A precise positioning system for grab ship unloader

Abstract

The present invention provides a precise positioning system for a grab ship unloader, comprising a mechanism positioning unit, a grab position detection unit, a scanning and identification unit, and a data acquisition unit. The mechanism positioning unit is used to calibrate the trolley position value by installing a laser rangefinder on the trolley mechanism and to detect the cab position value by adding a Gray busbar encoder to the driver's cab. The grab position detection unit is used to detect the grab's operating space position and attitude by installing a laser scanning device and a visual recognition device on the driver's cab platform. The scanning and identification unit is used to perform real-time detection of ships, hatches, and materials by installing laser scanning devices on the driver's cab platform and at the main beam hinge point. The data acquisition unit includes a PLC module and a communication module. This invention enables precise positioning, detection, and identification of the various mechanisms, grabs, ships, hatches, and materials of the grab ship unloader.

Description

Technical Field

[0001] The present invention relates to the technical field of grab ship unloaders, and in particular to a precise positioning system for grab ship unloaders. Background Art

[0002] Grab ship unloaders, essential ship unloading equipment at bulk material terminals, currently utilize a combination of semi-automatic and manual operation, resulting in a low level of intelligent 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. Therefore, enhancing the accuracy of positioning detection within the various mechanisms of grab ship unloaders to establish the underlying hardware foundation for unmanned grab ship unloader technology, as well as addressing the positioning detection and identification of the grab, vessel, hold, and materials, remains a major challenge facing major OEMs. Summary of the Invention

[0003] The invention discloses a precise positioning system for a grab ship unloader, which is used for realizing precise positioning detection and identification of various mechanisms of the grab ship unloader, a grab, a ship, a hatch and materials.

[0004] The technical means adopted in the present invention are as follows:

[0005] A precise positioning system for a grab ship unloader comprises: a mechanism positioning unit, a grab position detection unit, a scanning and identification unit, and a data acquisition unit, wherein the mechanism positioning unit, the grab position detection unit, and the scanning and identification unit are respectively connected to the data acquisition unit in a communication manner; wherein,

[0006] The mechanism positioning unit is used to calibrate the trolley position value by installing a laser distance measuring device on the trolley mechanism, detect the boom pitch angle by installing an inclinometer on the pitch mechanism, calibrate the trolley position value by adding an RFID device on the trolley mechanism, and detect the driver's cab position value by adding a Gray busbar encoder in the driver's cab.

[0007] The grab bucket posture detection unit is used to detect the grab bucket's operating space position and posture by arranging a laser scanning device and a visual recognition device on the cab platform;

[0008] The scanning and identification unit is used to: perform real-time detection of ships, hatches, and materials by arranging laser scanning devices on the cab platform and the main beam hinge points;

[0009] The data acquisition unit includes a PLC module and a communication module. The PLC module receives data collected by the mechanism positioning unit, the grab bucket posture detection unit, and the scanning and identification unit through the communication module.

[0010] Furthermore, the mechanism positioning unit calibrates the trolley position value by setting a laser distance measuring device on the trolley mechanism, including:

[0011] Position calibration modules are set up 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 use linear laser rangefinders, and the detection distance of the sea-side laser rangefinder and the land-side laser rangefinder is not less than 80m;

[0012] 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.

[0013] Furthermore, the mechanism positioning unit calibrates the trolley position value by setting a laser distance measuring device on the trolley mechanism, and further includes:

[0014] The real-time calibration detection position value of the main vehicle is calculated according to the following formula:

[0015] L 实时 =(L WS +0.5*L 小车 ) / (L WS +L LS )*L 臂架 -L LS

[0016] 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;

[0017] The basic position value of the main trolley is calculated according to the following formula:

[0018] L 基础 =a*E 编码 +b

[0019] 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.

[0020] 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, including:

[0021] 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 a code ruler arranged below the boom main beam and a U-shaped code reader arranged on the top of the driver's cab, wherein the code ruler is arranged 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 code ruler with the driver's cab, and reads the positioning code of the code ruler 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;

[0022] The driver's cab is driven and operated by the driver's cab drive unit according to the position value data of the driver's cab obtained by the driver's cab positioning module. The driver's cab drive unit includes a frequency converter arranged in the driver's cab electric control cabinet and a drive motor arranged on the top of the driver's cab, wherein the input end of the frequency converter is connected to the output end of the incoming line contactor, and the input end of the incoming line contactor is connected to the output end of the incoming line circuit breaker; one output end of the frequency converter is connected to the braking resistor, and the other output end is connected to the input end of the motor starter, and the output end of the motor starter is connected to the drive motor on the top of the driver's cab.

[0023] 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, and further includes:

[0024] The cab position value is calculated according to the following formula:

[0025] P 司机室 =0.8*E 编码 +K 修正

[0026] Among them, 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.

[0027] 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:

[0028] 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;

[0029] 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;

[0030] The first grab bucket posture data is calibrated with the second grab bucket posture data based on the first grab bucket posture data, thereby generating the final grab bucket posture data.

[0031] 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:

[0032] The calibrated grab bucket spatial position data is calculated according to the following formula:

[0033] P 定 =P 检 +K1*(P 校 -P 检 )

[0034] 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;

[0035] The calibrated grab bucket dump angle data is calculated according to the following formula:

[0036] ω 倾定 =ω 倾检 +K2*(ω 倾校 -ω 倾检 )

[0037] 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;

[0038] The grab bucket rotation angle data after calibration correction is calculated according to the following formula:

[0039] ω 回定 =ω 回检 +K3*(ω 回校 -ω 回检 )

[0040] 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.

[0041] Furthermore, 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, including:

[0042] Scanning the ship using a ship laser scanning device, wherein the ship scanning device is installed at the main beam hinge point;

[0043] The hatch and material are scanned by a hatch and material laser scanning device, which is installed on the driver's cab platform. The hatch and material laser scanning device has a pan-tilt platform, and rapid scanning of the hatch and material is achieved through the rotation of the pan-tilt platform.

[0044] Furthermore, 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 ship anti-tilt warning based on the ship scanning results, specifically including:

[0045] The ship's lateral tilt warning is determined according to the following formula:

[0046] 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;

[0047] The ship's longitudinal tilt warning is determined according to the following formula:

[0048] 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.

[0049] Furthermore, 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:

[0050] 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;

[0051] 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;

[0052] 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.

[0053] Compared with the prior art, the present invention has the following advantages:

[0054] This technology provides a precise positioning system for grab ship unloaders. Based on the conventional positioning scheme of positioning the various mechanisms of the grab ship unloader using encoders, innovative positioning schemes such as Gray busbars, RFID devices, and laser ranging devices are added to enhance the accuracy of positioning the various mechanisms of the grab ship unloader. At the same time, a grab position detection device is provided, which uses a redundant scanning and recognition scheme such as laser scanning plus visual recognition to increase the real-time detection function of the grab position and posture. Furthermore, a scanning and recognition device is added to achieve real-time detection of ships, hatches, and materials. This technology, while enhancing the accurate and reliable positioning of the various mechanisms of the grab ship unloader itself, 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

[0055] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0056] Figure 1 The figure is a structural schematic diagram of a precise positioning system for a grab ship unloader according to the present invention.

[0057] Figure 2 This is a schematic diagram of the installation of the positioning unit device of the present invention.

[0058] Figure 3 This is the wiring diagram of the driver's cab drive unit of the present invention.

[0059] Figure 4 This is a schematic diagram of the installation of the grab bucket posture detection unit of the present invention.

[0060] Figure 5 This is a schematic diagram of the installation of the scanning and identification unit device of the present invention.

[0061] Figure 6 This is a communication connection diagram of the data acquisition unit of the present invention.

[0062] Figure 7 This is a schematic diagram of the operation flow of the precise positioning system of the grab ship unloader of the present invention.

[0063] In the figure: U1, mechanism positioning unit; U2, grab bucket posture detection unit; U3, scanning and identification unit; U4, data acquisition unit; 101, trolley motor and encoder; 102, sea-side laser rangefinder; 103, land-side laser rangefinder; 104, trolley sea-side reflector; 105, trolley land-side reflector; 106, pitch motor and encoder; 107, inclinometer; 108, trolley absolute encoder; 109, RFID device; 110, driver's cab grid Ray busbar encoder; 111, U-shaped reading head; 201, visual recognition device and pan-tilt head; 202, three-dimensional laser scanning device and pan-tilt head; 301, laser scanning device near the main beam hinge point; 302, laser scanning device and pan-tilt head for the cab platform; 401, PLC module; 402, communication module; Q1, incoming line circuit breaker; K1, incoming line contactor; U1, frequency converter; BR1, braking resistor; Q2-Q5, motor starter; M1-M4, cab motor. DETAILED DESCRIPTION

[0064] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments of the present invention can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0065] like Figure 1 As shown, the present invention provides a precise positioning system for a grab ship unloader, which is composed of a mechanism positioning unit U1, a grab position detection unit U2, a scanning and recognition unit U3, and a data acquisition unit U4.

[0066] Mechanism positioning unit U1 Figure 2 As shown in the figure, the trolley mechanism is equipped with an incremental encoder on the trolley motor side, and a laser rangefinder device is installed at the front end of the boom and the rear beam. At the same time, reflective plates are installed on the sea side and the land side of the main trolley to obtain the front and rear distance measurement values of the trolley from the front and rear directions. The position value detected by the incremental encoder is used as the basic positioning value of the trolley. The front and rear distance measurement value of the trolley detected by the laser rangefinder is used to calibrate the basic positioning value of the trolley, 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 hinge point of the main beam; the trolley mechanism is equipped with an absolute encoder on the trolley trolley and an RFID reading device is installed on the trolley trolley The trolley mechanism is installed with RFID identification tags 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 ruler 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 ruler value corresponding to the current position of the driver's cab.

[0067] Specifically, as a preferred embodiment of the present invention, the sea-side laser rangefinder 102 is horizontally mounted on a mounting bracket located at the pulley seat at the end of the boom, and the four corners are fixed with bolts. The detection direction is along the boom to the land side, and the detection target is the reflector 104 installed on the sea side of the main trolley. The center point of the sea-side reflector 104 of the main trolley is at the same height as the sea-side laser rangefinder 102, and the dimensions of the sea-side reflector 104 of the main trolley are 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 103 is horizontally mounted on a mounting bracket located on the sea-side platform of the machine room in the rear beam area, and the four corners are fixed with bolts. The detection direction is along the boom to the sea side, and the detection target is the reflector 105 installed on the land side of the main trolley. The center point of the land-side reflector 105 of the main trolley is at the same height as the land-side laser rangefinder 103, and the dimensions of the land-side reflector 105 of the main trolley are 0.5m from the center point on the left and right edges, and 1m from the center point on the upper and lower edges.

[0068] In this embodiment, the position calibration module consists of a seaside laser rangefinder 102 mounted at the front end of the boom, a reflector 104 mounted on the seaside surface of the main trolley, a landside laser rangefinder 103 mounted on the rear beam, and a reflector 105 mounted on the landside surface of the main trolley. The seaside laser rangefinder 102 and the seaside reflector 104 of the main trolley form a seaside position calibration assembly, while the landside laser rangefinder 103 and the landside reflector 105 of the main trolley form a landside 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 401 via the Ethernet protocol.

[0069] In a preferred embodiment of the present invention, the position measurement module comprises an absolute encoder 101, which is built into the main trolley motor within the grab ship unloader's machine room. This encoder is used to provide real-time positioning of the main trolley motor. The main trolley position data measured by the encoder 101 is transmitted to the PLC module 401 via the Ethernet protocol.

[0070] In specific implementation, the PLC module 401 calculates the real-time calibration detection position value of the main vehicle according to the following formula:

[0071] L 实时 =(L WS +0.5*L 小车 ) / (L WS +L LS )*L 臂架 -L LS

[0072] 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;

[0073] The basic position value of the main trolley is calculated according to the following formula:

[0074] L 基础 =a*E 编码 +b

[0075] 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.

[0076] In addition, the PLC module 401 is used to calibrate the data from the position measurement module based on the data from the position calibration module, ultimately obtaining an accurate main trolley position value. In one embodiment, the basic data can be calibrated through a weighted superposition method. In this embodiment, the main trolley of the grab ship unloader is pulled by a wire rope and moved toward the seaside or landside, respectively. Its motor is located in the machine room. The main trolley absolute value encoder 101 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 result in certain detection errors and cannot 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 seaside and landside directions 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.

[0077] Furthermore, the mechanism positioning unit U1 also detects the position value of the driver's cab by adding a Gray busbar encoder in the driver's cab, specifically including:

[0078] A. The cab position data is obtained through the cab positioning module. The cab positioning module includes a code ruler installed below the boom main beam and a U-shaped code reader installed on the top of the cab. The code ruler is installed in the U-shaped groove of the U-shaped code reader. The two sides of the U-shaped code reader are an infrared signal transmitter and an infrared signal receiver. During the operation of the cab, the U-shaped code reader moves along the code ruler with the cab, reading the positioning code of the code ruler at the current position. The positioning code is transmitted to the PLC control unit via the Ethernet protocol for conversion to obtain the corresponding cab position value.

[0079] 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 respectively the infrared signal transmitting end and the infrared signal receiving end. 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 401 via the Ethernet protocol for conversion to obtain the corresponding driver's cab position value. The PLC module 401 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:

[0080] P 司机室 =0.8*E编码 +K 修正 ;

[0081] Among them, 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.

[0082] B. The driver's cab is driven and operated by the driver's cab drive unit according to the position value data of the driver's cab obtained by the driver's cab positioning module. The driver's cab drive unit includes a frequency converter arranged in the driver's cab electric control cabinet and a drive motor arranged on the top of the driver's cab, wherein the input end of the frequency converter is connected to the output end of the incoming line contactor, and the input end of the incoming line contactor is connected to the output end of the incoming line circuit breaker; one output end of the frequency converter is connected to the braking resistor, and the other output end is connected to the input end of the motor starter, and the output end of the motor starter is connected to the drive motor on the top of the driver's cab.

[0083] Specifically, if Figure 3 The figure below shows the wiring diagram for the driver's cab drive unit. The input of the frequency converter U1 is connected to the output of the incoming contactor K1, which is in turn connected to the output of the incoming circuit breaker Q1. One output of the frequency converter U1 is connected to the braking resistor BR1, and the other output is connected to the inputs of motor starters Q2, Q3, Q4, and Q5. The outputs of motor starters Q2, Q3, Q4, and Q5 are connected to the drive motors M1, M2, M3, and M4 on the top of the cab, respectively.

[0084] Based on the detected cab position, the cab can be accurately positioned, including:

[0085] 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;

[0086] 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;

[0087] 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;

[0088] 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;

[0089] e. After the grab ship unloader completes the ship 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 space, and the ship unloading operation is completed.

[0090] Among them, the positioning operation control method is specifically as follows:

[0091] T=T 加 +T 匀 +T 减

[0092] T 匀 =(S 目标 -0.5×V×T 加 -0.5×V×T 减 ) / V

[0093] Among them, T is the operating time of the driver's cab, T 加 T is the acceleration time of the driver's cab 匀 T is the uniform speed running time of the driver’s cab, 减 S is the deceleration time of the driver's cab 目标 is the distance from the target operating point to the starting operating point, and V is the maximum operating speed of the driver's cab.

[0094] Grab bucket posture detection unit U2 Figure 4 As shown, by installing a laser scanning device 302 and a visual recognition device 301 on the cab platform, the grab posture data obtained by the laser scanning device is mainly used, and the grab posture data obtained by the visual recognition device is used as a correction value to achieve accurate detection of the spatial position of the grab operation, grab posture and other data.

[0095] 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.

[0096] 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:

[0097] 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:

[0098] 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 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.

[0099] 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:

[0100] P 定 =P 检 +K1*(P 校 -P 检 )

[0101] 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, it is preferably set to K1=0.3.

[0102] 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:

[0103] 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 dumping angle data collected by the visual recognition device

[0104] 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:

[0105] ω 倾定 =ω 倾检 +K2*(ω 倾校 -ω 倾检 )

[0106] 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, it is preferably set to K2=0.2.

[0107] 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:

[0108] 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.

[0109] 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:

[0110] ω 回定 =ω 回检 +K3*(ω 回校 -ω 回检 )

[0111] 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, it is preferably set to K3 = 0.2.

[0112] Furthermore, the method further includes performing a risk judgment on the final grab pose data generated after calibration. When it is judged that there is an operating 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:

[0113] 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, and 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.

[0114] When ω 倾定 >ω 倾 , the system judges that the grab dumping angle value is greater than the allowable grab dumping angle ω 倾 , and the system issues a grab dumping alarm and immediately interrupts the operation of the trolley and the hoisting mechanism until the grab resumes stability.

[0115] When ω 回定 >ω 回 , the system judges that the grab dumping angle value is greater than the allowable grab rotation angle ω 回 , and 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.

[0116] The scanning and recognition unit U3 is as Figure 5As shown, due to the complex environment of bulk material terminals, factors such as dust and salt spray significantly impact the detection device's accuracy. Therefore, the scanning and identification unit utilizes a laser scanner to scan and identify ships, hatches, and materials. Laser scanning devices offer strong anti-interference capabilities and high accuracy, making them ideally suited for complex environments like bulk material terminals. Specifically, the scanning and identification unit consists of a laser scanner installed near the main beam hinge and a laser scanner equipped with a pan / tilt platform installed on the driver's cab platform. This enables precise detection and identification of ships, hatches, and materials. The laser scanner for ship scanning is designed to be installed at the main beam hinge. This design allows the unloader to scan ships with its boom raised, enhancing vessel adaptability and preventing collisions between the boom and the ship, particularly when scanning large vessels. The laser scanner for hatch and material scanning is designed to be installed on the driver's cab platform. The cab's mobility allows for greater flexibility in operation. For ships of varying sizes, the cab can be moved to the center of the ship's hatch, achieving optimal hatch and material scanning. In addition, the laser scanning devices installed on the cab platform for hatch and material scanning and identification are equipped with a pan-tilt platform. The rotation of the pan-tilt platform enables rapid scanning of hatches and materials, greatly saving scanning and identification time and improving the overall operating efficiency of the grab ship unloader.

[0117] Furthermore, in this embodiment, a ship anti-tilt warning is performed based on the ship scanning results, specifically including:

[0118] a. Determine the ship's lateral tilt warning based on the following formula:

[0119] 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 allowable value of the ship's transverse tilt angle.

[0120] b. Make early warning judgment on the longitudinal tilt of the ship according to the following formula:

[0121] 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.

[0122] 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.

[0123] 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.

[0124] 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.

[0125] 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:

[0126] Calculate the material inclination angle according to the following formula: ω 倾角 =arctan((H 相邻 -H 目标 ) / S 间距 );

[0127] 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.

[0128] 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.

[0129] The data acquisition unit U4 is set 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 position detection unit, and scanning recognition unit. The specific wiring is as follows: Figure 6 shown.

[0130] The operation process of the precise positioning system provided by the present invention is as follows: Figure 7 As shown, it mainly includes: Step 1: starting the grab ship unloader and activating the grab ship unloader's precise positioning system;

[0131] Step 2: The mechanism positioning unit operates, and the data acquisition unit receives the data detected by the mechanism positioning unit in real time;

[0132] Step 3: The grab bucket posture detection unit is running, and the data acquisition unit receives the data detected by the grab bucket posture detection unit in real time;

[0133] Step 4: The scanning and recognition unit is running, and the data acquisition unit receives the data detected by the scanning and recognition unit in real time;

[0134] Step 5: The grab ship unloader stops running and the grab ship unloader's precise positioning system is turned off.

[0135] The invention's solution is being applied to grab ship unloaders produced by the Port Machinery Division of Dalian Huarui Heavy Industries Co., Ltd. The development of a precise positioning system for these grab ship unloaders has significantly enhanced the market competitiveness of these products. While a single precise positioning system for a grab ship unloader costs 1.6 million yuan, assuming the Port Machinery Division produces 10 grab ship unloaders annually using this precise positioning system, this could add 16 million yuan to the company's annual output value.

[0136] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A grab ship unloader precise positioning system, characterized in that: include: A mechanism positioning unit, a grab bucket posture detection unit, a scanning and identification unit, and a data acquisition unit, wherein the mechanism positioning unit, the grab bucket posture 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 to calibrate the trolley position value by arranging a laser distance measuring device in the trolley mechanism, detect the boom pitch angle by arranging an inclinometer in the pitch mechanism, calibrate the trolley position value by adding an RFID device in the trolley mechanism, and detect the cab position value by adding a Gray busbar encoder in the cab. The mechanism positioning unit calibrates the trolley position value by arranging a laser distance measuring device in the trolley mechanism, including: Position calibration modules are set up in the front end area of the boom, the main trolley area and the rear beam area to realize the 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 use 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 grab bucket posture detection unit is used to detect the grab bucket's operating space position and posture by arranging a laser scanning device and a visual recognition device on the cab platform; The scanning and identification unit is used to: perform real-time detection of ships, hatches, and materials by arranging laser scanning devices on the cab platform and the main beam hinge points; The data acquisition unit includes a PLC module and a communication module. The PLC module receives data collected by the mechanism positioning unit, the grab bucket posture detection unit, and the scanning and identification unit through the communication module.

2. The grab ship unloader precise positioning system according to claim 1, characterized in that: The mechanism positioning unit calibrates the trolley position value by arranging a laser distance measuring device on the trolley mechanism, and further comprises: 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 precise positioning system for 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 in the driver's cab, including: 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 a code ruler arranged below the boom main beam and a U-shaped code reader arranged on the top of the driver's cab, wherein the code ruler is arranged 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 code ruler with the driver's cab, and reads the positioning code of the code ruler 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 driver's cab is driven and operated by the driver's cab drive unit according to the position value data of the driver's cab obtained by the driver's cab positioning module. The driver's cab drive unit includes a frequency converter arranged in the driver's cab electric control cabinet and a drive motor arranged on the top of the driver's cab, wherein the input end of the frequency converter is connected to the output end of the incoming line contactor, and the input end of the incoming line contactor is connected to the output end of the incoming line circuit breaker; one output end of the frequency converter is connected to the braking resistor, and the other output end is connected to the input end of the motor starter, and the output end of the motor starter is connected to the drive motor on the top of the driver's cab.

4. The precise positioning system for grab ship unloader according to claim 3, 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, and further includes: 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.

5. The precise positioning system for 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 arranging 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; The first grab bucket posture data is calibrated with the second grab bucket posture data based on the first grab bucket posture data, thereby generating the final grab bucket posture data.

6. The grab ship unloader precise positioning system according to claim 5, characterized in that: 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: 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.

7. The precise positioning system for grab ship unloader according to claim 1, characterized in that: 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 points, including: Scanning the ship using a ship laser scanning device, wherein the ship laser 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. The hatch and material laser scanning device has a pan-tilt platform, and rapid scanning of the hatch and material is achieved through the rotation of the pan-tilt platform.

8. The precise positioning system for grab ship unloader according to claim 7, characterized in that: 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 a ship anti-tilt warning based on the 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 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; 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 The horizontal position of the ship's stern.

9. The grab ship unloader precise positioning system according to claim 8, characterized in that: 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 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.

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