Crane vessel operation assistance decision system and method

Abstract

The present application relates to the technical field of ship control, in particular to a kind of crane ship operation auxiliary decision system and method. Including for the environmental state of the water area where crane ship is located is carried out real-time monitoring operation environment perception system, for monitoring the stability and structural strength of ship stability and structural strength monitoring system, for detecting the motion state of ship motion monitoring and decision system, for assisting operation personnel to make operation decision according to environmental state, ship motion state and ship structure state. The decision system of the present application can greatly improve the operation efficiency of crane ship, greatly simplify the operation difficulty of crane ship, reduce construction cost, and can achieve early prediction and risk avoidance, and by using computer simulation software, through man-machine interaction mode, the simulation of various working conditions of lifting operation and sea conditions can be realized, thereby greatly shorten the construction period and improve the construction quality.

Description

Technical Field

[0001] This invention relates to the field of ship control technology, specifically to a crane vessel operation auxiliary decision-making system and method. Background Technology

[0002] Because marine environmental conditions are far harsher and more unpredictable than those on land, they significantly impact the safety of offshore construction. A major challenge for construction personnel is how to make correct construction decisions based on the hydrological and meteorological conditions of the construction area, the specific characteristics of different structures, and the current state of the vessel. A vessel operation auxiliary decision-making system is an information system that provides construction personnel with decision-making information based on the current construction situation and the vessel's current state.

[0003] Currently, ship decision support systems are divided into two types. The first type provides decision support based on the ship's current state. When various real-time motion parameters of the ship exceed the system's default values, the system identifies dangerous conditions and generates warning signals, prompting construction personnel to decide whether to continue the construction task. This provides decision support and reduces decision-making costs for construction personnel. However, this type of decision support system is based on the current ship motion state. Due to the long construction time, if the construction task is in the middle of a certain stage when the warning is issued, the safety of the ship and construction personnel cannot be guaranteed regardless of whether the task continues. The second type is a more advanced decision support system. It analyzes historical ship motion data and, based on the current motion state, makes very short-term motion forecasts for the ship. This overcomes the drawbacks of the first method to some extent. However, due to the short operation cycle of the ship, very short-term motion forecasts still cannot guarantee the safety of the ship and construction personnel.

[0004] Current ship-aided decision-making systems typically operate solely based on ship dynamic positioning. For example, Chinese invention patent CN110244707A, titled "An Intelligent Ship Dynamic Positioning System," describes a ship system capable of intelligent positioning operations. This system includes a measurement section, a control section, a power section, and a thruster section. The power section includes a generator set that provides energy to the thruster section, which includes a main thruster and an auxiliary thruster. The measurement section includes an gyrocompass for acquiring the ship's heading signal, an anemometer for acquiring wind direction and speed signals of the ship's environment, an attitude sensor for providing dynamic reference signals, a differential global positioning system for receiving satellite positioning signals, and an underwater acoustic positioning system for determining water flow signals. The control section includes a controller, a manual control unit, and an automatic control unit connected to the controller, as well as other components connected to the controller. The system includes a computer software system for processing information collected by the measurement unit and outputting control commands to the thruster unit to achieve predetermined ship heading control, positioning control, or motion control. The control unit also includes a power load detection system for real-time monitoring of the power output of the main and auxiliary thrusters that receive control commands. When the power load detection system detects that either the main or auxiliary thruster exceeds its rated power, it sends a signal to the controller. After receiving the signal, the controller, based on different positioning requirements and combined with the real-time information received by the measurement unit, processes the data through the computer software system and sends a load reduction signal to the corresponding main or auxiliary thruster. At the same time, it sends a power increase signal to the main or auxiliary thruster that is not overloaded. Simultaneously, it changes the ship's position or heading. Under the premise of balancing the disturbance forces and disturbance torques acting on the ship and achieving ship dynamic positioning or motion, it performs power compensation control of the main or auxiliary thrusters. This ship system can effectively control the ship's power system and achieve precise positioning in the operating waters. However, for specific operating vessels, the auxiliary operation control needs to consider more than just the ship's power system. For example, for crane ships, in addition to considering the ship's power system, it is also necessary to consider the ship's stability, structural strength, motion state, and the operating status of the crane equipment during the lifting operation. These status information interact with each other. If only the ship's power system is considered, it is too one-sided for large crane ships, and the constructed auxiliary operation system will be difficult to achieve intelligent control of the crane ship's lifting operations. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the aforementioned background technology and provide a crane vessel operation auxiliary decision-making system and method.

[0006] The technical solution of this invention is: a crane vessel operation auxiliary decision-making system, comprising,

[0007] The operating environment perception system is used to monitor the environmental conditions of the waters where the crane vessel is located in real time.

[0008] A ship stability and structural strength monitoring system, comprising a structural monitoring system and a structural simulation system; the structural monitoring system is used for online monitoring of the ship's center of gravity and local key structural stresses; the structural simulation system is used to perform virtual-real mapping between the monitoring data from the structural monitoring system, the monitoring data from the operating environment perception system, and the ship stability virtual simulation model to extract key stability performance indicators, and to perform ship stability assessment and identification and early warning of dangerous structural conditions based on the key stability performance indicators;

[0009] A ship motion monitoring and decision-making system, comprising a motion monitoring system and a motion simulation system; the motion monitoring system is used to monitor the ship's motion status and propeller status online; the motion simulation system is used to map the monitoring data from the motion monitoring system and the monitoring data from the operating environment perception system to a virtual simulation model of the ship's motion to extract key motion indicators, and to evaluate the ship's motion performance and identify and warn of dangerous motion conditions based on the key motion indicators.

[0010] A crane vessel operation monitoring and decision-making system includes an operation monitoring system and an operation simulation system. The operation monitoring system is used to monitor the status of the crane equipment during crane vessel operations online. The operation simulation system is used to map the monitoring data from the operation monitoring system, the motion monitoring system, and the operation environment perception system to a virtual simulation model of the operation motion to extract key operation indicators. Based on these key operation indicators, the system assists operators in making operation decisions and identifying and warning of dangerous operation conditions.

[0011] According to the crane vessel operation auxiliary decision-making system provided in this application, the operation environment perception system includes...

[0012] A wind monitoring module is used to collect the wind direction and wind speed in the waters where the crane vessel is located.

[0013] Wave monitoring module, which is used to collect the wave amplitude, wave frequency and wave direction of the waters where the crane vessel is located;

[0014] The flow monitoring module is used to collect the water flow velocity and direction in the water area where the crane vessel is located.

[0015] According to the crane vessel operation auxiliary decision-making system provided in this application, the structural monitoring system includes,

[0016] The ship's center of gravity monitoring module is used to monitor the ballast status, buoyancy, and cargo status of each compartment of the ship to obtain the ship's center of gravity.

[0017] The critical structure stress monitoring module is used to set up measuring points at the connection between the crane ship's A-frame, gantry and deck, and to monitor the stress at the measuring point locations.

[0018] According to the crane vessel operation auxiliary decision-making system provided in this application, the structural simulation system includes,

[0019] A high center of gravity warning module is used to analyze the acquired center of gravity height of the ship and issue a warning when the center of gravity height exceeds a set center of gravity height.

[0020] A structural stress anomaly early warning module issues an early warning of structural stress anomaly when the stress at the measuring point exceeds a set stress.

[0021] According to the crane vessel operation auxiliary decision-making system provided in this application, the motion monitoring system includes,

[0022] The navigation status monitoring module is used to monitor the ship's GPS position, heading, speed, and six-degree-of-freedom motion parameters;

[0023] A propeller status monitoring module is used to monitor the rotational speed and direction of the ship's propellers.

[0024] According to the crane vessel operation auxiliary decision-making system provided in this application, the motion simulation system includes,

[0025] The motion warning module monitors the ship's six-degree-of-freedom frequency domain motion response based on the monitoring data from the operating environment perception system and the ship's GPS position, heading, speed, and six-degree-of-freedom motion parameters, and issues a warning when the ship's six-degree-of-freedom frequency domain motion response exceeds a first safety threshold.

[0026] According to the crane vessel operation auxiliary decision-making system provided in this application, the crane vessel operation monitoring includes,

[0027] The crane equipment monitoring module is used to monitor the cable tension of each winch, the movement of the main hook, the lifting height, and the luffing angle during the operation of the crane vessel.

[0028] According to the crane vessel operation auxiliary decision-making system provided in this application, the operation simulation system includes,

[0029] The ship adjustment decision module determines the minimum wave direction and minimum draft at the minimum motion response based on the current wave direction parameters collected by the operating environment perception system and the current ship draft collected by the motion monitoring system, and formulates a decision recommendation that takes the minimum wave direction and minimum draft as the optimal wave direction and optimal draft under the current environment.

[0030] The main hook operation decision module calculates the time interval for stable main hook movement in the next 2 to 5 minutes based on the current environmental status collected by the operation environment perception system and the current ship status collected by the motion monitoring system, and formulates decision suggestions for the main hook lifting operation window accordingly.

[0031] According to the crane vessel operation auxiliary decision-making system provided in this application, the operation simulation system includes,

[0032] The operation early warning module calculates the second probability that the movement of the main hook and the hoisted object exceeds the second safety threshold during the current operation based on the current ship motion status collected by the motion monitoring system and the main hook motion status collected by the operation monitoring system, and issues an early warning when the second probability exceeds the second probability limit.

[0033] This application also provides a crane vessel operation auxiliary decision-making method based on environmental state perception and virtual-real mapping. The method is implemented using a crane vessel operation auxiliary decision-making system as described above, and includes the following steps:

[0034] S1. Real-time monitoring of the environmental conditions of the waters where the crane vessel is located;

[0035] S2. Real-time monitoring of the current structural and motion status of the crane vessel;

[0036] S3. Calculate the ship's motion response based on the current motion status of the crane vessel and environmental status data;

[0037] S4. Predict the motion of the main hook based on the ship's motion response and the main hook motion parameters of the crane ship's lifting equipment;

[0038] S5. Based on environmental conditions and ship motion response, formulate ship adjustment decision recommendations, and based on environmental conditions and ship and predicted main hook motion, formulate main hook lifting operation decision recommendations.

[0039] According to the crane vessel operation auxiliary decision-making method based on environmental state perception and virtual-real mapping provided in this application, the method for real-time monitoring of the environmental state of the water area where the crane vessel is located in step S1 includes: real-time monitoring of wind direction and wind speed in the water area where the crane vessel is located; real-time monitoring of wave amplitude, wave frequency and wave direction in the water area where the crane vessel is located; and real-time monitoring of water flow velocity and direction in the water area where the crane vessel is located.

[0040] According to the crane vessel operation auxiliary decision-making method based on environmental state perception and virtual-real mapping provided in this application, the method for real-time monitoring of the current structural state of the crane vessel in step S2 includes: real-time monitoring of the ballast state, floating state, and cargo state of each compartment of the vessel; and arranging measuring points at the connection between the crane vessel's A-frame, gantry, and deck and real-time monitoring of the stress at the measuring point positions.

[0041] According to the crane vessel operation auxiliary decision-making method based on environmental state perception and virtual-real mapping provided in this application, the method for real-time monitoring of the current motion state of the crane vessel in step S2 includes: real-time monitoring of the vessel's GPS position, heading, speed and six-degree-of-freedom motion parameters; and real-time monitoring of the rotational speed and direction of the vessel's propellers.

[0042] According to the crane vessel operation auxiliary decision-making method based on environmental state perception and virtual-real mapping provided in this application, the method for formulating ship adjustment decision suggestions based on environmental state and ship motion response in step S5 includes: determining the minimum wave direction and minimum draft when the minimum ship six-degree-of-freedom frequency domain motion response is obtained based on the collected current wave direction parameters and the collected current ship draft, and formulating decision suggestions that take the minimum wave direction and minimum draft as the optimal wave direction and optimal draft in the current environment.

[0043] According to the crane vessel operation auxiliary decision-making method based on environmental state perception and virtual-real mapping provided in this application, in step S5, the method for formulating the main hook lifting operation decision suggestion based on the environmental state and the ship and the predicted main hook movement includes: calculating the time interval of stable main hook movement in the next 2 min to 5 min based on the collected current environmental state and the collected current ship state, and formulating the main hook lifting operation window decision suggestion.

[0044] According to the crane vessel operation auxiliary decision-making method based on environmental state perception and virtual-real mapping provided in this application, in step S5, the second probability of the main hook and the hoisted object moving beyond the second safety threshold during the current operation is calculated based on the collected current ship motion state and the collected main hook motion state, and an early warning is issued to the auxiliary operation personnel when the second probability exceeds the second probability limit.

[0045] The advantages of this application are as follows: 1. The crane vessel of this application combines the environmental state, the ship state, and the state of the equipment therein, and provides more intuitive decision-making suggestions to the auxiliary operators through virtual-real mapping, which facilitates the auxiliary operators to carry out crane operations on water. Since this application not only provides intelligent auxiliary operation for the ship's motion state, the combination of environmental state information and operation state information can more accurately predict the ship's motion state and the operation state of the crane equipment, and make more accurate operation decisions. The operation of the crane vessel by the operators becomes simpler. Moreover, in the entire crane operation process, various working conditions and sea conditions are simulated through calculation simulation, and the degree of human-computer interaction is very high, which can significantly reduce the construction cycle and improve the construction quality.

[0046] 2. This application accurately obtains the environmental status information of the current crane vessel by real-time monitoring of flow velocity, flow direction, wind speed, wind direction, wave amplitude, wave frequency, and wave direction, providing a data foundation for subsequent simulation and prediction, and providing good data support for making more accurate operational decisions in the current environment.

[0047] 3. This application determines the ship's center of gravity height by monitoring the ballast status, buoyancy, and cargo status of each compartment of the ship. This method determines the overall stability of the ship. Stress monitoring is conducted on the A-frame, davits, and deck connection points of the crane vessel to determine the stability of the equipment, thereby ensuring the stability and safety of subsequent construction operations.

[0048] 4. This application, by monitoring the height of the ship's center of gravity in real time, can not only issue corresponding warnings when the center of gravity is too high, but also formulate suggestions for adjusting the height of the center of gravity. This application can issue corresponding warnings when the structural stress of the lifting equipment is abnormal, so as to facilitate the operators to make timely adjustments and avoid equipment damage.

[0049] 5. This application collects the ship's navigation status and propeller status, which facilitates the subsequent simulation of the ship's operating status. The collection of ship operating status and propeller status parameters is very convenient, providing rich data for ship operation simulation and providing operators with a more accurate data model.

[0050] 6. This application predicts the motion state of the ship, determines whether it exceeds the safety threshold based on the prediction, and issues an early warning when it is expected to exceed the safety threshold, so as to facilitate the operators to effectively avoid possible dangerous situations and improve the overall operational safety of the ship.

[0051] 7. This application provides comprehensive monitoring of the lifting equipment. By collecting parameters such as the cable tension of each winch, the movement of the main hook, the lifting height, and the luffing angle, the current status of the lifting equipment and the movement status of the main hook can be monitored in real time. On the one hand, this provides a good data foundation for the safe operation of the lifting equipment, and on the other hand, it provides a basis for predicting the subsequent operation of the main hook.

[0052] 8. This application combines environmental state parameters and ship motion state parameters to easily make decisions on ship adjustments, which facilitates the corresponding operations of operators and greatly facilitates the control and adjustment of ships. Based on environmental and ship states, this application can predict the motion of the main hook and obtain the window time for stable main hook motion, which facilitates the safe operation of operators.

[0053] 9. This application also provides a safety warning during main hook operation. When it is determined that the probability of the main hook exceeding the safe operation threshold is high, it is considered that the current state is unstable and the main hook operation is risky. By issuing a warning to the operators, dangerous operation situations are avoided, thus improving the safety of the entire ship operation and construction.

[0054] 10. The method of this application is very simple. By combining the environmental conditions, the ship's condition, and the operating conditions of the equipment, decisions are made on ship adjustments and crane operations, which facilitates operation by personnel and greatly improves operational efficiency and safety.

[0055] This application conducts real-time stability safety verification based on the stability information calculation results of the crane vessel and stability specifications, realizing stability safety early warning and ensuring the stability safety of vessel operations; for abnormal stability safety conditions, it not only locates the warning location by speed, but also analyzes the causes and provides ballast adjustment operation suggestions, reducing the decision-making time of construction personnel, effectively avoiding accidents and reducing unexpected losses during construction.

[0056] This application calculates the stress at key locations of ship lifting equipment in real time and extrapolates the stress at all locations of the structure based on measured stress at some points. It also performs real-time total and local strength checks based on the stress calculation results, enabling early warning of structural strength safety. Furthermore, for abnormal structural strength conditions, it not only locates the warning location at a speed, but also analyzes the causes and provides timely analysis, repair, and replacement of structural blocks for structures at risk of failure, thus achieving remote monitoring and overall coordination of the ship's operational structure.

[0057] This application uses real-time online monitoring data from actual ships, such as wave environment, ship's six degrees of freedom motion, propeller speed and direction, and anchor cable tension, as input to perform real-time statistical calculations of the ship's overall six degrees of freedom motion. This data is then matched with measured motion data to predict ship motion. Utilizing multi-sensor technology, a large amount of data is collected and fed back to the central control station. Long-term use can significantly reduce manpower and material consumption, lower construction costs, and enable early warning and risk avoidance. Furthermore, by using computer simulation software and a human-computer interaction approach, various working conditions and sea conditions of lifting operations can be simulated, thereby greatly shortening the construction cycle and improving construction quality. Attached Figure Description

[0058] Figure 1 : A flowchart illustrating the work-aided decision-making system of this application;

[0059] Figure 2 This application includes a data acquisition diagram;

[0060] Figure 3 This application presents a schematic diagram of wavefront measurement using lidar.

[0061] Figure 4 : A schematic diagram of the installation of the Doppler current meter on a ship in this application;

[0062] Figure 5 : A schematic diagram of the crane vessel operation auxiliary decision-making visualization monitoring system of this application;

[0063] Figure 6 The radar image of the six-degree-of-freedom frequency domain motion response of a ship in this application. Detailed Implementation

[0064] Embodiments of the present invention are described in detail below, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0065] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0066] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0067] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0068] This application relates to a decision support system for crane vessel operations. It is primarily applied to crane vessels or large piling vessels equipped with lifting equipment. By combining environmental status information, vessel operation information, and lifting equipment status information, this system uses computer simulation to predict the vessel's and lifting equipment's operating status, assisting operators in making appropriate decisions. This greatly facilitates operations on water, significantly reducing manpower and material consumption and construction costs in the long term. It also enables advance warning and risk avoidance. Through simulation of various working conditions and sea conditions during crane operations, it can significantly shorten the construction cycle and improve construction quality.

[0069] Specifically, the auxiliary decision-making system of this application includes an operational environment perception system, a ship stability and structural strength monitoring system, a ship motion monitoring and decision-making system, and a crane vessel operation monitoring and decision-making system. The operational environment perception system is used to monitor the environmental conditions of the waters where the crane vessel is located in real time. The ship stability and structural strength monitoring system is used to monitor the ship's own state information in real time. Specifically, the ship stability and structural strength monitoring system includes a structural monitoring system and a structural simulation system. The structural monitoring system is used to monitor the ship's center of gravity and local key structural stresses online. The structural simulation system is used to map the monitoring data from the structural monitoring system and the operational environment perception system to a virtual simulation model of ship stability to extract key stability performance indicators, and to perform ship stability assessment and identify and warn of dangerous structural conditions based on these indicators. The ship motion monitoring and decision-making system monitors the ship's operating status in real time and combines it with current environmental information to assist operators in making decisions on ship adjustments. Specifically, the ship stability and structural strength monitoring system includes a motion monitoring system and a motion simulation system. The motion monitoring system is used to monitor the ship's motion status and propeller status online. The motion simulation system is used to map the monitoring data from the motion monitoring system and the monitoring data from the operating environment perception system to the virtual simulation model of the ship's motion to extract key motion indicators. Based on these key motion indicators, the system evaluates the ship's motion performance and identifies and warns of dangerous motion conditions. The crane vessel operation monitoring and decision-making system is the core component of the entire decision-making system. It is primarily used to guide, predict, and provide early warnings for the operation of crane equipment, assisting operators in making operational decisions. Specifically, the crane vessel operation monitoring and decision-making system includes an operation monitoring system and an operation simulation system. The operation monitoring system is used to monitor the status of the crane equipment online during crane vessel operations. The operation simulation system maps the monitoring data from the operation monitoring system, the motion monitoring system, and the operation environment perception system to a virtual simulation model of the operation motion to extract key operational indicators. Based on these key indicators, it assists operators in making operational decisions and identifying and issuing early warnings for hazardous operating conditions.

[0070] In actual operation, such as Figure 1 As shown, the crane vessel operation auxiliary decision-making method based on environmental state perception and virtual-real mapping proposed in this application can be carried out according to the following steps:

[0071] S1. Real-time monitoring of the environmental conditions of the waters where the crane vessel is located;

[0072] S2. Real-time monitoring of the current structural and motion status of the crane vessel;

[0073] S3. Calculate the ship's motion response based on the current motion status of the crane vessel and environmental status data;

[0074] S4. Predict the motion of the main hook based on the ship's motion response and the main hook motion parameters of the crane ship's lifting equipment;

[0075] S5. Based on environmental conditions and ship motion response, formulate ship adjustment decision recommendations, and based on environmental conditions and ship and predicted main hook motion, formulate main hook lifting operation decision recommendations.

[0076] In some embodiments of this application, such as Figure 2 As shown, this embodiment optimizes the real-time monitoring content mentioned above. Specifically, the operational environment perception system in this embodiment includes a wind monitoring module, a wave monitoring module, and a current monitoring module. The wind monitoring module is used to collect the wind direction and speed in the waters where the crane vessel is located, which can be obtained using an ultrasonic anemometer installed on the top of the mast of the ship's superstructure. The wave monitoring module is used to collect the wave amplitude, wave frequency, and wave direction in the waters where the crane vessel is located, which can be obtained using a laser wave measuring radar installed in the bow or stern of the ship. Figure 3 As shown; the flow monitoring module is used to collect the water flow velocity and direction in the waters where the crane vessel is located. This can be achieved using a Doppler current meter located on the hull side amidships, such as... Figure 4 As shown. The above devices connect to the central controller via wireless or wired transmission to transmit the corresponding collected data to the central controller.

[0077] The structural monitoring system in this embodiment includes a ship center of gravity monitoring module and a critical structure stress monitoring module. The ship center of gravity monitoring module is used to monitor the ballast status, buoyancy, and cargo status of each compartment of the ship to obtain the ship's center of gravity height. Liquid level sensors are installed in each liquid tank of the ship, on the ship's sides, and at the bow and stern to monitor the liquid level and water level in real time, thereby obtaining information on the ballast status, buoyancy, and cargo status of each compartment of the ship. Based on the above information, the ship's center of gravity height can be obtained. The critical structure stress monitoring module is used to arrange measuring points at the connection between the crane's A-frame, gantry, and deck, and to monitor the stress at the measuring point locations. In practical applications, it is not limited to the above-mentioned critical locations. Critical locations can be selected according to the structural characteristics of the crane equipment. Then, metal-encapsulated fiber optic strain sensors (metal-encapsulated fiber optic strain sensors are more suitable for the high-salt and high-humidity marine environment than traditional resistance strain gauges and are not affected by electromagnetic signal interference) are arranged at the critical locations to monitor the stress at the critical locations of the crane equipment.

[0078] The motion monitoring system in this embodiment includes a navigation status monitoring module and a thruster status monitoring module. The navigation status monitoring module monitors the ship's GPS position, heading, speed, and six-degree-of-freedom motion parameters. It can acquire the ship's pitch, roll, and bow angles using a gyroscope installed in the central control unit, and acquire the ship's GPS position, heading, speed, pitch, roll, and heave displacements using a GPS-RTK positioning device installed in the central control unit. The thruster status monitoring module monitors the ship's thruster speed and direction, which can be acquired through the thruster control system.

[0079] The crane vessel operation monitoring in this embodiment includes a crane equipment monitoring module. The crane equipment monitoring module is used to monitor the cable force of each winch, the movement of the main hook, the lifting height, and the luffing angle during the operation of the crane vessel. The cable force of each winch of the crane can be measured by a side-pressure type tension sensor installed on the crane. The spatial movement of the main hook is located by a laser radar fixed on the deck or boom to obtain the movement status of the main hook and the lifting height. The luffing angle is measured by a single-axis inclinometer fixed to the gantry.

[0080] The above describes the data acquisition system of this embodiment, which includes the acquisition of environmental status information parameters, the acquisition of ship motion status parameters, and the acquisition of lifting equipment status parameters.

[0081] In other embodiments of this application, the data collected in the above embodiments are processed to provide early warning of dangerous situations during the operation and to prevent dangerous operations by the operators of the crane vessel.

[0082] The structural simulation system in this embodiment includes a high center of gravity warning module and a structural stress anomaly warning module. The high center of gravity warning module determines the ship's center of gravity height based on the ballast status, buoyancy, and cargo loading status of each compartment and issues a warning when the center of gravity height exceeds a set height. It can also analyze the excessive center of gravity based on the ship's loading and height, identifying the compartments and cargo causing the high center of gravity and providing corresponding operational suggestions to personnel (such as adjusting ballast water or adjusting loading and unloading) to ensure the ship's stability is safe. The structural stress anomaly warning module issues a warning when the stress at a measuring point exceeds a set stress. Following the above embodiment, stress monitoring is performed on key locations of the lifting equipment. When the real-time stress collected at the key location measuring point exceeds 90% of the allowable stress (determined based on material and structural properties), a warning is issued to the personnel, who then perform corresponding operations based on the location of the warning measuring point. In actual operation, areas with structural strength below the safe allowable stress can be designated as weak areas, and personnel should monitor these weak areas in real time to prevent damage.

[0083] The motion simulation system in this embodiment includes a motion early warning module. The motion early warning module monitors and predicts the six-degree-of-freedom frequency domain motion response of the ship based on the monitoring data of the working environment perception system and the ship's GPS position, heading, speed, and six-degree-of-freedom motion parameters. When the monitored and predicted six-degree-of-freedom frequency domain motion response of the ship exceeds the set limit, an alarm is issued to remind the operators.

[0084] Based on the collected ship state parameters, namely the ship's deadweight, ballast tanks, and draft, the ship's mass matrix, damping matrix, and stiffness matrix are calculated. According to the ship's mass matrix, damping matrix, and stiffness matrix, a frequency-domain overall ship motion model is established using the wave spectrum observed by laser wave measuring radar as input, based on the ship's potential flow theory in frequency-domain waves. In the frequency-domain overall ship motion model, the frequency-domain radiated and diffracted wave forces are calculated using the boundary element method with the wave spectrum observed by laser wave measuring radar as input. By solving the frequency-domain overall ship motion model, the ship's six-degree-of-freedom frequency-domain motion response under different wave directions and different drafts in the current wave environment can be obtained.

[0085] After obtaining the ship's six-degree-of-freedom frequency domain motion response under different wave directions and different drafts, the ship's six-degree-of-freedom frequency domain motion response under each wave direction is calculated, forming a radar chart of the wave direction and the ship's six-degree-of-freedom frequency domain motion response (e.g., Figure 6 As shown, the radar chart can visualize the wave direction and the ship's six-degree-of-freedom frequency domain motion response, making it convenient for operators to view. Based on the radar chart of wave direction and the ship's six-degree-of-freedom frequency domain motion response, operators can make informed decisions. For example, if the ship's six-degree-of-freedom frequency domain motion response exceeds the upper limit of motion (empirical value), it is considered that the current situation is not suitable for construction and construction needs to be postponed, and an early warning can be issued to the operators.

[0086] By observing the current environmental conditions and determining the future wave direction affecting the ship, the ship's six-degree-of-freedom frequency domain motion response can be predicted for a future time period (for example, if the wave direction behind the ship is observed and it is predicted that the wave will affect the ship's hull in 3 minutes, then the ship's six-degree-of-freedom frequency domain motion response in 3 minutes can be calculated based on that wave direction). Then, based on this predicted six-degree-of-freedom frequency domain motion response, the probability of exceeding a first safety threshold (determined according to the limits on ship motion in the specific lifting operation scenario) is calculated. If the calculated first probability exceeds 5% (the first probability limit, or any other limit that meets the actual requirements), the predicted time period is considered unsuitable for construction, and construction needs to be suspended, with a corresponding warning issued to the operators. If the probability does not exceed 5%, construction can proceed normally.

[0087] The operation simulation system in this embodiment includes a ship adjustment decision module and a main hook operation decision module. The ship adjustment decision module determines the minimum wave direction and minimum draft at the minimum motion response based on the current wave direction parameters collected by the operation environment perception system and the current ship draft collected by the motion monitoring system. In this way, it formulates a decision recommendation that takes the minimum wave direction and minimum draft as the optimal wave direction and optimal draft under the current environment.

[0088] Specifically, based on the ship's six-degree-of-freedom frequency domain motion response under different wave directions and different drafts obtained above, the minimum wave direction and minimum draft corresponding to the minimum of the ship's six-degree-of-freedom frequency domain motion response under different wave directions and different drafts can be identified. At this time, it can assist the operators in making operational decisions with the minimum wave direction and minimum draft as the current optimal wave direction and optimal draft. The specific operation is to assist the operators in adjusting the ship's heading and ballast to adjust the wave direction and optimal draft to the optimal wave direction and optimal draft.

[0089] The motion early warning module can predict the future motion of the ship in advance and issue an early warning when the ship's six-degree-of-freedom frequency domain motion response exceeds the first safety threshold. The ship adjustment decision module can adjust the wave direction and draft to the optimal wave direction and draft by adjusting the ship's heading and ballast. This adjustment method can minimize the ship's six-degree-of-freedom frequency domain motion response. In other words, this method can minimize the ship's motion amplitude. In some cases, conditions that did not meet the operational requirements can be adjusted to meet the operational requirements.

[0090] In this embodiment, the main hook operation decision module calculates the time interval for stable main hook movement in the next 2 to 5 minutes based on the current environmental status collected by the operation environment perception system and the current ship status collected by the motion monitoring system, and formulates decision suggestions for the time window of main hook lifting operation.

[0091] Specifically, the operation of lifting equipment mainly involves the movement of the main hook. The movement of the main hook on a crane vessel is affected by many factors, including environmental factors and the vessel itself. To obtain a safe operating window for the main hook movement, both environmental and vessel factors need to be taken into account. As mentioned above, this embodiment obtains radar charts of the six-degree-of-freedom frequency domain motion responses of the vessel under different wave directions. These radar charts are essentially correlated with the wave directions and the six-degree-of-freedom frequency domain motion responses of the vessel. Based on the radar charts, calculations can be performed to predict the six-degree-of-freedom time domain motion response of the vessel within the next 2 to 5 minutes. Then, by combining the six-degree-of-freedom time domain motion response of the vessel within the next 2 to 5 minutes with the movement of the main hook within the next 2 to 5 minutes (the movement of the main hook refers to the normal movement of the main hook without considering the influence of the vessel and the environment), the swing angle of the main hook in the time domain motion can be calculated within that time period. The time interval with the most stable main hook movement (actually, the smallest variance of the main hook movement amplitude) is selected from the swing angle of the main hook in the time domain motion. This can then assist operators in making decisions on which time interval is the future main hook lifting operation window, and operators can then perform the corresponding operations on the main hook within that operation window.

[0092] The operation simulation system in this embodiment also includes an operation early warning module. The operation early warning module calculates the second probability that the movement of the main hook and the hoisted object exceeds the second safety threshold during the current operation based on the current ship motion status collected by the motion monitoring system and the main hook motion status collected by the operation monitoring system, and issues an early warning when the second probability exceeds the second probability limit.

[0093] In the above embodiment, the time-domain motion swing angle of the main hook was obtained. Based on the time-domain motion swing angle of the main hook, a second probability can be calculated for the motion of the main hook and the suspended load exceeding a second safety threshold during the current operation. The second safety threshold is determined according to the limit on the motion of the suspended load in the specific lifting operation scenario. The calculated second probability can be displayed in the system in a visual way for easy viewing by the operators. If the calculated second probability exceeds 10% (the second probability limit, or other values), the motion amplitude of the main hook is considered too large, and construction needs to be temporarily suspended, issuing a warning to the operators. If it does not exceed 10%, normal construction can proceed.

[0094] The main hook operation decision module is designed to obtain a safe operation window for a certain period of time in the future, while the operation early warning module monitors the movement status of the main hook in real time to avoid safety risks caused by excessive movement of the main hook.

[0095] In actual operation, the crane vessel described in this application can be operated according to the following steps:

[0096] Step 1: Data collection. The data collection includes environmental data collection, ship data collection, and lifting equipment data collection. Environmental data collection mainly involves collecting wind, wave, and current data of the waters where the ship is currently located. This is achieved by using an ultrasonic anemometer installed on the top of the mast of the ship's superstructure to obtain wind speed and direction, using a laser wave measuring radar installed in the bow or stern to obtain wave amplitude, wave frequency, and wave direction of the waters where the ship is located, and using a Doppler current meter arranged on the bottom of the ship amidships to obtain the current speed and direction of the waters where the ship is located.

[0097] Ship data acquisition is divided into ship structure data acquisition and ship motion data acquisition. Ship structure data acquisition includes data acquisition of the ballast status, floating status and cargo status of each compartment of the ship. Liquid level sensors are installed in each liquid tank of the ship and on the sides, bow and stern of the ship to collect the above data. Ship structure data acquisition also includes data acquisition of stress in key structures. By arranging measuring points at the connection between the crane ship's A-frame, gantry and deck, and installing metal-encapsulated fiber optic strain sensors at the measuring points, stress data at key structural locations is collected.

[0098] Ship motion data acquisition includes data acquisition of ship navigation status and propeller status. A gyroscope installed in the center console is used to acquire data on the ship's pitch, roll, and bow angles. A GPS-RTK positioning device installed in the center console is used to acquire data on the ship's GPS position, heading, speed, pitch, roll, and heave displacements. The propeller control system is used to acquire data on propeller speed and direction.

[0099] Data acquisition for lifting equipment includes collecting data on the cable force of each winch, the movement of the main hook, the lifting height, and the luffing angle during the operation of the crane vessel. A side-pressure type tension sensor installed on the crane is used to measure the cable force of each winch of the crane. A lidar fixed on the deck or boom is used to locate the spatial movement of the main hook and collect data on the movement status and lifting height. A single-axis inclinometer fixed to the gantry is used to measure the luffing angle.

[0100] Step 2: Constructing a virtual simulation model for the operation. First, construct a ship's overall motion model. Based on the ship's mass matrix, damping matrix, and stiffness matrix, establish a frequency domain ship's overall motion model using the wave spectrum observed by laser wave measuring radar as input, according to the ship's motion potential flow theory in the frequency domain waves. In the frequency domain ship's overall motion model, the frequency domain radiation and diffraction wave forces are calculated using the boundary element method with the wave spectrum observed by laser wave measuring radar as input. By solving the frequency domain ship's overall motion model, the frequency domain ship motion response under different wave directions and different drafts can be obtained in the current wave environment. After obtaining the frequency domain ship motion response, calculate the ship's six-degree-of-freedom frequency domain motion response under each wave direction, forming a radar chart of the wave direction and the ship's six-degree-of-freedom frequency domain motion response.

[0101] Then, a dynamic model of the main hook motion is constructed. Based on the theory of ship and main hook motion prediction in time-domain coupled waves, a dynamic model of ship and main hook motion in time-domain coupled waves is established. In the dynamic model of the main hook motion, the restoring force, incident wave force, radiation force, diffraction force and second-order force are calculated by the frequency-rotation time method. After the main hook motion model is completed, the main hook time-domain motion swing angle can be extracted from the dynamic model of the main hook motion. The main hook time-domain motion swing angle is calculated based on the coordinates of the hoisting point on the ship boom relative to the geodetic coordinate system.

[0102] The second-order ordinary differential equations in the dynamic model of the time-domain coupled ship and main hook motion are solved in real time using the Runge-Kutta method, and the ship's time-domain six-degree-of-freedom motion response and the main hook's time-domain motion swing angle are obtained in the next 2 to 5 minutes.

[0103] Step 3: Formulating operational support decisions. Using a frequency-domain ship motion model, based on real-time environmental and ship state observations, the six-degree-of-freedom frequency-domain motion response of the ship under each wave direction is calculated, forming a radar chart of wave direction and the ship's six-degree-of-freedom frequency-domain motion response. This radar chart is then displayed in a visualization monitoring system (the crane vessel operational support decision visualization monitoring system of this application can view many items, such as...). Figure 5 As shown in the figure, it is convenient for operators to view and assist them in making construction decisions. Operators can view the ship's six-degree-of-freedom frequency domain motion response corresponding to the current wave direction based on the relationship between the wave direction and the ship's six-degree-of-freedom frequency domain motion response. If the ship's six-degree-of-freedom frequency domain motion response exceeds the set response value, it is considered that the ship is not suitable for construction operations and needs to be postponed. Otherwise, construction operations can be carried out.

[0104] A frequency-domain ship motion model is used to predict the ship's six-degree-of-freedom frequency-domain motion response under the current observed wave spectrum based on real-time observations of the environment and ship status. In fact, this involves observing the wave direction that will affect the ship in the future, querying the radar chart of the wave direction and the ship's six-degree-of-freedom frequency-domain motion response, and obtaining the ship's six-degree-of-freedom frequency-domain motion response for a certain period of time in the future. Then, based on this ship's six-degree-of-freedom frequency-domain motion response, the first probability of exceeding the first safety threshold within this period of time is calculated. The first probability is displayed in the auxiliary decision-making visualization monitoring system to assist construction personnel in making construction decisions. When the calculated first probability exceeds 5% (the first probability limit, or other values), it is considered that the predicted period of time is not suitable for construction and construction needs to be postponed, and a corresponding warning is issued to the personnel. If it does not exceed 5%, it is considered that the predicted period of time is suitable for construction.

[0105] A frequency-domain ship motion model is used to calculate the ship's six-degree-of-freedom frequency-domain motion response at various drafts based on real-time environmental and ship status observations. This generates a radar chart of the ship's six-degree-of-freedom frequency-domain motion response. By combining this with the previously obtained radar chart of the ship's six-degree-of-freedom frequency-domain motion response, the minimum wave direction and minimum draft corresponding to the minimum six-degree-of-freedom frequency-domain motion response at different wave directions and drafts can be identified. This helps operators make decisions based on the minimum wave direction and minimum draft as the optimal wave direction and optimal draft. The obtained optimal wave direction and optimal draft are displayed in the auxiliary decision visualization monitoring system to assist construction operators in making construction decisions. After obtaining the optimal wave direction and optimal draft, operators can adjust the wave direction and optimal draft by adjusting the ship's heading and ballast.

[0106] A time-domain coupled main hook motion dynamics model is used to calculate the ship's six-degree-of-freedom time-domain motion response and the main hook's time-domain motion swing angle within the next 2 to 5 minutes based on real-time observations of the environment and ship status. From the main hook's time-domain motion swing angle, the time period within the next 2 to 5 minutes with the most stable main hook motion is selected, which is actually the time period with the smallest variance of the main hook motion amplitude. This time period is then displayed in the auxiliary decision-making visualization monitoring system to assist construction personnel in making construction decisions and to formulate the main hook lifting operation window based on this time period.

[0107] During the lifting operation, based on the ship's six-degree-of-freedom time-domain motion response and the main hook's time-domain motion swing angle obtained above, the second probability of the motion of the main hook and the lifted object exceeding the second safety threshold during the current operation is calculated. The second probability is displayed in the auxiliary decision-making visualization monitoring system to assist construction personnel in making construction decisions. When the calculated second probability exceeds 10%, it is considered that the lifting operation is not suitable and construction needs to be suspended, and a corresponding warning is issued to the personnel. If it does not exceed 10%, it is considered that the operation is suitable.

[0108] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A crane vessel operation assistance decision system, characterized by: include, The operating environment perception system is used to monitor the environmental conditions of the waters where the crane vessel is located in real time. A ship stability and structural strength monitoring system, comprising a structural monitoring system and a structural simulation system; the structural monitoring system is used for online monitoring of the ship's center of gravity and local key structural stresses; the structural simulation system is used to perform virtual-real mapping between the monitoring data from the structural monitoring system, the monitoring data from the operating environment perception system, and the ship stability virtual simulation model to extract key stability performance indicators, and to perform ship stability assessment and identification and early warning of dangerous structural conditions based on the key stability performance indicators; A ship motion monitoring and decision-making system, comprising a motion monitoring system and a motion simulation system; the motion monitoring system is used to monitor the ship's motion status and propeller status online; the motion simulation system is used to map the monitoring data from the motion monitoring system and the monitoring data from the operating environment perception system to a virtual simulation model of the ship's motion to extract key motion indicators, and to evaluate the ship's motion performance and identify and warn of dangerous motion conditions based on the key motion indicators. A crane vessel operation monitoring and decision-making system includes an operation monitoring system and an operation simulation system. The operation monitoring system is used to monitor the status of the crane equipment during crane vessel operations online. The operation simulation system is used to map the monitoring data from the operation monitoring system, the motion monitoring system, and the operation environment perception system to a virtual simulation model of the operation motion to extract key operation indicators. Based on these key operation indicators, the system assists operators in making operation decisions and identifying and warning of dangerous operation conditions.

2. A crane vessel operation support decision system according to claim 1, characterized in that: The work environment perception system includes: A wind monitoring module is used to collect the wind direction and wind speed in the waters where the crane vessel is located. Wave monitoring module, which is used to collect the wave amplitude, wave frequency and wave direction of the waters where the crane vessel is located; The flow monitoring module is used to collect the water flow velocity and direction in the water area where the crane vessel is located.

3. A crane vessel operation support decision system according to claim 1, characterized in that: The structural monitoring system includes, The ship's center of gravity monitoring module is used to monitor the ballast status, buoyancy, and cargo status of each compartment of the ship to obtain the ship's center of gravity. The critical structure stress monitoring module is used to set up measuring points at the connection between the crane ship's A-frame, gantry and deck, and to monitor the stress at the measuring point locations.

4. A crane vessel operation support decision system according to claim 3, characterized in that: The structural simulation system includes, A high center of gravity warning module is used to analyze the acquired center of gravity height of the ship and issue a warning when the center of gravity height exceeds a set center of gravity height. A structural stress anomaly early warning module issues an early warning of structural stress anomaly when the stress at the measuring point exceeds a set stress.

5. The crane vessel operation auxiliary decision-making system as described in claim 1, characterized in that: The motion monitoring system includes, The navigation status monitoring module is used to monitor the ship's GPS position, heading, speed, and six-degree-of-freedom motion parameters; A propeller status monitoring module is used to monitor the rotational speed and direction of the ship's propellers.

6. The crane vessel operation auxiliary decision-making system as described in claim 5, characterized in that: The motion simulation system includes, The motion warning module monitors the ship's six-degree-of-freedom frequency domain motion response based on the monitoring data from the operating environment perception system and the ship's GPS position, heading, speed, and six-degree-of-freedom motion parameters, and issues a warning when the ship's six-degree-of-freedom frequency domain motion response exceeds a first safety threshold.

7. A crane vessel operation support decision system according to claim 1, characterized in that: The crane vessel operation monitoring includes, The crane equipment monitoring module is used to monitor the cable tension of each winch, the movement of the main hook, the lifting height, and the luffing angle during the operation of the crane vessel.

8. A crane vessel operation support decision system according to claim 7, characterized in that: The job simulation system includes, The ship adjustment decision module determines the minimum wave direction and minimum draft at the minimum motion response based on the current wave direction parameters collected by the operating environment perception system and the current ship draft collected by the motion monitoring system, and formulates a decision recommendation that takes the minimum wave direction and minimum draft as the optimal wave direction and optimal draft under the current environment. The main hook operation decision module calculates the time interval for stable main hook movement in the next 2 to 5 minutes based on the current environmental status collected by the operation environment perception system and the current ship status collected by the motion monitoring system, and formulates decision suggestions for the main hook lifting operation window accordingly.

9. A crane vessel operation support decision system according to claim 8, characterized in that: The job simulation system includes, The operation early warning module calculates the second probability that the movement of the main hook and the hoisted object exceeds the second safety threshold during the current operation based on the current ship motion status collected by the motion monitoring system and the main hook motion status collected by the operation monitoring system, and issues an early warning when the second probability exceeds the second probability limit.

10. A method for assisting decision-making of a crane vessel operation based on environment state perception and virtual-real mapping, characterized in that: The method is implemented using a crane vessel operation auxiliary decision-making system as described in any one of claims 1 to 9, and includes the following steps: S1. Real-time monitoring of the environmental conditions of the waters where the crane vessel is located; S2. Real-time monitoring of the current structural and motion status of the crane vessel; S3. Calculate the ship's motion response based on the current motion status of the crane vessel and environmental status data; S4. Predict the motion of the main hook based on the ship's motion response and the main hook motion parameters of the crane ship's lifting equipment; S5. Based on environmental conditions and ship motion response, formulate ship adjustment decision recommendations, and based on environmental conditions and ship and predicted main hook motion, formulate main hook lifting operation decision recommendations.

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