Port infrastructure performance monitoring system based on digital twinning

Abstract

The invention provides a port infrastructure performance monitoring system based on digital twinning, and relates to the technical field of port monitoring. In allusion to lack of special monitoring means and analysis methods for deformation joint changes and lack of a comprehensive and real-time monitoring system for accurately evaluating the overall performance of a wharf during wharf structure performance monitoring, the probability of ship collision events is calculated according to the wharf berthing ship condition and the wind speed grade, and then the wharf performance is accurately evaluated according to the monitoring data of deformation joints. And calculating the damage risk index of the wharf structure in each direction, finally obtaining the damage probability that the wharf bears impact, and giving corresponding early warning information according to the damage probability. The influence of the deformation joint on the wharf structure is considered, stress and vibration are combined, the stress condition of the wharf under the action of dynamic loads such as stormy waves and ship impact is accurately captured and analyzed, the actual stress state of the wharf can be more comprehensively reflected, and the accuracy and reliability of a monitoring system are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of port monitoring, and in particular to a port infrastructure performance monitoring system based on digital twins. Background Art

[0002] As an important part of the port, the structure of the wharf will be affected by many external factors during its long-term service, such as ship collision, wind and wave impact, and foundation settlement. These factors may cause changes in the wharf structure, thereby affecting its overall performance. Therefore, continuous and accurate monitoring of the wharf structure performance is an important means to ensure its safe operation and extend its service life.

[0003] Expansion joints are gaps reserved in the wharf structure to accommodate factors such as thermal expansion and contraction, and foundation settlement. These gaps will change to a certain extent during the service life of the wharf, such as changes in width and depth. Existing technologies for monitoring wharf structural performance focus more on the overall deformation of the wharf, and often ignore the important impact of expansion joints on the performance of the wharf foundation, which may lead to misjudgment of the wharf structural performance and miss the best time to repair potential problems in a timely manner. In addition, existing technologies also lack special monitoring means and analysis methods for changes in expansion joints, making it difficult to monitor expansion joints in depth and detail.

[0004] Therefore, it is necessary to develop a more comprehensive monitoring system to achieve accurate monitoring and effective management of terminal infrastructure. Summary of the invention

[0005] The present invention provides a port infrastructure performance monitoring system based on digital twins to solve the problems of lack of special monitoring means and analysis methods for deformation joint changes when monitoring the performance of wharf structures, and lack of comprehensive and real-time monitoring technology to accurately evaluate the overall performance of the wharf.

[0006] A port infrastructure performance monitoring system based on digital twins, specifically including the following modules: The digital twin module is configured to: generate a virtual scene corresponding to the scene structure of the terminal based on the physical entity of the terminal; A sensing and monitoring module, comprising a sensor group arranged in the dock entity, the sensor group being used to obtain performance monitoring data of the dock, information of ships docked in the dock, and wind speed level; The data processing module is configured to: obtain the probability of a ship collision event according to the structural parameters of the dock provided by the digital twin module and the information of the ships docked in the dock and the wind speed level provided by the perception monitoring module; obtain the deformation data of the dock deformation joint based on the performance monitoring data of the dock; and obtain the mooring force between the ship and the dock based on the information of the ships docked in the dock; The data analysis module is configured to: when the probability of a ship collision event is greater than a collision probability threshold, obtain a probability of damage to the dock caused by the collision according to the deformation data of the deformation joint and the mooring force; The early warning control module is configured to determine the risk level of the terminal according to the obtained damage probability, issue an early warning signal of the corresponding level, and display it on the digital twin module.

[0007] Further, the sensor group includes a performance monitoring sensor group and an environment monitoring sensor group; The performance monitoring sensor group is composed of a static level, a crack meter, an inclinometer and a vibration accelerometer, and is used to obtain performance monitoring data of the dock; The environmental monitoring sensor group is composed of monitoring cameras and is used to obtain information about ships docked at the pier and wind speed levels.

[0008] Furthermore, according to the structural parameters of the wharf provided by the digital twin module and the information of the ships docked in the wharf and the wind speed level provided by the perception monitoring module, the probability of a ship collision event is obtained, specifically: S101, obtaining structural parameters of the wharf, information of ships docked in the wharf, and wind speed level; S102, pre-processing the structural parameters of the wharf, information of ships docked in the wharf, and wind speed levels; S103, inputting the pre-processed structural parameters of the wharf, the information of the ships docked in the wharf and the wind speed level into the trained probabilistic neural network, and outputting the probability of a ship collision event.

[0009] Furthermore, based on the performance monitoring data of the wharf, the deformation data of the wharf deformation joint is obtained, specifically: The vertical deformation value of the expansion joint is obtained according to the monitoring data of the static level, the width change value of the expansion joint is obtained according to the monitoring data of the crack meter, the inclination angle of the expansion joint is obtained according to the monitoring data of the inclinometer, and the vibration frequency of the wharf structure is obtained according to the monitoring data of the vibration accelerometer.

[0010] Furthermore, based on the information of the ships docked in the wharf, the mooring force between the ship and the wharf is obtained, specifically: Step S201, collecting vibration information of the ship's mooring rope; Step S202, obtaining the natural frequency of the ship cable according to the vibration information; Step S203, obtaining the mooring force of the ship cable according to the natural vibration frequency of the ship cable.

[0011] Furthermore, the damage probability of the dock being subjected to the impact is obtained according to the deformation data of the deformation joint and the mooring force, specifically: Step S301, determining a mooring force coefficient according to the information of the docked ship and the wind speed level; Step S302, calculating the vertical force, horizontal force and shear force of the mooring force acting on the deformation joint according to the mooring force and the mooring force coefficient; Step S303, calculating the vertical damage risk index μ1 according to the vertical deformation value, the vibration frequency and the vertical force on the deformation joint, and the calculation formula is: ; Among them, ΔH is the vertical deformation value, H max is the maximum allowable deformation in the vertical direction, ρ is the mooring force coefficient, F Y is the vertical force on the expansion joint, F Ymax is the maximum vertical force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α1 is the weight of the vertical deformation on the damage risk index in the vertical direction, β1 is the weight of the vertical force on the damage risk index in the vertical direction, and γ1 is the weight of the vibration frequency on the damage risk index in the vertical direction; According to the width change value, vibration frequency and horizontal force on the deformation joint, the damage risk index μ2 in the horizontal direction is calculated, and the calculation formula is: ; Where ΔW is the width change value, W max is the maximum allowable change in the horizontal direction, F X is the horizontal force on the expansion joint, F Xmax is the maximum horizontal force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α2 is the weight of the width change value on the damage risk index in the horizontal direction, β2 is the weight of the horizontal force on the damage risk index in the horizontal direction, and γ2 is the weight of the vibration frequency on the damage risk index in the horizontal direction; According to the inclination angle, vibration frequency and shear force on the deformation joint, the lateral damage risk index μ3 is calculated, and the calculation formula is: ; Where Δθ is the tilt angle, θ max is the maximum allowable tilt angle, F Z is the shear force on the expansion joint, F ZmaxF is the maximum shear force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α3 is the weight of the inclination angle on the lateral damage risk index, β3 is the weight of the shear force on the lateral damage risk index, and γ3 is the weight of the vibration frequency on the lateral damage risk index; Step S304: Obtain the damage probability of the wharf under the impact according to the vertical damage risk index, the horizontal damage risk index, and the lateral damage risk index.

[0012] Furthermore, the mooring force coefficient ρ is: ; where t is the tonnage of the berthed ship, T max is the maximum tonnage of the ship allowed to berth at the wharf, and S is the wind speed grade.

[0013] Furthermore, in the step S304, the calculation formula for the damage probability P of the wharf under the impact is: .

[0014] Furthermore, determining the wharf risk level according to the obtained damage probability is specifically: When P ≤ P1, the wharf risk level is low, and continuous monitoring is carried out; When P1 < P ≤ P2, the wharf risk level is medium, and the berthed ship is reinforced; When P > P2, the wharf risk level is high, and emergency measures need to be taken in a timely manner; where P is the damage probability, P1 is the first damage threshold, and P2 is the second damage threshold.

[0015] Compared with the prior art, the beneficial effects of the present invention are as follows: Firstly, the present invention considers the influence of the deformation joint on the wharf structure. By real-time monitoring and analyzing the deformation data of the deformation joint, the overall performance of the wharf structure can be evaluated more accurately, potential safety hazards can be discovered in a timely manner, and thus the safe operation of the wharf can be ensured; Secondly, by combining force and vibration, the present invention accurately captures and analyzes the force conditions of the wharf under dynamic loads such as wind and waves and ship impacts, can more comprehensively reflect the actual force state of the wharf, and improves the accuracy and reliability of the monitoring system. Description of the Drawings

[0016] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0017] Figure 1 This is a structural diagram of a port infrastructure performance monitoring system based on digital twins in an embodiment of the present invention; Figure 2 This is a flow chart of a port infrastructure performance monitoring method based on digital twins in an embodiment of the present invention. DETAILED DESCRIPTION

[0018] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be described clearly and completely below. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work belong to the scope of protection of the present invention.

[0019] The specific implementation of the present invention is described below with reference to the accompanying drawings.

[0020] Expansion joints play an important role in adapting to natural changes such as thermal expansion and contraction, foundation settlement, etc. in the wharf structure. The changes in the expansion joints directly reflect the stability and durability of the wharf structure. Traditional wharf structure performance monitoring often focuses on the overall deformation, while ignoring the key details of the expansion joints. Through a special analysis of the expansion joints, this deficiency can be compensated and the comprehensiveness and accuracy of the monitoring can be improved.

[0021] Wind and waves are important reference elements for the environment in which port infrastructure is located. The environment in which port infrastructure is located is generally specified during design. However, with the impact of global climate change in recent years, extreme weather events at sea have occurred frequently, resulting in an increase in the probability of traditional multi-year marine environmental conditions during design, causing the current port infrastructure structure evaluation and fatigue life prediction conditions to deviate from the actual marine environmental conditions. Therefore, wind and waves also need to be fully considered.

[0022] In response to the above problems, the present invention takes into account the impact of expansion joints on the dock structure. By combining force and vibration, the force conditions of the dock under dynamic loads such as wind and waves, ship collisions, etc. are accurately captured and analyzed, which can more comprehensively reflect the actual force state of the dock and improve the accuracy and reliability of the monitoring system.

[0023] like Figure 1As shown, the present invention proposes a port infrastructure performance monitoring system based on digital twins, which specifically includes the following modules: The digital twin module is configured to: generate a virtual scene corresponding to the scene structure of the terminal based on the physical entity of the terminal; A sensing and monitoring module, comprising a sensor group arranged in the dock entity, the sensor group being used to obtain performance monitoring data of the dock, information of ships docked in the dock, and wind speed level; The data processing module is configured to: obtain the probability of a ship collision event according to the structural parameters of the dock provided by the digital twin module and the information of the ships docked in the dock and the wind speed level provided by the perception monitoring module; obtain the deformation data of the dock deformation joint based on the performance monitoring data of the dock; and obtain the mooring force between the ship and the dock based on the information of the ships docked in the dock; The data analysis module is configured to: when the probability of a ship collision event is greater than a collision probability threshold, obtain a probability of damage to the dock caused by the collision according to the deformation data of the deformation joint and the mooring force; The early warning control module is configured to determine the risk level of the terminal according to the obtained damage probability, issue an early warning signal of the corresponding level, and display it on the digital twin module.

[0024] As a virtual scene mapping of the physical entity of the wharf, the digital twin system can realize accurate monitoring and effective management of the performance of the wharf infrastructure. By constructing a digital twin system for the wharf, the present invention can more comprehensively reflect the actual status of the wharf and improve the accuracy and reliability of monitoring.

[0025] The sensor group includes a performance monitoring sensor group and an environment monitoring sensor group; The performance monitoring sensor group is composed of a static level, a crack meter, an inclinometer and a vibration accelerometer, and is used to obtain performance monitoring data of the dock; The environmental monitoring sensor group is composed of monitoring cameras and is used to obtain basic information about ships docked at the pier and wind speed levels.

[0026] The static level is used to measure the vertical displacement changes of various points on the dock relative to a reference point or datum plane. By comparing the measurement values ​​at different time points, the deformation of each point on the dock in the vertical direction can be calculated, thereby indirectly inferring the vertical deformation of the expansion joint; when the vertical deformation exceeds the allowable range, it will affect the safety of the dock structure.

[0027] The crack meter is used to monitor the change in crack width. The crack meter is installed near or directly on the deformation joint. By measuring the change in crack width, the deformation data of the deformation joint can be directly obtained. The change in deformation joint width is one of the important indicators for evaluating the performance of the wharf structure. Excessive width change may mean that the wharf structure is subjected to a large external force or has internal damage, which in turn affects the overall stability and safety of the wharf.

[0028] Inclinometers are used to measure the inclination angle of an object's surface. Installing inclinometers at key locations of the dock structure can monitor the inclination changes of the dock structure on the horizontal plane. Changes in the inclination angle may cause instability of the dock structure on the horizontal plane, thereby affecting its overall bearing capacity and safety.

[0029] Vibration accelerometers are used to measure the acceleration of an object's vibration and then obtain the vibration frequency. Under the impact of ships and wind and waves, the dock structure vibrates. When resonance occurs, it will cause significant damage to the dock structure, so the vibration frequency must be monitored.

[0030] In one embodiment of the present invention, the probability of a ship collision event is obtained based on the structural parameters of the wharf, the information of the ships docked in the wharf, and the wind speed level, specifically: S101, obtaining structural parameters of the wharf, information of ships docked in the wharf, and wind speed level; S102, pre-processing the structural parameters of the wharf, information of ships docked in the wharf, and wind speed levels; S103, inputting the pre-processed structural parameters of the wharf, the information of the ships docked in the wharf and the wind speed level into the trained probabilistic neural network, and outputting the probability of a ship collision event.

[0031] The probabilistic neural network is a neural network model based on statistical learning theory. In the embodiments of the present invention, it is used to process and analyze multi-dimensional data such as the structural parameters of the wharf, the information of the docked ships, and the wind speed level. Through learning and training, it can efficiently and accurately predict the probability of ship collision incidents, providing powerful decision-making support for the safety management and risk prevention and control of the wharf.

[0032] Under the action of wind and waves, the mooring force of a ship on a dock is a complex and changeable dynamic process, which is affected by many factors such as the size and direction of the wind and waves, the size of the ship, the mooring method, etc. However, the existing monitoring system often only focuses on the data under static or quasi-static conditions, and lacks the ability to accurately capture and analyze this dynamic load, resulting in misunderstanding or omission of the actual force situation of the dock. Therefore, the present invention analyzes the mooring force on the ship.

[0033] In the prior art, the mooring force on a ship can be obtained by a variety of methods, such as direct measurement, theoretical calculation, empirical formula, etc. An embodiment of the present invention obtains the mooring force according to the natural frequency of the cable, which is easy to install, simple to maintain and repair, easy to operate, greatly reduces the operating risk of the staff, and can be adapted to the monitoring of the mooring cable force of ships in complex port environments.

[0034] Based on the information of the ships docked in the wharf, the mooring force between the ship and the wharf is obtained, specifically: Step S201, collecting vibration information of the ship's mooring rope; Step S202, obtaining the natural frequency of the ship cable according to the vibration information; Step S203, obtaining the mooring force of the ship cable according to the natural frequency of the ship cable.

[0035] In one embodiment of the present invention, the damage probability of the dock being subjected to impact is obtained based on the deformation data of the expansion joint and the mooring force, specifically: Step S301, determining the mooring force coefficient according to the basic information of the docked ship and the wind speed level; The mooring force coefficient ρ is: ; Where, t is the tonnage of the docked ship, T max is the maximum tonnage of the ship allowed to dock at the port, and S is the wind speed level.

[0036] When determining the mooring force coefficient, the present invention comprehensively considers the basic information of the docked ship (covering key parameters such as ship type and tonnage) and the real-time wind speed level. Since the mooring force calculated in a static state often underestimates the actual force borne by the dock in a dynamic environment, this coefficient is introduced to more accurately reflect the dynamic conditions. Specifically, the mooring force coefficient is set based on the maximum tonnage of docked ships allowed by the dock design, the tonnage of the current actual docked ships, and combined with the wind speed factor. Through the application of this coefficient, the mooring force borne by the dock in a dynamic state can be more accurately evaluated, thereby ensuring the safety and stability of the dock structure.

[0037] Step S302, according to the mooring force and the mooring force coefficient, the vertical force, horizontal force and shear force of the mooring force acting on the deformation joint are calculated; the mooring force is directly decomposed in the X, Y and Z directions to obtain the vertical force, horizontal force and shear force.

[0038] Step S303, calculating the vertical damage risk index μ1 according to the vertical deformation value, the vibration frequency and the vertical force on the deformation joint, and the calculation formula is: ; Among them, ΔH is the vertical deformation value, H max is the maximum allowable deformation in the vertical direction, ρ is the mooring force coefficient, F Y is the vertical force on the expansion joint, F Ymax is the maximum vertical force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α1 is the weight of the vertical deformation on the damage risk index in the vertical direction, β1 is the weight of the vertical force on the damage risk index in the vertical direction, and γ1 is the weight of the vibration frequency on the damage risk index in the vertical direction; On the basis of the existing vertical deformation, if the wharf structure is subjected to vertical forces, the degree of damage to the structure will be further aggravated, and the increase in vibration frequency will also aggravate the fatigue effect of the structure. The combined effect of the two will seriously affect the stability and safety of the wharf. Therefore, by comprehensively considering the vertical deformation value, vertical force and vibration frequency during design, the damage risk of the wharf structure can be more accurately assessed, so that effective measures can be taken in time for early warning and maintenance, which is of great significance for ensuring the long-term safe operation of the wharf. Based on the same considerations, the horizontal damage risk index and the lateral damage risk index are analyzed.

[0039] According to the width change value, vibration frequency and horizontal force on the deformation joint, the damage risk index μ2 in the horizontal direction is calculated, and the calculation formula is: ; Where ΔW is the width change value, W max is the maximum allowable change in the horizontal direction, F X is the horizontal force on the expansion joint, F Xmax is the maximum horizontal force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α2 is the weight of the width change value on the damage risk index in the horizontal direction, β2 is the weight of the horizontal force on the damage risk index in the horizontal direction, and γ2 is the weight of the vibration frequency on the damage risk index in the horizontal direction; According to the inclination angle, vibration frequency and shear force on the deformation joint, the lateral damage risk index μ3 is calculated, and the calculation formula is: ; Where Δθ is the tilt angle, θ max is the maximum allowable tilt angle, F Z is the shear force on the expansion joint, F Zmax is the maximum shear force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α3 is the weight of the inclination angle on the lateral damage risk index, β3 is the weight of the shear force on the lateral damage risk index, and γ3 is the weight of the vibration frequency on the lateral damage risk index; The weight parameters in each formula can be obtained based on experience, experiments, or the model.

[0040] Step S304: Obtain the damage probability of the dock承受 the impact according to the damage risk index in the vertical direction, the damage risk index in the horizontal direction, and the damage risk index in the lateral direction.

[0041] The calculation formula for the damage probability P is: 。

[0042] By comprehensively considering multiple factors such as the damage risk index μ1 in the vertical direction, the damage risk index μ2 in the horizontal direction, and the damage risk index μ3 in the lateral direction, the final damage probability value is obtained. It can comprehensively reflect the stress conditions and damage risks of the dock structure in different directions, improving the accuracy and reliability of the monitoring system. By accurately calculating the damage probability, potential safety hazards can be detected in a timely manner, providing a scientific basis for the maintenance and management of the dock, thereby effectively extending the service life of the dock and ensuring the safe operation of the port.

[0043] After obtaining the damage probability, the risk level of the dock can be further determined. P is the damage probability, P1 is the first damage threshold, and P2 is the second damage threshold. When P ≤ P1, the dock risk level is low, indicating that the current dock structure is relatively safe and regular monitoring can continue; when P1 < P ≤ P2, the dock risk level is medium, indicating that there are certain safety hazards in the dock structure and the ships docked need to be reinforced to prevent potential risks; when P > P2, the dock risk level is high, indicating that there are serious safety hazards in the dock structure and emergency measures must be taken immediately, or even stop all affairs of the dock, and transfer the docked ships as soon as possible to ensure the safe operation of the port.

[0044] 如 Figure 2 所示,在本发明的一个实施例中,还给出了一种基于数字孪生的港口基础设施性能监测方法,具体包括如下步骤: Step S401: Obtain the physical entity of the dock, the dock scene structure, and the sensor group arranged in the dock entity, and generate a digital twin scene corresponding to the dock scene structure; Step S402: Obtain the performance monitoring data of the dock, the information of the ships docked in the dock, and the wind speed level through the sensor group arranged in the dock entity; Step S403: Obtain the probability of a ship impact event according to the structural parameters of the dock, the information of the ships docked in the dock, and the wind speed level; if the probability of a ship impact event is greater than the impact probability threshold, enter Step S404, otherwise return to Step 402; Step S404, based on the performance monitoring data of the wharf, the deformation data of the wharf deformation joint is obtained; based on the information of the ships docked in the wharf, the mooring force between the ship and the wharf is obtained; Step S405, obtaining a damage probability of the dock being subjected to the impact according to the deformation data of the deformation joint and the mooring force; Step S406: determine the risk level of the terminal according to the obtained damage probability, issue a warning signal of the corresponding level, and display it in the digital twin scene.

[0045] It should be noted that the terms used in the present invention are only for describing specific embodiments, rather than limiting the scope of the present invention. As shown in the present specification, unless the context clearly indicates an exception, the words "one", "a", "a kind of" and / or "the" do not specifically refer to the singular, but may also include the plural. The terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, method or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method or device. In the absence of more restrictions, the elements defined by the sentence "include one..." do not exclude the presence of other identical elements in the process, method or device including the elements.

[0046] It should also be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. Unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", etc. should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0047] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the technical solutions of the embodiments of the present invention.

Claims

1. A port infrastructure performance monitoring system based on digital twins, characterized in that: The system includes the following modules: The digital twin module is configured to: generate a virtual scene corresponding to the scene structure of the terminal based on the physical entity of the terminal; A sensing and monitoring module, comprising a sensor group arranged in the dock entity, the sensor group being used to obtain performance monitoring data of the dock, information of ships docked in the dock, and wind speed level; The data processing module is configured to: obtain the probability of a ship collision event according to the structural parameters of the dock provided by the digital twin module and the information of the ships docked in the dock and the wind speed level provided by the perception monitoring module; Based on the performance monitoring data of the wharf, deformation data of the wharf deformation joint is obtained; Based on the information of ships docked in the wharf, the mooring force between the ship and the wharf is obtained; The data analysis module is configured to: when the probability of a ship collision event is greater than a collision probability threshold, obtain a probability of damage to the dock caused by the collision according to the deformation data of the deformation joint and the mooring force; The early warning control module is configured to determine the risk level of the terminal according to the obtained damage probability, issue an early warning signal of the corresponding level, and display it on the digital twin module.

2. According to claim 1, a port infrastructure performance monitoring system based on digital twins is characterized in that: The sensor group includes a performance monitoring sensor group and an environment monitoring sensor group; The performance monitoring sensor group is composed of a static level, a crack meter, an inclinometer and a vibration accelerometer, and is used to obtain performance monitoring data of the dock; The environmental monitoring sensor group is composed of monitoring cameras and is used to obtain information about ships docked at the pier and wind speed levels.

3. According to claim 1, a port infrastructure performance monitoring system based on digital twins is characterized in that: According to the structural parameters of the wharf provided by the digital twin module and the information of the ships docked in the wharf and the wind speed level provided by the perception monitoring module, the probability of a ship collision event is obtained, specifically: S101, obtaining structural parameters of the wharf, information of ships docked in the wharf, and wind speed level; S102, pre-processing the structural parameters of the wharf, information of ships docked in the wharf, and wind speed levels; S103, inputting the pre-processed structural parameters of the wharf, the information of the ships docked in the wharf and the wind speed level into the trained probabilistic neural network, and outputting the probability of a ship collision event.

4. According to claim 2, a port infrastructure performance monitoring system based on digital twins is characterized in that: Based on the performance monitoring data of the wharf, the deformation data of the wharf deformation joint is obtained, specifically: The vertical deformation value of the expansion joint is obtained according to the monitoring data of the static level, the width change value of the expansion joint is obtained according to the monitoring data of the crack meter, the inclination angle of the expansion joint is obtained according to the monitoring data of the inclinometer, and the vibration frequency of the wharf structure is obtained according to the monitoring data of the vibration accelerometer.

5. The port infrastructure performance monitoring system based on digital twin according to claim 1 is characterized in that: Based on the information of the ships docked in the wharf, the mooring force between the ship and the wharf is obtained, specifically: Step S201, collecting vibration information of the ship's mooring rope; Step S202, obtaining the natural frequency of the ship cable according to the vibration information; Step S203, obtaining the mooring force of the ship cable according to the natural vibration frequency of the ship cable.

6. A port infrastructure performance monitoring system based on digital twins according to claim 4, characterized in that: According to the deformation data of the deformation joint and the mooring force, the damage probability of the dock being subjected to the impact is obtained, specifically: Step S301, determining a mooring force coefficient according to the information of the docked ship and the wind speed level; Step S302: Calculate the vertical force, horizontal force, and shear force exerted by the mooring force on the expansion joint based on the mooring force and the mooring force coefficient. Step S303: Calculate the damage risk index μ1 in the vertical direction according to the vertical deformation value, vibration frequency, and vertical force received by the expansion joint. The calculation formula is: ； Among them, ΔH is the vertical deformation value, H max is the maximum allowable deformation in the vertical direction, ρ is the mooring force coefficient, F Y is the vertical force on the expansion joint, F Ymax is the maximum vertical force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α1 is the weight of the vertical deformation on the damage risk index in the vertical direction, β1 is the weight of the vertical force on the damage risk index in the vertical direction, and γ1 is the weight of the vibration frequency on the damage risk index in the vertical direction; Calculate the damage risk index μ2 in the horizontal direction according to the width change value, vibration frequency, and horizontal force received by the expansion joint. The calculation formula is: ； Where ΔW is the width change value, W max is the maximum allowable change in the horizontal direction, F X is the horizontal force on the expansion joint, F Xmax is the maximum horizontal force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α2 is the weight of the width change value on the damage risk index in the horizontal direction, β2 is the weight of the horizontal force on the damage risk index in the horizontal direction, and γ2 is the weight of the vibration frequency on the damage risk index in the horizontal direction; Calculate the damage risk index μ3 in the lateral direction according to the inclination angle, vibration frequency, and shear force received by the expansion joint. The calculation formula is: ； Where Δθ is the tilt angle, θ max is the maximum allowable tilt angle, F Z is the shear force on the expansion joint, F Zmax is the maximum shear force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α3 is the weight of the inclination angle on the lateral damage risk index, β3 is the weight of the shear force on the lateral damage risk index, and γ3 is the weight of the vibration frequency on the lateral damage risk index; Step S304: Obtain the damage probability of the wharf bearing the impact based on the damage risk index in the vertical direction, the damage risk index in the horizontal direction, and the damage risk index in the lateral direction.

7. A port infrastructure performance monitoring system based on digital twins according to claim 6, characterized in that: The mooring force coefficient ρ is: ； Where, t is the tonnage of the docked ship, T max is the maximum tonnage of the ship allowed to dock at the port, and S is the wind speed level.

8. The port infrastructure performance monitoring system based on digital twin according to claim 6 is characterized in that: In the said step S304, the calculation formula for the damage probability P that the wharf bears the impact is: 。 9. The port infrastructure performance monitoring system based on digital twin according to claim 1 is characterized in that: Determine the risk level of the wharf according to the obtained damage probability, specifically: When P ≤ P1, the risk level of the wharf is low, and continue to monitor; When P1 < P ≤ P2, the risk level of the wharf is medium, and reinforce the berthed ships; When P > P2, the risk level of the wharf is high, and emergency measures need to be taken in a timely manner; Wherein, P is the damage probability, P1 is the first damage threshold, and P2 is the second damage threshold.

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