An edge computing decision system for efficient operation of a large crawler crane

Abstract

The application discloses an edge computing decision system for efficient operation of a large crawler crane, and relates to the technical field of cranes, comprising: an azimuth angle calculation module, which is used for calculating an azimuth angle based on a ground seam direction angle and a current traveling direction of the crawler crane; an effective contact length calculation module, which is used for calculating a support loss length of a triangular support loss area along the traveling direction based on the azimuth angle, and calculating a cross-seam instantaneous effective contact length based on the support loss length and a preset minimum contact length lower limit value; and a pressure bearing amplification coefficient calculation module, which is used for calculating a pressure bearing amplification coefficient based on a crawler belt width of the crawler crane and the cross-seam instantaneous effective contact length. The application improves the accuracy of pressure bearing calculation.

Description

Technical Field

[0001] This invention relates to the field of crane technology, and more particularly to an edge computing decision-making system for the efficient operation of a large crawler crane. Background Technology

[0002] In large-scale infrastructure projects, large crawler cranes, as core heavy equipment, are widely used in scenarios such as wind turbine tower installation, steel box girder erection for long-span bridges, heavy chemical equipment hoisting, and steel structure assembly for high-rise buildings. These operations typically require the use of temporary, modular work platforms, often constructed from multiple steel or concrete plates. Due to installation errors, thermal expansion and contraction, and load-bearing deformation, seams of varying widths form between adjacent plates. In actual operation, crawler cranes frequently need to cross these seams, and the operation is often accompanied by dynamic load changes, such as load transfer during lifting and centrifugal force during slewing. These factors cause continuous changes in the contact state between the tracks and the work platform, increasing the difficulty of controlling operations across these seams. To ensure operational safety, it is necessary to monitor the ground pressure status of the tracks in real time to avoid deformation of the work platform or breakage of the pads due to excessive pressure, or low operational efficiency due to overly conservative control. With the expansion of edge computing technology in the field of real-time control of industrial equipment, how to use localized data processing capabilities to achieve dynamic optimization of cross-seam operations has become a key direction for improving the safety and efficiency of large tracked crane operations.

[0003] When large crawler cranes are operating across seams, the core technical problem is that the instantaneous ground pressure of the track during seam crossing is significantly amplified due to the abrupt change in the geometry of the seam. Existing technologies make it difficult to adjust the travel parameters in real time and accurately, making it difficult to achieve efficient operation while ensuring the safety of the work platform. Traditional manual control or static parameter setting methods cannot dynamically match the actual angle of the seam and the load-bearing capacity of the platform to make adjustments, which can easily lead to safety risks or efficiency losses. Summary of the Invention

[0004] The purpose of this invention is to address the shortcomings of existing technologies, such as the difficulty in adjusting travel parameters in real time and accurately, and the difficulty in achieving efficient operation while ensuring the safety of the work platform. Therefore, this invention proposes an edge computing decision system for the efficient operation of large tracked cranes.

[0005] To address the problems existing in the prior art, the present invention adopts the following technical solution: An edge computing decision-making system for the efficient operation of a large crawler crane includes: The azimuth angle calculation module is used to calculate the azimuth angle based on the ground seam direction angle and the current travel direction of the crawler crane; The effective contact length calculation module is used to calculate the unsupported length of the triangular unsupported area along the direction of travel based on the azimuth angle, and to calculate the instantaneous effective contact length across the joint based on the unsupported length and the preset minimum contact length lower limit. The pressure amplification factor calculation module is used to calculate the pressure amplification factor based on the track width and the instantaneous effective contact length of the cross joint of the crawler crane. Update the pressure calculation module to calculate and update the instantaneous average pressure based on the azimuth angle and the maximum allowable angle of the crawler crane; The optimal parameter determination module is used to determine the optimal micro-slewing angle and target speed of the crawler crane based on the updated instantaneous average bearing pressure and the allowable average bearing pressure of the working platform. The risk labeling and control optimization module is used to label the risk level of the splicing seams in the work platform using the pressure amplification factor, and to perform real-time edge control and efficiency optimization of the crawler crane's movement process based on the optimal micro-turn angle and target speed.

[0006] Preferably, the azimuth angle is calculated based on the ground seam direction angle and the current travel direction of the tracked crane, including: On the working platform of the crawler crane, the direction angle of the ground seam is detected. The direction angle of the ground seam refers to the orientation angle of the splicing gap between adjacent pads on the platform plane. Measure the current direction of travel of the crawler crane; The difference between the ground seam direction angle and the current direction of travel is calculated to obtain the azimuth angle between the ground seam direction angle and the current direction of travel.

[0007] Preferably, calculating the length of the triangular unsupported region along the direction of travel based on the azimuth angle includes: The cotangent values ​​of the track width and azimuth angle of the tracked crane are multiplied to obtain the candidate values ​​of the failure length of the triangular failure zone along the travel direction; Obtain the theoretical contact length between the tracks and the working platform in the direction of travel of the tracked crane; The minimum value of the candidate value of the unsupported length and the theoretical contact length is calculated to obtain the unsupported length of the triangular unsupported area along the direction of travel.

[0008] Preferably, the instantaneous effective contact length across the joint is calculated based on the understrength length and a preset minimum contact length lower limit, including: The difference between the theoretical contact length and the unsupported length is calculated to obtain the candidate value of the effective contact length; The maximum value of the candidate effective contact length and the preset minimum contact length lower limit is calculated to obtain the instantaneous effective contact length across the joint.

[0009] Preferably, the bearing pressure amplification factor is calculated based on the track width and the instantaneous effective contact length of the cross joint of the tracked crane, including: Multiply the track width of the tracked crane by the theoretical contact length to obtain the theoretical contact area; The ratio of the normal load to the theoretical contact area of ​​the track on the cross-slot side of the crawler crane is calculated to obtain the theoretical average bearing pressure in front of the cross-slot. Multiply the track width of the tracked crane by the instantaneous effective contact length across the gap to obtain the instantaneous contact area; The ratio of the normal phase load to the instantaneous contact area is calculated to obtain the instantaneous average bearing pressure across the joint; The bearing pressure amplification factor is obtained by calculating the ratio of the instantaneous average bearing pressure across the joint to the theoretical average bearing pressure before the joint.

[0010] Preferably, the instantaneous average bearing pressure is updated based on the azimuth angle and the maximum permissible angle of the crawler crane, including: The upper limit of the micro-slewing angle is determined based on the positive direction of the maximum permissible angle of the crawler crane; The lower limit of the micro-rotation angle is determined based on the negative direction of the maximum permissible angle; The range of values ​​for the micro-turn angle is determined based on the upper and lower limits of the value. Select the micro-turn angle based on the value range; Add a slight rotation angle to the azimuth angle to obtain the updated angle; The instantaneous average bearing pressure across the joint is recalculated based on the updated included angle, resulting in the updated instantaneous average bearing pressure.

[0011] Preferably, determining the optimal micro-slewing angle and target speed of the crawler crane based on the updated instantaneous average bearing pressure and the allowable average bearing pressure of the working platform includes: A numerical comparison was made between the updated instantaneous average bearing pressure and the allowable average bearing pressure of the working platform: If the updated instantaneous average bearing pressure is less than or equal to the allowable average bearing pressure of the working platform, the updated angle corresponding to the updated instantaneous average bearing pressure is retained, and all retained updated angles are collected into a candidate angle set. Based on the updated angles retained in the candidate angle set, the optimal micro-turn angle is selected from the candidate angle set, and the maximum travel speed of the crawler crane is taken as the target speed of the crawler crane. If the updated instantaneous average bearing pressure is greater than the allowable average bearing pressure, the value of the optimal micro-turn angle is set to 0. Based on the updated instantaneous average bearing pressure, the allowable average bearing pressure, and the maximum travel speed of the crawler crane, the target speed of the crawler crane is calculated.

[0012] Compared with the prior art, the beneficial effects of the present invention are: 1. In this invention, by setting up an azimuth angle calculation module, an effective contact length calculation module, and a pressure amplification coefficient calculation module, the angular relationship between the ground seam direction and the track travel direction can be quantified in real time when the tracked crane is operating across seams. Based on this geometric relationship, the effective contact length and instantaneous pressure state of the track can be dynamically calculated, thereby avoiding misjudgments caused by the reliance on fixed parameters in traditional methods, effectively improving the accuracy of pressure calculation, and providing a reliable basis for safety control.

[0013] 2. In this invention, by updating the pressure calculation module and the optimal parameter determination module, and combining the maximum allowable angle of the crawler crane and the upper limit of the load capacity of the working platform, the micro-turn angle and target speed are dynamically corrected to achieve dual optimization of cross-joint pressure and work efficiency. When the pressure is within the allowable range, the maximum travel speed is automatically selected. When the pressure exceeds the limit, the platform safety is maintained by adjusting the speed, thus avoiding efficiency loss or safety hazards caused by static settings.

[0014] 3. Through the risk labeling and control optimization module, the pressure amplification factor is converted into a visualized risk level, and the direction and speed of the crawler crane are controlled in real time by combining the optimal parameters. This enables safety prompts, path planning and energy consumption optimization during cross-gap operations. It not only improves the safety and efficiency of cross-gap operations, but also provides a clear reference for the maintenance of the work platform, reduces platform damage and crane instability accidents, and ultimately achieves a comprehensive improvement in safety, efficiency and economy. Attached Figure Description

[0015] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, illustrate exemplary embodiments of the invention and, together with their description, serve to explain the invention and do not constitute an undue limitation thereof. In the drawings: Figure 1 This is a functional block diagram of an edge computing decision system for efficient operation of a large crawler crane, provided in an embodiment of the present invention. Detailed Implementation

[0016] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0017] Example: This example provides an edge computing decision-making system for the efficient operation of a large crawler crane. See [link to example]. Figure 1 Specifically, including: The azimuth angle calculation module is used to calculate the azimuth angle based on the ground seam direction angle and the current travel direction of the crawler crane; In an embodiment of the present invention, the azimuth angle is calculated based on the ground seam direction angle and the current travel direction of the tracked crane, including: On the working platform of the crawler crane, the direction angle of the ground seam is detected. The direction angle of the ground seam refers to the orientation angle of the splicing gap between adjacent pads on the platform plane. Measure the current direction of travel of the crawler crane; The difference between the ground seam direction angle and the current direction of travel is calculated to obtain the azimuth angle between the ground seam direction angle and the current direction of travel.

[0018] Specifically, when calculating the azimuth angle, the ground seam direction angle is first detected on the tracked crane's working platform. This direction angle refers to the orientation angle of the seam between adjacent pads on the platform plane. This angle can be determined by identifying the direction of the seam between adjacent pads on the working platform using devices such as vision sensors. Next, the current travel direction of the tracked crane is measured, obtained using the crane's own navigation system or direction sensors. Finally, the difference between the ground seam direction angle and the current travel direction is calculated to obtain the azimuth angle relative to the current travel direction. For example, if the detected ground seam direction angle is 60 degrees and the measured current travel direction of the tracked crane is 30 degrees, the azimuth angle can be calculated as 30 degrees. This method of calculating the azimuth angle through difference can simply and efficiently quantify the relative angular relationship between the ground seam and the direction of travel of the tracked crane, meeting the low latency requirement for real-time decision-making when crossing seams. Moreover, this azimuth angle, as a core input parameter, is an important prerequisite for subsequent analysis of the contact length between the track and the platform, changes in pressure, and the generation of executable commands such as micro-rotation and speed control in seam crossing scenarios, ensuring the logical coherence from geometric perception to decision execution.

[0019] Specifically, in wind power and other construction site scenarios, tracked cranes need to move and lift on temporary work platforms assembled from temporary mats. These platforms have overlapping seams, local steps, and gaps. When the track crosses these geometrically discontinuous locations, the effective contact area between the track and the ground changes rapidly, thereby altering the grounding force area and instantaneous average bearing pressure, directly affecting stability assessment and work cycle. When the angle between the seam direction and the track's travel direction is small, the combined effect of the seam orientation and steps / gaps will create a diagonal unsupported boundary in the track width direction. This results in a triangular unsupported area at the track's leading edge in the travel direction, causing the effective contact length to decrease sharply from its nominal value. If the ground pressure is still assessed based on the nominal contact length, the edge end is prone to systematically underestimating the instantaneous pressure at the seam crossing, making overly optimistic efficiency decisions and amplifying the trends of settlement, edge chipping, and overturning. Therefore, in order to explicitly calculate the link from the geometry of the oblique joint to the step change in contact length and then to the amplification of ground pressure at the edge end through a small amount of geometric and load measurements before crossing the joint, and to write the control command, it is necessary to first calculate the azimuth angle based on the ground joint direction angle and the current travel direction of the crawler crane. This quantifies the relative angular relationship between the joint direction and the track travel direction, providing core basic parameters for subsequent analysis of the triangular underrun zone, effective contact length change and pressure amplification, and ensuring the reliability and safety of edge calculation decisions for efficient operation of the crawler crane.

[0020] The effective contact length calculation module is used to calculate the unsupported length of the triangular unsupported area along the direction of travel based on the azimuth angle, and to calculate the instantaneous effective contact length across the joint based on the unsupported length and the preset minimum contact length lower limit. In an embodiment of the present invention, calculating the length of the triangular unsupported region along the direction of travel based on the azimuth angle includes: The cotangent values ​​of the track width and azimuth angle of the tracked crane are multiplied to obtain the candidate values ​​of the failure length of the triangular failure zone along the travel direction; Obtain the theoretical contact length between the tracks and the working platform in the direction of travel of the tracked crane; The minimum value of the candidate value of the unsupported length and the theoretical contact length is calculated to obtain the unsupported length of the triangular unsupported area along the direction of travel.

[0021] Specifically, the triangular unsupported area is an approximately triangular instantaneous unsupported region appearing at the leading edge of the track in the direction of travel when the angle between the lap joint of the temporary pad and the track's travel direction is extremely small. The theoretical contact length between the track and the working platform in the direction of travel in a tracked crane is the nominal contact dimension along the direction of travel when the track is in normal continuous contact with the working platform (without geometric discontinuities). The candidate value of the unsupported length is a value obtained by multiplying the track width and the cotangent of the azimuth angle, used to initially quantify the length of the triangular unsupported area along the direction of travel. The unsupported length is derived from geometric relationships and limited to not exceeding the physical boundary by comparing it with the theoretical contact length, accurately reflecting the true length of the unsupported area of ​​the track along the direction of travel when crossing the joint, providing a reliable basis for subsequent analysis of contact area and pressure changes.

[0022] Specifically, when calculating the out-of-stress length of the triangular out-of-stress area along the travel direction, the crawler crane's track width and the cotangent of its azimuth angle are multiplied first to obtain a candidate value for the out-of-stress length of the triangular out-of-stress area along the travel direction. The track width refers to the lateral dimension of the crawler crane's tracks. For example, when the track width is 6 meters and the azimuth angle is 30 degrees, the cotangent of the azimuth angle is approximately 1.732, and the candidate out-of-stress length is 6 multiplied by 1.732, resulting in approximately 10.392 meters. Next, the theoretical contact length between the crawler crane's tracks and the working platform in the travel direction is obtained. This length is the nominal contact dimension along the travel direction when the tracks are in normal contact with the working platform, for example, a theoretical contact length of 8 meters. Then, the candidate out-of-stress length and the theoretical contact length are minimized. Since the candidate out-of-stress length of approximately 10.392 meters is greater than the theoretical contact length of 8 meters, the final out-of-stress length of the triangular out-of-stress area along the travel direction is determined to be 8 meters. By first obtaining candidate values ​​by multiplying the track width and the cotangent of the azimuth angle, and then taking the minimum value in combination with the theoretical contact length, the calculation range of the underrun length can be reasonably constrained, avoiding it from exceeding the physical boundary of the actual contact, and ensuring the accuracy of subsequent calculations of parameters such as effective contact length and bearing capacity.

[0023] Specifically, when a tracked crane crosses the gap of a temporary platform, the effective contact area between the track and the platform changes rapidly due to geometric discontinuities. If the ground pressure is still assessed based on the nominal contact length, the instantaneous pressure risk at the gap crossing will be systematically underestimated, leading to overly optimistic efficiency decisions and amplifying the tendency for settlement, edge chipping, or even overturning. The instantaneous effective contact length at the gap crossing directly reflects the actual force-bearing area between the track and the platform at the moment of crossing. This force-bearing area is closely related to the instantaneous average bearing pressure and is the core basis for assessing the stability of the tracked crane across the gap and generating control commands such as micro-rotation and speed. Therefore, it is necessary to calculate the instantaneous effective contact length at the gap crossing to ensure that the edge calculation decisions for efficient operation of the tracked crane are both safe and reliable.

[0024] In an embodiment of the present invention, the instantaneous effective contact length across the joint is calculated based on the understrength length and a preset minimum contact length lower limit, including: The difference between the theoretical contact length and the unsupported length is calculated to obtain the candidate value of the effective contact length; The maximum value of the candidate effective contact length and the preset minimum contact length lower limit is calculated to obtain the instantaneous effective contact length across the joint.

[0025] Specifically, the theoretical contact length reflects the ideal contact length under conditions such as no seam crossing; the underrun length is the length of the triangular underrun area along the travel direction, reflecting the scale of the unsupported area of ​​the track along the travel direction caused by the small angle between the seam and the travel direction; the candidate effective contact length is the difference between the theoretical contact length and the underrun length, which preliminarily quantifies the change in the contact length between the track and the working platform when crossing the seam; the preset minimum contact length lower limit is the minimum contact length threshold set in advance from a safety perspective, ensuring that the contact length between the track and the platform is not lower than this value to ensure the stability of the foundation; the instantaneous effective contact length at the seam crossing is the actual effective contact length between the track and the working platform at the moment of seam crossing, which is the core geometric parameter for evaluating instantaneous pressure bearing.

[0026] Specifically, the difference between the theoretical contact length and the understress length is first calculated to obtain the candidate value of the effective contact length. This is because when crossing the joint, the triangular understress zone will cause the effective contact length to be reduced from the theoretical value by the length of the understressed part, thus initially reflecting the reduction in contact length. Then, the candidate value of the effective contact length and the preset minimum contact length lower limit are used to maximize the value. This is to avoid the candidate value of the effective contact length being too small or even negative due to the understress length being too large. It ensures that the calculated instantaneous effective contact length when crossing the joint is always not lower than the safety threshold, ensuring that the contact length of the crawler crane when crossing the joint has basic stability. This provides a reliable geometric basis for the subsequent calculation of parameters such as instantaneous average bearing pressure, supporting the stability assessment and control command generation when crossing the joint.

[0027] It should be noted that the preset minimum contact length lower limit is obtained through multi-dimensional analysis and verification, taking into account the structural characteristics of the crawler crane, the load-bearing capacity of the work platform, and the safety redundancy requirements. First, based on the safety limit of the track ground pressure, the material strength and allowable deformation of the work platform pad, a mechanical analysis of the contact between the track and the platform is conducted to preliminarily derive the critical contact length that can ensure that the ground pressure does not exceed the limit and that the platform does not undergo harmful deformation. Then, in combination with different load conditions of the crane and different splicing stiffness of the platform, the critical value is verified and corrected through simulation and actual testing (cross-joint pressure test with different contact lengths on the test platform). Finally, a conservative value that combines safety and engineering applicability is determined to ensure that when the instantaneous effective contact length of the cross joint is not lower than this value, the stress on the track and the platform is within a safe and controllable range, providing a basic safety threshold for cross-joint stability assessment.

[0028] The pressure amplification factor calculation module is used to calculate the pressure amplification factor based on the track width and the instantaneous effective contact length of the cross joint of the crawler crane. In embodiments of the present invention, the pressure amplification factor is calculated based on the track width and the instantaneous effective contact length across the joint of the tracked crane, including: Multiply the track width of the tracked crane by the theoretical contact length to obtain the theoretical contact area; The ratio of the normal load to the theoretical contact area of ​​the track on the cross-slot side of the crawler crane is calculated to obtain the theoretical average bearing pressure in front of the cross-slot. Specifically, track width refers to the lateral dimension of the track of the crawler crane itself, reflecting the lateral range of contact between the track and the working platform; theoretical contact length is the nominal contact dimension along the direction of travel when the track is in normal continuous contact with the working platform (without geometric discontinuities), reflecting the contact length along the direction of travel under conditions such as no gaps; theoretical contact area is the product of track width and theoretical contact length, representing the overall contact area when the track is in normal contact with the working platform, reflecting the grounding area scale when there are no geometric discontinuities; normal load of the track on the gap side refers to the load perpendicular to the working platform borne by the track on the gap side, which is the source of pressure of the track on the platform on that side; theoretical average bearing pressure before gap refers to the ratio of the normal load on one side of the track to the theoretical contact area of ​​the track and the working platform in the direction of travel when the track and the working platform are in normal continuous contact before the crawler crane crosses the gap, reflecting the average grounding pressure of the track on the working platform when there are no geometric discontinuities (i.e., no gaps).

[0029] Specifically, the theoretical contact area is obtained by multiplying the track width by the theoretical contact length because the contact area between the track and the working platform can be approximated as a rectangle, and its area is determined by the transverse track width and the longitudinal theoretical contact length. Then, the ratio of the normal load of the track on the cross-slit side to the theoretical contact area is calculated based on the physical definition of average bearing pressure (average bearing pressure equals the total load divided by the contact area). This yields the theoretical average bearing pressure when the track is in normal contact before the cross-slit, providing a benchmark reference for subsequent comparison of instantaneous bearing pressure across the cross-slit and quantification of bearing pressure changes, thus supporting the stability assessment when the cross-slit is in place.

[0030] Multiply the track width of the tracked crane by the instantaneous effective contact length across the gap to obtain the instantaneous contact area; The ratio of the normal phase load to the instantaneous contact area is calculated to obtain the instantaneous average bearing pressure across the joint; The bearing pressure amplification factor is obtained by calculating the ratio of the instantaneous average bearing pressure across the joint to the theoretical average bearing pressure before the joint.

[0031] Specifically, the instantaneous effective contact length of the joint reflects the longitudinal contact scale between the track and the platform at this moment; the instantaneous contact area is the product of the track width and the instantaneous effective contact length of the joint, representing the total actual contact area between the track and the working platform at the instant of the joint; the instantaneous average bearing pressure of the joint refers to the ratio of the normal load at the moment of the joint to the instantaneous contact area, reflecting the average ground pressure of the track on the working platform at this moment; the bearing pressure amplification factor refers to the ratio of the instantaneous average bearing pressure of the joint to the theoretical average bearing pressure before the joint, used to quantify the degree of amplification of the average bearing pressure by the geometrically discontinuous working condition of the joint.

[0032] Specifically, the instantaneous contact area is first obtained by multiplying the track width by the instantaneous effective contact length of the gap, because the contact area between the track and the working platform can be approximated as a rectangle, and its area is determined by the transverse track width and the longitudinal effective contact length. Then, the instantaneous average bearing pressure of the gap is calculated by the ratio of the normal load to the instantaneous contact area, based on the fundamental mechanical principle that the average pressure equals the total load divided by the contact area, reflecting the actual ground pressure when the gap is crossed. Finally, the bearing pressure amplification factor is obtained by the ratio of the instantaneous average bearing pressure of the gap to the theoretical average bearing pressure before the gap is crossed. This is to intuitively show how much the average bearing pressure is amplified compared to the normal state due to the gap crossing behavior, thus providing a quantitative basis for pressure change for subsequent assessment of gap crossing risks and generation of control commands, ensuring the reliability of safety and efficiency decisions when the tracked crane crosses the gap.

[0033] Update the pressure calculation module to calculate and update the instantaneous average pressure based on the azimuth angle and the maximum allowable angle of the crawler crane; In an embodiment of the present invention, the calculation and updating of the instantaneous average bearing pressure based on the azimuth angle and the maximum permissible angle of the crawler crane includes: The upper limit of the micro-slewing angle is determined based on the positive direction of the maximum permissible angle of the crawler crane; Specifically, micro-turn angle refers to a small turning angle that a crawler crane makes within the maximum permissible angle range during its movement, in order to change the relative angle between its direction of travel and the ground joint gap. Its physical significance lies in the fact that by adjusting the micro-turn angle, the crawler crane's direction of travel is slightly corrected, thereby changing the instantaneous effective contact length and average bearing pressure level across the joint, thus reducing the impact of the triangular under-stress zone formed by the small-angle oblique joint on operational efficiency and stability.

[0034] The lower limit of the micro-rotation angle is determined based on the negative direction of the maximum permissible angle; The range of values ​​for the micro-turn angle is determined based on the upper and lower limits of the value. Select the micro-turn angle based on the value range; Add a slight rotation angle to the azimuth angle to obtain the updated angle; Specifically, the maximum permissible angle is the limit value of the angle at which the crawler crane can perform micro-slewing operations under the premise of safe operation, reflecting the constraints of the crane structure and operational safety on the slewing angle; the upper limit is the maximum permissible positive value of the micro-slewing angle determined based on the positive direction of the maximum permissible angle, defining the limit of positive adjustment of the micro-slewing angle; the lower limit is the maximum permissible negative value of the micro-slewing angle determined based on the negative direction of the maximum permissible angle, defining the limit of negative adjustment of the micro-slewing angle; the value range is the range of micro-slewing angles that can be selected, jointly determined by the upper and lower limits, providing boundary constraints for the selection of the micro-slewing angle; the updated included angle is the angle obtained by adding the azimuth included angle to the selected micro-slewing angle, which is the angle of the ground seam direction angle relative to the new travel direction of the crane after the crawler crane has adjusted its travel direction through micro-slewing.

[0035] Specifically, the upper and lower limits of the micro-slewing angle are determined based on the positive and negative directions of the maximum permissible angle, respectively. This is to define a safety boundary for micro-slewing angle adjustment under the angular constraints of crane safe operation, avoiding structural risks or operational instability caused by excessive slewing angle. Then, the range of micro-slewing angle values ​​is determined based on the upper and lower limits, clarifying the selectable range of micro-slewing angle. Next, a specific micro-slewing angle is selected according to this range to adapt to the pressure optimization requirements when crossing the joint. Finally, the azimuth angle is added to the selected micro-slewing angle to obtain the updated angle. This is because the micro-slewing angle is used to adjust the track travel direction, thereby changing the relative angle between the ground seam direction angle and the new travel direction. The updated angle can reflect the geometric relationship between the seam and the travel direction after adjustment, providing new geometric input for subsequent recalculation of the instantaneous effective contact length across the joint and assessment of pressure changes, supporting the pressure optimization decision when crossing the joint.

[0036] The instantaneous average bearing pressure across the joint is recalculated based on the updated included angle, resulting in the updated instantaneous average bearing pressure.

[0037] Specifically, the instantaneous average bearing pressure across the gap refers to the average ground pressure of the track on the working platform when the crawler crane crosses the gap; the updated instantaneous average bearing pressure is the actual average ground pressure of the track on the working platform when the crawler crane crosses the gap after adjusting its direction of travel (corresponding to the updated angle). It reflects the pressure state of the contact area between the track and the platform at the instant of crossing the gap after the micro-rotation operation changes the geometric relationship between the direction of the ground seam and the direction of the track travel. It is the core quantitative indicator for evaluating the safety of the cross-gap bearing pressure under this micro-rotation strategy, and thus for selecting the optimal micro-rotation angle and target speed.

[0038] Specifically, when recalculating the instantaneous average bearing capacity of the cross joint based on the updated angle, firstly, based on the updated angle, following the process of calculating the failure length of the triangular failure zone along the travel direction, the crawler crane's track width and the cotangent of the updated angle are multiplied to obtain a candidate failure length value. Then, the candidate failure length value is minimized by the theoretical contact length between the track and the working platform in the travel direction to obtain the failure length of the triangular failure zone along the travel direction based on the updated angle. The difference between the theoretical contact length and the failure length is calculated to obtain a candidate effective contact length value. Then, the candidate effective contact length value is maximized by the preset minimum contact length lower limit to obtain the instantaneous effective contact length of the cross joint. The track width is multiplied by the instantaneous effective contact length of the cross joint to obtain the instantaneous contact area. Finally, the ratio of the normal load on one side of the track to the instantaneous contact area is calculated, and the result is the updated instantaneous average bearing capacity obtained after recalculation based on the updated angle.

[0039] Specifically, during the crossing of the tracked crane, the track's travel direction is adjusted by micro-slewing to optimize the pressure state. Updating the instantaneous average pressure quantifies the actual average ground pressure at the moment the track crosses the work platform after the micro-slewing operation. Since the micro-slewing angle changes the relative angle between the ground seam direction angle and the track's travel direction (i.e., the updated angle), it affects geometric parameters such as the triangular under-stress zone and the effective contact length, ultimately leading to changes in pressure. Therefore, calculating the updated instantaneous average pressure is crucial for assessing whether the crossing pressure under the micro-slewing strategy is within the safe range allowed by the work platform. This provides key quantitative pressure data for subsequently determining the optimal micro-slewing angle and target speed, ensuring the reliability of safety and efficiency decisions during the tracked crane's crossing.

[0040] The optimal parameter determination module is used to determine the optimal micro-slewing angle and target speed of the crawler crane based on the updated instantaneous average bearing pressure and the allowable average bearing pressure of the working platform. In embodiments of the present invention, determining the optimal micro-slewing angle and target speed of the crawler crane based on the updated instantaneous average bearing pressure and the allowable average bearing pressure of the working platform includes: A numerical comparison was made between the updated instantaneous average bearing pressure and the allowable average bearing pressure of the working platform: If the updated instantaneous average bearing pressure is less than or equal to the allowable average bearing pressure of the working platform, the updated angle corresponding to the updated instantaneous average bearing pressure is retained, and all retained updated angles are collected into a candidate angle set. Based on the updated angles retained in the candidate angle set, the optimal micro-turn angle is selected from the candidate angle set, and the maximum travel speed of the crawler crane is taken as the target speed of the crawler crane. Specifically, when the instantaneous average bearing pressure is less than or equal to the allowable average bearing pressure of the working platform, it indicates that the ground pressure of the crawler crane crossing the gap is within the safe bearing range of the working platform, based on the micro-turn operation corresponding to that update angle. At this time, retaining the update angle and gathering all update angles that meet this safety condition to form a candidate angle set is to select the micro-turn angle that optimizes the crawler crane's gap-crossing operation efficiency from the candidate angle set, under the premise of ensuring the pressure safety of the working platform. The maximum travel speed of the crawler crane is used as the target speed because, under the constraint of satisfying the pressure safety of the working platform, selecting the maximum travel speed can make the crawler crane's gap-crossing operation cycle the fastest, thereby achieving a balance between safety and operation efficiency during the gap-crossing process, ensuring that the crawler crane operates efficiently without compromising the reliability of the working platform.

[0041] If the updated instantaneous average bearing pressure is greater than the allowable average bearing pressure, the optimal micro-turn angle is set to 0. Based on the updated instantaneous average bearing pressure, the allowable average bearing pressure, and the maximum travel speed of the crawler crane, the target speed of the crawler crane is calculated. The formula for calculating the target speed of the crawler crane is as follows: ; In the formula, That is the target speed of the tracked crane. That is the maximum travel speed of the tracked crane. It allows for average bearing pressure. It is the new instantaneous average pressure.

[0042] Specifically, when the updated instantaneous average bearing pressure exceeds the allowable average bearing pressure of the working platform, it indicates that the cross-slot bearing pressure corresponding to the current micro-swivel angle exceeds the safe bearing capacity of the working platform. In this case, the optimal micro-swivel angle is set to 0, meaning that bearing pressure is not optimized by adjusting the track travel direction. This is to avoid further bearing pressure risks caused by geometric changes due to micro-swivel. (Using the formula...) The target speed of the crawler crane is calculated because the ground bearing pressure of the track is approximately correlated with the square of the travel speed. Reducing the travel speed can reduce the instantaneous average bearing pressure across the gap by a proportion of the square of the speed, thereby reducing the actual bearing pressure to the average bearing pressure range allowed by the working platform. In this way, while ensuring the pressure safety of the working platform, the operating efficiency of the crawler crane can be maintained as much as possible, achieving a balance between safety and operating efficiency during the gap crossing process.

[0043] From a physical perspective, the instantaneous average bearing pressure of a crawler crane crossing a joint is approximately correlated with the square of its travel speed. That is, changes in travel speed will alter the instantaneous average bearing pressure on the working platform proportionally to the square of the speed. When the updated instantaneous average bearing pressure exceeds the allowable average bearing pressure, the travel speed needs to be adjusted based on the approximate proportional relationship between bearing pressure and the square of the speed to reduce the instantaneous average bearing pressure across the joint to within the allowable range for the working platform. This can be achieved through the formula... The target speed is calculated by taking the square root of the ratio of the allowable average bearing pressure to the updated instantaneous average bearing pressure, multiplying it by the maximum travel speed, and thus obtaining the target speed that makes the instantaneous average bearing pressure of the gap match the allowable average bearing pressure. This ensures the safety of the working platform under pressure while maintaining the operating efficiency of the crawler crane as much as possible, achieving a balance between safety and operating efficiency during the gap crossing process.

[0044] The risk labeling and control optimization module is used to label the risk level of the splicing seams in the work platform using the pressure amplification factor, and to perform real-time edge control and efficiency optimization of the crawler crane's movement process based on the optimal micro-turn angle and target speed.

[0045] Specifically, when using the pressure amplification factor to mark the risk level of the splicing seams in the work platform, at least three pressure amplification factor threshold ranges are first preset, corresponding to low risk, medium risk, and high risk levels respectively. Low risk corresponds to a pressure amplification factor of less than 1.2, medium risk corresponds to 1.2 to 1.5, and high risk corresponds to greater than 1.5. Then, the pressure amplification factor of each splicing seam on the work platform is calculated in real time when the crawler crane is about to cross it. This factor is compared with the preset threshold range to determine the risk level of each seam. Subsequently, through the visual identification system or control system interface on the crane, different colors are assigned to the seams of different risk levels, such as green for low risk, yellow for medium risk, and red for high risk. The position and corresponding color of each seam are then accurately marked on the electronic map or real-time monitoring screen.

[0046] Specifically, by using a pressure amplification factor to label the risk level of splicing seams in the work platform, the pressure risk of each splicing seam when the crawler crane crosses the seam can be quantitatively and intuitively reflected. This allows operators or control systems to identify high-risk seams in advance and plan the optimal travel path. At the same time, during operation, the micro-turn angle and target speed can be adjusted to ensure the safety of crossing the seam. In addition, it can provide accurate basis for the maintenance of the work platform, so that high-risk seams can be prioritized for inspection and reinforcement, thereby extending the service life of the work platform. Ultimately, it can effectively improve the safety and efficiency of crawler crane operations across seams, reduce accidents such as platform damage and crane instability caused by excessive pressure, and achieve synergistic optimization of safety and operational efficiency.

[0047] Specifically, when performing real-time edge control and efficiency optimization of the tracked crane's movement process based on the optimal micro-turn angle and target speed, the following steps are taken: First, the current travel direction angle is collected in real time by the attitude sensor on the tracked crane, the actual travel speed of the left and right tracks is collected by the speed sensor, and the real-time position coordinates of the crane are obtained by the positioning module. This data is preprocessed by the edge computing unit to form real-time state parameters. Next, the difference between the current travel direction angle and the target direction angle corresponding to the optimal micro-turn angle is calculated to obtain the direction deviation. Then, the difference between the actual travel speed of the left and right tracks and the target speed is calculated to obtain the left track speed deviation and the right track speed deviation, respectively. Deviation; if the absolute value of the directional deviation is greater than the preset permissible directional deviation threshold (e.g., 0.5 degrees), the edge computing unit sends a directional adjustment command to the track steering control system, which corrects the steering by adjusting the speed difference between the left and right tracks. When the directional deviation is positive, the right track speed is increased by 5%-10% while the left track maintains its current speed. When the directional deviation is negative, the left track speed is increased by 5%-10% while the right track maintains its current speed, until the absolute value of the directional deviation is less than or equal to the permissible directional deviation threshold. If the absolute value of the left track speed deviation or the right track speed deviation is greater than the preset permissible speed deviation threshold (e.g., 5% of the target speed). The edge computing unit sends speed adjustment commands to the track drive system. For tracks with speeds lower than the target value, the drive motor output power is increased proportionally to the deviation, with a 0.8%-1.2% power increase for every 1% speed deviation. For tracks with speeds higher than the target value, the drive motor output power is decreased proportionally to the deviation, ensuring that the actual speeds of both tracks are stabilized within 95%-105% of the target speed. During this process, the edge computing unit receives real-time instantaneous pressure data from the gap monitoring module. If the instantaneous pressure exceeds 1.1 times the average allowable pressure of the working platform, a dynamic speed reduction mechanism is immediately triggered, temporarily lowering the target speed by 20%-30%. The system fine-tunes the speed difference between the left and right tracks to maintain directional stability. Once the instantaneous pressure drops below 1.05 times the allowable value, it gradually increases back to the original target speed at a rate of 5% / second. Simultaneously, the power consumption of the drive system is collected in real time by the energy consumption monitoring module. Under stable directional and speed conditions, the edge computing unit constructs an energy consumption optimization model based on historical data and makes minor adjustments to the speed matching of the left and right tracks. The adjustment amount does not exceed 2% of the target speed in a single adjustment. This reduces energy consumption per unit distance while ensuring travel stability, ultimately achieving the coordinated goal of precise directional control, stable speed maintenance, controllable safety risks, and optimal work efficiency during the movement of the tracked crane.

[0048] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. An edge computing decision-making system for the efficient operation of a large crawler crane, characterized in that, include: The azimuth angle calculation module is used to calculate the azimuth angle based on the ground seam direction angle and the current travel direction of the crawler crane; The effective contact length calculation module is used to calculate the unsupported length of the triangular unsupported area along the direction of travel based on the azimuth angle, and to calculate the instantaneous effective contact length across the joint based on the unsupported length and the preset minimum contact length lower limit. The pressure amplification factor calculation module is used to calculate the pressure amplification factor based on the track width and the instantaneous effective contact length of the cross joint of the crawler crane. Update the pressure calculation module to calculate and update the instantaneous average pressure based on the azimuth angle and the maximum allowable angle of the crawler crane; The optimal parameter determination module is used to determine the optimal micro-slewing angle and target speed of the crawler crane based on the updated instantaneous average bearing pressure and the allowable average bearing pressure of the working platform. The specific steps for determining the optimal micro-slewing angle and target speed of the crawler crane are as follows: A numerical comparison was made between the updated instantaneous average bearing pressure and the allowable average bearing pressure of the working platform: If the updated instantaneous average bearing pressure is less than or equal to the allowable average bearing pressure of the working platform, the updated angle corresponding to the updated instantaneous average bearing pressure is retained, and all retained updated angles are collected into a candidate angle set. Based on the updated angles retained in the candidate angle set, the optimal micro-turn angle is selected from the candidate angle set, and the maximum travel speed of the crawler crane is taken as the target speed of the crawler crane. If the updated instantaneous average bearing pressure is greater than the allowable average bearing pressure, the optimal micro-turn angle is set to 0. Based on the updated instantaneous average bearing pressure, the allowable average bearing pressure, and the maximum travel speed of the crawler crane, the target speed of the crawler crane is calculated. The formula for calculating the target speed of the crawler crane is as follows: ； In the formula, That is the target speed of the tracked crane. That is the maximum travel speed of the tracked crane. It allows for average bearing pressure. It is the new instantaneous average bearing pressure; The risk labeling and control optimization module is used to label the risk level of the splicing seams in the work platform using the pressure amplification factor, and to perform real-time edge control and efficiency optimization of the crawler crane's movement process based on the optimal micro-turn angle and target speed.

2. The edge computing decision-making system for efficient operation of a large crawler crane according to claim 1, characterized in that, Based on the ground seam direction angle and the current travel direction of the tracked crane, calculate the azimuth angle, including: On the working platform of the crawler crane, the direction angle of the ground seam is detected. The direction angle of the ground seam refers to the orientation angle of the splicing gap between adjacent pads on the platform plane. Measure the current direction of travel of the crawler crane; The difference between the ground seam direction angle and the current direction of travel is calculated to obtain the azimuth angle between the ground seam direction angle and the current direction of travel.

3. The edge computing decision-making system for efficient operation of a large crawler crane according to claim 1, characterized in that, The length of the triangular unsupported region along the direction of travel is calculated based on the azimuth angle, including: The cotangent values ​​of the track width and azimuth angle of the tracked crane are multiplied to obtain the candidate values ​​of the failure length of the triangular failure zone along the travel direction; Obtain the theoretical contact length between the tracks and the working platform in the direction of travel of the tracked crane; The minimum value of the candidate value of the unsupported length and the theoretical contact length is calculated to obtain the unsupported length of the triangular unsupported area along the direction of travel.

4. The edge computing decision-making system for efficient operation of a large crawler crane according to claim 3, characterized in that, The instantaneous effective contact length across the joint is calculated based on the unsupported length and a preset minimum contact length lower limit, including: The difference between the theoretical contact length and the unsupported length is calculated to obtain the candidate value of the effective contact length; The maximum value of the candidate effective contact length and the preset minimum contact length lower limit is calculated to obtain the instantaneous effective contact length across the joint.

5. The edge computing decision-making system for efficient operation of a large crawler crane according to claim 4, characterized in that, The bearing capacity amplification factor is calculated based on the track width and the instantaneous effective contact length of the cross joint of the tracked crane, including: Multiply the track width of the tracked crane by the theoretical contact length to obtain the theoretical contact area; The ratio of the normal load to the theoretical contact area of ​​the track on the cross-slot side of the crawler crane is calculated to obtain the theoretical average bearing pressure in front of the cross-slot. Multiply the track width of the tracked crane by the instantaneous effective contact length across the gap to obtain the instantaneous contact area; The ratio of the normal phase load to the instantaneous contact area is calculated to obtain the instantaneous average bearing pressure across the joint; The bearing pressure amplification factor is obtained by calculating the ratio of the instantaneous average bearing pressure across the joint to the theoretical average bearing pressure before the joint.

6. The edge computing decision-making system for efficient operation of a large crawler crane according to claim 5, characterized in that, The instantaneous average bearing pressure is updated based on the azimuth angle and the maximum permissible angle of the crawler crane, including: The upper limit of the micro-slewing angle is determined based on the positive direction of the maximum permissible angle of the crawler crane; The lower limit of the micro-rotation angle is determined based on the negative direction of the maximum permissible angle; The range of values ​​for the micro-turn angle is determined based on the upper and lower limits of the value. Select the micro-turn angle based on the value range; Add a slight rotation angle to the azimuth angle to obtain the updated angle; The instantaneous average bearing pressure across the joint is recalculated based on the updated included angle, resulting in the updated instantaneous average bearing pressure.

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