Derrick-type large cantilever hoisting device

Abstract

This invention relates to a derrick-type large cantilever hoisting device, belonging to the technical field of hoisting equipment, and is used to solve the hoisting challenges of amusement park teacups in a scenario where a dome structure has already been installed. This scenario presents problems such as limited dome opening height, inability of cranes to operate, prohibition of setting up lifting points, and the ineffectiveness of traditional hoisting solutions due to the complex and large span of the foundation pit environment. Key technical points include: a rigid derrick base composed of counterweight steel plates, columns, support beams, and connecting beams; a large H-beam cantilever beam, fixed at one end to the top of the derrick and extending horizontally into the confined space at the other end; a monorail hoisting system installed on the lower flange of the cantilever beam; strain sensors located at key parts of the cantilever beam; and a central controller that receives strain data in real time, calculates deformation, compares with safety thresholds, and automatically triggers warnings or restricts lifting operations. This device is specifically designed for large-span, high-precision hoisting operations within confined spaces, ensuring construction safety and efficiency.

Description

Technical Field

[0001] This invention relates to the field of hoisting equipment. More specifically, this invention relates to a derrick-type large cantilever hoisting device. Background Technology

[0002] When installing teacups in an amusement park, the dome structure is constructed first, followed by the installation of the teacups. Because the dome's opening height is only 3.8m, a crane cannot be used for installation; the dome structure does not allow for lifting points, making a lifting method impossible; the area beneath the dome is a 18.58m diameter, 2.45m deep pit, with only one opening suitable for installation, making a platform installation impractical; the central column cannot bear loads, and the large span (19m) makes it difficult to install a simple-supported monorail crane (this method requires large cross-section beams, which are heavy and difficult to manufacture and install).

[0003] Therefore, there is an urgent need for a hoisting device that can adapt to the installation of rotating cup equipment already installed on the dome, in order to assist in the installation of the rotating cup. Summary of the Invention

[0004] One object of the present invention is to solve at least the above-mentioned problems and to provide at least the advantages that will be described later.

[0005] Another objective of this invention is to provide a derrick-type large cantilever hoisting device, which is specifically designed for large-span, high-precision hoisting operations in confined spaces, ensuring construction safety and efficiency.

[0006] To achieve these objectives and other advantages according to the present invention, a derrick-type large cantilever hoisting device is provided, comprising:

[0007] The derrick base includes a counterweight steel plate, multiple columns vertically mounted on the counterweight steel plate, a support beam connecting the top of each column, and a connecting beam connecting adjacent columns.

[0008] The cantilever beam has one end fixed to the top of the derrick base and the other end suspended on one side of the derrick base;

[0009] A monorail system includes a track fixed to the lower flange of a cantilever beam, an electric trolley running along the track, and a lifting mechanism suspended below the electric trolley.

[0010] Multiple strain sensors are respectively installed at the fixed end, mid-span and free end of the cantilever beam;

[0011] A weight sensor is mounted on the lifting mechanism;

[0012] A positioning system for determining the position of the electric trolley on the track in real time;

[0013] A distance measuring device used to measure the distance an electric trolley travels along a track;

[0014] The central controller is communicatively connected to strain sensors, weight sensors, a positioning system, the drive motor of the electric trolley, and a ranging device. The central controller receives data from the strain sensors in real time, calculates the real-time deformation of the cantilever beam based on the received data, and compares the real-time deformation with a preset safety threshold. When the real-time deformation approaches or exceeds the safety threshold, it issues a warning signal or automatically restricts the lifting operation of the hoisting mechanism. The central controller stores the maximum allowable load data corresponding to different cantilever beam regions. The central controller acquires the position information of the electric trolley and the load information of the hoisting mechanism in real time, queries the corresponding maximum allowable load based on the current trolley position, and issues an overload alarm or automatically cuts off the lifting power when the real-time load approaches or exceeds the maximum allowable load at the current position. During the movement of the electric trolley or after reaching the target position, the central controller suppresses or reduces the swaying of the hoisting mechanism and the hoisted object by controlling the start-stop acceleration curve of the electric trolley or combining it with an active damping mechanism.

[0015] Preferably, the central controller performs the following security measures:

[0016] S1. Obtain the theoretical strain distribution of the cantilever beam under load at different spatial locations;

[0017] S2. Real-time acquisition of the vehicle position information of the positioning system, the real-time load data of the weight sensor, and the actual strain data of multiple measurement points of multiple strain sensors;

[0018] S3. Compare and analyze the theoretical strain distribution with the actual strain data. If the actual strain value exceeds the theoretical value by 15% and continues to increase, it is judged as a risk of local structural damage. If the similarity between the actual strain distribution and the theoretical model is <85%, it is judged as a risk of eccentric load or connection structure failure.

[0019] S4. In response to any of the above risks, the central controller reduces the speed of the hoisting mechanism to below 30% of the rated value, and at the same time controls the electric trolley to move at least 2m toward the derrick base to reduce the cantilever torque.

[0020] Preferably, the monorail system includes multiple independent electric trolleys and lifting mechanisms operating simultaneously in different sections of the track, and the central controller is communicatively connected to the control units of all the electric trolleys and lifting mechanisms; it also includes:

[0021] Multiple tension sensors are connected in series above the hooks of each trolley lifting mechanism to monitor the load distribution at each lifting point; the multiple tension sensors are communicatively connected to the central controller.

[0022] In the case of multi-vehicle collaborative hoisting of large or irregularly shaped components, the central controller automatically calculates the target position and required load distribution of each hoisting point according to the preset hoisting plan or the real-time input of the component's center of gravity information, and coordinates and controls the position of each trolley and the lifting speed and load of each lifting mechanism to maintain the balance and stability of the component.

[0023] Preferably, it also includes a monitoring system, the monitoring system comprising:

[0024] Multiple cameras are deployed at the derrick base, the end of the cantilever beam, the hoisting operation area, and around the pit below.

[0025] The video analytics module connects to the camera and analyzes the video stream in real time based on computer vision algorithms.

[0026] The central controller is connected to the video analysis module;

[0027] The monitoring system automatically identifies personnel intrusion, abnormal equipment approach, signs of unhooking or abnormal swinging of hoisted objects within the work area. Simultaneously, the monitoring system automatically identifies the risk of collapse or obstacles at the edge of the foundation pit. When the monitoring system detects a preset dangerous scenario, it automatically sends a signal to the central controller. The central controller triggers an audible and visual alarm and controls the lifting mechanism to stop operating or controls the electric trolley to brake urgently.

[0028] Preferably, it also includes a hoisting simulation system, which comprises:

[0029] The simulation modeling module is used to build a simulation model that is synchronized with the physical device in real time, integrating cantilever beam deformation data from strain sensors, electric trolley position data from positioning system, and load data from weight sensors.

[0030] The collision prediction engine is used to simulate the hoisting path in a simulation environment based on the imported 3D model of the target component and the hoisting point scheme, and output the interference risk coefficient.

[0031] A strain predictor is used to calculate the simulation deformation of critical nodes and map it to a safety level identifier;

[0032] The hoisting simulation system is connected to the central controller. The central controller receives the interference risk coefficient and safety level identifier. When either value exceeds the safety threshold, it generates a correction instruction for path optimization parameters or hoisting point adjustment scheme based on a preset optimization algorithm, and outputs the generated correction instruction to the drive unit of the electric trolley and / or the drive unit of the lifting mechanism for execution.

[0033] Preferably, the central controller integrates a calibration module, and the central controller performs the following calibration measures:

[0034] When the correction command is executed, the actual trajectory of the electric trolley of the physical device, the measured value of the deformation of the cantilever beam, and the swing amplitude of the components are collected in real time.

[0035] The collected data is spatiotemporally aligned and compared with the predicted data output by the hoisting simulation system;

[0036] The confidence coefficient K is calculated based on the comparison results. When the confidence coefficient K > 0.9, the simulation algorithm parameters remain unchanged. When the confidence coefficient K ≤ 0.9, the online calibration program of the simulation modeling module is triggered to reconstruct the cantilever stiffness matrix based on the measured data.

[0037] The calibrated stiffness matrix is ​​synchronized to the strain predictor of the collision prediction engine.

[0038] Preferably, the central controller integrates an active damping module, which is interconnected with the calibration module; the active damping module executes the following instructions:

[0039] During the hoisting execution phase, the active damping module acquires the theoretical vibration spectrum output signal of the cantilever beam and the actual vibration spectrum signal of the lifting mechanism cable in real time.

[0040] Within the 0.5-2Hz frequency band, the energy integral value E of the actual vibration spectrum and the theoretical vibration spectrum is calculated. When E≥1.15, the reliability coefficient K output by the calibration module is retrieved. Based on the value of K, the disturbance back-reasoning algorithm is selected to back-reason the disturbance source. Based on the back-reasoned disturbance source, a disturbance vector loading command is sent to the simulation modeling module. In the simulation environment, the simulation modeling module loads the disturbance vector to obtain the iteratively optimized active damping parameters.

[0041] The active damping module converts the optimized active damping parameters into control commands, which are then output to the drive unit of the electric trolley and / or the drive unit of the lifting mechanism via the central controller for execution.

[0042] The present invention has at least the following beneficial effects:

[0043] By setting up a rigid derrick base (including counterweight steel plates, columns, support beams, and connecting beams) to provide stable support, the system adapts to the complex foundation environment at the edge of the pit and solves the operational problem of traditional cranes being unable to enter the low dome. Simultaneously, the large H-beam cantilever beam extends horizontally into the confined space (below the low dome), enabling large-span, center-support-free hoisting and circumventing the restriction on lifting points on the dome structure. Multiple strain sensors equipped with the device collect stress data in real time from key parts of the cantilever beam (two strain sensors each at the fixed end, mid-span, and free end). The central controller dynamically calculates the deformation and compares it with a safety threshold. When the deformation approaches the critical value, it automatically triggers an early warning or restricts the lifting operation, effectively preventing the risk of beam overload fracture and ensuring safety throughout the entire operation cycle. The monorail system (rail, electric trolley, and lifting mechanism) moves flexibly along the lower flange of the cantilever beam. Combined with the vertical control of the lifting mechanism, it achieves precise three-dimensional positioning of objects within the confined space, meeting the high-precision installation requirements of equipment such as rotating cups. Simultaneously, by utilizing the rotatable base of the rotating cups, multiple rotating cup devices can be installed in the same location, greatly improving installation efficiency. Overall, this invention avoids the bulky structure of traditional simply supported beams, solves the problem of difficult hoisting during rotating cup installation in low-ceilinged spaces, and leverages the rotatable base of the rotating cups to achieve installation of all rotating cups in the same location, significantly improving installation efficiency. Furthermore, automated monitoring reduces manual intervention, significantly enhancing construction efficiency and safety.

[0044] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Attached Figure Description

[0045] Figure 1 This is a top view of the structure of the derrick-type large cantilever hoisting device according to one of the technical solutions of the present invention;

[0046] Figure 2 This is a front view of the structure of the derrick-type large cantilever hoisting device according to one of the technical solutions of the present invention;

[0047] Figure 3 for Figure 2 A schematic diagram of the A-direction view.

[0048] Attached reference numerals: 1-Chain hoist; 2-Stop; 3-Rail; 4-Monorail trolley; 5-Cantilever beam; 6-Bolt; 7-Column; 8-Rail support; 9-Steel plate; 10-Bracket beam; 11-Connecting beam; 12-Beam support. Detailed Implementation

[0049] The present invention will now be described in further detail with reference to the accompanying drawings, so that those skilled in the art can implement it based on the description.

[0050] It should be understood that terms such as “having,” “comprising,” and “including” as used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0051] like Figure 1-3 As shown, the present invention provides a derrick-type large cantilever hoisting device, comprising:

[0052] The derrick base includes a counterweight steel plate 9, multiple columns 7 vertically fixed on the counterweight steel plate 9, a support beam 10 connecting the top of each column 7, and a connecting beam 11 connecting adjacent columns 7.

[0053] The cantilever beam 5 has one end rigidly fixed to the support beam 10 at the top of the derrick base, and the other end suspended on one side of the derrick base. In actual use, the suspended end extends horizontally into the confined space (such as the space under the dome where the equipment to be installed) and the cantilever beam 5 can be a large H-beam.

[0054] The monorail system includes a track 3 fixed to the lower flange of the cantilever beam 5, an electric trolley 4 running along the track 3, and a lifting mechanism suspended below the electric trolley 4. The monorail system also includes a beam support 12 and a track support 8 supporting the track 3.

[0055] Multiple strain sensors are installed at key locations of the cantilever beam 5, namely the fixed end, mid-span, and free end of the cantilever beam 5, and at least one strain sensor can be installed at each location.

[0056] A weight sensor is mounted on the lifting mechanism;

[0057] A positioning system is used to determine the position of the electric trolley 4 on the track 3 in real time;

[0058] A distance measuring device used to measure the distance an electric trolley travels along a track;

[0059] The central controller is connected to the strain sensor, weight sensor, positioning system, drive motor of electric trolley, and ranging device.

[0060] The central controller receives data from the strain sensor in real time, calculates the real-time deformation of the cantilever beam 5 based on the received data, compares the real-time deformation with a preset safety threshold, and issues a warning signal or automatically restricts the lifting operation of the lifting mechanism when the real-time deformation approaches or exceeds the safety threshold.

[0061] The central controller stores the maximum allowable load data corresponding to different cantilever beam areas; the central controller obtains the position information of the electric trolley and the load information of the lifting mechanism in real time, queries the corresponding maximum allowable load according to the current trolley position, and issues an overload alarm or automatically cuts off the lifting power when the real-time load is detected to be close to or exceed the maximum allowable load of the current position.

[0062] The central controller receives the position command of the target hoisting point and controls the electric trolley to move to the designated position. During the movement of the electric trolley or after reaching the target position, it suppresses or reduces the swing of the lifting mechanism and the hoisted object by controlling the start-stop acceleration curve of the electric trolley or by combining it with the active damping mechanism.

[0063] In the above technical solution, the derrick base adopts a rigid frame consisting of a counterweight steel plate 9, four columns 7, a top support beam 10, and a connecting beam 11 (channel steel). The counterweight steel plate 9 is fixed to the concrete foundation with anchor bolts. The columns 7 are vertically welded to the four corners of the counterweight steel plate 9. The support beam 10 is connected to the top flange of the column 7, and the connecting beam 11 is welded to the middle of the adjacent column 7. The cantilever beam 5 is a single H-beam, one end of which is rigidly fixed to the center of the top support beam 10 of the derrick with high-strength bolts 6, and the other end extends horizontally into the confined space. The track 3 of the monorail system is fixed to the lower flange of the cantilever beam 5 by a pressure plate. The two ends of the track 3 are provided with stoppers 2. An electric trolley 4 is provided on the track 3. The electric trolley 4 is equipped with a variable frequency motor drive. The lifting mechanism is suspended below the trolley. The lifting mechanism can be a chain hoist 1 or a chain electric hoist, preferably a chain electric hoist. A pair of track supports 8 are provided on both sides of the end of the track 3 near the counterweight steel plate 9. One end of the pair of track supports 8 is connected to the two side walls of the track 3, and the other end is connected to the two ends of the nearby support beam 10. The track supports 8 are diagonal rods. A pair of beam supports 12 are provided on both sides of the end of the cantilever beam 5 away from the counterweight steel plate 9. The beam supports 12 are diagonal rods. One end of the beam supports 12 is connected to the beam 5, and the other end is connected to the two ends of the nearby support beam 10. The strain gauges are preferably six in number, with six strain sensors (resistance strain gauges, accuracy ±0.1%) respectively attached to the fixed end (0.5m from the derrick), the upper and lower flange surfaces at the mid-span and free end of the cantilever beam 5.

[0064] The electric trolley 4 is electrically driven (an XLD series low-headroom trolley with frequency conversion control can be selected), and its wheels are driven by gears meshing with the track 3. A distance measuring device (an absolute encoder with a resolution of 0.1 mm can be selected) is installed on the trolley's drive shaft to measure the distance the trolley travels along the track 3 in real time.

[0065] A weight sensor (e.g., an S-type tension sensor with a range of 0-12t) is installed in series between the hook and the load-bearing chain of the lifting mechanism (preferably an electric chain hoist) to monitor the lifting load in real time. The positioning system uses an absolute encoder (0.1mm resolution) to provide real-time feedback on the position of the electric trolley 4 through gear meshing with a rack on the side of the track 3.

[0066] The central controller (e.g., an industrial PLC S7-1500) receives strain sensor data in real time via a shielded cable, with a sampling frequency of 100Hz. The controller has a built-in deformation calculation module that converts strain values ​​into real-time deformation (unit: mm) based on the cantilever beam deflection formula (based on the material's elastic modulus of 206 GPa). A preset safety threshold can be a deflection limit of L / 300 (where L is the cantilever length). When the real-time deformation reaches 90% of the threshold, the controller triggers an audible and visual warning signal (e.g., a red warning light + buzzer); if the threshold is exceeded, a relay signal is automatically output to cut off the power supply to the lifting mechanism. Strain sensor data and deformation calculation results are displayed in real time via an HMI interface (10-inch touchscreen) and stored on a local SD card (recording interval 1 second).

[0067] The central controller can synchronously acquire data from the weight sensor and positioning system via the PROFINET bus. The cantilever beam 5 is divided into three zones based on its position: the near-derrick zone (27% of total length), the middle zone (27-73% of total length), and the far-end zone (73-100% of total length). The maximum allowable load for each zone is calculated based on the cantilever bending moment distribution. The central controller compares the load at the current position with the threshold in real time: when the real-time load reaches 90% of the zone's maximum allowable load, a level one overload alarm is triggered (yellow warning light flashing); when the load reaches 100%, the hoisting mechanism power is automatically cut off and a level two alarm is activated (red warning light + continuous buzzer). Position-load matching data is stored in the PLC in a two-dimensional table format. When the trolley moves to the middle zone, the system automatically calls the corresponding position threshold. All load and position data are dynamically displayed through the HMI interface, and overload events are recorded with millisecond accuracy.

[0068] The central controller can connect to the drive motor and encoder of the electric trolley 4 via the PROFINET bus. The coordinate system of the entire cantilever beam 5 uses the derrick end as the origin (0m) and the free end as the coordinate point. The HMI interface supports direct input of the target hoisting point coordinates. The central controller performs the positioning operation: 1) After receiving the target coordinate command, it controls the trolley to accelerate at 0.1m / s². 2 Start at a constant speed of 8 m / min, then decelerate at 0.15 m / s² when 1 m from the target point. 2 Braking, final positioning error ≤ ±5mm; 2) Anti-sway control is divided into two stages: Anti-sway during movement: by limiting acceleration ≤ 0.1m / s². 2Reduce the swing amplitude of the suspended object; eliminate the swing after reaching the position: if the swing angle of the suspended object is detected to be >5° (as fed back by the tilt sensor installed at the bottom of the trolley), the controller starts the active damping mode - controls the trolley to move back and forth 2-3 times within a range of ±10cm (each movement time is 3 seconds), and uses the reverse movement of the trolley to counteract the swing energy.

[0069] In this technical solution, during operation, the electric trolley 4 moves along the cantilever beam 5 to the target position, and the lifting mechanism hoists the equipment (rotary cup assembly). Strain sensors continuously monitor the stress state of the cantilever. When the load causes the mid-span deformation to approach the threshold of 80%, the controller issues an early warning. If the deformation continues to increase to approach the 95% threshold, the system automatically restricts the lifting operation, which can only be resumed after manual confirmation of safety.

[0070] The beneficial effects of adopting this technical solution are as follows: By distributing the load through a rigid derrick base and adapting to large spans with H-beam cantilever, combined with real-time deformation monitoring and automatic intervention, it solves the lifting challenges in scenarios with limited dome opening height (3.8m), prohibition of lifting points, and complex pit environments, ensuring structural safety and positioning accuracy during the lifting process; Through precise positioning and active sway reduction, it solves the problem of traditional cantilever cranes easily colliding with the dome (with a clearance of only 3.8m) or the pit sidewalls in narrow spaces, meeting the stability requirements for the installation of precision equipment; Through position-load dual-parameter interlocking control, it solves the hidden danger of different load-bearing capacities at different positions of the cantilever in traditional lifting equipment, especially suitable for eccentric lifting conditions in the pit (such as offset installation of rotating cups), preventing structural deformation risks caused by overload from the source.

[0071] In another technical solution, the central controller performs the following security measures:

[0072] S1. Obtain the theoretical strain distribution of the cantilever beam 5 when it is subjected to load at different spatial positions;

[0073] S2. Real-time acquisition of the vehicle position information of the positioning system, the real-time load data of the weight sensor, and the actual strain data of multiple measurement points of multiple strain sensors;

[0074] S3. Compare and analyze the theoretical strain distribution with the actual strain data. If the actual strain value exceeds the theoretical value by 15% and continues to increase, it is judged as a risk of local structural damage. If the similarity between the actual strain distribution and the theoretical model is <85%, it is judged as a risk of eccentric load or connection structure failure.

[0075] S4. In response to any of the above risks, the central controller reduces the speed of the hoisting mechanism to below 30% of the rated value, and at the same time controls the electric trolley to move at least 2m toward the derrick base to reduce the cantilever torque.

[0076] In the above technical solution, the central controller is pre-installed with a digital mechanical model: based on the cross-sectional parameters and material properties of the cantilever beam 5, a three-dimensional beam element model is established using finite element software to calculate the theoretical strain values ​​when subjected to loads of 1-10t at different locations (per meter interval), forming a strain distribution database. In actual operation, the central controller synchronously acquires three real-time data streams: the encoder position of the positioning system, the load value of the weight sensor, and the data from six measuring points of the strain sensor.

[0077] The central controller performs a theoretical / actual strain comparison, specifically as follows: 1) Structural local damage risk assessment: If the strain deviation at the mid-span measuring point exceeds 15% and continues to rise, the "local damage risk" flag is triggered; 2) Eccentric load or connection structure failure risk assessment: The similarity between the actual strain curve and the theoretical curve at the six measuring points is calculated using the correlation coefficient method. If the similarity between the actual strain distribution pattern and the theoretical model is <85% (e.g., calculated value 82% < 85% threshold), it is determined to be an eccentric load or connection structure failure risk.

[0078] If any of the above conditions are met, a safety intervention will be activated, as follows: the central controller will reduce the lifting speed of the hoisting mechanism to 30% of the rated value; the electric trolley 4 will be forcibly moved at least 2m towards the derrick, for example, 2.5m. In addition, a panoramic monitoring camera (pre-set) can be activated to perform a 10x zoom scan on abnormal areas (such as weld seams in the middle of the span), and the video stream will be transmitted to the HMI (Human-Machine Interface) in real time.

[0079] The beneficial effects of adopting this technical solution are that, through the dual verification of theoretical models and actual monitoring, it can effectively identify structural anomalies (such as connection failures and hidden damage) that traditional single sensors cannot capture. It is especially suitable for complex load conditions in foundation pits, and advances the structural failure risk prevention and control point to before significant deformation occurs.

[0080] In another technical solution, the monorail system includes multiple independent electric trolleys 4 and lifting mechanisms operating simultaneously in different sections of track 3, with the central controller communicatively connected to the control units of all electric trolleys 4 and lifting mechanisms; it also includes:

[0081] A collaborative lifting control system, which includes sensors for monitoring load distribution at each lifting point;

[0082] The central controller is configured to: automatically calculate the target position and required load distribution of each lifting point according to the preset lifting plan or the real-time input of the component's center of gravity information when multiple vehicles are coordinating the hoisting of large or irregularly shaped components; coordinate and control the position of each trolley and the lifting speed and load of each lifting mechanism to maintain the balance and stability of the component.

[0083] In the above technical solution, two independent monorail systems can be installed in parallel on the cantilever beam 5: the first electric trolley 4 operates within a range of 0-70% of the cantilever beam 5 length, and the second electric trolley 4 operates within a range of 70%-100% of the cantilever beam 5 length, with a minimum safe distance of ≥2m between the two trolleys. Tension sensors (with a range corresponding to 120% of the rated load) are installed in series above the hooks of each trolley's lifting mechanism. The central controller connects all trolley drive units and sensors via a PROFINET bus and has a built-in collaborative control module.

[0084] The central controller performs the following operations: 1) Scheme selection: If a preset hoisting scheme is used (e.g., hoisting a circular device with a diameter of 4m), the pre-stored three-point hoisting parameters are called; if an irregularly shaped component (e.g., an L-shaped bracket) is hoisted, the center of gravity coordinates are input through the HMI, and the controller automatically calculates the positions of the three hoisting points and the load distribution. 2) Dynamic coordination: Controls each trolley to move synchronously to the target position (positioning error ≤ ±10mm); compares the actual load of each hoisting point with the target value in real time (e.g., 3.3t vs 3.5t at point A), and adjusts the lifting speed of the hoisting mechanism through a PID algorithm (adjustment range ±20% of the rated speed) so that the load deviation is ≤5% of the target value; when the tilt angle of the component is detected to be >3° (feedback from the hook tilt angle sensor), the corresponding lifting mechanism speed is finely adjusted until balance is achieved.

[0085] The beneficial effect of adopting this technical solution is that it solves the problem of balancing the hoisting of irregularly shaped components on a large-span cantilever by multi-vehicle coordination and dynamic load adjustment, thus avoiding the risk of single-point overload.

[0086] In another technical solution, a monitoring system is also included, the monitoring system comprising:

[0087] Multiple cameras are deployed at the base of the derrick, the ends of the cantilever beam, the hoisting operation area, and around the pit below, providing panoramic monitoring without blind spots.

[0088] The video analytics module connects to multiple cameras and analyzes video streams in real time based on computer vision algorithms.

[0089] The central controller is connected to the video analysis module;

[0090] The monitoring system is configured to: automatically identify personnel intrusion, abnormal equipment approach, signs of unhooking or abnormal swinging of hoisted objects within the work area; automatically identify collapse risks or obstacles at the edge of the foundation pit; automatically send a signal to the central controller when a preset dangerous scenario is detected; the central controller triggers an audible and visual alarm and can also control the lifting mechanism to stop or the electric trolley 4 to brake in an emergency.

[0091] In the above technical solution, explosion-proof pan-tilt cameras (2-megapixel IP67 protection level devices can be selected) are installed at the four corners of the top of the derrick base. A wide-angle camera (120° horizontal field of view) is installed below the free end of the cantilever beam 5. Four fixed-focus cameras (covering a height range of 0-3m) are arranged around the perimeter of the hoisting operation area. Tilt monitoring cameras with laser ranging function are installed every 3m along the edge of the pit. All cameras are connected to a video analysis module via an industrial switch (an industrial control computer equipped with an Intel Core i7 and built-in YOLOv5 algorithm can be selected). The central controller communicates with the video analysis module via the OPC UA protocol. During nighttime operations, two 100W LED supplementary lights (illuminance ≥300 lux) are provided on the top of the derrick.

[0092] The video analysis module performs real-time detection: 1) Personnel safety: When personnel are detected entering within a 5m radius of the work area (confidence level > 90%), it is marked with a red warning box; 2) Equipment risk: If the swing amplitude of the hoisted object is > 15° or the opening of the hook lock is > 5mm, the risk of disengagement is determined; 3) Excavation pit anomaly: If the image of the excavation pit edge is analyzed and the crack width is > 2cm or the local settlement rate is > 3mm / h, a collapse warning is triggered.

[0093] If any condition is met, a digital signal (0 / 1 alarm code) is sent to the central controller. Controller response strategy: Personnel intrusion / Equipment malfunction: Trigger audible and visual alarm (105dB siren, red rotating light) and suspend the operation of the hoisting mechanism; Pit collapse risk: Activate additional high-frequency flashing warning light (yellow) and force the electric trolley 4 to move away from the danger zone (speed limit 4m / min).

[0094] The beneficial effects of adopting this technical solution are that it solves the problem of blind spots in traditional manual monitoring through panoramic monitoring without blind spots and intelligent analysis, and significantly reduces the risk of collisions, falls and pit instability in confined spaces.

[0095] In another technical solution, a hoisting simulation system is also included, the hoisting simulation system comprising:

[0096] The simulation modeling module is used to build a simulation model that is synchronized with the physical device in real time, integrating cantilever beam deformation data from strain sensors, electric trolley position data from positioning system, and load data from weight sensors.

[0097] The collision prediction engine is used to simulate the hoisting path in a simulation environment based on the imported 3D model of the target component and the hoisting point scheme, detect the interference risk with the dome / foundation pit, and output the interference risk coefficient.

[0098] A strain predictor is used to calculate the simulation deformation of critical nodes and map it to a safety level identifier;

[0099] The hoisting simulation system is connected to the central controller. The central controller receives the interference risk coefficient and safety level identifier. When either value exceeds the safety threshold, it generates a correction instruction for path optimization parameters or hoisting point adjustment scheme based on a preset optimization algorithm, and outputs the generated correction instruction to the drive unit of the electric trolley and / or the drive unit of the lifting mechanism for execution.

[0100] In the above technical solution, the simulation modeling module (which can use the Unity3D engine) establishes a simulation device based on a precise 3D model of the cantilever beam. It synchronizes six data points of the physical device in real time via OPC communication: strain values ​​at key cantilever points (6 sensors), 4 positions of the electric trolley (absolute encoder coordinates), loads at each lifting point (tension sensor readings), height of the lifting mechanism (encoder feedback), trolley spacing (position difference calculation), and ambient temperature and humidity (additional sensors). The collision prediction engine (integrating the Bullet physics library) imports the dome structure BIM model and the 3D point cloud data of the foundation pit, with a mesh accuracy set to ±5cm.

[0101] The simulation process and optimization mechanism are as follows: 1) Lifting pre-simulation: The user inputs the target component parameters (e.g., 3.2m diameter and 2.4m height of the rotating cup) and the lifting point scheme (three-point lifting); the system simulates the lifting path (lifting → horizontal movement → descent) in the simulation environment, and detects the minimum distance between the component and the dome / foundation pit in 10ms steps (threshold is 0.3m safety margin); the strain predictor calculates the virtual deformation of the free end of the cantilever in real time. 2) Safety judgment and optimization: If the component-dome distance is detected to be <0.3m or the simulated deformation is >73.3mm (threshold), the pre-simulation is judged to have failed; at this time, the central controller generates optimization parameters: such as adjusting the lifting point coordinates and reducing the descent speed; outputs correction instructions to the collaborative lifting control system for execution (e.g., the generated correction instructions are output to the drive unit of the electric trolley and / or the drive unit of the lifting mechanism for execution), and the HMI interface displays the risk area highlighted in red (e.g., the interference point at the southwest corner of the dome).

[0102] The beneficial effect of adopting this technical solution is that it can identify collision risks in narrow spaces in advance through simulation and avoid structural interference accidents during actual hoisting.

[0103] In another technical solution, the central controller integrates a calibration module, and the central controller performs the following calibration measures:

[0104] When the correction command is executed, the actual trajectory of the electric trolley of the physical device, the measured value of the deformation of the cantilever beam, and the swing amplitude of the components are collected in real time.

[0105] The collected data is spatiotemporally aligned and compared with the predicted data output by the hoisting simulation system;

[0106] The confidence coefficient K is calculated based on the comparison results. When the confidence coefficient K > 0.9, the simulation algorithm parameters remain unchanged. When the confidence coefficient K ≤ 0.9, the online calibration program of the simulation modeling module is triggered to reconstruct the cantilever stiffness matrix based on the measured data.

[0107] The calibrated stiffness matrix is ​​synchronized to the strain predictor of the collision prediction engine.

[0108] In the above technical solution, when executing the aforementioned generated correction instructions, the system collects three types of data from the physical device in real time: the actual trajectory of the electric trolley 4 (recorded by an absolute encoder), the measured value of the cantilever deformation (feedback from a strain sensor), and the component swing amplitude (monitored by a hook tilt sensor). The calibration module (integrating a Python algorithm library) aligns the collected data with the predicted data from the hoisting simulation system in time and space: using the hoisting time axis as a reference, a comparison window is captured every 0.5 seconds (e.g., actual position 18.3m vs. predicted 18.2m at t=120s).

[0109] The calculation of the credibility coefficient K and the model calibration are as follows:

[0110] The formula for calculating the credibility coefficient K is: ;

[0111] Where n is the number of pairs of points, δ max To allow the maximum deviation;

[0112] X 实际，i This represents the measured data value of the physical device at the i-th comparison time point, which includes three types of data: the actual trajectory of the electric trolley 4 (spatial coordinates measured by an absolute encoder, unit: mm), the measured deformation value of the cantilever beam 5 (deflection converted by a strain sensor, unit: mm), and the component swing amplitude (swing angle measured by an inclination sensor, unit: °).

[0113] X 预测，i This represents the predicted data value generated by the digital twin pre-simulation system at the i-th comparison time point. It also includes three types of data, which strictly correspond to the categories of measured data: the predicted trajectory coordinates of the electric trolley 4 (unit: mm), the predicted deformation of the cantilever beam 5 (unit: mm), and the predicted angle of the component swing amplitude (unit: °).

[0114] X 实际，i With X 预测，i Both are vectors;

[0115] If K > 0.9, the simulation algorithm parameters remain unchanged; if K ≤ 0.9, online calibration is triggered: based on the measured strain-load relationship, the cantilever stiffness matrix is ​​reconstructed using the least squares method. The calibrated stiffness matrix is ​​synchronized to the collision prediction engine to update the strain predictor calculation kernel.

[0116] The beneficial effect of adopting this technical solution is that, through dynamic calibration, it solves the problem of distortion in the simulation modeling module caused by environmental changes and material aging, thus ensuring the reliability of the simulation pre-run.

[0117] In another technical solution, the central controller integrates an active damping module, which is interconnected with the calibration module; the active damping module executes the following instructions:

[0118] During the hoisting execution phase, the active damping module acquires the theoretical vibration spectrum output signal of the cantilever beam and the actual vibration spectrum signal of the lifting mechanism cable in real time.

[0119] Within the 0.5-2Hz frequency band, the energy integral value E of the actual vibration spectrum and the theoretical vibration spectrum is calculated. When E≥1.15, the reliability coefficient K output by the calibration module is retrieved. Based on the value of K, the disturbance back-reasoning algorithm is selected to back-reason the disturbance source. Based on the back-reasoned disturbance source, a disturbance vector loading command is sent to the simulation modeling module. In the simulation environment, the simulation modeling module loads the disturbance vector to obtain the iteratively optimized active damping parameters.

[0120] The active damping module converts the optimized active damping parameters into control commands, which are then output to the drive unit of the electric trolley and / or the drive unit of the lifting mechanism via the central controller for execution.

[0121] In the above technical solution, the active damping module is integrated into the central controller, which acquires the output signal of the theoretical vibration spectrum prediction value of the cantilever beam (range of 0.1-10Hz, resolution of 0.1Hz) from the simulation modeling module in real time (the simulation modeling module has a built-in dynamic simulation engine for building the simulation model). This theoretical vibration spectrum is actually the theoretical acceleration power spectral density (PSD) distribution of the cantilever beam in the 0.5-2Hz frequency band.

[0122] Simultaneously, the active damping module acquires the actual vibration spectrum signal of the hoisting mechanism's steel cable. It's important to note that the vibration monitoring of the hoisting mechanism's steel cable uses a triaxial accelerometer, installed at the connection point between the cable and the hook. The actual vibration spectrum is generated through FFT transformation calculation → PSD calculation; the data is essentially the measured PSD distribution within the same frequency band. Special attention should be paid to the 0.5-2Hz danger band (this frequency band is prone to causing resonance in the suspended load).

[0123] Within the 0.5-2Hz frequency band, calculate the ratio E of the energy integral value of the actual vibration spectrum to the theoretical vibration spectrum, E=E 实际 / E 理论 , , f is the vibration frequency, in Hz;

[0124] When E≥1.15, the confidence coefficient K output by the calibration module is retrieved, and the disturbance source is reversed according to the disturbance reversed algorithm based on the K value. The disturbance vector loading command is sent to the simulation modeling module according to the reversed disturbance source. The simulation modeling module loads the disturbance vector in the simulation environment to obtain the active damping parameters after iterative optimization.

[0125] The calibration module provides a confidence coefficient K. When E ≥ 1.15 (e.g., E...), the confidence coefficient K is determined. 实际 0.08m / s² vs E 理论 0.07m / s²): 1) Algorithm selection: If K > 0.8, use the frequency domain inverse filtering algorithm: extract the predicted spectrum phase, generate an anti-phase damping waveform, and inject it into the frequency converter of the lifting mechanism; if K ≤ 0.8 (e.g., K = 0.75), enable time domain waveform matching: collect the actual vibration time domain signal, and calculate the matching suppression waveform through convolution. 2) Load the reversed disturbance vector (e.g., 1.2Hz / 0.15N·s impact) in the simulation environment; iteratively optimize the active damping parameters (each iteration 20ms, 5 times in total), and output the optimal amplitude-phase combination (e.g., amplitude 0.05m / s², phase difference 180°). 3) Parameter execution: convert the optimized damping parameters into frequency converter control commands (e.g., frequency 1.2Hz, amplitude command voltage 2.1V), and adjust the motor torque of the lifting mechanism through the collaborative hoisting control system (drive unit of the electric trolley and / or drive unit of the lifting mechanism).

[0126] The beneficial effect of adopting this technical solution is that, through the active damping module, the risk of instability caused by environmental disturbances to suspended objects in narrow spaces is solved, and the suppression efficiency is improved by more than 40% compared with traditional mechanical damping.

[0127] The number of devices and processing capacity described herein are for the purpose of simplifying the description of the invention. Applications, modifications, and variations of the derrick-type large cantilever hoisting device of the present invention will be readily apparent to those skilled in the art.

[0128] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for the present invention. For those skilled in the art, other modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, the present invention is not limited to the specific details and illustrations shown and described herein.

Claims

1. A derrick-type large cantilever hoisting device, characterized in that, include: The derrick base includes a counterweight steel plate, multiple columns vertically mounted on the counterweight steel plate, a support beam connecting the top of each column, and a connecting beam connecting adjacent columns. The cantilever beam has one end fixed to the top of the derrick base and the other end suspended on one side of the derrick base; A monorail system includes a track fixed to the lower flange of a cantilever beam, an electric trolley running along the track, and a lifting mechanism suspended below the electric trolley. Multiple strain sensors are respectively installed at the fixed end, mid-span and free end of the cantilever beam; A weight sensor is mounted on the lifting mechanism; A positioning system for determining the position of the electric trolley on the track in real time; A distance measuring device used to measure the distance an electric trolley travels along a track; The central controller is communicatively connected to strain sensors, weight sensors, a positioning system, the drive motor of the electric trolley, and a ranging device. The central controller receives data from the strain sensors in real time, calculates the real-time deformation of the cantilever beam based on the received data, and compares the real-time deformation with a preset safety threshold. When the real-time deformation approaches or exceeds the safety threshold, it issues a warning signal or automatically restricts the lifting operation of the hoisting mechanism. The central controller stores the maximum allowable load data corresponding to different cantilever beam regions. The central controller acquires the position information of the electric trolley and the load information of the hoisting mechanism in real time, queries the corresponding maximum allowable load based on the current trolley position, and issues an overload alarm or automatically cuts off the lifting power when the real-time load approaches or exceeds the maximum allowable load at the current position. During the movement of the electric trolley or after reaching the target position, the central controller suppresses or reduces the swaying of the hoisting mechanism and the hoisted object by controlling the start-stop acceleration curve of the electric trolley or combining it with an active damping mechanism. It also includes a hoisting simulation system, which comprises: The simulation modeling module is used to build a simulation model that is synchronized with the physical device in real time, integrating cantilever beam deformation data from strain sensors, electric trolley position data from positioning system, and load data from weight sensors. The collision prediction engine is used to simulate the hoisting path in a simulation environment based on the imported 3D model of the target component and the hoisting point scheme, and output the interference risk coefficient. A strain predictor is used to calculate the simulation deformation of critical nodes and map it to a safety level identifier; The hoisting simulation system is connected to the central controller. The central controller receives the interference risk coefficient and safety level indicator. When either value exceeds the safety threshold, it generates a correction instruction for path optimization parameters or hoisting point adjustment scheme based on a preset optimization algorithm, and outputs the generated correction instruction to the drive unit of the electric trolley and / or the drive unit of the lifting mechanism for execution. The central controller integrates a calibration module, and the central controller performs the following calibration measures: When the correction command is executed, the actual trajectory of the electric trolley of the physical device, the measured value of the deformation of the cantilever beam, and the swing amplitude of the components are collected in real time. The collected data is spatiotemporally aligned and compared with the predicted data output by the hoisting simulation system; The confidence coefficient K is calculated based on the comparison results. When the confidence coefficient K > 0.9, the simulation algorithm parameters remain unchanged. When the confidence coefficient K ≤ 0.9, the online calibration program of the simulation modeling module is triggered to reconstruct the cantilever stiffness matrix based on the measured data. The calibrated stiffness matrix is ​​synchronized to the strain predictor of the collision prediction engine; The central controller integrates an active damping module, which is interconnected with the calibration module; the active damping module executes the following instructions: During the hoisting execution phase, the active damping module acquires the theoretical vibration spectrum output signal of the cantilever beam and the actual vibration spectrum signal of the lifting mechanism cable in real time. Within the 0.5-2Hz frequency band, the energy integral value E of the actual vibration spectrum and the theoretical vibration spectrum is calculated. When E≥1.15, the reliability coefficient K output by the calibration module is retrieved. Based on the value of K, the disturbance back-reasoning algorithm is selected to back-reason the disturbance source. Based on the back-reasoned disturbance source, a disturbance vector loading command is sent to the simulation modeling module. In the simulation environment, the simulation modeling module loads the disturbance vector to obtain the iteratively optimized active damping parameters. The active damping module converts the optimized active damping parameters into control commands, which are then output to the drive unit of the electric trolley and / or the drive unit of the lifting mechanism via the central controller for execution.

2. The derrick-type large cantilever hoisting device as described in claim 1, characterized in that, The central controller implements the following security measures: S1. Obtain the theoretical strain distribution of the cantilever beam under load at different spatial locations; S2. Real-time acquisition of the vehicle position information of the positioning system, the real-time load data of the weight sensor, and the actual strain data of multiple measurement points of multiple strain sensors; S3. Compare and analyze the theoretical strain distribution with the actual strain data. If the actual strain value exceeds the theoretical value by 15% and continues to increase, it is judged as a risk of local structural damage. If the actual strain distribution pattern is less than 85% similar to the theoretical model, it is judged as an eccentric load or a risk of failure of the connection structure. S4. In response to any of the above risks, the central controller reduces the speed of the hoisting mechanism to below 30% of the rated value, and at the same time controls the electric trolley to move at least 2m toward the derrick base to reduce the cantilever torque.

3. The derrick-type large cantilever hoisting device as described in claim 1, characterized in that, The monorail system includes multiple independent electric trolleys and lifting mechanisms operating simultaneously in different sections of the track. The central controller is communicatively connected to the control units of all the electric trolleys and lifting mechanisms. It also includes: Multiple tension sensors are connected in series above the hooks of each trolley lifting mechanism to monitor the load distribution at each lifting point; the multiple tension sensors are communicatively connected to the central controller. In the case of multi-vehicle collaborative hoisting of large or irregularly shaped components, the central controller automatically calculates the target position and required load distribution of each hoisting point according to the preset hoisting plan or the real-time input of the component's center of gravity information, and coordinates and controls the position of each trolley and the lifting speed and load of each lifting mechanism to maintain the balance and stability of the component.

4. The derrick-type large cantilever hoisting device as described in claim 1, characterized in that, It also includes a monitoring system, which comprises: Multiple cameras are deployed at the derrick base, the end of the cantilever beam, the hoisting operation area, and around the pit below. The video analytics module connects to the camera and analyzes the video stream in real time based on computer vision algorithms. The central controller is connected to the video analysis module; The monitoring system automatically identifies personnel intrusion, abnormal equipment approach, signs of unhooking or abnormal swinging of hoisted objects within the work area. Simultaneously, the monitoring system automatically identifies the risk of collapse or obstacles at the edge of the foundation pit. When the monitoring system detects a preset dangerous scenario, it automatically sends a signal to the central controller. The central controller triggers an audible and visual alarm and controls the lifting mechanism to stop operating or controls the electric trolley to brake urgently.

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