Monitoring system and method for ship's three-dimensional position, attitude change and cable break risk

Abstract

The invention discloses a monitoring system and method for the three-dimensional position, attitude change and cable breakage risk of a ship, which belongs to the technical field of port safety management and ship mooring monitoring. The system and method are mainly used for monitoring the three-dimensional position and attitude change of a large ship during mooring in a port, and early warning of the risk of cable breakage. When the ship is moored at a berth, the longitudinal subsystem measures and obtains basic data Y, and activates the transverse subsystem and the vertical subsystem to start monitoring; S2: after the transverse subsystem and the vertical subsystem respectively measure and obtain basic data X and basic data Z, the current state of the ship is judged by analyzing the basic data X, basic data Y and / or basic data Z; S3: when the state of the ship is abnormal, an alarm is issued to a monitoring personnel; so as to achieve the purpose of being able to fully automatically and continuously monitor the three-dimensional position and attitude of the ship, and solve the problem that the port has a single monitoring method for large ships in the port, insufficient accuracy and poor real-time performance.

Description

Technical Field

[0001] The present invention belongs to the technical field of port safety management and ship mooring monitoring, and specifically, relates to a monitoring system and method for the three-dimensional position, posture change and cable breakage risk of a ship, which is mainly used to monitor the three-dimensional position and posture changes of large ships while moored in ports, as well as early warning of cable breakage risks. Background Art

[0002] In the port industry, the berthing safety of large ships is a key link in safe production. Compared with small and medium-sized ships, large ships face a series of special challenges and risks when operating in ports.

[0003] (1) Impact of tides and cargo loading and unloading: Due to the effects of tides and cargo loading and unloading, large ships float up and down a large distance during their stay in the port, generally within the range of 5 to 10 meters. This causes the cables that are tensioned at the beginning of mooring to loosen or break during the mooring process, increasing the risk of the ship drifting off the shore.

[0004] (2) Risk of long-term mooring: Large ships stay at the port for a long time, usually more than 24 hours, which may cause the ship drift to go unnoticed for a long time, thereby increasing safety risks.

[0005] (3) Safety hazards: The drifting of large ships while in port may cause multiple safety risks, including interfering with the normal navigation of other ships, repeatedly colliding with the dock and threatening the structural safety, and possibly causing cable breakage and damage to personnel and equipment.

[0006] In view of the above risks, it is particularly necessary to carry out fully automatic and continuous monitoring of the berthing status of large ships. However, existing technologies have obvious shortcomings in monitoring the three-dimensional position and posture of large ships:

[0007] ① Limitations of monitoring devices: Existing monitoring technologies mostly rely on active measurement devices installed on board, such as GPS positioning systems, IMU, etc. These devices are usually unable to transmit data to port management units in real time and accurately, forming information islands.

[0008] ② Insufficient monitoring accuracy: The installation rate of high-precision monitoring devices is low, and the GPS positioning accuracy is difficult to reach the centimeter level, which is not enough to monitor slight changes in cable tension, limiting the effective management of ships at anchor.

[0009] ③ Defects of contact monitoring devices: The contact monitoring devices used by a few port units, such as systems where magnets are connected to ropes, have the risk of equipment damage and low accuracy, and are unable to accurately report the detailed position and attitude of the ship.

[0010] ④ Disadvantages of ordinary laser ranging devices: Sunlight and stray light in outdoor environments can interfere with the measurement signal, resulting in reduced accuracy. In addition, the black or dark hulls of most cargo ships have low reflectivity to lasers, further weakening the measurement signal strength and limiting its reliability in ship positioning measurements.

[0011] Based on the above, the existing technology still needs to be improved in terms of real-time performance, accuracy and reliability. Especially in the berthing safety management of large ships, there is an urgent need for a solution that can fully automatically and continuously monitor the three-dimensional position and posture of ships to improve the safety management level of ports and reduce potential safety risks. Summary of the invention

[0012] In view of this, in order to solve the above-mentioned problems existing in the prior art, the purpose of the present invention is to provide a monitoring system and method for the three-dimensional position, posture change and cable breakage risk of a ship so as to achieve the purpose of fully automatic and continuous monitoring of the three-dimensional position and posture of the ship, thereby solving the problems in the prior art that the port units have a single monitoring method for large ships in port, insufficient accuracy, poor real-time performance and cannot comprehensively assess the berthing status.

[0013] The technical solution adopted by the present invention is: a monitoring system for the three-dimensional position, attitude change and cable breakage risk of a ship, the monitoring system comprising:

[0014] Longitudinal subsystem, used to measure the drift distance Y between the hull and the dock shoreline;

[0015] The transverse subsystem is used to measure the drift distance X of the hull along the dock shoreline;

[0016] The vertical subsystem is used to measure the height Z of the hull relative to the water surface;

[0017] A control subsystem, wherein the control subsystem is respectively connected to the longitudinal subsystem, the transverse subsystem and the vertical subsystem, and the control subsystem is connected to the computer terminal of the ship's centralized control room, and the computer terminal of the centralized control room sends an alarm to the monitoring personnel through an interactive interface;

[0018] Wherein, the control subsystem is a local server or a cloud server.

[0019] Furthermore, the longitudinal subsystem includes:

[0020] A plurality of laser rangefinders, each of which is arranged at the outer edge of the wharf berth and has a measuring direction perpendicular to the wharf shoreline direction;

[0021] An edge computing module, wherein the edge computing module is communicatively connected to each of the laser rangefinders;

[0022] A first communication module that is communicatively connected to the edge computing module, and the first communication module is communicatively connected to the control subsystem;

[0023] Among them, a shore-based horizontal fixed laser rangefinder is used to measure the multi-point distance between the hull of the ship in the port and the shore, and then the Y-direction distance, speed, acceleration of the hull drifting in the open gear and the deflection angle of the hull relative to the shoreline are calculated.

[0024] Furthermore, the lateral subsystem comprises:

[0025] A transverse laser radar is arranged on the outer edge of the dock shoreline in the bow direction or the oblique side direction of the stern at the ship berth;

[0026] A second communication module is communicatively connected to the lateral laser radar, and the second communication module is communicatively connected to the control subsystem;

[0027] Among them, the lateral laser radar is used to obtain the distance dot cloud map of the bow or stern, and the drift distance of the hull along the edge of the dock is analyzed through the data processing system.

[0028] Furthermore, the vertical subsystem includes:

[0029] A vertical laser radar, which is arranged on the dock shoreline corresponding to the cargo hold section of the ship at the ship berth;

[0030] A third communication module is communicatively connected to the vertical laser radar, and the third communication module is communicatively connected to the control subsystem;

[0031] Among them, a shore-based high-elevation-angle single-thread vertical lidar is deployed in the cargo hold section of the hull to monitor changes in the hull height in response to cargo loading and unloading and tidal changes.

[0032] Furthermore, a linear polarized glass piece is added to the laser emission port of the laser rangefinder, the lateral laser radar or the vertical laser radar, and a linear polarized glass piece is also added to the laser receiving port of the laser rangefinder, the lateral laser radar or the vertical laser radar, and the angle is rotated to the same angle as the polarized glass piece at the laser emission port. Based on this, the system can polarize the reception and transmission of the laser signal under the two unfavorable conditions of excessive background noise caused by interference from strong ambient light and too low reflection signal caused by high absorption of laser by the dark hull. For black or other dark hulls, polarized plate modulation technology is used to improve the monitoring signal-to-noise ratio and reduce ambient light interference.

[0033] The present invention also provides a method for monitoring the three-dimensional position, attitude change and cable breakage risk of a ship, the monitoring method comprising:

[0034] S1: When the ship is moored at the berth, the longitudinal subsystem measures and obtains the basic data Y. After the basic data Y is analyzed and judged to be in place, the in-place signal is forwarded to the transverse subsystem and the vertical subsystem, and the transverse subsystem and the vertical subsystem are activated to start monitoring;

[0035] S2: After the basic data X and basic data Z are measured by the lateral subsystem and the vertical subsystem respectively, the current state of the ship is determined by analyzing the basic data X, the basic data Y and / or the basic data Z;

[0036] S3: Monitor and warn of safety risks of berthing and unberthing, drifting risks, and collision risks with port operation machinery caused by altitude changes. When the ship's status is abnormal, analyze the specific abnormal status and abnormality level of the ship and send an alarm to the monitoring personnel;

[0037] The horizontal subsystem, the longitudinal subsystem and the vertical subsystem are equipped with a local server or wirelessly communicate with a cloud server.

[0038] Furthermore, the basic data Y measured by the longitudinal subsystem includes: the Y-direction distance between the ship and the shore, the relative angle between the ship and the shore, the relative movement speed between the ship and the shore, and the relative movement acceleration between the ship and the shore at multiple measurement points;

[0039] The current mooring status of the ship is determined by the Y-distance between the ship and the shore and the relative speed between the ship and the shore at each measuring point. If the ship is completely moored, the lateral subsystem and the vertical subsystem are activated to start monitoring; if the ship is not completely moored, it stops.

[0040] Furthermore, the instantaneous change force of the cable at each measuring point is calculated based on the momentum theorem and the load level through the relative motion speed and acceleration of the ship and the shore at each measuring point;

[0041] The frequency of change of the Y-direction distance between the ship and the shore is calculated through the edge by the relative angle between the ship and the shore, the relative speed of the ship and the shore, and the acceleration of the relative movement of the ship and the shore. The oscillation of the cable is calculated by the frequency of change of the Y-direction distance between the ship and the shore.

[0042] Based on the Y-distance between the ship and the shore, the instantaneous change force of the cable and the cable oscillation, the risk of the ship drifting and the risk of the cable breaking are monitored and warned;

[0043] Among them, edge computing technology is used to perform preliminary calculations on the data collected by each monitoring module, and then the data is analyzed centrally to achieve intelligent control and automatic alarm of the status of ships in port.

[0044] Furthermore, the basic data measured by the lateral subsystem includes: performing a two-dimensional surface scan on the bow or stern of the ship to obtain X-direction distance signals of multiple pixels;

[0045] The X-direction distance signal of each pixel is compared between the previous and next measurement cycles. The lateral displacement of the ship in the X-direction during the two measurement cycles is estimated through point cloud registration, maximum value comparison and mean value comparison algorithms. When the lateral displacement exceeds the threshold, an alarm is issued.

[0046] Further, the basic data Z measured by the vertical subsystem includes: ranging signals and angle signals obtained by continuously scanning the side wall of the ship in the Z direction;

[0047] The distance from the shore of the current light spot is calculated through the distance measurement signal and the angle signal; the distance from the shore is compared with the Y-direction distance between the ship and the shore to determine whether the current light spot falls on the edge of the ship. If so, the height of the edge of the ship is calculated; if not, the current light spot is invalid;

[0048] By real-time tracking and recording the height of the ship, the height change rate of the ship is calculated. When the height change rate exceeds the threshold, an alarm is issued.

[0049] Furthermore, in S2, it also includes:

[0050] The size and load rating of the ship are calculated using the Y-distance between the ship and the shore at each measuring point and the height of the ship's edge obtained by the vertical subsystem.

[0051] The beneficial effects of the present invention are:

[0052] 1. The monitoring system for the three-dimensional position, attitude change and cable breakage risk of the ship provided by the present invention is composed of a transverse subsystem, a longitudinal subsystem and a vertical subsystem. It can automatically and continuously monitor the three-dimensional position and attitude of the moored status of large ships, and can timely warn of the risks of cable breakage, drifting risks and collision risks with port operating machinery, thereby enhancing the joint early warning capability of ship safety risks in the entire port area.

[0053] 2. The method for monitoring the three-dimensional position, posture change and cable breakage risk of a ship provided by the present invention senses the berthing of the ship through the longitudinal subsystem. At the same time, with the cooperation of the lateral subsystem and the vertical subsystem, the use of laser radar in the three-dimensional direction can achieve high-precision and real-time status monitoring of the ship. When an abnormality occurs in the ship, an alarm will be issued in time. This method enhances the port management unit's safety management capabilities for ships in the port through intelligent, automated and information-based technical means, thereby effectively improving the port's operating efficiency and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] Figure 1 This is the overall architecture diagram of the monitoring system for the three-dimensional position, attitude change and cable breakage risk of a ship provided by the present invention;

[0055] Figure 2It is a schematic diagram of the arrangement of measuring points of the longitudinal subsystem in the monitoring system for the three-dimensional position, attitude change and cable breakage risk of a ship provided by the present invention;

[0056] Figure 3 It is a schematic diagram of the arrangement of measuring points of the lateral subsystem in the monitoring system for the three-dimensional position, attitude change and cable breakage risk of a ship provided by the present invention;

[0057] Figure 4 It is a schematic diagram of the arrangement of measuring points of the vertical subsystem in the monitoring system for the three-dimensional position, attitude change and cable breakage risk of a ship provided by the present invention;

[0058] The following are marked in the attached figure:

[0059] 1-vertical subsystem; 2-horizontal subsystem; 3-vertical subsystem; 4-computer terminal in the control room. DETAILED DESCRIPTION

[0060] Embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar modules or modules with the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and cannot be construed as limitations on the present application. On the contrary, the embodiments of the present application include all changes, modifications and equivalents that fall within the spirit and connotation of the appended claims.

[0061] Example 1

[0062] In this embodiment, a monitoring system for the three-dimensional position, attitude change and cable breakage risk of a ship is disclosed. The monitoring system realizes the fully automatic and continuous monitoring of the three-dimensional position and attitude of a large ship at anchor, and can timely warn of the risk of cable breakage, drifting risk and collision risk with port operation machinery. Specifically, Figure 1 As shown, the monitoring system mainly includes: a longitudinal subsystem, a lateral subsystem, a vertical subsystem and a control subsystem. In this embodiment, the control subsystem is a local server, which can be understood as a local server. The specific parts are as follows:

[0063] ① Such as Figure 2 As shown, the longitudinal subsystem is used to measure the drift distance Y between the hull and the dock shoreline. The longitudinal subsystem specifically includes: multiple laser rangefinders, an edge computing module and a first communication module. Each of the laser rangefinders is communicatively connected to the edge computing module, and the edge computing module is communicatively connected to the first communication module and establishes a communication connection with the local server through the first communication module. On the other hand, each laser rangefinder, edge computing module and first communication module are connected to a power supply module for powering them, and the power supply module is externally connected to a power supply.

[0064] Each of the laser rangefinders is a fixed measuring point, which is arranged at the outer edge of the berth and the measuring direction is perpendicular to the shoreline of the berth and the bulkhead of the moored cargo ship. In this embodiment, the number of laser rangefinders is two, but it is not considered to be specific to two. If there are more than two laser rangefinders, it only increases the information richness of the system, and the principle is the same.

[0065] The above-mentioned edge computing module is communicatively connected with each of the laser rangefinders. After measuring the distance of the ship from the shore in the longitudinal vertical direction by the fixed laser rangefinder, the distance of the ship from the shore is further calculated on-site in the edge computing module to obtain advanced information such as the relative motion speed of the ship and the shore and the relative motion acceleration of the ship and the shore.

[0066] ② If Figure 3 As shown, the lateral subsystem is used to measure the drift distance X of the hull along the direction of the dock shoreline, and the lateral subsystem includes: a lateral laser radar, a drive control module connected to the lateral laser radar, a drive control module connected to the second communication module, and a communication connection is established with the local server through the second communication module. On the other hand, the lateral laser radar, the drive control module and the second communication module are all connected to a power module for powering them, and the power module is externally connected to a power supply.

[0067] Among them, the lateral laser radar is arranged on the outer edge of the dock shoreline in the bow direction or the oblique side direction of the stern at the ship berth; the lateral laser radar obtains the distance information from the bow or stern surface to multiple measuring points in the two-dimensional field of view in each scanning cycle, and after calculating and sending it to the local server, the local server conducts a comprehensive analysis of the distance point matrix measured in the current cycle and the initial cycle, and calculates the parallel sliding distance of the ship along the coastline.

[0068] In this embodiment, the number of transverse laser radars arranged is one, but it is not considered to be specific to one. If there are more than two transverse laser radars, it only increases the information richness of the system, and the principle is the same.

[0069] ③ Such as Figure 4 As shown, the vertical subsystem is used to measure the undulation height Z of the hull relative to the water surface, and the vertical subsystem includes: a vertical laser radar, a drive control module connected to the vertical laser radar, the drive control module is connected to the third communication module, and is connected to the local server through the third communication module. On the other hand, the vertical laser radar, the drive control module and the third communication module are all connected to a power supply module for supplying power to them, and the power supply module is externally connected to a power supply.

[0070] The vertical laser radar obtains the distance of the ship from the shore transmitted by the longitudinal subsystem through the Internet of Things in real time, and vertically scans the outer wall of the hull in each scanning cycle. It uses an algorithm to determine and identify the linear feature information of the laser point at the edge of the ship or the railing, and sends the obtained height information to the local server. After that, its height relative to the shore is calculated, and the local server determines and deletes abnormal data in the obtained height information to monitor changes in the ship's height.

[0071] Among them, the vertical laser radar is arranged on the dock shoreline corresponding to the ship cargo hold section at the ship berth; the laser radar is arranged in the ship cargo hold section of the berth, that is, the cabin section where the outer wall of the cabin is perpendicular to the water surface.

[0072] In this embodiment, the number of vertical laser radars arranged is one, but it is not considered to be specific to one. If there are more than two vertical laser radars, it only increases the information richness of the system, and the principle is the same.

[0073] ④ The control subsystem is respectively communicated with the longitudinal subsystem, the lateral subsystem and the vertical subsystem, and the control subsystem is communicated with the computer terminal of the control room of the ship (for example, a connection is established through the Internet of Things), and the computer terminal of the control room sends an alarm to the monitoring personnel through the interactive interface.

[0074] When the monitoring system of this embodiment is in operation, polarization modulation and detection are performed on the laser source of the laser mechanical radar to increase the signal-to-noise ratio of the system for detecting dark hulls under strong ambient light conditions. A linear polarization glass sheet can be added to the laser emission port of the laser rangefinder, the lateral laser radar or the vertical laser radar, and the emitted light can be adjusted to a specific polarization angle after rotation. At the same time, a linear polarization glass sheet is also added to the laser receiving port, and the angle is rotated to the same angle as the polarization glass sheet at the emission port. In this way, the intensity of the reflected signal light can be almost unchanged, and the intensity of the ambient stray light can be attenuated by about 50%, greatly improving the signal-to-noise ratio and reliability of the received laser of this system under the condition of large-scale ship port berthing monitoring.

[0075] On the other hand, a long tube is added to the measurement optical path to reduce the impact of ambient stray light on the non-measurement path on the measurement, and a linear polarizer with the same polarization direction as the emitted light is set in the tube. This can significantly reduce the intensity of non-polarized light such as lamps, sunlight and stray light in the environment without much signal light loss, thereby improving the signal-to-noise ratio and detection distance, providing a technical means for the system to have a wide detection distance range due to the randomness of the docking position of large ships.

[0076] Example 2

[0077] Based on the monitoring system for the three-dimensional position, posture change and cable breakage risk of a ship disclosed in Example 1, in this embodiment, a cloud server will be used for remote computing to replace the local server in Example 1.

[0078] In this embodiment, the first communication module, the second communication module and the third communication module all use wireless communication modules, and the longitudinal subsystem, the lateral subsystem and the vertical subsystem are respectively connected to the cloud server by the first communication module, the second communication module and the third communication module through wireless communication, and calculation, analysis and judgment are performed in the cloud server. There is also a wireless communication connection between the cloud server and the computer terminal in the control room of the ship, so as to present the current status of the ship. At the same time, if any abnormal situation occurs during the ship monitoring process, the ship staff will be alarmed through the interactive interface, text message or WeChat.

[0079] Example 3

[0080] Based on the monitoring systems provided in Examples 1 and 2, a method for monitoring the three-dimensional position, attitude change and cable breakage risk of a ship is also provided in this embodiment. The monitoring method serves as the operation logic of the above monitoring system, and the monitoring method includes:

[0081] S1: When the ship is moored at the berth, the basic data Y is obtained by the longitudinal subsystem measurement. The basic data Y measured by the longitudinal subsystem includes: the ship-shore Y-distance (the distance from the ship to the shore in the Y direction) at multiple measurement points (the measurement points here are the arrangement points of each laser rangefinder in the above-mentioned Embodiment 1 and Embodiment 2), the ship-shore relative angle (the relative angle between the ship and the shore), the ship-shore relative movement speed (the relative movement speed between the ship and the shore) and the ship-shore relative movement acceleration (the relative movement acceleration between the ship and the shore).

[0082] After the ship is judged to be in place by analyzing the basic data Y, the arrival signal is forwarded to the lateral subsystem and the vertical subsystem, and the lateral subsystem and the vertical subsystem are activated to start monitoring; the analysis and judgment method of the ship's berthing is as follows:

[0083] The Y-direction distance between the ship and the shore and the relative speed of the ship and the shore obtained at the measuring points where each laser rangefinder is located are used to judge the current mooring status of the ship (the Y-direction distance between the ship and the shore determines whether it is moored in place; the relative speed of the ship and the shore determines whether it is drifting). If the ship is completely moored, the lateral subsystem and the vertical subsystem are activated to start monitoring, that is, this monitoring system automatically starts monitoring; if the ship is not completely moored, it stops, that is, the monitoring system does not run, and this monitoring system automatically switches out.

[0084] In actual application, the analysis and judgment of the basic data Y can be completed by a local server built into the vertical subsystem, and the vertical subsystem activates the horizontal subsystem and the vertical subsystem to start monitoring; or the basic data Y can be transmitted to a cloud server through wireless communication technology, and the cloud server analyzes and judges it, and then activates the horizontal subsystem and the vertical subsystem to start monitoring.

[0085] S2: After the basic data X and basic data Z are measured by the transverse subsystem and the vertical subsystem respectively, the current state of the ship is determined by analyzing the basic data X, basic data Y and / or basic data Z; wherein the basic data X measured by the transverse subsystem includes: a two-dimensional surface scan of the bow or stern of the ship to obtain a plurality of pixel X-direction distance signals. The basic data Z measured by the vertical subsystem includes: a distance measurement signal and an angle signal obtained by continuously scanning the side wall of the ship in the Z direction.

[0086] In addition to the data directly measured by the longitudinal subsystem, the transverse subsystem and the vertical subsystem, the current state of the ship also includes the Y-direction distance between the ship and the shore obtained by the measurement points where each laser rangefinder is located and the height of the ship's edge obtained by the vertical subsystem, and the size and load rating data of the ship are calculated. These data together form the current state information of the ship and are displayed on the interactive interface. In actual application, the Y-direction distance between the ship and the shore measured by the longitudinal subsystem (the longitudinal subsystem arranges multiple laser rangefinder measurement points within a certain range at the front and rear ends of the berth area, and the length of the ship can be estimated to a certain extent based on this method) and the height of the ship's edge obtained by the vertical subsystem are transmitted to the cloud server through wireless communication technology, and the cloud server calculates the size and load rating data of the ship and transmits it to the interactive interface for display. Alternatively, the Y-direction distance between the ship and the shore measured by the longitudinal subsystem and the height of the ship's edge obtained by the vertical subsystem are directly transmitted to the local server, and the size and load rating data of the ship are calculated by the local server, and then transmitted to the interactive interface for display.

[0087] S3: When the ship's status is abnormal, the specific abnormal status and abnormal level of the ship are analyzed, and an alarm is issued to the monitoring personnel; this alarm is mainly divided into the following 3 situations, as follows:

[0088] ① The ship-shore relative motion speed and ship-shore relative motion acceleration obtained by each laser rangefinder at the measuring point are used to calculate the instantaneous change of the cable bearing force at each measuring point based on the momentum theorem and the current load level of the ship;

[0089] The frequency of change of the Y-direction distance between the ship and the shore is calculated by the relative angle between the ship and the shore, the relative speed of the ship and the shore, and the acceleration of the relative movement of the ship and the shore through the edge. The oscillation of the cable (the frequency and amplitude of the cable oscillation caused by the impact of water flow and the relaxation of the cable) is calculated by the frequency of change of the Y-direction distance between the ship and the shore.

[0090] Based on the Y-distance between the ship and the shore, the instantaneous change force of the cable and the oscillation of the cable, the risk of the ship's drift and the risk of the cable breaking are monitored and warned, and the warning signal is transmitted to the control subsystem.

[0091] ② The lateral laser radar in the lateral subsystem consists of a single-threaded laser rangefinder and two rotating pan-tilts that can receive external drive signals, which can realize two-dimensional surface scanning and ranging of the ship in front of it. In this embodiment, the lateral laser radar divides the field of view into 8×8 pixels, a total of 64 pixels. In each scanning cycle, the lateral subsystem sends 64 pixels of distance information to the cloud server or local server;

[0092] The cloud server or local server converts the position signal of each pixel into the pan-tilt rotation angle information and step control signal and sends it to the mechanical laser radar, driving it to measure each pixel in the field of view point by point, and converts the measured oblique distance signal into the lateral position information parallel to the shore. At the same time, the abnormal distance that is too far or too close is screened out, and the real parallel sliding distance of the ship along the shoreline (i.e., the X-direction distance signal) is retained;

[0093] The X-direction distance signal of each pixel is compared between the previous and next measurement cycles. The lateral displacement of the ship in the X-direction during the two measurement cycles is estimated through point cloud registration, maximum value comparison and mean value comparison algorithms. When the lateral displacement exceeds the threshold, an alarm is issued and the alarm signal is transmitted to the control subsystem.

[0094] ③ The one-dimensional high-elevation-angle vertical laser radar in the vertical subsystem can measure the distance of the ship's side wall in the range of -80° to 90° in front of it. The vertical laser radar can continuously measure the linear field of view in the vertical direction. In each scanning cycle, the radar scans downward from 90° to -80°, and automatically resets to the highest point after the scan is completed;

[0095] During each scanning process, the laser radar continuously sends the ranging signal and the angle signal to the cloud server or the local server. The cloud server or the local server obtains the current distance from the shore of the ship through the longitudinal subsystem, and thus knows the theoretical distance from the shore of the ship.

[0096] The distance from the shore of the current light spot is calculated through the ranging signal and the angle signal; the distance from the shore is compared with the Y-direction distance between the ship and the shore to determine whether the current light spot falls on the edge of the ship. If so, the height of the edge of the ship is calculated; if not, the current light spot is invalid; the height change rate of the ship's ups and downs is calculated by real-time tracking and recording the height of the edge of the ship. When the height change rate exceeds the threshold, an alarm is issued and the alarm signal is transmitted to the control subsystem.

[0097] In the above, the control subsystem is present on the computer terminal of the ship's centralized control room, or on the computer terminal of the monitoring room at the dock. Both the computer terminal of the centralized control room and the computer terminal of the monitoring room are designed with an interactive interface, and the early warning signal and alarm information can also be sent to the monitoring personnel via SMS or WeChat.

[0098] It should be noted that any process or method description in the flowchart or otherwise described herein may be understood to represent a module, fragment or portion of a code comprising one or more executable instructions for implementing steps of a specific logical function or process, and the scope of the preferred embodiments of the present application includes alternative implementations, in which functions may not be performed in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order depending on the functions involved, which should be understood by technicians in the technical field to which the embodiments of the present application belong.

[0099] It should be understood that the various parts of the present application can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, multiple steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0100] A person skilled in the art may understand that all or part of the steps in the method for implementing the above-mentioned embodiment may be completed by instructing related hardware through a program, and the program may be stored in a computer-readable storage medium, which, when executed, includes one or a combination of the steps of the method embodiment.

[0101] In addition, each functional unit in each embodiment of the present application may be integrated into a processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above-mentioned integrated module may be implemented in the form of hardware or in the form of a software functional module. If the integrated module is implemented in the form of a software functional module and sold or used as an independent product, it may also be stored in a computer-readable storage medium.

[0102] The storage medium mentioned above can be a read-only memory, a magnetic disk or an optical disk, etc.

[0103] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A method for monitoring the three-dimensional position, attitude change and cable breakage risk of a ship, characterized in that: The monitoring method includes: S1: When the ship is moored at the berth, the longitudinal subsystem measures and obtains the basic data Y. After the basic data Y is analyzed and judged to be in place, the in-place signal is forwarded to the transverse subsystem and the vertical subsystem, and the transverse subsystem and the vertical subsystem are activated to start monitoring; S2: After the basic data X and basic data Z are measured by the lateral subsystem and the vertical subsystem respectively, the current state of the ship is determined by analyzing the basic data X, basic data Y and / or basic data Z; S3: When the ship's status is abnormal, the specific abnormal status and abnormality level of the ship are analyzed, and an alarm is issued to the monitoring personnel; Wherein, the horizontal subsystem, the longitudinal subsystem and the vertical subsystem are equipped with a local server or wirelessly communicate with a cloud server; The basic data Y measured by the longitudinal subsystem includes: The Y-distance between the ship and the shore, the relative angle between the ship and the shore, the relative motion speed between the ship and the shore, and the relative motion acceleration between the ship and the shore at multiple measuring points; The current mooring status of the ship is determined by the Y-distance between the ship and the shore and the relative speed between the ship and the shore at each measuring point. If the ship is completely moored, the lateral subsystem and the vertical subsystem are activated to start monitoring; if the ship is not completely moored, it stops; The basic data X measured by the lateral subsystem includes: Perform a two-dimensional surface scan on the bow or stern of the ship to obtain X-direction distance signals of multiple pixels; The X-direction distance signal of each pixel is compared between the previous and next measurement cycles. Through point cloud registration, maximum value comparison and mean value comparison algorithms, the lateral displacement distance of the ship in the X-direction within two measurement cycles is estimated. When the lateral displacement distance exceeds the threshold, an alarm is issued. The basic data Z measured by the vertical subsystem includes: ranging signals and angle signals obtained by continuously scanning the side wall of the ship in the Z direction; The distance from the shore of the current light spot is calculated through the ranging signal and the angle signal; the distance from the shore is compared with the Y-direction distance between the ship and the shore to determine whether the current light spot falls on the edge of the ship. If so, the height of the edge of the ship is calculated; if not, the current light spot is invalid; By real-time tracking and recording the height of the ship, the height change rate of the ship is calculated. When the height change rate exceeds the threshold, an alarm is issued.

2. The method for monitoring the three-dimensional position, attitude change and cable breakage risk of a ship according to claim 1, characterized in that: The instantaneous changing force of the cable at each measuring point is calculated based on the momentum theorem and load level through the relative motion speed and acceleration of the ship and shore at each measuring point; The frequency of change of the Y-direction distance between the ship and the shore is calculated through the edge by the relative angle between the ship and the shore, the relative speed of the ship and the shore, and the acceleration of the relative movement of the ship and the shore. The oscillation of the cable is calculated by the frequency of change of the Y-direction distance between the ship and the shore. Based on the Y-distance between the ship and the shore, the instantaneous changing force of the cable and the oscillation of the cable, the risk of the ship's drift and the risk of the cable breaking are monitored and warned.

3. The method for monitoring the three-dimensional position, attitude change and cable breakage risk of a ship according to claim 1, characterized in that: In S2, it also includes: The size and load rating of the ship are calculated using the Y-distance between the ship and the shore at each measuring point and the height of the ship's edge obtained by the vertical subsystem.

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