remote operation and maintenance unit to send a data delay detection signal to the video surveillance management unit, T 阈值2 Indicates the allowed threshold for data delay between the remote operation and maintenance unit and the video surveillance management unit.

[0210] The following describes the unmanned grab ship unloader control method corresponding to the unmanned grab ship unloader control system, taking the unmanned grab ship unloader product as an example. The control method includes the following steps:

[0211] S801: The ship docks, the onboard control unit starts working, and the grab ship unloader's unmanned ship unloading operation starts; at the same time, the video monitoring management unit also starts working to monitor the grab ship unloader's operation in all directions; S802: The grab ship unloader's boom is raised; S803: The grab ship unloader runs along the trolley track from the bow to the stern to scan the ship; S804: After the ship scan is completed, the grab ship unloader receives the hatch scheduling command from the remote control unit; S805: The grab ship unloader runs to the target operating hatch; S806: The grab ship unloader's boom is lowered The driver's cab moves to the center of the hatch; S807, scans the hatch and the materials inside; S808, the grab moves to the top of the hatch, and the grab posture detection function is activated; S809, the automatic unloading operation begins, and the grab ship unloader performs the unloading operation according to the decision made by the decision analysis unit; S810, during the operation, the grab ship unloader receives remote control instructions from the remote control unit in real time; remote control instructions can be cabin transfer instructions, termination of the current hatch operation, movement to a new target hatch, etc. After receiving the remote control instructions, it jumps to S807 to restart the operation. If no cabin transfer instruction is received, it continues to operate at the current hatch; S811, when the current hatch operation requires cabin cleaning, the operator remotely controls the cabin cleaning machine in the central control room to hoist it into the cabin and start the automatic cabin cleaning operation; S812, after the cabin cleaning is completed, the unmanned unloading operation of the grab ship unloader is completed.

Claims

1. An unmanned grab ship unloader, characterized in that: include: Grab ship unloader body, grab ship unloader precise positioning system and unmanned grab ship unloader control system, The grab ship unloader body is used to realize the conventional ship unloading operation function of the grab ship unloader, including: a trolley, a trolley running device, a main beam arm mechanism, a grab mechanism, and a driver's cab; The grab ship unloader precise positioning system includes: a mechanism positioning unit, a grab position detection unit, a scanning and identification unit, and a data acquisition unit. The mechanism positioning unit, the grab position detection unit, and the scanning and identification unit are respectively connected to the data acquisition unit for communication; wherein the mechanism positioning unit is used for trolley position value calibration, boom pitch angle detection, truck position value calibration, and cab position value detection; the grab position detection unit is used for grab operation space position and grab position detection; the scanning and identification unit is used for real-time detection of ships, hatches, and materials; and the data acquisition unit is used to receive data collected by the mechanism positioning unit, the grab position detection unit, and the scanning and identification unit; The unmanned grab ship unloader control system includes: an onboard control unit, a remote control unit, a video monitoring management unit and a decision analysis unit. The data transmission between the various units adopts the Ethernet communication protocol; the onboard control unit is arranged on the grab ship unloader equipment, and is used to drive the various mechanisms of the grab ship unloader body to operate under the control of the remote control unit to perform unmanned ship unloading operations; the remote control unit is arranged in the central control room, and is used to issue control instructions to the onboard control unit based on the real-time data collected by the video monitoring management unit and the decision obtained by the decision analysis unit, so as to realize remote monitoring of the working status of the grab ship unloader and the material feeding operation line; the video monitoring management unit is used to realize all-round monitoring of the operation of the grab ship unloader; the decision analysis unit is built into the industrial computer in the remote control cabinet of the central control room, and is used to make decisions and analyze the unloading operations of the unmanned grab ship unloader based on the real-time data collected by the video monitoring management unit, thereby realizing the single-cabin task planning function; The grab ship unloader body also includes a gantry mechanism, a tower mechanism, a feeding mechanism, and a machine room mechanism. The gantry mechanism serves as the main supporting structure of the grab ship unloader. The trolley running device is arranged at the lower part of the gantry mechanism on the sea and land sides. The trolley running device is used for the grab ship unloader to move along the dock track. The main beam arm mechanism is arranged above the gantry mechanism to provide the track required for the grab ship unloader trolley to run, so that the trolley can move on the main beam arm mechanism. The arm part of the main beam arm mechanism can be pitched and lifted. The tower mechanism is located above the main beam, and a pitching mechanism for the arm is arranged on it. The wire rope pulley and hook device are used to realize the pitching of the boom and the locking of the hook after pitching to the highest point; the feeding mechanism is arranged at the lower part of the gantry mechanism, and consists of a hopper and a feeding device. The hopper receives the materials grabbed from the cabin by the grab mechanism, and then transmits the materials to the ground belt of the dock through the feeding device; the machine room mechanism is arranged at the rear end of the main beam boom mechanism, which is used to drive the grab unloader to complete the pitching action of the trolley, grab, and boom. The grab mechanism is suspended under the trolley by a wire rope, and the wire rope is used to pull the material from the cabin to the hopper to complete the unloading process.

2. The unmanned grab ship unloader according to claim 1, characterized in that: The mechanism positioning unit calibrates the trolley position value by setting a laser rangefinder on the trolley mechanism. Specifically, position calibration modules are set in the front end area of ​​the boom, the main trolley area and the rear beam area to realize calibration and detection of the main trolley position value. The position calibration module includes a sea-side laser rangefinder installed in the front end area of ​​the boom, a reflector installed on the sea side of the main trolley, a land-side laser rangefinder installed in the rear beam area, and a reflector installed on the land side of the main trolley. The sea-side laser rangefinder and the land-side laser rangefinder respectively adopt linear laser rangefinders, and the detection distance of the sea-side laser rangefinder and the land-side laser rangefinder is not less than 80m. A position detection module is set at the main trolley motor in the machine room to measure the position value of the main trolley. The position detection module includes an absolute encoder, which is used to perform real-time positioning of the main trolley mechanism motor operation; The real-time calibration detection position value of the main vehicle is calculated according to the following formula: L 实时 =(L WS +0.5*L 小车 ) / (L WS +L LS )*L 臂架 -L LS Among them, the center parking position of the main trolley hopper is used as the horizontal zero position of the main trolley, L WS L is the distance from the sea side of the main trolley to the front end of the boom detected by the sea side laser rangefinder. LS L is the distance from the land side of the main vehicle to the rear beam detected by the land side laser rangefinder. 小车 The length of the main trolley, L 臂架 The actual distance from the front end of the boom to the rear beam; The basic position value of the main trolley is calculated according to the following formula: L 基础 =a*E 编码 +b Among them, the center parking position of the main trolley hopper is used as the horizontal zero position of the main trolley, E 编码 The absolute encoder measurement data of the main trolley, a is the absolute encoder conversion data, and b is the absolute encoder conversion correction value.

3. The unmanned grab ship unloader according to claim 1, characterized in that: The mechanism positioning unit detects the position value of the driver's cab by adding a Gray busbar encoder to the driver's cab. Specifically, the position value data of the driver's cab is obtained through the driver's cab positioning module. The driver's cab positioning module includes an encoder set below the boom main beam and a U-shaped code reader set on the top of the driver's cab, wherein the encoder is set in the U-shaped groove of the U-shaped code reader, and the two sides of the U-shaped code reader are respectively an infrared signal transmitting end and an infrared signal receiving end. During the operation of the driver's cab, the U-shaped code reader moves along the encoder with the driver's cab, and reads the positioning code of the encoder at the current position during the process. The positioning code is transmitted to the PLC control unit via the Ethernet protocol for conversion to obtain the corresponding driver's cab position value; The cab is driven and operated by a cab drive unit according to the position value data of the cab obtained by the cab positioning module. The cab drive unit includes a frequency converter arranged in the cab electric control cabinet and a drive motor arranged on the top of the cab, wherein the input end of the frequency converter is connected to the output end of the incoming contactor, and the input end of the incoming contactor is connected to the output end of the incoming circuit breaker; one output end of the frequency converter is connected to a braking resistor, and the other output end is connected to the input end of a motor starter, and the output end of the motor starter is connected to the drive motor on the top of the cab; The cab position value is calculated according to the following formula: P 司机室 =0.8* E 编码 + K 修正 in, P 司机室 Indicates the position value of the driver's cab, E 编码 Indicates the positioning code read by the U-type code reader. K 修正 Indicates the conversion correction value.

4. The unmanned grab ship unloader according to claim 1, characterized in that: The grab bucket posture detection unit detects the grab bucket's operating space position and posture by installing a laser scanning device and a visual recognition device on the cab platform, including: Acquiring first grab bucket posture data collected by a three-dimensional laser scanning device, wherein the three-dimensional laser scanning device is disposed on a cab platform; Acquiring second grab bucket posture data collected by a visual recognition device, wherein the visual recognition device is disposed on a driver's cab platform; Taking the first grab bucket posture data as a reference, the first grab bucket posture data is calibrated by the second grab bucket posture data to generate the final grab bucket posture data; The calibrated grab bucket spatial position data is calculated according to the following formula: P 定 =P 检 +K1*(P 校 -P 检 ) Among them, P 定 is the grab bucket spatial position data after calibration, P 检 is the grab bucket spatial position data collected by the 3D laser scanning device, P 校 is the grab bucket spatial position data collected by the visual recognition device, and K1 is the spatial position correction coefficient; The calibrated grab bucket dump angle data is calculated according to the following formula: oh 倾定 = ω 倾检 + K2*(ω 倾校 - oh 倾检 ) Among them, ω 倾定 is the grab bucket dumping angle data after calibration, ω 倾检 is the grab bucket dumping angle data collected by the 3D laser scanning device, ω 倾校 is the grab bucket dumping angle data collected by the visual recognition device, and K2 is the dumping angle correction coefficient; The grab bucket rotation angle data after calibration correction is calculated according to the following formula: oh 回定 = ω 回检 + K3*(ω 回校 - oh 回检 ) Among them, ω 回定 is the grab bucket rotation angle data after calibration and correction, ω 回检 is the grab bucket rotation angle data collected by the 3D laser scanning device in the detection unit, ω 回校 is the grab bucket rotation angle data collected by the visual recognition device, and K3 is the rotation angle correction coefficient.

5. The unmanned grab ship unloader according to claim 1, characterized in that: The scanning and identification unit uses laser scanning devices installed on the cab platform and the main beam hinge point to perform real-time detection of ships, hatches, and materials, including: Scanning the ship using a ship laser scanning device, wherein the ship scanning device is installed at the main beam hinge point; The hatch and material are scanned by a hatch and material laser scanning device, which is installed on the driver's cab platform and has a pan-tilt platform. The hatch and material laser scanning device can quickly scan the hatch and material by rotating the pan-tilt platform. It also includes: ship anti-tilt warning based on ship scanning results, specifically including: The ship's lateral tilt warning is determined according to the following formula: When 横倾 =arctan(|(H 海 -H 陆 ) / (L 海 -L 陆 )|)>ω 横倾允 When the ship is judged to have a large transverse tilt, ω 横倾 is the transverse tilt angle of the ship, H 海 is the height of the sea side edge of the ship, H 陆 is the height of the land side edge of the ship, L 海 is the horizontal position of the sea side edge of the ship, L 陆 is the horizontal position of the ship’s landside edge, ω 横倾允 The maximum permissible value of the ship's transverse tilt angle; The ship's longitudinal tilt warning is determined according to the following formula: When 纵倾 =arctan(|(H 船头 -H 船尾 ) / (P 船头 -P 船尾 )|)>ω 纵倾允 When the longitudinal tilt of the ship is too large, ω 纵倾 is the longitudinal tilt angle of the ship, H 船头 is the bow height of the ship, H 船尾 is the height of the ship's stern, P 船头 is the horizontal position of the ship's bow, ω 纵倾允 is the maximum allowable value of the longitudinal tilt angle of the ship, P 船尾 is the horizontal position of the ship's stern; The scanning and identification unit performs real-time detection of ships, hatches, and materials by installing laser scanning devices on the cab platform and the main beam hinge point. It also includes: providing hatch anti-collision warning based on the hatch scanning results, specifically including: Calculate the sea-land side collision safety distance according to the following formula: S 海陆 =a*L 抓斗 +b, where S 海陆 is the land-sea collision safety distance, a is the land-sea collision safety factor, L 抓斗 is the length of the grab bucket when it is opened, and b is the anti-collision safety correction value; Calculate the left and right side collision safety distance according to the following formula: S 左右 =A*W 抓斗 +b, where S 左右 is the left and right side collision safety distance, A is the left and right side collision safety factor, W 抓斗 is the grab width value; Set the distance S from the hatch's sea and land sides to 海陆 The area within the range is designated as the land-sea collision warning zone, and the area S from the left and right edges of the hatch is 左右 The area within the range is designated as the left and right side collision warning zones. During unloading operations, if the grab bucket enters the sea and land side collision warning zone or the left and right side collision warning zones, a hatch collision warning will be issued.

6. The unmanned grab ship unloader according to claim 1, characterized in that: The onboard control unit includes: a PLC processor, a drive mechanism, an encoder, and a limit switch; the PLC processor is used to receive encoder and limit switch signals to control the drive mechanism to complete the ship unloading action; the drive mechanism is used to receive instructions from the PLC processor and complete the corresponding ship unloading action; the encoder is used to measure and calculate the operating position of each drive mechanism; the limit switch is used to detect the operating status of each operating mechanism; The video monitoring management unit includes: a video acquisition unit, a control unit and a monitoring display unit; The video acquisition unit is composed of video surveillance cameras arranged at key positions on the grab ship unloader, and is used to collect video information of the grab ship unloader; The control unit is arranged in the electrical room of the grab ship unloader, and includes an optical fiber switch, a hard disk recorder, a streaming media server and an Ethernet switch, and is used for receiving, sending and backing up data transmitted by the video acquisition unit. At the same time, according to the actual operating conditions of the grab ship unloader, it realizes automatic switching, automatic focusing and automatic tracking of the video monitoring screen; The monitoring and display unit is divided into two parts. One part is an onboard monitoring and display device installed in the driver's cab of the grab ship unloader, including a liquid crystal display and an onboard operation keyboard, which is used by the operator to monitor the video images when the grab ship unloader is operated locally; the other part is a remote monitoring and display device installed at the remote operation station in the central control room of the terminal, including a liquid crystal display and a remote operation keyboard, which is used by the operator to monitor the video images when the grab ship unloader is operated remotely without human intervention. The video data between the video acquisition unit and the control unit is transmitted via the onboard optical fiber using the Ethernet protocol; the communication between the onboard monitoring display device located in the driver's cab of the monitoring display unit and the control unit is transmitted via the onboard optical fiber using the Ethernet protocol, and the communication between the remote monitoring display device located at the remote operation station in the central control room of the terminal and the control unit is transmitted via the onboard optical fiber, the reel optical fiber, and the fixed optical fiber laid at the terminal using the Ethernet protocol.

7. The unmanned grab ship unloader according to claim 6, characterized in that: The remote control unit includes: a central server and a remote operation console located in the central control room. The central server is used to receive operation instructions from the terminal production scheduling system and operating data of the onboard control unit, and to issue unloading operation instructions to the onboard control unit. The remote operation console is used for manual operation and to intervene manually in the event of a malfunction in the control system of the unmanned grab ship unloader, and to remotely troubleshoot the malfunction. The unmanned grab ship unloader control system further includes: a remote operation and maintenance unit, which is arranged in the remote debugging and dispatching center and is used to realize remote debugging and remote operation and maintenance of the grab ship unloader equipment in combination with the field data collected by the video monitoring management unit.

8. The unmanned grab ship unloader according to claim 7, characterized in that: The unmanned grab ship unloader is controlled in an unmanned manner based on the following method: When the ship docks, the onboard control unit starts working and the unmanned unloading operation of the grab ship unloader begins. At the same time, the video monitoring management unit starts working to monitor the operation of the grab ship unloader in all directions. The grab ship unloader boom is raised; The grab ship unloader runs along the trolley track from the bow to the stern to scan the ship; After the ship scan is completed, the grab ship unloader receives hatch dispatching instructions from the remote control unit; The grab ship unloader runs to the target operating hatch; The grab ship unloader boom is lowered and the driver's cab moves to the center of the hatch; Scan hatches and materials inside the cabin; The grab bucket moves to above the hatch, and the grab bucket posture detection function is activated; Automatic ship unloading operation starts, and the grab ship unloader performs the ship unloading operation according to the decision made by the decision analysis unit; During operation, the grab ship unloader receives remote control instructions from the remote control unit in real time; When the hatch needs to be cleared, the operator in the central control room remotely controls the hatch cleaning machine to be hoisted into the cabin and automatically starts the hatch cleaning operation. After the cabin is cleared, the grab ship unloader completes the unmanned ship unloading operation.

9. The unmanned grab ship unloader according to claim 8, characterized in that: Also includes: Remote debugging and remote operation and maintenance of grab ship unloader equipment; including: Establishing a communication connection between the remote operation and maintenance unit, the onboard control unit, and the video surveillance management unit; The remote operation and maintenance unit completes the signal test by sending a scheduling instruction; the debugging personnel monitor the safety element signal of the on-site equipment in real time at the remote debugging and scheduling center through the video monitoring management unit; The remote operation and maintenance unit sends scheduling instructions to complete the test actions in sequence; the debugging personnel monitor the operating status of the single mechanism of the on-site equipment and the actual audio and video environment of the on-site equipment in real time at the remote debugging and scheduling center; The remote operation and maintenance unit sends a dispatch instruction, and the on-site operator performs a no-load test of the grab ship unloader; the debugging personnel monitor the no-load operation status of the on-site equipment and the actual audio-visual environment of the on-site equipment in real time at the remote debugging and dispatching center; Completed remote commissioning and remote operation and maintenance of grab ship unloader; Also includes: Data delay detection, including: During the remote debugging and remote operation and maintenance process of the grab ship unloader, the remote operation and maintenance unit sends data delay detection signals to the onboard control unit and the video monitoring management unit in sequence and at regular intervals; When the onboard control unit and the video monitoring management unit receive the data delay detection signal, they immediately send a data delay detection feedback signal to the remote operation and maintenance unit; After receiving the data delay detection feedback signal returned by the airborne control unit and the video surveillance management unit, the remote operation and maintenance unit performs a data delay time calculation on the time when the data delay detection signal is sent and the time when the data delay detection feedback signal is received, and compares the data delay time with a threshold to determine the real-time performance of the data communication of the remote engineer station; The grab ship unloader performs ship unloading operations according to the decisions made by the decision analysis unit, including: Divide the operating area inside the grab unloading engine room into several operating units; Before the ship unloading operation begins, the grab ship unloader monitors the material accumulation status of each operation unit in the operation area in real time and selects the initial operation unit. Starting from the initial operation unit, the ship unloading operation of the accumulated materials in the central operation area is completed according to the first control strategy, the second control strategy, and the third control strategy. The first control strategy is a grasping direction control strategy, including: downward stepping operation, taking into account the prevention of bucket burial; the second control strategy is a trolley direction control strategy, including: stepping operation on the sea side and the land side respectively, taking into account the prevention of bucket burial; the third control strategy is a large vehicle direction control strategy, including: ridge-type stepping operation; After the grab bucket reaches the operating unit, it is controlled according to the first control strategy to complete an operation process. Then, based on the material accumulation situation of the current operating unit and surrounding operating units, it is determined whether there is a risk of bucket burial. If there is no risk of bucket burial, it is controlled according to the first control strategy until the current operating unit has completed unloading, and then it is controlled according to the second control strategy. If there is a risk of bucket burial, the downward stepping of the grab bucket at the current operating unit point is stopped and it is controlled according to the second control strategy. Control the grab bucket to move stepwise toward the sea side along the longitudinal working combination where the current working unit is located to the next working unit, and control the next working unit according to the first control strategy; if the grab bucket has reached the sea side edge, it will move stepwise toward the land side to the next working unit; when all working units in the longitudinal working combination where the current working unit is located have completed the above operations, it will be controlled according to the third control strategy; All longitudinal work combinations are numbered in sequence, and then divided into two groups according to the odd and even numbers; the grab bucket is controlled by the second control strategy to step one work unit of the last work along the direction of the trolley movement to the corresponding work units in other longitudinal work combinations within the group to which the longitudinal work combination where the work unit is located belongs, and the first control strategy control and the second control strategy control are repeated until all work units in all longitudinal work combinations in the group have completed unloading, and then the grab bucket is controlled to step along the direction of the trolley movement to the work units in each longitudinal work combination in another group, and the first control strategy control and the second control strategy control are repeated until all work units in the work area have completed unloading, indicating that the unloading operation is completed; It also includes: safety interlocking control of grab ship unloader and material conveying operation line, including: material flow conveying start and material flow conveying stop; The control process of starting the material flow conveying includes: Receive the material flow conveying start instruction issued by the user; The material yard equipment and transfer belt are started; After confirming that the transfer belt of the dock conveyor at the transfer station is correctly connected, the dock conveyor starts; After confirming that the unloader feeding system is correctly connected to the dock belt, the unloader feeding system is started; The material flow transportation has been started and the ship unloading and material conveying operation line is officially in operation; The control process of stopping the material flow conveying includes: The remote control unit receives a material flow conveying stop instruction; The unloader feeding system stops feeding materials to the dock belt; The dock belt stopped running; The transfer belt conveyor yard equipment stops running; The material flow transportation is stopped and the unloading and material conveying operation line stops running.

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