A quick loading and unloading cargo hold of a transfer barge and a control method thereof

Abstract

This application relates to a cargo hold and its control method for rapid loading and unloading of cargo on a transshipment barge, belonging to the field of marine technology. It includes a W-shaped cargo hold with two symmetrical unloading ports along the bow and stern lines of the barge at its bottom, each port equipped with an adjustable-opening hatch assembly; and a cargo distribution detection module installed inside the cargo hold to acquire surface area information of the cargo stack within the hold, calculate the center of gravity position of the hold based on this information, and calculate the opening degree distribution of the unloading ports at the bottom of the hold based on the center of gravity position information; and a controller whose data input terminal is connected to the data output terminal of the cargo distribution detection module, and whose signal output terminal is connected to the signal input terminals of several hatch assemblies, for receiving the opening degree distribution results and adjusting the opening degree of the unloading ports at the bottom of the hold. This application ensures the stability of the barge during the unloading process.

Description

Technical Field

[0001] This application relates to the field of marine technology, and in particular to a cargo hold for rapid loading and unloading of cargo on a transshipment barge and a method for controlling such cargo. Background Technology

[0002] With the continuous development of global trade, the demand for maritime transportation of bulk commodities such as iron ore is increasing. As an important tool for maritime cargo transportation, the loading and unloading efficiency and the wear resistance of the cargo holds of self-unloading barges directly affect transportation costs and time.

[0003] Self-unloading transshipment barges are transshipment barges that use onboard unloading equipment to continuously transport bulk cargoes such as ore, coal, cement, grain, or salt out of the ship's hold. In existing technology, the cargo hold of common self-unloading transshipment barges has a V-shaped or W-shaped cross-section. A longitudinal conveyor belt runs the length of the ship through the hold. Cargo flows into the longitudinal conveyor belt via controllable hatch assemblies and is then transported to the hoisting conveyor located at the bow or stern. From there, it is transported to the feeding conveyor on the open deck and then dumped ashore.

[0004] However, existing barges lack a detection module in their cargo holds to monitor the surface distribution of cargo inside, making it impossible to adjust the opening of the hatch assembly below the unloading port based on the cargo distribution above it. If uneven cargo distribution occurs above the unloading port during unloading, it can easily cause the barge to tilt, affecting its stability. Summary of the Invention

[0005] To ensure the stability of barges during unloading, this application provides a cargo hold for rapid loading and unloading of transshipment barges and a control method thereof.

[0006] The technical solution provided in this application for a rapid loading and unloading cargo hold and its control method on a transshipment barge adopts the following:

[0007] A cargo hold for rapid loading and unloading on a transshipment barge includes a W-shaped cargo hold. Two sets of symmetrical unloading ports are provided along the bow and stern lines of the barge at the bottom of the cargo hold. Each unloading port is equipped with an adjustable door assembly.

[0008] The cargo distribution detection module is installed in the cargo hold to acquire surface area information of the cargo stack in the cargo hold, calculate the center of gravity position of the cargo hold based on the surface area information of the cargo stack in the cargo hold, and calculate the opening distribution result of the unloading port at the bottom of the cargo hold based on the center of gravity position information of the cargo hold.

[0009] The controller has a data input terminal connected to the data output terminal of the cargo distribution detection module, and a signal output terminal connected to the signal input terminals of several hatch components. It is used to receive the opening allocation results and adjust the opening of the unloading port at the bottom of the cargo hold.

[0010] By adopting the above technical solution, when the barge docks and the transfer trolley on the pier aligns with the longitudinal conveyor belt on the barge, relevant personnel in the control cabin can set the unloading sequence of the cargo hold through the control panel in the control cabin. Subsequently, relevant personnel can input the command to start unloading, which can control the hatch assembly at the bottom of the cargo hold to open the unloading port according to the initial opening, so that the cargo in the cargo hold can flow out through the opened unloading port. During the process of the cargo flowing out through the two unloading ports and being continuously sent out by the longitudinal conveyor belt in the barge, the cargo distribution detection module collects the surface point cloud data of the cargo in the cargo hold at set time intervals, and obtains the center of gravity position information of the cargo pile in the cargo hold based on the surface point cloud data of the cargo in the cargo hold and the cargo hold model. Based on the center of gravity position information of the cargo in the cargo hold and the unloading port opening distribution result, by adjusting the opening of the unloading port at the bottom of the cargo hold, the cargo hold can be kept stable, reducing the occurrence of attitude imbalance and tilting during barge unloading, and improving the overall stability of the barge during unloading.

[0011] Preferably, the bottom of the cargo hold is provided with a spire-shaped support structure, which consists of two support inclined plates. The two support inclined plates are arranged along the length of the cargo hold. The two inner sidewalls of the cargo hold near the bottom are inclined inward. A unloading bucket unit is formed between the two support inclined plates and the two inner sidewalls of the cargo hold. The two sets of unloading ports are evenly arranged at the bottom of the two unloading bucket units.

[0012] A horizontal partition is provided between any two adjacent unloading ports, and the two ends of the horizontal partition are fixedly connected to the inner side wall of the cargo hold and the supporting inclined plate, respectively.

[0013] By adopting the above technical solution, the support structure at the bottom of the cargo hold can form a W-shaped structure. During the unloading process, the spire-like support structure composed of two inclined support plates can divert the cargo, allowing the cargo in the cargo hold to flow quickly into the two unloading ports and out, thus optimizing the cargo unloading rate. The transverse partition between the unloading ports can enhance the structural strength around the unloading ports and also serve to divide the cargo hold into zones, facilitating the unloading of cargo in different areas.

[0014] Preferably, the cargo distribution detection module includes:

[0015] The first radar, installed inside the cargo hold and located near the bow of the barge, is used to collect surface point cloud data of the cargo on the side near the bow.

[0016] The second radar is installed inside the cargo hold, located near the stern of the barge, and is used to collect surface point cloud data of the cargo on the side near the stern.

[0017] The data processor has its data input end connected to the data output ends of the first radar and the second radar. It is used to calculate the cargo distribution data of the cargo at the open unloading port based on the surface point cloud data of the cargo, and to calculate the opening degree allocation result of the two unloading ports based on the cargo distribution data.

[0018] Both the first radar and the second radar are millimeter-wave radars.

[0019] By adopting the above technical solution, during the process of cargo flowing out of the cargo hold through the two open unloading ports, the radar closest to the first pair of open ports can be selected for cargo scanning based on the unloading sequence of the cargo hold. If the unloading sequence of the cargo in the cargo hold is from bow to stern, the first radar is activated to perform surface detection on the cargo above the open unloading ports and collect cargo surface point cloud data. If the unloading sequence of the cargo in the cargo hold is from stern to bow, the second radar is activated to perform surface detection on the cargo above the open unloading ports and collect cargo surface point cloud data. By processing the cargo surface point cloud data above the unloading ports through a data processor, the cargo distribution on the two open unloading ports can be calculated, and the opening degree of the two open unloading ports can be allocated based on the cargo distribution on the two unloading ports. This can reduce the occurrence of uneven cargo distribution on the two unloading ports affecting the barge's attitude.

[0020] A control method for cargo holds of a transshipment barge for rapid loading and unloading, characterized by comprising the following steps:

[0021] Step S1: Establish a database to store information on unloading ports at the bottom of the cargo hold. The unloading port information includes the coordinates of the center point of the unloading port, the unloading port number, the unloading sequence of the unloading port, the maximum opening data of each unloading port, and the empty cargo hold model.

[0022] Step S2: Data Acquisition. During the unloading process at the bottom of the cargo hold, the initial point cloud data inside the cargo hold is acquired by multiple radars at set time intervals.

[0023] Step S3: Barge center of gravity calculation. Based on the surface area of ​​the cargo inside the hold during unloading, calculate the position of the center of gravity of the hold.

[0024] Step S4: Cargo hold center of gravity adjustment. Based on the position of the cargo hold's center of gravity during unloading, the opening of the unloading port is allocated to adjust the position of the cargo hold's center of gravity.

[0025] Preferably, step S1 includes the following steps:

[0026] Step S11: Divide the bottom of the cargo hold into multiple unloading units along the bow and stern lines of the barge. Each unloading unit includes two unloading ports, and the two unloading ports of the same unloading unit are symmetrical about the internal support structure of the cargo hold.

[0027] Step S12: Number the multiple unloading units sequentially along the bow towards the stern of the barge, and number each unloading unit individually.

[0028] Step S13: Determine the opening sequence of the unloading units based on the location of the unloading port at the bottom of the cargo hold, and number the unloading ports in each unloading unit.

[0029] Preferably, step S3 includes the following steps:

[0030] Step S31: During the unloading process in the cargo hold, initial point cloud data of the cargo hold is collected by multiple radars at set time intervals.

[0031] Step S32: Preprocess the initial point cloud data to obtain the cargo hold depth image and the cargo hold 3D point cloud, and divide the 2D cargo stack area in the cargo hold depth image.

[0032] Step S33: Map the two-dimensional cargo stack area to the empty cargo hold model to obtain the cargo stack surface region;

[0033] Step S34: Based on the surface region of the cargo stack and the empty cargo hold model, calculate the centroid coordinates of the surface region of the cargo stack within the cargo hold using a numerical approximation method.

[0034] Preferably, step S32 includes the following steps:

[0035] Step S321: Set up target detection and annotate 2D bounding boxes in the cargo hold depth image using the target detection model;

[0036] Step S322: Divide the two-dimensional cargo stack area in the cargo hold depth image using a 2D bounding box.

[0037] Preferably, step S33 includes the following steps:

[0038] Step S331: Obtain the depth value of the boundary pixels of the 2D bounding box;

[0039] Step S332: Based on the depth values ​​of the boundary pixels of the 2D bounding box, convert the 2D coordinates of the boundary of the 2D bounding box into 3D coordinates through inverse projection to obtain multiple three-dimensional boundary points.

[0040] Step S333: Obtain the minimum boundary formed by the three-dimensional boundary points;

[0041] Step S334: Map the minimum boundary to the empty cargo hold model to obtain the surface region of the cargo stack.

[0042] Preferably, step S4 includes the following steps:

[0043] Step S41: Collect coordinate data of the center of gravity of the cargo hold at set time intervals;

[0044] Step S42: Obtain the center point data of the unloading port in the unloading unit at the bottom of the cargo hold that is unloading cargo, and recalculate the opening distribution result of the two unloading ports based on the coordinate data of the center of gravity of the cargo hold.

[0045] Step S43: Transmit the opening degree allocation results of the two unloading ports to the controller, and control the unloading ports to adjust their opening degree according to the given opening degree allocation results.

[0046] Preferably, step S42 includes the following steps:

[0047] Step S423: Obtain the coordinate data of the center of gravity of the cargo hold;

[0048] Step S422: Obtain the coordinates of the center point of the unloading port in the two sets of unloading units at the bottom of the cargo hold, and calculate the distance between the center of gravity of the cargo hold and the center point of the unloading port respectively, so as to obtain the cargo distribution above the unloading port at the bottom of the cargo hold.

[0049] Step S423: Calculate the opening distribution of the unloading ports in the two unloading units based on the distance between the center of gravity of the cargo hold and the center of the unloading port.

[0050] In summary, the cargo hold and its control method for rapid loading and unloading on a transshipment barge, as described in this application, include at least one of the following beneficial technical effects:

[0051] 1. When the barge docks and the transfer trolley on the pier aligns with the longitudinal conveyor belt on the barge, the relevant personnel in the control cabin can set the unloading sequence of the cargo hold through the control panel in the control cabin. Then, the relevant personnel can input the command to start unloading, which can control the hatch assembly at the bottom of the cargo hold to open the unloading port according to the initial opening, so that the cargo in the cargo hold can flow out through the opened unloading port. During the process of the cargo flowing out through the two unloading ports and being continuously sent out by the longitudinal conveyor belt in the barge, the cargo distribution detection module collects the surface point cloud data of the cargo in the cargo hold at set time intervals, and obtains the center of gravity position information of the cargo pile in the cargo hold based on the surface point cloud data of the cargo in the cargo hold and the cargo hold model. Based on the center of gravity position information of the cargo in the cargo hold, the unloading port opening distribution result is obtained. By adjusting the opening of the unloading port at the bottom of the cargo hold, the cargo hold can be kept stable, reducing the occurrence of attitude imbalance and tilting during the unloading process of the barge, and improving the overall stability of the barge during the unloading process.

[0052] 2. By setting up a support structure at the bottom of the cargo hold, a W-shaped structure can be formed at the bottom of the cargo hold. During the unloading process of cargo in the cargo hold, the spire-like support structure composed of two support ramps can divert the cargo, allowing the cargo in the cargo hold to flow quickly into the two unloading ports and out, thus optimizing the cargo unloading rate. The setting of transverse partitions between the unloading ports can enhance the structural strength around the unloading ports and also serve to divide the cargo hold into areas, facilitating the zoned unloading of cargo in the cargo hold. Attached Figure Description

[0053] Figure 1 This is a schematic diagram illustrating the overall location of the cargo hold inside the barge, as shown in the embodiments of this application.

[0054] Figure 2 This is a schematic diagram illustrating the overall structure of the cargo hold bottom door assembly, as shown in this application embodiment.

[0055] Figure 3 This is a schematic diagram illustrating the overall structure of the hatch assembly at the unloading port, as shown in the embodiments of this application.

[0056] Figure 4 This is a schematic diagram illustrating the overall process of the cargo hold control method in an embodiment of this application.

[0057] Explanation of reference numerals in the attached drawings: 1. Cargo hold; 11. Supporting ramp; 12. Horizontal bulkhead; 2. Unloading hopper unit; 3. Unloading port; 4. Door assembly; 41. Drive mechanism; 441. Hydraulic telescopic cylinder; 42. Sub-door; 43. Linkage structure; 5. Longitudinal conveyor belt. Detailed Implementation

[0058] The following combination Figures 1-4 This application will be described in further detail.

[0059] Example

[0060] This application discloses a cargo hold 1 for rapid loading and unloading on a transshipment barge and its control method. (Refer to...) Figures 1-3 It mainly includes a cargo hold 1, the radial section of which is W-shaped. The lower part of the cargo hold 1 has two unloading bucket units 2 that are symmetrical about the bow and stern lines of the hull. Both unloading bucket units 2 are arranged along the axis of the bow and stern lines of the barge.

[0061] The two unloading bucket units 2 are formed by two supporting inclined plates 11 located at the bottom of the cargo hold 1. The two supporting inclined plates 11 are arranged in a tower shape at the bottom center of the cargo hold 1. The two unloading bucket units 2 are respectively formed between the two supporting inclined plates 11 and the inner sidewall of the cargo hold 1.

[0062] Please refer to Figure 1In this embodiment, the bottom of each of the two unloading bucket units 2 is provided with two sets of unloading ports 3 along the axial direction of the bow and stern line of the barge. Each set of unloading ports 3 includes 14 unloading ports 3. The 14 unloading ports 3 are evenly arranged along the axial direction of the bow and stern line of the barge at the bottom of the cargo hold 1. Each unloading port 3 is equipped with a hatch assembly 4 for controlling the opening or closing of the unloading port 3.

[0063] In this embodiment, inside the cargo hold 1, in the two unloading bucket units 2 formed between the two supporting inclined plates 11 and the inner wall of the cargo hold 1, 13 transverse partitions 12 are respectively arranged at intervals, and 14 pairs of unloading ports 3 are separated by 13 pairs of transverse partitions 12.

[0064] Each unloading bucket unit 2 has two unloading ports 3, namely unloading port 3 and unloading port 3. When the barge docks to unload, two sets of unloading units are opened each time. The two sets of unloading units are set near the bow and stern of the barge, respectively, and the unloading sequence at the bottom of the cargo hold 1 is opened in order of gradually approaching the middle of the barge.

[0065] Reference Figure 3 In this embodiment, the hatch assembly 4 includes a drive mechanism 41 and two sub-hatch doors 42. The two sub-hatch doors 42 are hinged to the bottom of the unloading port 3 and are symmetrically arranged at the bottom of the unloading port 3. The drive mechanism 41 includes a hydraulic telescopic cylinder 441 and a linkage structure 43. The hydraulic seat of the hydraulic telescopic cylinder 441 is installed at the bottom of the cargo hold 1 of the barge. The telescopic rod of the hydraulic telescopic cylinder 441 is connected to one of the sub-hatch doors 42. There are two sets of linkage structures 43. The two sub-hatch doors 42 are connected by the two linkage structures 43 respectively. When the hydraulic telescopic cylinder 441 drives one of the sub-hatch doors 42 to open through the telescopic rod, the other sub-hatch door 42 can be driven to open in the opposite direction synchronously through the linkage structure 43. The hydraulic telescopic cylinder 441 can achieve the technical effect of controlling the opening or closing of the unloading port 3.

[0066] By controlling the length of the telescopic rod through the hydraulic telescopic cylinder 441, the opening and closing width between the two sub-doors 42 can be controlled, thereby achieving the technical effect of automatically controlling the opening degree of the unloading port 3.

[0067] The bottom of the cargo hold 1 is equipped with two longitudinal conveyor belts 5, which are located below the two sets of unloading ports 3. When unloading begins, the unloading ports 3 in the two sets of unloading units open at the initial opening degree, and the goods in the cargo hold 1 flow from the opened unloading ports 3 to the longitudinal conveyor belts 5 and are then sent out of the cargo hold 1.

[0068] In this embodiment, a cargo distribution detection module is also installed in the cargo hold 1. The cargo distribution detection module is installed in the cargo hold 1 to obtain the surface area information of the cargo stack in the cargo hold 1, calculate the center of gravity position of the cargo hold 1 based on the surface area information of the cargo stack in the cargo hold 1, and calculate the opening degree distribution result of the unloading port 3 at the bottom of the cargo hold 1 based on the center of gravity position information of the cargo hold 1.

[0069] The data output terminal of the cargo distribution detection module is connected to the controller via a data cable. The signal output terminal of the controller is connected to the signal input terminal of the hatch assembly 4 at the unloading port 3. The controller receives the opening distribution result data output by the cargo distribution detection module and controls the opening of the unloading port 3 according to the given opening distribution result by controlling the hatch assembly 4 at the two unloading ports 3. By controlling the opening of the two unloading ports 3, the amount of cargo distributed on the two unloading ports 3 is adjusted, so that the cargo distribution above the two unloading ports 3 tends to be uniform, reducing the occurrence of barge instability caused by uneven outflow of cargo in the cargo hold 1.

[0070] By analyzing the center of gravity of cargo hold 1 using a data processor and adjusting the opening of unloading port 3 in the unloading unit, the barge can unload cargo evenly at both the bow and stern, thus improving the stability of the barge during the unloading process.

[0071] In this embodiment, after the barge docks, the ends of the two longitudinal conveyor belts 5 on the barge near the bow connect with the transport trolleys on the port terminal.

[0072] Please refer to Figure 1 In this embodiment, a number of transverse partitions 12 are provided between the two supporting inclined plates 11 and the inner sidewall of the cargo hold 1. The transverse partitions 12 are evenly arranged along the bow and stern lines of the barge in the unloading bucket unit 2, and the transverse partitions 12 are respectively spaced between two adjacent unloading ports 3.

[0073] The supporting ramp 11 can divert the cargo, allowing it to flow quickly to the unloading port 3 at the bottom, thus optimizing the unloading rate. The transverse partition 12 can enhance the structural strength around the unloading port 3 and also guide the flow of cargo.

[0074] In this embodiment, in order to further guide the goods to flow towards the unloading port 3, the top two sides of the transverse partition 12 are provided with guide slopes along the direction close to the unloading port 3. The guide slopes further guide the goods around the unloading port 3 into the unloading port 3.

[0075] In this embodiment, the cargo distribution detection module includes a first radar and a second radar. Both the first and second radars are installed on the inner top wall of the cargo hold 1, and both are millimeter-wave radars. The first radar is positioned near the bow of the barge and is used to acquire surface point cloud data of the cargo along the direction from the bow to the stern of the barge; the second radar is positioned near the stern of the barge and is used to acquire surface point cloud data of the cargo along the direction from the stern to the bow of the barge.

[0076] To facilitate personnel in the control cabin to obtain real-time image data of the cargo hold 1, in some other embodiments, multiple dustproof cameras can be installed on the inner top wall of the cargo hold 1. These cameras are evenly distributed along the bow and stern lines of the barge, with different cameras corresponding to different unloading ports 3. The data output of each dustproof camera is connected to a display screen in the control cabin. This allows personnel in the control cabin to obtain real-time information about the unloading process in the cargo hold 1 through the dustproof cameras.

[0077] It should be noted that in this embodiment, the two sets of unloading ports 3 at the bottom of the cargo hold 1 are opposite to each other, and the horizontal partitions 12 in the two unloading bucket units 2 are opposite to each other. The unloading unit at the bottom of the cargo hold 1 is formed by two horizontal partitions 12 located on the same straight line.

[0078] It should be noted that, in this embodiment, in order to improve the wear resistance of the cargo hold 1, AQ98 wear-resistant steel is used as the main body that comes into direct contact with the cargo on the surfaces of the transverse bulkhead 12, the inner wall of the cargo hold 1, and the supporting inclined plate 11. Since AQ98 wear-resistant steel has excellent wear resistance, there is no need to install additional polymer wear-resistant plates, which can reduce material costs and the complexity of installation and maintenance.

[0079] Based on the aforementioned cargo hold for rapid loading and unloading on transshipment barges, this embodiment also proposes a control method for the cargo hold for rapid loading and unloading on transshipment barges, referring to... Figure 4 It mainly includes the following steps:

[0080] Step S1: Establish a database to store information on unloading ports at the bottom of the cargo hold. The unloading port information includes the coordinates of the center point of the unloading port, the unloading port number, the unloading sequence of the unloading port, the maximum opening size of each unloading port, and the empty cargo hold model. The center point of the unloading port is the intersection of the diagonals of the unloading port on the inner wall of the bottom of the cargo hold. The maximum opening size is the opening area of ​​each unloading port.

[0081] Step S2: Data Acquisition. During the unloading process at the bottom of the cargo hold, the initial point cloud data inside the cargo hold is acquired by multiple radars at set time intervals.

[0082] Step S3: Barge center of gravity calculation. Based on the surface area of ​​the cargo inside the hold during unloading, calculate the position of the center of gravity of the hold.

[0083] Step S4: Cargo hold center of gravity adjustment. Based on the position of the cargo hold's center of gravity during unloading, the opening of the unloading port is allocated to adjust the position of the cargo hold's center of gravity.

[0084] Step S1 includes the following steps:

[0085] Step S11: Divide the bottom of the cargo hold into multiple unloading units along the bow and stern lines of the barge. Each unloading unit includes two unloading ports, and the two unloading ports of the same unloading unit are symmetrical about the internal support structure of the cargo hold.

[0086] Step S12: Number the multiple unloading units sequentially along the bow towards the stern of the barge, and number each unloading unit individually.

[0087] Step S13: Determine the opening sequence of the unloading units based on the location of the unloading port at the bottom of the cargo hold, and number the unloading ports in each unloading unit.

[0088] In this embodiment, the barge has a total length of 123.8 meters, a total cargo hold length of 106.2 meters, and a total cargo hold width of 29.4 meters.

[0089] The cargo hold is divided into 14 unloading units by dividing lines. The 14 unloading units are numbered sequentially from bow to stern along the barge as A1, A2, A3, A4, A5, A6, A7, A8, A9, A10, A11, A12, A13, and A14.

[0090] Each unloading unit contains an unloading port and an unloading outlet. The maximum opening data of the fixed compensation port and the unloading outlet in the same unloading unit are the same, and they are symmetrical about the support structure composed of two support inclined plates.

[0091] In unloading units, the unloading ports near the port side of the hull are numbered AN_g, and the unloading ports near the starboard side are numbered AN_b, where N represents the unloading unit number of the unloading port. For example, in unloading unit A1, the unloading ports near the port side of the hull are numbered A1_g, and the unloading ports near the starboard side are numbered A1_b.

[0092] It should be noted that in this embodiment, the unloading sequence of the cargo hold is from both ends toward the middle. After the barge docks, the unloading ports in the two sets of unloading units (i.e., A1 and A14) at both ends of the bottom of the cargo hold are opened at their initial openings. The cargo in the cargo hold flows through the unloading ports in the unloading units at both ends to the longitudinal conveyor belt and is then sent out by the longitudinal conveyor belt.

[0093] The initial unloading port is determined by the maximum opening of the smaller unloading port of the two unloading units. In this embodiment, 60% of the maximum opening of the smaller unloading port is taken as the initial opening of the unloading ports of the two unloading units.

[0094] For example, in this embodiment, the maximum opening of the fixed unloading unit A1_g and the compensating unloading unit A1_b in unloading unit A1 is 2.42 square meters; the maximum opening of the unloading port A14_g and the unloading port A14_b of unloading unit A14, which open simultaneously with unloading unit A1, is 4.72 square meters. Therefore, during the unloading process of unloading units A1 and A14, the initial opening of the unloading ports in unloading units A1 and A14 is 1.45 square meters, which can ensure that the goods on unloading units A1 and A14 flow out evenly.

[0095] Step S3 includes the following steps:

[0096] Step S31: During the unloading process in the cargo hold, initial point cloud data of the cargo hold is collected by multiple radars at set time intervals.

[0097] Step S32: Preprocess the initial point cloud data to obtain the cargo hold depth image and the cargo hold 3D point cloud, and divide the 2D cargo stack area in the cargo hold depth image.

[0098] Step S33: Map the two-dimensional cargo stack area to the empty cargo hold model to obtain the cargo stack surface region;

[0099] Step S34: Based on the surface region of the cargo stack and the empty cargo hold model, calculate the centroid coordinates of the surface region of the cargo stack within the cargo hold using a numerical approximation method.

[0100] An intermediate depth image is obtained by projecting 3D point cloud data onto a 2D plane. In this embodiment, the cross-section of the middle of the cargo hold is selected as the projection plane. By projecting the 3D point cloud data onto the designated projection plane, the depth of each 3D point cloud can be recorded. These depth values ​​are the pixel values ​​of the depth image. The depth values ​​on the resulting 2D plane are arranged according to their pixel positions to generate a 2D depth image. In this depth image, the grayscale value or color value of each pixel corresponds to the distance between the internal surface of the cargo hold and the radar.

[0101] Step S32 includes the following steps:

[0102] Step S321: Set up target detection and annotate 2D bounding boxes in the cargo hold depth image using the target detection model;

[0103] Step S322: Divide the two-dimensional cargo stack area in the cargo hold depth image using a 2D bounding box.

[0104] In this embodiment, the algorithm model for target detection of cargo in the cargo hold is the YOLO_v5 algorithm model, which can mark 2D bounding boxes in the depth image of the ship hull through the target detection model, and the two-dimensional cargo stack area can be divided in the depth image of the cargo hold through the 2D bounding boxes.

[0105] Step S33 includes the following steps:

[0106] Step S331: Obtain the depth value of the boundary pixels of the 2D bounding box;

[0107] Step S332: Based on the depth values ​​of the boundary pixels of the 2D bounding box, convert the 2D coordinates of the boundary of the 2D bounding box into 3D coordinates through inverse projection to obtain multiple three-dimensional boundary points.

[0108] Step S333: Obtain the minimum boundary formed by the three-dimensional boundary points;

[0109] Step S334: Map the minimum boundary to the empty cargo hold model to obtain the surface region of the cargo stack.

[0110] The formula for inverse projection is:

[0111]

[0112]

[0113]

[0114] In the formula, (u,v) are the pixel coordinates in the depth image; D(u,v) is the depth value of that pixel; , () represents the coordinates of the camera's optical center; , Z is the focal length of the camera. In the inverse projection formula, Z refers to the depth value of the pixel, that is, the distance from the optical center of the camera to the pixel in three-dimensional space.

[0115] By defining the bounding box of the 2D depth image of the cargo hold through target recognition, a 2D depth image of the cargo stack can be obtained. By processing the 2D bounding box through inverse projection, the 3D boundary points of the cargo stack within the cargo hold can be obtained. Through the 3D boundary points, the 3D point cloud data of the cargo stack within the cargo hold can be obtained. By processing the 3D point cloud data of the cargo stack surface through an implicit surface fitting algorithm, a surface region of the cargo stack that fits the surface of the cargo stack within the cargo hold can be obtained.

[0116] By transferring the surface region of the cargo stack to the empty cargo hold model, a three-dimensional model of the cargo stack inside the cargo hold can be obtained. Based on the numerical approximation method, the center of gravity coordinates of the cargo stack inside the cargo hold can be calculated from the three-dimensional model of the cargo stack inside the cargo hold.

[0117] Step S4 includes the following steps:

[0118] Step S41: Collect coordinate data of the center of gravity of the cargo hold at set time intervals;

[0119] Step S42: Obtain the center point data of the unloading port in the unloading unit at the bottom of the cargo hold that is unloading cargo, and recalculate the opening distribution result of the two unloading ports based on the coordinate data of the center of gravity of the cargo hold.

[0120] Step S43: Transmit the opening degree allocation results of the two unloading ports to the controller, and control the unloading ports to adjust their opening degree according to the given opening degree allocation results.

[0121] Step S42 includes the following steps:

[0122] Step S423: Obtain the coordinate data of the center of gravity of the cargo hold;

[0123] Step S422: Obtain the coordinates of the center point of the unloading port in the two sets of unloading units at the bottom of the cargo hold, and calculate the distance between the center of gravity of the cargo hold and the center point of the unloading port respectively, so as to obtain the cargo distribution above the unloading port at the bottom of the cargo hold.

[0124] Step S423: Calculate the opening distribution of the unloading ports in the two unloading units based on the distance between the center of gravity of the cargo hold and the center of the unloading port.

[0125] In this embodiment, the opening allocation is based on the ratio of the distance between the center point of the unloading port of the two unloading units and the center of gravity of the cargo hold. The opening of the unloading port with a larger cargo distribution and downward slope can be increased, while the opening of the unloading port with a smaller cargo distribution can be decreased, so that the cargo distribution in the cargo hold gradually becomes uniform. By continuously adjusting the opening of the unloading port, the cargo distribution in the cargo hold of the barge can be made uniform during the unloading process.

[0126] For example, at a certain moment, the barge unloads cargo through unloading units A3 and A12 at the bottom of the cargo hold. The two unloading ports of unloading unit A3 are numbered A3_g and A3_b, and the two unloading ports of unloading unit A12 are numbered A12_g and A12_b.

[0127] The spatial coordinates of the cargo hold in the cargo hold's spatial coordinate system are (0.6, 0.8, 4.8). The coordinates of the center point of unloading port A3_g in unloading unit A3 are (-42.3, 4.4, 0), and the coordinates of the center point of unloading port A3_b are (-42.3, -4.4, 0). The coordinates of unloading port A12_g in unloading unit A12 are (42.3, 4.4, 0), and the coordinates of the center point of unloading port A12_b are (42.3, -4.4, 0).

[0128] The distances between the center of gravity of the cargo hold and the center points of A3_g, A3_b, A12_g, and A12_b are L1=43.3 meters, L2=43.5 meters, L3=42.1 meters, and L4=42.3 meters, respectively.

[0129] The above are all preferred embodiments of this application and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A control method for rapid loading and unloading of cargo holds on a transshipment barge, characterized in that, Includes a cargo hold (1), which is a W-shaped cargo hold (1). The bottom of the cargo hold (1) is provided with two sets of symmetrical unloading ports (3) along the bow and stern line of the barge. Each unloading port (3) is equipped with a hatch assembly (4) with adjustable opening. And: a cargo distribution detection module, installed in the cargo hold (1), used to acquire surface area information of the cargo stack in the cargo hold (1), calculate the center of gravity position of the cargo hold (1) based on the surface area information of the cargo stack in the cargo hold (1), and calculate the opening degree distribution result of the unloading port (3) at the bottom of the cargo hold (1) based on the center of gravity position information of the cargo hold (1); a controller, whose data input end is connected to the data output end of the cargo distribution detection module, and whose signal output end is connected to the signal input end of several door components (4), used to receive the opening degree distribution result and adjust the opening degree of the unloading port (3) at the bottom of the cargo hold (1); The bottom of the cargo hold (1) is provided with a spire-shaped support structure, which consists of two support inclined plates (11). The two support inclined plates (11) are arranged along the length of the cargo hold (1). The two inner side walls of the cargo hold (1) near the bottom are inclined inward. A unloading bucket unit (2) is formed between the two support inclined plates (11) and the two inner side walls of the cargo hold (1). Two sets of unloading ports (3) are evenly arranged at the bottom of the two unloading bucket units (2). A horizontal partition (12) is provided between any two adjacent unloading ports (3), and the two ends of the horizontal partition (12) are fixedly connected to the inner wall of the cargo hold (1) and the supporting inclined plate (11), respectively. The cargo distribution detection module includes: a first radar installed in the cargo hold (1) at a position near the bow of the barge, used to collect surface point cloud data of the cargo on the bow side; a second radar installed in the cargo hold (1) at a position near the stern of the barge, used to collect surface point cloud data of the cargo on the stern side; and a data processor, whose data input terminal is connected to the data output terminals of the first radar and the second radar, used to calculate the cargo distribution data of the cargo at the opened unloading port (3) based on the surface point cloud data of the cargo, and to calculate the opening degree allocation result of the two unloading ports (3) based on the cargo distribution data; both the first radar and the second radar are millimeter-wave radars. The control method includes the following steps: Step S1: Establish a database to store information on unloading ports at the bottom of the cargo hold. The unloading port information includes the coordinates of the center point of the unloading port, the unloading port number, the unloading sequence of the unloading port, the maximum opening data of each unloading port, and the empty cargo hold model. Step S2: Data Acquisition. During the unloading process at the bottom of the cargo hold, the initial point cloud data inside the cargo hold is acquired by multiple radars at set time intervals. Step S3: Barge center of gravity calculation. Based on the surface area of ​​the cargo inside the hold during unloading, calculate the position of the center of gravity of the hold. Step S4: Cargo hold center of gravity adjustment. Based on the position of the cargo hold's center of gravity during unloading, the opening of the unloading port is allocated to adjust the position of the cargo hold's center of gravity.

2. The control method for rapid loading and unloading of cargo holds on a transshipment barge according to claim 1, characterized in that, Step S1 includes the following steps: Step S11: Divide the bottom of the cargo hold into multiple unloading units along the bow and stern lines of the barge. Each unloading unit includes two unloading ports, and the two unloading ports of the same unloading unit are symmetrical about the internal support structure of the cargo hold. Step S12: Number the multiple unloading units sequentially along the bow towards the stern of the barge, and number each unloading unit individually. Step S13: Determine the opening sequence of the unloading units based on the location of the unloading port at the bottom of the cargo hold, and number the unloading ports in each unloading unit.

3. The control method for rapid loading and unloading of cargo holds on a transshipment barge according to claim 2, characterized in that, Step S3 includes the following steps: Step S31: During the unloading process in the cargo hold, initial point cloud data of the cargo hold is collected by multiple radars at set time intervals. Step S32: Preprocess the initial point cloud data to obtain the cargo hold depth image and the cargo hold 3D point cloud, and divide the 2D cargo stack area in the cargo hold depth image. Step S33: Map the two-dimensional cargo stack area to the empty cargo hold model to obtain the cargo stack surface region; Step S34: Based on the surface region of the cargo stack and the empty cargo hold model, calculate the centroid coordinates of the surface region of the cargo stack within the cargo hold using a numerical approximation method.

4. The control method for rapid loading and unloading of cargo holds on a transshipment barge according to claim 3, characterized in that, Step S32 includes the following steps: Step S321: Set up target detection and annotate 2D bounding boxes in the cargo hold depth image using the target detection model; Step S322: Divide the two-dimensional cargo stack area in the cargo hold depth image using a 2D bounding box.

5. The control method for rapid loading and unloading of cargo holds on a transshipment barge according to claim 4, characterized in that, Step S33 includes the following steps: Step S331: Obtain the depth value of the boundary pixels of the 2D bounding box; Step S332: Based on the depth values ​​of the boundary pixels of the 2D bounding box, convert the 2D coordinates of the boundary of the 2D bounding box into 3D coordinates through inverse projection to obtain multiple three-dimensional boundary points. Step S333: Obtain the minimum boundary formed by the three-dimensional boundary points; Step S334: Map the minimum boundary to the empty cargo hold model to obtain the surface region of the cargo stack.

6. The control method for rapid loading and unloading of cargo holds on a transshipment barge according to claim 5, characterized in that, Step S4 includes the following steps: Step S41: Collect coordinate data of the center of gravity of the cargo hold at set time intervals; Step S42: Obtain the center point data of the unloading port in the unloading unit at the bottom of the cargo hold that is unloading cargo, and recalculate the opening distribution result of the two unloading ports based on the coordinate data of the center of gravity of the cargo hold. Step S43: Transmit the opening degree allocation results of the two unloading ports to the controller, and control the unloading ports to adjust their opening degree according to the given opening degree allocation results.

7. The control method for rapid loading and unloading of cargo holds on a transshipment barge according to claim 6, characterized in that, Step S42 includes the following steps: Step S423: Obtain the coordinate data of the center of gravity of the cargo hold; Step S422: Obtain the coordinates of the center point of the unloading port in the two sets of unloading units at the bottom of the cargo hold, and calculate the distance between the center of gravity of the cargo hold and the center point of the unloading port respectively, so as to obtain the cargo distribution above the unloading port at the bottom of the cargo hold. Step S423: Calculate the opening distribution of the unloading ports in the two unloading units based on the distance between the center of gravity of the cargo hold and the center of the unloading port.

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