Automatic correction method of hull balance based on cooperative operation of multiple ship unloaders

Abstract

The present invention discloses a method for automatic correction of hull balance based on the collaborative operation of multiple ship unloaders, and specifically relates to the technical field of automatic correction of hull balance. When it is recognized that a ship enters an area to be unloaded, the volume and weight distribution of cargo in the cabin are monitored in real time; based on ship structural parameters and real-time weight data, the center of gravity coordinates and moment distribution of the hull are calculated; the imbalance risk level is judged by real-time monitoring of the lateral and longitudinal moment differences; the cabin is divided into multiple areas according to the working range of the ship unloader. If the cargo to be grabbed is at the intersection of two areas, it is necessary to comprehensively evaluate the area weight coefficient of the area to which the cargo coordinates belong, the movement cost coefficient of the current position of each ship unloader and its historical operation load index to determine the ship unloader number for grabbing the cargo; after the grabbing is completed, the update coefficient is calculated according to the imbalance risk level and the grabbing weight; when the update coefficient is greater than a system preset threshold, the center of gravity coordinates and moment distribution of the hull need to be updated.

Description

Technical Field

[0001] The present invention relates to the technical field of automatic correction of hull balance, and more particularly to a method for automatic correction of hull balance based on the coordinated operation of multiple ship unloaders. Background Art

[0002] Multi-unloader collaborative operation involves integrating the operations of multiple unloaders through intelligent technology. This allows them to dynamically coordinate their movements, share data, and adjust strategies in real time during the unloading process to maintain ship balance and improve overall efficiency. The core of this system is the use of high-precision sensors to monitor cargo weight distribution in real time, dynamically calculate the offset of the ship's center of gravity, and generate coordinated unloading instructions for multiple unloaders, thus avoiding the risk of ship tilting caused by traditional independent unloader operations.

[0003] In the existing technology, the center of gravity and torque of the ship need to be recalculated after grabbing the cargo, which wastes computing power and easily causes the unloader to react slowly.

[0004] In order to solve the above-mentioned defects, a technical solution is now provided. Summary of the Invention

[0005] In order to overcome the above-mentioned defects of the prior art, an embodiment of the present invention provides a method for automatically correcting the hull balance based on the collaborative operation of multiple ship unloaders to solve the problems raised in the above-mentioned background technology.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] The method for automatically correcting the hull balance based on the collaborative operation of multiple ship unloaders includes the following steps:

[0008] Identify the ship entering the unloading area and monitor the volume and weight distribution of the cargo in the hold in real time; calculate the center of gravity coordinates and moment distribution of the ship based on the ship's structural parameters and real-time weight data; and determine the imbalance risk level by real-time monitoring of the lateral and longitudinal moment differences;

[0009] The ship hold is divided into multiple zones based on the unloader's operating range, with each unloader responsible for unloading in its own zone. If the cargo to be picked up is at the junction of two zones, the unloader number to be picked up is determined by comprehensively evaluating the area weight coefficient of the zone to which the cargo coordinates belong, the movement cost coefficient of each unloader's current position, and its historical operating load index.

[0010] After the grab is completed, the update coefficient is calculated based on the imbalance risk level and the grabbed weight; when the update coefficient is greater than the system preset threshold, the center of gravity coordinates and moment distribution of the hull need to be updated.

[0011] In a preferred embodiment, the steps for calculating the coordinates of the center of gravity and the moment distribution of the ship based on the ship structural parameters and real-time weight data are as follows: establish a three-dimensional coordinate system of the ship, with the origin located at the intersection of the baseline and the mid-longitudinal section, the longitudinal X-axis pointing to the bow, the transverse Y-axis pointing to the starboard, and the vertical Z-axis pointing vertically upward; for each weight unit, obtain its real-time weight and centroid coordinates , calculate the center of gravity coordinates of the entire ship by weighted average: ; ; ; The coordinates of the center of gravity represents the weighted average position of the whole ship's weight distribution, where is the real-time weight of each cabin or load unit, 、 、 is the coordinate of the centroid of the corresponding unit;

[0012] The moment distribution requires calculating the static moments of each unit about the three axes separately, including the lateral tilting moment: ;Longitudinal pitch moment: ; Vertical torque .

[0013] In a preferred embodiment, the Real-time monitoring by sensors or acquisition from preset databases; 、 、 Based on the ship structure drawings or digital models, the cabin layout parameters need to be input into the system in advance.

[0014] In a preferred embodiment, the stability threshold is set according to the ship stability manual, including the initial stability height GM ≥ 0.15 m, the maximum heel angle θmax ≤ 12° and the longitudinal limit, and the lateral stability formula is used to calculate the stability threshold. Verify, if the calculated result exceeds the stability threshold, it is necessary to optimize the load distribution or adjust the ballast water, and at the same time verify the effect of free liquid surface and the influence of water in the cabin on the center of gravity to ensure that the moment distribution meets the requirements. and longitudinal strength requirements, ultimately generating an imbalance risk level.

[0015] In a preferred embodiment, when monitoring the ship unloader grab operation causing the ship torque deviation, the system first obtains the grab load weight in real time through the built-in dynamic weighing module; and verifies the deviation between the actual tilt angle θ of the ship and the theoretical value through the attitude sensor. ; The system will deviate e(t) and its rate of change Input the fuzzy PID controller, and in the fuzzification stage, the continuous quantity is converted into fuzzy language variables through the triangle membership function. According to the set fuzzy rules, the PID parameter adjustment amount is obtained by defuzzification using the centroid method. 、 、 , realizing the adaptive update of control parameters; in the compensation strategy generation link, the controller outputs the compensation torque; the scheduling algorithm gives priority to the ship unloader group that is diagonally distributed with the disturbance source according to the spatial topological relationship, and finally performs the balancing operation by adjusting the ship unloaders in the diagonal area by solving the constrained optimization problem.

[0016] In a preferred embodiment, the control variable is continuously updated during the fuzzy PID process by fusing multi-source sensor data through a Kalman filter.

[0017] In a preferred embodiment, when the cargo is located at the regional boundary, the decision-making system comprehensively evaluates the area weight coefficient of the area to which the cargo coordinates belong, the movement cost coefficient of the current position of each unloader and its historical operating load index, and calculates the working coefficient of the unloader near the regional boundary by weighted summation; determines which specific unloader to allocate for the grabbing work based on the working coefficient value of the unloader near the regional boundary; the unloader with the larger value is used as the working unloader.

[0018] In a preferred embodiment, the area weight coefficient of the region to which the cargo coordinates belong is mapped by GIS coordinates to calculate the projected area ratio of cargo i in the boundary region j; specifically, the area weight coefficient of the region to which the cargo coordinates belong is equal to the coverage area of ​​cargo i in region j divided by the total projected area of ​​the cargo;

[0019] The movement cost coefficient of the current position of each ship unloader is equal to the movement distance of ship unloader k from the current position to area j;

[0020] The historical workload index is calculated using a sliding window statistical method, and the formula is as follows: ;in represents the cargo unloading equivalent completed by unloader k in the past 2 hours; represents the rated capacity of the ship unloader; λ is the attenuation factor, which represents the attenuation rate of the impact of historical workload on the current load; it can be verified by Monte Carlo simulation.

[0021] In a preferred embodiment, after each grab is completed, the update coefficient is calculated by weighted summation according to the imbalance risk level and the weight of the grab.

[0022] In a preferred embodiment, when the update coefficient is greater than the system preset threshold, the center of gravity coordinates and moment distribution of the hull need to be updated; then, the next cargo grabbing position is determined based on the updated center of gravity coordinates, moment distribution and generated compensation strategy of the hull; and at the same time, the imbalance risk level of the ship is updated.

[0023] The technical effects and advantages of the present invention are as follows:

[0024] The invention first identifies when a ship enters the unloading area and uses high-precision pressure sensors, laser scanners, or 3D imaging technology to monitor the volume and weight distribution of cargo within the hold in real time. Based on the ship's structural parameters and real-time weight data, the coordinates of the ship's center of gravity and moment distribution are calculated.

[0025] Safety thresholds are set according to the ship's stability manual. Real-time monitoring of lateral and longitudinal torque differences determines the imbalance risk level, thereby determining the location of the cargo to be grabbed and controlling the unloader to grab it, thus preventing the ship from tilting. When a torque offset is detected during grab operation of a ship unloader, the system generates a compensation strategy based on a fuzzy PID control algorithm, prioritizing unloaders in diagonal areas for trimming operations. For spatial scheduling, a Delaunay triangulation algorithm is used to divide the cargo hold into dynamic operating units. A Delaunay triangulation network is dynamically constructed based on the coordinates of the unloader's operating base points. The algorithm enforces two constraints: the maximum side length of a triangle must not exceed twice the length of the unloader arm to avoid cross-zone interference, and the minimum internal angle is limited to 25° to prevent the generation of narrow units and joint overruns. The operating displacement of each unloader is calculated using a convex hull algorithm. For cargo in border areas, the decision-making system comprehensively evaluates the area weight coefficient of the area to which the cargo coordinates belong, the movement cost coefficient of each unloader's current position, and its historical operating load index to achieve optimal task allocation, thereby ensuring precise allocation of grabbing tasks.

[0026] After the grab is complete, the imbalance risk level and the weight of the grab are used to determine whether the center of gravity coordinates and moment distribution need to be updated. This avoids the waste of computing power caused by frequent calculations of the center of gravity coordinates of the ship. The next grab position is then determined based on the center of gravity coordinates, moment distribution, and the generated compensation strategy. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to facilitate understanding by those skilled in the art, the present invention will be further described below with reference to the accompanying drawings;

[0028] Figure 1 It is a flow chart of the automatic correction method of hull balance based on the cooperative operation of multiple ship unloaders of the present invention;

[0029] Figure 2 It is a schematic diagram of the process of balancing operation of the present invention. DETAILED DESCRIPTION

[0030] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. 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 making creative efforts are within the scope of protection of the present invention.

[0031] Example 1

[0032] The system first identifies a vessel entering the unloading area and uses high-precision pressure sensors, laser scanners, or 3D imaging technology to monitor the volume and weight distribution of cargo within the hold in real time. Based on the vessel's structural parameters and real-time weight data, it calculates the coordinates of the vessel's center of gravity (lateral, longitudinal, and vertical) and moment distribution.

[0033] Safety thresholds are set according to the ship's stability manual. Real-time monitoring of lateral and longitudinal torque differences determines the imbalance risk level, thereby determining the location of the cargo to be grabbed and controlling the unloader to grab it, thus preventing the ship from tilting. When a torque offset is detected during grab operation of a ship unloader, the system generates a compensation strategy based on a fuzzy PID control algorithm, prioritizing unloaders in diagonal areas for trimming operations. For spatial scheduling, a Delaunay triangulation algorithm is used to divide the cargo hold into dynamic operating units. A Delaunay triangulation network is dynamically constructed based on the coordinates of the unloader's operating base points. The algorithm enforces two constraints: the maximum side length of a triangle must not exceed twice the length of the unloader arm to avoid cross-zone interference, and the minimum internal angle is limited to 25° to prevent the generation of narrow units that could lead to joint overruns. The operating displacement of each unloader is calculated using a convex hull algorithm. For cargo in border areas, the decision-making system comprehensively evaluates the area weight coefficient of the area to which the cargo coordinates belong, the movement cost coefficient of each unloader's current position, and its historical operating load index to achieve optimal task allocation.

[0034] After a grab is completed, the imbalance risk level and the weight of the grab are used to determine whether the center of gravity coordinates and moment distribution need to be updated, thus avoiding frequent calculations of the center of gravity coordinates. The next grab position is then determined based on the center of gravity coordinates, moment distribution, and the generated compensation strategy.

[0035] The present invention is based on the automatic correction method of hull balance of multiple unloaders working together. Figure 1 As shown, the following steps are included:

[0036] Identify the ship entering the unloading area and monitor the volume and weight distribution of the cargo in the hold in real time; calculate the center of gravity coordinates and moment distribution of the ship based on the ship's structural parameters and real-time weight data; and determine the imbalance risk level by real-time monitoring of the lateral and longitudinal moment differences;

[0037] The ship hold is divided into multiple zones based on the unloader's operating range, with each unloader responsible for unloading in its own zone. If the cargo to be picked up is at the junction of two zones, the unloader number to be picked up is determined by comprehensively evaluating the area weight coefficient of the zone to which the cargo coordinates belong, the movement cost coefficient of each unloader's current position, and its historical operating load index.

[0038] After the grab is completed, the update coefficient is calculated based on the imbalance risk level and the grabbed weight; when the update coefficient is greater than the system preset threshold, the center of gravity coordinates and moment distribution of the hull need to be updated.

[0039] specific;

[0040] First, once a vessel is identified as entering the unloading area, high-precision pressure sensors, laser scanners, or 3D imaging technology are used to monitor the volume and weight distribution of cargo within the hold in real time. Specifically, a high-precision strain gauge pressure sensor array is deployed at a density of 4-6 measurement points per square meter on the cargo hold's bottom frame and load-bearing beams. This is combined with a digital compensation circuit to eliminate temperature drift and mechanical vibration noise. Simultaneously, a ceiling-mounted Velodyne VLP-32C lidar and a structured light 3D camera form a multi-view scanning array. Using an inertial measurement unit (IMU), the system compensates for vessel motion errors in real time, generating millimeter-level 3D point cloud data.

[0041] An improved DS evidence theory is used to fuse data, linking weight distribution with volumetric characteristics. Combined with a pre-built cargo density-morphology knowledge graph, load trends are predicted using an LSTM network. A 3D reconstruction engine uses an improved Poisson surface algorithm to segment cargo units in real time, dynamically displaying weight distribution as a heat map in a WebGL visualization interface. Real-time stability parameters are also calculated using the ship's hydrodynamic model.

[0042] The steps to calculate the center of gravity coordinates and stability thresholds based on ship structural parameters and real-time weight data are as follows: Establish a three-dimensional coordinate system for the ship, with the origin at the intersection of the baseline (bottom) and the mid-longitudinal section, the longitudinal X-axis pointing to the bow, the transverse Y-axis pointing to the starboard, and the vertical Z-axis pointing vertically upward. For each weight unit (such as cargo, fuel, ballast water), obtain its real-time weight and centroid coordinates , calculate the center of gravity coordinates of the entire ship by weighted average: ; ; The coordinates of the center of gravity are represents the weighted average position of the whole ship's weight distribution, where is the real-time weight of each compartment or load unit (such as cargo, ballast water), 、 、 is the coordinate of the center of mass of the corresponding unit. The horizontal (Y-axis) center of gravity position affects the ship's heel, the longitudinal (X-axis) determines the trim, and the vertical (Z-axis) is related to the stability height.

[0043] Further Real-time monitoring through sensors or acquisition from preset databases (such as cargo loading lists and fuel consumption); 、 、 Based on the ship structure drawings or digital models, the cabin layout parameters (such as cargo hold geometric center, oil tank location) need to be entered into the system in advance.

[0044] The moment distribution requires calculating the static moments of each unit about the three axes separately, including the lateral tilting moment: ;Longitudinal pitch moment: ; Vertical torque .

[0045] The stability safety threshold is set according to the ship stability manual, including the initial stability height GM ≥ 0.15 m, the maximum heel angle θmax ≤ 12∘ and the longitudinal limit (such as the draft difference does not exceed 1% of the ship length). Verify, if the calculated result exceeds the threshold, it is necessary to optimize the load distribution or adjust the ballast water, and at the same time verify the free surface effect and the influence of water in the cabin on the center of gravity to ensure that the moment distribution meets the requirements. and longitudinal strength requirements, ultimately generating an imbalance risk level.

[0046] The system first constructs a high-precision 3D model of the cargo hold using multi-source sensor data. A laser SLAM system generates point cloud data with an accuracy of 0.5 cm / m³. This system uses BeiDou / GNSS and UWB fusion positioning technology to obtain the coordinates of the unloader base. A pre-set obstacle database is also used to mark the locations of hull structural components. Quaternion rotation transformations are used to normalize the original coordinate system to a standardized rectangular coordinate system with the ship's keel as the X-axis and the ship's breadth as the Y-axis, eliminating spatial distortion caused by the ship's pitch and roll.

[0047] When it is detected that the operation of a ship unloader grab (with a built-in dynamic weighing module) causes the ship's torque offset, the system generates a compensation strategy based on the fuzzy PID control algorithm, and prioritizes the dispatch of the diagonal area ship unloader for balancing operations.

[0048] Specifically, when it is detected that the ship unloader grab operation causes the ship torque deviation, such as Figure 2 As shown in the figure, the system first obtains the grab load weight in real time through the built-in dynamic weighing module; and verifies the deviation between the actual tilt angle θ of the ship and the theoretical value through the attitude sensor. The system will deviate from e(t) and its rate of change Input fuzzy PID controller, in the fuzzification stage, the continuous quantity is converted into 7 language variables such as "negative large", "zero", "positive large" through the triangular membership function, according to the 49 fuzzy rules set in the expert experience library (such as "if the deviation is positive and the rate of change is negative, then the output proportional coefficient increment is negative"). is negative"), and the PID parameter adjustment value is obtained by defuzzification using the center of gravity method. 、 、 , enabling adaptive updates of control parameters. During the compensation strategy generation phase, the controller outputs compensation torque. The scheduling algorithm prioritizes groups of ship unloaders diagonally distributed from the disturbance source based on spatial topology. By solving a constrained optimization problem, it ultimately adjusts the unloaders in the diagonal region to perform trimming operations. During this process, the control variables are continuously updated using a Kalman filter to fuse multi-source sensor data.

[0049] The hold is divided into zones based on the unloader's operating radius. Specifically, a Delaunay triangulation is dynamically constructed using the Bowyer-Watson incremental triangulation algorithm, using the coordinate set P = {p1, p2, ..., pn} (where n is the number of unloaders) of the unloader's operating base points. The algorithm enforces two constraints: the maximum side length of a triangle must not exceed twice the unloader arm length to prevent cross-zone interference, and the minimum internal angle is limited to 25° to prevent the generation of narrow elements that could lead to joint overruns. When the cargo volume change rate exceeds 5% / min or the unloader position offset exceeds 0.5m, a local triangulation reconstruction mechanism is triggered, incrementally updating only the affected topological areas to reduce computational load.

[0050] The Delaunay triangulation is further mapped to a Voronoi diagram through dual transformation, and each ship unloader corresponds to a dynamic Voronoi polygon operation unit. The historical operation efficiency weighting factor is introduced. , according to the unit time operation volume of each ship unloader The Voronoi cell boundaries are adjusted in real time to achieve load balancing. For example, if a ship unloader is significantly more efficient than other equipment, its area of ​​responsibility will be expanded to less efficient areas, forming an adaptive spatial redistribution.

[0051] Simultaneously, the reachable domain is modeled and the safety margin is optimized. The forward kinematic equations are solved based on the ship unloader's DH parameter model, and the grab bucket's reachable coordinate set S = {s1, s2, ..., sm} is generated by traversing each joint angle combination. Collision detection is performed using the Gilbert-Johnson-Keerthi (GJK) distance algorithm, eliminating points that interfere with cargo hold walls and fixed equipment to form a safe reachable domain. Andrew's monotone chain algorithm is used to extract the convex polygon vertex sequence C = {c1, c2, ..., ck} from the reachable point set SS. The time complexity is kept to O(n log n), meeting real-time requirements.

[0052] The initial convex hull boundary is double optimized: the curvature of the convex hull edge is smoothed using Bézier curve fitting technology, and the spacing between control points is strictly limited to within 10% of the theoretical maximum arm span R to ensure a smooth transition of the robot arm's motion trajectory; a 3σ safety buffer (σ is the standard deviation of the positioning system) is added to correct the nominal operating radius to , effectively avoiding the risk of positioning drift.

[0053] Furthermore, when the cargo stacking height exceeds the preset threshold, the height constraint mode is activated and the operating radius is dynamically adjusted. ,in To capture the height in real time, Furthermore, a wind speed sensor is installed on the top of the ship unloader; if the wind speed is detected to be greater than 10m / s, the anti-roll mode is activated and the operating radius of the ship unloader is automatically reduced to 85% of the nominal value.

[0054] When cargo is located at a regional boundary, the decision-making system comprehensively evaluates the area weight coefficient of the region to which the cargo coordinates belong, the movement cost coefficient of each unloader's current location, and its historical workload index. The weighted summation then calculates the operating coefficient of the unloaders near the regional boundary. The operating coefficient values ​​of the unloaders near the regional boundary determine which unloader will be assigned to the grab; the unloader with the higher value is designated as the active unloader.

[0055] Furthermore, the specific formula for calculating the working coefficient of the ship unloader near the boundary of the area by weighted summation is as follows: ;in Represents the working coefficient of the ship unloader near the boundary of the area; 、 、 They are the area weight coefficient of the area to which the cargo coordinates belong, the moving cost coefficient of the current position of each unloader and the weight coefficient of its historical operating load index.

[0056] After determining the working coefficient of the ship unloader near the regional boundary, the specific ship unloader to be deployed for the grabbing work is determined according to the working coefficient value of the ship unloader near the regional boundary; the larger the working coefficient value of the ship unloader near the regional boundary, the higher the grabbing priority of the ship unloader.

[0057] The area weight coefficient of the area to which the cargo coordinates belong ; Calculate the proportion of the projected area of ​​cargo i in the boundary area j through GIS coordinate mapping; specifically, the area weight coefficient of the area to which the cargo coordinates belong is equal to the coverage area of ​​cargo i in area j divided by the total projected area of ​​the cargo.

[0058] The moving cost coefficient of each ship unloader at its current position is Dynamically calculate the path cost for ship unloader k from its current location to area j. Specifically, the path cost is influenced by factors such as the distance ship unloader k needs to travel from its current location to area j and the obstacles it needs to avoid. The higher the path cost, the smaller the duty coefficient of ship unloader k.

[0059] The historical workload index ; Calculated using sliding window statistics: ;in represents the cargo unloading equivalent completed by unloader k in the past 2 hours; represents the rated capacity of the ship unloader; λ is the attenuation factor, which represents the attenuation rate of the impact of historical workload on the current load; it can be verified by Monte Carlo simulation. For example, when λ=0.05, the weight of the workload 2 hours ago is reduced to 12%.

[0060] After each grab is completed, the need to update the center of gravity coordinates and moment distribution of the hull is determined based on the imbalance risk level and the grabbed weight. Specifically, the update coefficient is calculated using the following formula: F=d*dj+f*zl; where F represents the update coefficient; dj represents the imbalance risk level; zl represents the grabbed weight; d and f represent the imbalance risk level and the grabbed weight weight coefficient, respectively.

[0061] This avoids frequent calculations of the ship's center of gravity coordinates, saving computing power and response time. When the update coefficient exceeds the system's preset threshold, the ship's center of gravity coordinates and moment distribution are updated. The next cargo grab position is then determined based on the updated center of gravity coordinates, moment distribution, and the generated compensation strategy. The ship's imbalance risk level is also updated.

[0062] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0063] In the several embodiments provided in this application, it should be understood that the disclosed systems, devices and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0064] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0065] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0066] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. The method for automatically correcting the hull balance based on the collaborative operation of multiple ship unloaders is characterized by: The following steps are involved: Identify the ship entering the unloading area and monitor the volume and weight distribution of the cargo in the hold in real time; calculate the center of gravity coordinates and moment distribution of the ship based on the ship's structural parameters and real-time weight data; and determine the imbalance risk level by real-time monitoring of the lateral and longitudinal moment differences; The ship hold is divided into multiple zones based on the unloader's operating range, with each unloader responsible for unloading in its own zone. If the cargo to be picked up is at the junction of two zones, the unloader number to be picked up is determined by comprehensively evaluating the area weight coefficient of the zone to which the cargo coordinates belong, the movement cost coefficient of each unloader's current position, and its historical operating load index. After the grab is completed, the update coefficient is calculated based on the imbalance risk level and the grabbed weight; when the update coefficient is greater than the system preset threshold, the center of gravity coordinates and moment distribution of the hull need to be updated.

2. The method for automatically correcting hull balance based on the coordinated operation of multiple ship unloaders according to claim 1 is characterized in that: The steps for calculating the coordinates of the center of gravity and moment distribution of the ship based on the ship's structural parameters and real-time weight data are as follows: establish a three-dimensional coordinate system for the ship, with the origin at the intersection of the baseline and the mid-longitudinal section, the longitudinal X-axis pointing to the bow, the transverse Y-axis pointing to the starboard, and the vertical Z-axis pointing vertically upward; for each weight unit, obtain its real-time weight W i and the centroid coordinates (x i ,y i ,z i ), calculate the center of gravity coordinates of the entire ship by weighted average: The coordinates of the center of gravity (X g ,Y g ,Z g ) represents the weighted average position of the whole ship's weight distribution, where W i is the real-time weight of each cabin or load unit, x i 、y i 、z i is the coordinate of the centroid of the corresponding unit; The moment distribution requires the calculation of the static moment of each unit on the three axes, including the lateral tilt moment: M x =∑W i (y i -Y g ); longitudinal pitch moment: M y =∑W i (x i -X g ); vertical torque 3. The method for automatically correcting hull balance based on the coordinated operation of multiple ship unloaders according to claim 2 is characterized in that: The W i Real-time monitoring by sensors or acquisition from preset database; i 、y i 、z i Based on the ship structure drawings or digital models, the cabin layout parameters need to be input into the system in advance.

4. The method for automatically correcting hull balance based on the coordinated operation of multiple ship unloaders according to claim 2 is characterized in that: The stability threshold is set according to the ship stability manual, including the initial stability height GM ≥ 0.15m, the maximum heel angle θmax ≤ 12° and the longitudinal limit, and the transverse stability formula is used to determine the stability threshold. Verify. If the calculated result exceeds the stability threshold, it is necessary to optimize the load distribution or adjust the ballast water. At the same time, verify the free surface effect and the influence of water in the cabin on the center of gravity to ensure that the moment distribution meets ∑M x ≤Δ·GM·sinθ max and longitudinal strength requirements, ultimately generating an imbalance risk level.

5. The method for automatically correcting hull balance based on the coordinated operation of multiple ship unloaders according to claim 2 is characterized in that: When the unloader grab operation is detected to cause the ship's torque deviation, the system first obtains the grab load weight in real time through the built-in dynamic weighing module; and verifies the deviation between the actual ship tilt angle θ and the theoretical value e(t=θ through the attitude sensor. real -θ ref ; The system will deviate e(t) and its rate of change Input the fuzzy PID controller, and in the fuzzification stage, the continuous quantity is converted into fuzzy language variables through the triangle membership function. According to the set fuzzy rules, the PID parameter adjustment value ΔK is obtained by defuzzification using the centroid method. p , ΔK i , ΔK d , realizing the adaptive update of control parameters; in the compensation strategy generation link, the controller outputs the compensation torque; the scheduling algorithm gives priority to the ship unloader group that is diagonally distributed with the disturbance source according to the spatial topological relationship, and finally performs the balancing operation by adjusting the ship unloaders in the diagonal area by solving the constrained optimization problem.

6. The method for automatically correcting hull balance based on the coordinated operation of multiple ship unloaders according to claim 5 is characterized in that: In the fuzzy PID process, the control variable is continuously updated by fusing multi-source sensor data through the Kalman filter.

7. The method for automatically correcting hull balance based on the coordinated operation of multiple ship unloaders according to claim 1 is characterized in that: When the cargo is located at the regional boundary, the decision-making system comprehensively evaluates the area weight coefficient of the area to which the cargo coordinates belong, the movement cost coefficient of the current position of each unloader and its historical operating load index, and calculates the working coefficient of the unloader near the regional boundary by weighted sum; according to the working coefficient value of the unloader near the regional boundary, it determines which specific unloader to allocate for the grabbing work; the one with the larger value is used as the working unloader.

8. The method for automatically correcting hull balance based on the coordinated operation of multiple ship unloaders according to claim 7 is characterized in that: The area weight coefficient of the region to which the cargo coordinates belong is mapped through GIS coordinates to calculate the proportion of the projected area of ​​cargo i in the boundary region j. Specifically, the area weight coefficient of the region to which the cargo coordinates belong is equal to the coverage area of ​​cargo i in region j divided by the total projected area of ​​the cargo; The movement cost coefficient of the current position of each ship unloader is equal to the movement distance of ship unloader k from the current position to area j; The historical workload index is calculated using a sliding window statistical method, and the formula is as follows: L k =1-e -λt *Q k / Q max ; where Q k represents the cargo unloading equivalent completed by unloader k in the past 2 hours; Q max represents the rated capacity of the ship unloader; λ is the attenuation factor, which represents the attenuation rate of the impact of historical workload on the current load; it can be verified by Monte Carlo simulation.

9. The method for automatically correcting hull balance based on cooperative operation of multiple ship unloaders according to claim 1 is characterized in that: After each crawl is completed, the update coefficient is calculated by weighted summation based on the imbalance risk level and the weight of the crawl.

10. The method for automatically correcting hull balance based on the coordinated operation of multiple ship unloaders according to claim 9, characterized in that: When the update coefficient is greater than the system's preset threshold, the ship's center of gravity coordinates and moment distribution need to be updated; then, the next cargo grabbing position is determined based on the updated center of gravity coordinates, moment distribution, and the generated compensation strategy; and the ship's imbalance risk level is updated at the same time.

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