Anti-collision system of hoisting mechanism for container quay crane

Abstract

The invention relates to the technical field of automation, and particularly provides an anti-collision system of a hoisting mechanism for a container quay crane. Wherein the lifting mechanism comprises a trolley and a lifting appliance, and the anti-collision system comprises an electric control system electrically connected with the trolley and used for controlling the trolley to move in the length direction of the track; the ship-shaped scanning system is used for scanning and acquiring obstacle information of the container terminal; the lifting appliance mechanism detection system is electrically connected with the lifting mechanism, and the lifting appliance mechanism detection system is used for acquiring real-time speed information of the trolley and lifting appliance state information of the lifting appliance; and the controller is electrically connected with the electric control system, the ship-shaped scanning system and the lifting appliance mechanism detection system, and the controller is used for controlling the trolley to carry out collision prevention according to the obstacle information, the real-time speed information and the lifting appliance state information. According to the anti-collision system of the hoisting mechanism for the container quay crane, collision of the trolleys can be effectively avoided.

Description

Technical Field

[0001] This invention relates to the field of automation technology, and more specifically to an anti-collision system for a container quay crane hoisting mechanism. Background Technology

[0002] Automated terminals are a major direction in modern port development, with automated quay cranes serving as key loading and unloading equipment, directly impacting terminal throughput and operational efficiency. Automated quay cranes can handle containers between trucks and ships under unmanned or semi-automated conditions, improving operational efficiency. In actual operations, the lifting mechanisms of container quay cranes need to avoid various obstacles in complex environments to ensure operational safety and reliability. Quay crane collision avoidance control largely relies on preset safety limits, distance sensor-based emergency braking, or operator experience intervention. Traditional methods are usually based on static or simplified safety distance models, failing to fully consider the dynamic swaying of the spreader and container during trolley acceleration and deceleration. This swaying significantly alters the actual position of the load. If collision avoidance judgment is based solely on the trolley position or the spreader's stationary state, it can easily lead to excessive safety margins, affecting operational efficiency, or insufficient actual clearance due to swaying during dynamic processes, triggering collision risks. Summary of the Invention

[0003] In view of this, the present invention provides an anti-collision system for a container quay crane hoisting mechanism, which can effectively prevent trolley collisions.

[0004] To solve at least one of the above-mentioned technical problems, the present invention adopts the following technical solution:

[0005] According to an embodiment of the present invention, a collision avoidance system for a container quay crane lifting mechanism includes a trolley and a spreader, and the collision avoidance system includes:

[0006] The electronic control system is electrically connected to the trolley and is used to control the movement of the trolley along the length of the track.

[0007] Ship-shaped scanning system, used to scan and acquire obstacle information at container terminals;

[0008] The lifting mechanism detection system is electrically connected to the lifting mechanism. The lifting mechanism detection system is used to obtain the real-time speed information of the trolley and the lifting status information of the lifting device.

[0009] The controller is electrically connected to the electronic control system, the ship-shaped scanning system, and the spreader mechanism detection system. The controller is used to control the trolley to avoid collisions based on obstacle information, real-time speed information, and spreader status information.

[0010] In one embodiment of the present invention, the controller is specifically configured to include:

[0011] The deceleration and stop stroke determination module is used to determine the deceleration and stop stroke of the trolley when it decelerates from the current speed to a stop at a preset deceleration, based on real-time speed information.

[0012] The maximum swing angle determination module is used to determine the maximum swing angle of the spreader based on real-time speed information, preset deceleration, and spreader status information.

[0013] The constraint stop stroke determination module is used to determine the constraint stop stroke of the trolley based on the spreader status information, deceleration stop stroke, and maximum swing angle.

[0014] The hoisting planning information determination module is used to construct an obstacle outline based on obstacle information and determine the hoisting planning information of the lifting device based on the obstacle outline. The hoisting planning information includes at least one hoisting stage.

[0015] The deceleration position determination module is used to determine the deceleration position of the trolley relative to the obstacle contour at each lifting stage based on lifting planning information, constraint stop stroke and obstacle contour;

[0016] The electronic control system controls the trolley to decelerate at a preset deceleration rate at the deceleration position corresponding to each lifting stage.

[0017] In one embodiment of the present invention, the lifting device status information includes rope length information and offset information, and the maximum swing angle determination module is configured to include:

[0018] The current swing angle determination module is used to determine the current swing angle and current swing angle angular velocity of the spreader based on real-time speed information, rope length information, and offset information.

[0019] The time-domain evolution calculation module is used to perform time-domain evolution calculations based on the preset deceleration, the current swing angle, and the current swing angle angular velocity to determine the maximum swing angle of the spreader.

[0020] In one embodiment of the present invention, the constraint stop stroke determination module is configured to include:

[0021] The maximum offset distance determination module is used to determine the maximum offset distance of the lifting device based on the rope length information and the maximum swing angle;

[0022] The distance overlay module is used to overlay distances based on the maximum offset distance and the deceleration stop stroke to determine the constraint stop stroke.

[0023] In one embodiment of the present invention, the lifting mechanism detection system is further configured to acquire the current position information of the lifting mechanism, and the lifting planning information determination module comprises:

[0024] The task acquisition module is used to acquire the tasks of the hoisting mechanism;

[0025] The movement path acquisition module is used to plan the movement path of the vehicle based on the task and the current location information;

[0026] The obstacle contour determination module is used to determine the obstacle contour based on the movement path and obstacle information;

[0027] The planning module is used to determine the lifting planning information of the lifting equipment based on the obstacle profile.

[0028] In one embodiment of the present invention, the deceleration position determination module is configured to include:

[0029] The vertical boundary determination module is used to determine the vertical boundary of the obstacle corresponding to the trolley in each lifting stage based on the lifting planning information and obstacle outline;

[0030] The vertical boundary position determination module is used to obtain the position of the vertical boundary;

[0031] The distance offset module is used to offset the distance based on the position of the vertical boundary and the constraint stop stroke to determine the deceleration position of the trolley relative to the obstacle profile during each lifting phase.

[0032] In one embodiment of the present invention, the controller is further used to control the trolley to prevent swaying, and the controller further includes:

[0033] The speed compensation amount determination module is used to determine the speed compensation amount of the trolley to counteract the swing of the spreader based on the preset deceleration, the current swing angle and the current swing angle angular velocity;

[0034] The trolley desired control speed determination module is used to determine the trolley desired control speed to counteract spreader sway based on real-time speed information and speed compensation amount;

[0035] The motion control module is used to control the movement of the vehicle through the electronic control system based on the vehicle's desired control speed.

[0036] In one embodiment of the present invention, the speed compensation amount determination module is configured to include:

[0037] The first velocity compensation component determination module is used to determine the first velocity compensation component based on the current swing angle and the current swing angle angular velocity using state feedback;

[0038] The second velocity compensation component determination module is used to determine the second velocity compensation component to counteract the sway of the spreader based on the preset deceleration and the current swing angle using feedforward compensation.

[0039] The component synthesis module is used to synthesize components based on the first velocity compensation component and the second velocity compensation component to obtain the velocity compensation amount.

[0040] In one embodiment of the present invention, the desired control speed determination module for the vehicle is configured to include:

[0041] The given speed acquisition module is used to acquire the given speed of the vehicle;

[0042] The speed superposition module is used to superimpose speeds based on the speed compensation amount and the given speed to determine the desired control speed of the trolley used to counteract the sway of the spreader.

[0043] In one embodiment of the present invention, the motion control module is used to stop controlling the movement of the trolley based on the desired control speed of the trolley when the offset information of the spreader is less than a preset offset amount, and to control the trolley to decelerate at a preset deceleration through the electronic control system.

[0044] The above-described technical solution of the present invention has at least one of the following beneficial effects:

[0045] The anti-collision system for the lifting mechanism of the container quay crane of the present invention, through unified processing and decision-making of external obstacle information acquired by the ship-shaped scanning system and real-time speed and spreader status information of the trolley collected by the spreader mechanism detection system, can determine the swing posture of the spreader during lifting and thus control the trolley to avoid collisions. This overcomes the limitations of single sensors or static simplified safety distance models, enabling the trolley and spreader to effectively avoid obstacles on the track, reducing the risk of collisions between the trolley or spreader and other equipment, thereby ensuring operational safety and improving the automation level and operating efficiency of the quay crane. Attached Figure Description

[0046] Figure 1 This is a schematic diagram of the anti-collision system of the hoisting mechanism for container quay cranes in one embodiment of the present invention;

[0047] Figure 2 This is a schematic diagram of the structure of a container quay crane in one embodiment of the present invention;

[0048] Figure 3 This is a schematic diagram of the electrical control system in the container quay crane lifting mechanism in one embodiment of the present invention;

[0049] Figure 4 This is a schematic diagram showing the positional relationship of the container quay crane trolley during collision avoidance in one embodiment of the present invention;

[0050] Figure 5 This is a schematic diagram of the maximum swing angle determination module in the container quay crane lifting mechanism of one embodiment of the present invention;

[0051] Figure 6 This is a schematic diagram of the constraint stop stroke determination module in the container quay crane lifting mechanism of one embodiment of the present invention;

[0052] Figure 7 This is a schematic diagram of the lifting planning information determination module in the container quay crane lifting mechanism of one embodiment of the present invention;

[0053] Figure 8 This is a schematic diagram of the deceleration position determination module in the container quay crane lifting mechanism of one embodiment of the present invention;

[0054] Figure 9 This is another structural schematic diagram of the electrical control system in the container quay crane lifting mechanism in one embodiment of the present invention;

[0055] Figure 10 This is a schematic diagram of the anti-sway structure of the container quay crane trolley in one embodiment of the present invention;

[0056] Figure 11 This is a schematic diagram of the speed compensation determination module in the container quay crane lifting mechanism according to one embodiment of the present invention;

[0057] Figure 12 This is a schematic diagram of the desired speed control of the trolley in the container quay crane lifting mechanism in one embodiment of the present invention.

[0058] Reference numerals: 100, hoisting mechanism; 110, trolley; 120, lifting device; 200, electrical control system; 300, ship-type scanning system; 400, lifting device mechanism detection system; 500, controller; 510, deceleration stop stroke determination module; 520, maximum swing angle determination module; 521, current swing angle determination module; 522, time-domain evolution calculation module; 530, constraint stop stroke determination module; 531, maximum offset distance determination module; 532, distance superposition module; 540, hoisting planning information determination module; 541, work task acquisition module; 54 2. Movement path acquisition module; 543. Obstacle contour determination module; 544. Planning module; 550. Deceleration position determination module; 551. Vertical boundary determination module; 552. Vertical boundary position determination module; 553. Distance offset module; 560. Speed ​​compensation amount determination module; 561. First speed compensation component determination module; 562. Second speed compensation component determination module; 563. Component synthesis module; 570. Vehicle desired control speed determination module; 571. Given speed acquisition module; 572. Speed ​​superposition module; 580. Motion control module. Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the described embodiments of the present invention are within the scope of protection of the present invention.

[0060] The following is a detailed description, with reference to the accompanying drawings, of an anti-collision system for a container quay crane lifting mechanism according to an embodiment of the present invention.

[0061] like Figure 1 and Figure 2 As shown, the anti-collision system of the container quay crane lifting mechanism of this embodiment of the invention can be applied to the lifting mechanism 100. The lifting mechanism 100 includes a trolley 110 and a spreader 120, and the anti-collision system includes: an electronic control system 200, a ship-shaped scanning system 300, a spreader mechanism detection system 400, and a controller 500. The system includes an electronic control system 200 electrically connected to the trolley 110, which controls the trolley 110 to move along the length of the track; a ship-shaped scanning system 300 scanning and acquiring obstacle information of the container terminal; a spreader mechanism detection system 400 electrically connected to the lifting mechanism 100, which acquires the real-time speed information of the trolley 110 and the status information of the spreader 120; and a controller 500 electrically connected to the electronic control system 200, the ship-shaped scanning system 300, and the spreader mechanism detection system 400, which controls the trolley 110 to avoid collisions based on obstacle information, real-time speed information, and spreader 120 status information.

[0062] In this embodiment, the controller 500 can acquire obstacle information output by the ship-shaped scanning system 300 in real time, and can fuse the obstacle information with the real-time speed information of the trolley 110 detected by the spreader mechanism detection system 400 and the status information of the spreader 120, calculate the deceleration and stopping capability of the trolley 110, and then control the trolley 110 to avoid collisions. This overcomes the limitations of a single sensor or a static simplified safety distance model, enabling the trolley 110 and spreader 120 to effectively avoid obstacles on the track, reducing the risk of collisions between the trolley 110 or spreader 120 and other equipment, thereby ensuring operational safety and improving the automation level and operating efficiency of the quay crane.

[0063] like Figure 3As shown, the controller 500 can specifically be configured to include: a deceleration stop stroke determination module 510, a maximum swing angle determination module 520, a constraint stop stroke determination module 530, a hoisting planning information determination module 540, and a deceleration position determination module 550. The deceleration stop stroke determination module 510 is used to determine the deceleration stop stroke of the trolley 110 when it decelerates from the current speed to a stop at a preset deceleration based on real-time speed information; the maximum swing angle determination module 520 is used to determine the maximum swing angle of the spreader 120 based on real-time speed information, preset deceleration, and spreader 120 status information; the constraint stop stroke determination module 530 is used to determine the constraint stop stroke of the trolley 110 based on spreader 120 status information, deceleration stop stroke, and maximum swing angle; the hoisting planning information determination module 540 is used to construct an obstacle contour based on obstacle information and determine the hoisting planning information of the spreader 120 based on the obstacle contour, the hoisting planning information including at least one hoisting stage; the deceleration position determination module 550 is used to determine the deceleration position of the trolley 110 relative to the obstacle contour at each hoisting stage based on the hoisting planning information, constraint stop stroke, and obstacle contour; and the electronic control system 200 controls the trolley 110 to decelerate at a preset deceleration at the deceleration position corresponding to each hoisting stage.

[0064] It should be noted that the aforementioned functional modules—deceleration stop stroke determination module 510, maximum swing angle determination module 520, constraint stop stroke determination module 530, hoisting planning information determination module 540, and deceleration position determination module 550—can be configured as follows: each module can be implemented by independent chips; they can also be configured as a single software program, where different segments, when executed, implement the functions of their respective modules; or they can be configured as independent subroutines, each implementing its own function. For ease of understanding, the following explanation will only use the example of independent chips (i.e., each module) implementing its own function, but the invention is not limited to this. Furthermore, for the sub-modules under each module, further detailed descriptions are omitted, referring to the above.

[0065] like Figure 3 and Figure 4As shown, in this embodiment, the deceleration stop stroke determination module 510 can first determine the deceleration stop stroke of the trolley 110 when it decelerates from the current speed to a stop at a preset deceleration based on the real-time speed information of the trolley 110, thus providing basic input for subsequent constraint formation. The maximum swing angle determination module 520 can analyze the current swing angle and dynamic changes of the swing angle of the spreader 120 based on the real-time speed information, preset deceleration, and the status information of the spreader 120, and then determine the maximum swing angle of the spreader 120. The constraint stop stroke determination module 530 can superimpose the offset distance caused by the swing of the spreader 120 based on the status information of the spreader 120, the deceleration stop stroke, and the maximum swing angle, and then determine the constraint stop stroke that prevents the spreader 120 from colliding under the current working condition. The hoisting planning information determination module 540 can process obstacle information and construct obstacle contours, and plan the hoisting activities of the spreader 120 in conjunction with the current work task, thereby forming hoisting planning information. After obtaining the hoisting planning information, the deceleration position determination module 550 can use the constraint stop stroke as a safety constraint basis, and combine the spatial boundary corresponding to the obstacle contour to analyze the running position of the trolley 110 relative to the obstacle in each hoisting stage, determine the deceleration position of the trolley 110 that needs to be decelerated in different hoisting stages, and finally the electronic control system 200 controls the movement of the trolley 110 according to the determined deceleration position and preset deceleration, so as to achieve collision protection for the trolley 110 while meeting the work efficiency.

[0066] like Figure 5 As shown, the status information of the spreader 120 includes rope length information and offset information. The maximum swing angle determination module 520 is configured to include: a current swing angle determination module 521 and a time-domain evolution calculation module 522. The current swing angle determination module 521 is used to determine the current swing angle and current swing angle angular velocity of the spreader 120 based on real-time speed information, rope length information, and offset information. The time-domain evolution calculation module 522 is used to perform time-domain evolution calculations based on a preset deceleration, the current swing angle, and the current swing angle angular velocity to determine the maximum swing angle of the spreader 120.

[0067] In this embodiment, the current swing angle determination module 521 can determine the rope length of the lifting device 120 based on the rope length information. Furthermore, the current swing angle determination module 521 can also determine the current offset of the lifting device 120 relative to the vertical direction based on the offset information, and further determine the current swing angle of the lifting device 120 relative to the vertical direction based on the rope length of the lifting device 120 and the offset of the lifting device 120 relative to the vertical direction. The formula for calculating the current swing angle θ is:

[0068]

[0069] Where x is the offset of the lifting device 120 relative to the vertical direction. The lifting rope is 120mm long. Furthermore, the current swing angle determination module 521 can also determine the motion state of the trolley 110 relative to the ground at the current moment based on real-time speed information, and combine this with the change in offset over time, performing differential or filtering on the offset to obtain the rate of change of offset, thereby obtaining the current swing angle angular velocity. The calculation formula is:

[0070]

[0071] in, This represents the rate of change of offset. Based on this, the time-domain evolution calculation module 522 can further combine a preset deceleration as an external excitation and perform time-domain evolution calculations using a swing dynamic model to determine the maximum swing angle of the spreader 120. Specifically, the formula for the swing dynamic model is:

[0072]

[0073] in, Let be the acceleration due to gravity, and 'a' be the preset deceleration. Based on this formula, the swing response of the lifting device 120 during the entire deceleration process of the trolley 110 can be solved in the time domain. The response curve of the swing angle changing with time can be obtained through analytical calculation or numerical integration. The peak value of the absolute value of the swing angle in the calculation results is extracted to obtain the maximum swing angle reached by the lifting device 120 under the preset deceleration.

[0074] like Figure 6 As shown, the constraint stop stroke determination module 530 is configured to include: a maximum offset distance determination module 531 and a distance superposition module 532. The maximum offset distance determination module 531 is used to determine the maximum offset distance of the lifting device 120 based on the rope length information and the maximum swing angle; the distance superposition module 532 is used to superimpose the maximum offset distance and the deceleration stop stroke to determine the constraint stop stroke.

[0075] In this embodiment, after acquiring the elongation information and the maximum swing angle, the maximum offset distance determination module 531 can determine the maximum offset distance when the spreader 120 is at the maximum swing angle based on trigonometric calculations. Furthermore, the distance superposition module 532 can superimpose the maximum offset distance onto the deceleration stop stroke to determine the constraint stop stroke to avoid collision when the spreader 120 is at the maximum swing angle. Thus, the actual safe stroke boundary can be obtained, providing a constraint basis for subsequent deceleration position determination and collision avoidance control.

[0076] like Figure 7As shown, the lifting mechanism detection system 400 is also used to acquire the current position information of the lifting mechanism 100. The lifting planning information determination module 540 is configured to include: a task acquisition module 541, a movement path acquisition module 542, an obstacle contour determination module 543, and a planning module 544. Specifically, the task acquisition module 541 is used to acquire the task of the lifting mechanism 100; the movement path acquisition module 542 is used to plan the movement path of the trolley 110 based on the task and the current position information; the obstacle contour determination module 543 is used to determine the obstacle contour based on the movement path and obstacle information; and the planning module 544 is used to determine the lifting planning information of the lifting device 120 based on the obstacle contour.

[0077] In this embodiment, the current position information may include the current horizontal position of the trolley 110 and the current height position of the spreader 120. The work task may include the work type and the target container position to be grabbed by the lifting equipment, i.e., the target movement position of the trolley 110 and the spreader 120. The movement path acquisition module 542 can determine the corresponding target horizontal position of the trolley 110 based on the target container position information included in the work task. The target horizontal position can be used to represent the final stopping point or work point of the trolley 110 during the operation. Furthermore, the movement path acquisition module 542 can generate a movement path connecting the current horizontal position and the target horizontal position based on the current horizontal position and the target horizontal position of the trolley 110.

[0078] Then, after acquiring the movement path and the obstacle information obtained from the boat-shaped scanning system 300, the obstacle contour determination module 543 records the horizontal position of the vehicle 110 along the movement path as x, and uniformly expresses the top height of each obstacle within the path range at that position as x. , where i is the number of different obstacles within the movement path. To represent the overall constraint boundary of obstacles in the vertical direction within the movement path, the obstacle contour determination module 543 can obtain the obstacle contour function along the path direction by enveloping the top heights of all obstacles at the same horizontal position:

[0079]

[0080] The obstacle contour determination module 543 can define the obstacle contour function as a continuous function of the vertical space occupancy above the movement path. The value of this function at any horizontal position x is the minimum safe height limit that the spreader 120 must avoid in the vertical direction when the trolley 110 moves along the movement path. By converting obstacle information into obstacle contours that are continuously distributed along the movement path, subsequent lifting planning can be carried out on the basis of a unified height constraint. Furthermore, the planning module 544 can superimpose a preset safe vertical gap on the obstacle contour function to construct a minimum safe height boundary defined on the movement path, and construct a continuous curve based on the minimum safe height boundary. Then, the continuous curve is planned in stages, so that the continuous curve presents a segmented continuous form composed of multiple rising segments and horizontal holding segments. That is, in the section where obstacles need to be crossed, a lifting stage that gradually rises with the path is set, and in the section where there is no obstacle interference or the safe height remains unchanged, a translation stage that basically maintains a constant height is set, thereby ensuring that the height of the spreader 120 has both continuity and smoothness throughout the entire movement path, and is always higher than the minimum safe height boundary, meeting the requirements of safe obstacle crossing and operation implementation.

[0081] like Figure 8 As shown, the deceleration position determination module 550 is configured to include: a vertical boundary determination module 551, a vertical boundary position determination module 552, and a distance offset module 553. Specifically, the vertical boundary determination module 551 determines the vertical boundary of the obstacle corresponding to the vehicle 110 in each lifting stage based on the lifting planning information and the obstacle contour; the vertical boundary position determination module 552 obtains the position of the vertical boundary; and the distance offset module 553 determines the deceleration position of the vehicle 110 relative to the obstacle contour in each lifting stage by performing distance offset based on the position of the vertical boundary and constrained stop stroke.

[0082] In this embodiment, since the vehicle 110 needs to perform obstacle avoidance during each lifting phase and requires deceleration in advance, the vertical boundary determination module 551 can identify each lifting phase and determine each lifting phase as the vertical boundary for the vehicle 110 that requires deceleration and obstacle avoidance based on the correspondence between the lifting planning information and the obstacle contour. Subsequently, the vertical boundary position determination module 552 can obtain the specific position information of each vertical boundary on the movement path of the vehicle 110. Further, the distance offset module 553 can determine the deceleration position corresponding to each vertical boundary by offsetting the position of the vertical boundary in the opposite direction of the vehicle 110's movement direction based on the position of the vertical boundary and the constraint stop stroke, so as to ensure that the vehicle 110 has sufficient response space before approaching the area requiring lifting height, thereby achieving safe and smooth obstacle crossing operation and thus performing collision avoidance control.

[0083] In one embodiment of the present invention, the controller 500 is also used to control the trolley 110 to prevent swaying. For example... Figure 9 As shown, the controller 500 further includes: a speed compensation amount determination module 560, a trolley desired control speed determination module 570, and a motion control module 580. Specifically, the speed compensation amount determination module 560 determines the speed compensation amount used by the trolley 110 to counteract the swing of the spreader 120 based on a preset deceleration, the current swing angle, and the current swing angle angular velocity; the trolley desired control speed determination module 570 determines the desired control speed of the trolley used to counteract the swing of the spreader 120 based on real-time speed information and the speed compensation amount; and the motion control module 580 controls the movement of the trolley 110 via the electronic control system 200 based on the desired control speed of the trolley.

[0084] like Figure 9 and Figure 10 As shown, in this embodiment, the speed compensation determination module 560 can calculate and analyze the swing trend of the spreader 120 under deceleration conditions based on the preset deceleration, the current swing angle, and the current swing angle angular velocity. This determines the speed compensation amount that the trolley 110 needs to provide at the current moment to suppress the swing of the spreader 120, so that the movement of the trolley 110 can have a reverse correction effect on the swing of the spreader 120. After obtaining the speed compensation amount, the trolley desired control speed determination module 570 further processes the speed compensation amount and the real-time speed information of the trolley 110, correcting the speed command of the trolley 110 while maintaining the predetermined operating speed planning requirements. This results in a trolley desired control speed that both meets the operation control requirements and can counteract the swing effect of the spreader 120. Finally, the motion control module 580 outputs control commands to the electronic control system 200 based on the desired control speed of the trolley, driving the trolley 110 to perform corresponding movements, thus forming a coupling relationship between the movement process of the trolley 110 and the anti-sway control process of the spreader 120, thereby effectively suppressing the swaying of the spreader 120 during operation and improving the stability and safety of the lifting operation.

[0085] like Figure 11 As shown, the speed compensation amount determination module 560 is configured to include: a first speed compensation component determination module 561, a second speed compensation component determination module 562, and a component synthesis module 563. Specifically, the first speed compensation component determination module 561 determines a first speed compensation component based on the current swing angle and the current swing angle angular velocity using state feedback; the second speed compensation component determination module 562 determines a second speed compensation component to counteract the swing of the spreader 120 based on a preset deceleration and the current swing angle using feedforward compensation; and the component synthesis module 563 synthesizes the first and second speed compensation components to obtain the speed compensation amount.

[0086] In this embodiment, the first velocity compensation component determination module 561 can determine the velocity component based on the current swing angle. and the current swing angle angular velocity A speed compensation control law is constructed using a state feedback method. The first speed compensation component is determined through proportional-derivative feedback. The calculation formula is:

[0087]

[0088] in, and The feedback gain corresponding to the first velocity compensation component is used to reflect the impact of the current position deviation and angular velocity deviation on the velocity compensation of the trolley 110. The second velocity compensation component determination module 562 can then determine the velocity compensation component based on a preset deceleration. Based on the current swing angle θ and the swing feedforward compensation relationship of the spreader 120 under deceleration conditions, the additional swing trend caused by the deceleration of the trolley 110 is corrected by feedforward, thereby determining the second velocity compensation component used to counteract the swing of the spreader 120. The calculation formula is:

[0089]

[0090] in, This is the feedforward compensation gain, used to describe the weighting of the effect of deceleration on the swing of the spreader 120. Further, the component synthesis module 563 performs a first velocity compensation component... With the second velocity compensation component By superimposing and synthesizing the values, the final velocity compensation amount is obtained. Degree compensation amount The calculation formula is:

[0091]

[0092] Therefore, by combining state feedback compensation and feedforward compensation, the speed of the trolley 110 is corrected so that the speed compensation can not only reflect the current swing state of the spreader 120, but also offset the potential additional swing caused by the preset deceleration condition in advance, thereby effectively improving the anti-sway control effect.

[0093] like Figure 12 As shown, the trolley desired control speed determination module 570 is configured to include: a given speed acquisition module 571 and a speed superposition module 572. The given speed acquisition module 571 is used to acquire the given speed of the trolley 110; the speed superposition module 572 is used to superimpose the speed based on the speed compensation amount and the given speed to determine the desired trolley control speed for counteracting the swing of the spreader 120.

[0094] In this embodiment, the given speed acquisition module 571 can acquire the given speed of the trolley 110 from the driver's controller 500, which is the target speed at which the trolley 110 should run along the movement path when no anti-sway compensation control is involved. Based on this, the speed superposition module 572 can superimpose the speed compensation amount used to counteract the swing of the spreader 120 with the given speed to form the final desired control speed of the trolley.

[0095] In one embodiment of the present invention, the motion control module 580 is used to stop controlling the movement of the trolley 110 based on the desired control speed of the trolley when the offset information of the spreader 120 is less than a preset offset amount, and to control the trolley 110 to decelerate at a preset deceleration through the electronic control system 200.

[0096] In one embodiment of the present invention, when the detection system of the lifting device 120 detects that the offset information of the lifting device 120 is less than a preset offset, the motion control module 580 first judges the current anti-sway control state and confirms that the lifting device 120 has basically returned to an upright position or is in a stable state within the allowable swing range. At this time, there is no need to continue to use the trolley's expected control speed for active anti-sway compensation. Accordingly, the motion control module 580 stops the motion control of the trolley 110 based on the trolley's expected control speed to avoid overcompensation or the introduction of new swing. Subsequently, the motion control module 580 switches to the anti-collision deceleration control mode and outputs corresponding control commands to the electronic control system 200, instructing the electronic control system 200 to control the trolley 110 to decelerate at a preset deceleration, so that the trolley 110 gradually reduces its running speed until the anti-collision safety requirements are met. Therefore, when the sway of the spreader 120 is not yet stable, the motion control module 580 prioritizes the desired control speed of the trolley to achieve active anti-sway. After the spreader 120 deviates into the preset stable range, it automatically exits the anti-sway compensation and switches to the deceleration control mode constrained by the preset deceleration. This achieves the coordinated connection between anti-sway control and anti-collision control, ensuring the stability of the spreader 120's attitude and ensuring that the trolley 110 has good deceleration and safety protection capabilities when approaching obstacles or target work areas.

[0097] In summary, the collision avoidance system of the container quay crane lifting mechanism 100 of the present invention, through unified processing and decision-making of external obstacle information acquired by the ship-shaped scanning system 300 and real-time speed and spreader 120 status information collected by the spreader mechanism detection system 400, can determine the swing posture of the spreader 120 during lifting and thus control the trolley 110 to avoid collisions. This overcomes the limitations of a single sensor or a static simplified safety distance model, enabling the trolley 110 and spreader 120 to effectively avoid obstacles on the track, reducing the risk of collisions between the trolley 110 or spreader 120 and other equipment, thereby ensuring operational safety and improving the automation level and operating efficiency of the quay crane.

[0098] Unless otherwise defined, the technical or scientific terms used in this invention shall have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms "an" or "a" and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms "connected" or "linked" and similar terms are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. "Up," "down," "left," "right," etc., are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship also changes accordingly.

[0099] The above are preferred embodiments of the present invention. It should be noted that, for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A collision avoidance system for a container quay crane hoisting mechanism, characterized in that, The hoisting mechanism includes a trolley and a lifting device, and the anti-collision system includes: An electronic control system is electrically connected to the trolley, and the electronic control system is used to control the trolley to move along the length of the track. Ship-shaped scanning system, used to scan and acquire obstacle information at container terminals; The lifting mechanism detection system is electrically connected to the lifting mechanism. The lifting mechanism detection system is used to acquire the real-time speed information of the trolley and the lifting status information of the lifting device. The controller is electrically connected to the electronic control system, the ship-shaped scanning system, and the lifting mechanism detection system, respectively. The controller is used to control the trolley to avoid collisions based on the obstacle information, the real-time speed information, and the lifting status information.

2. The anti-collision system for the hoisting mechanism of a container quay crane according to claim 1, characterized in that, The controller is specifically configured to include: The deceleration and stop stroke determination module is used to determine the deceleration and stop stroke of the trolley when it decelerates from the current speed to a stop at a preset deceleration, based on the real-time speed information. The maximum swing angle determination module is used to determine the maximum swing angle of the spreader based on the real-time speed information, the preset deceleration, and the spreader status information. The constraint stop stroke determination module is used to determine the constraint stop stroke of the trolley based on the spreader status information, the deceleration stop stroke, and the maximum swing angle. The hoisting planning information determination module is used to construct an obstacle outline based on the obstacle information and determine the hoisting planning information of the lifting device based on the obstacle outline, wherein the hoisting planning information includes at least one hoisting stage; The deceleration position determination module is used to determine the deceleration position of the trolley relative to the obstacle contour in each lifting stage based on the lifting planning information, the constraint stop stroke, and the obstacle contour. The electronic control system controls the trolley to decelerate at the preset deceleration rate at the deceleration position corresponding to each lifting stage.

3. The anti-collision system for the hoisting mechanism of a container quay crane according to claim 2, characterized in that, The lifting device status information includes rope length information and offset information, and the maximum swing angle determination module is configured to include: The current swing angle determination module is used to determine the current swing angle and current swing angle angular velocity of the lifting device based on the real-time speed information, the rope length information, and the offset information. The time-domain evolution calculation module is used to perform time-domain evolution calculations based on the preset deceleration, the current swing angle, and the current swing angle angular velocity to determine the maximum swing angle of the spreader.

4. The anti-collision system for the lifting mechanism of a container quay crane according to claim 3, characterized in that, The constraint stop stroke determination module comprises: The maximum offset distance determination module is used to determine the maximum offset distance of the lifting device based on the rope length information and the maximum swing angle. The distance superposition module is used to superimpose the distances based on the maximum offset distance and the deceleration stop stroke to determine the constraint stop stroke.

5. The anti-collision system for the hoisting mechanism of a container quay crane according to claim 2, characterized in that, The lifting mechanism detection system is also used to obtain the current position information of the lifting mechanism, and the lifting planning information determination module comprises: The task acquisition module is used to acquire the task of the hoisting mechanism; The movement path acquisition module is used to plan the movement path of the vehicle based on the task and the current location information; An obstacle contour determination module is used to determine the obstacle contour based on the movement path and the obstacle information; The planning module is used to determine the lifting planning information of the lifting device based on the outline of the obstacle.

6. The anti-collision system for the hoisting mechanism of a container quay crane according to claim 2, characterized in that, The deceleration position determination module comprises: The vertical boundary determination module is used to determine the vertical boundary of the obstacle corresponding to the trolley in each lifting stage based on the lifting planning information and the obstacle outline. A vertical boundary position determination module is used to obtain the position of the vertical boundary; The distance offset module is used to perform distance offset based on the position of the vertical boundary and the constraint stop stroke to determine the deceleration position of the trolley relative to the obstacle profile during each lifting phase.

7. The anti-collision system for the hoisting mechanism of a container quay crane according to claim 3, characterized in that, The controller is also used to control the trolley to prevent swaying, and the controller further includes: The speed compensation amount determination module is used to determine the speed compensation amount of the trolley to counteract the swing of the spreader based on the preset deceleration, the current swing angle and the current swing angle angular velocity; The trolley desired control speed determination module is used to determine the trolley desired control speed to counteract the spreader sway based on the real-time speed information and the speed compensation amount. A motion control module is used to control the movement of the vehicle through the electronic control system based on the desired control speed of the vehicle.

8. The anti-collision system for the hoisting mechanism of a container quay crane according to claim 7, characterized in that, The speed compensation determination module comprises: The first velocity compensation component determination module is used to determine the first velocity compensation component based on the current swing angle and the current swing angle angular velocity using state feedback; The second velocity compensation component determination module is used to determine a second velocity compensation component to counteract the swing of the spreader based on the preset deceleration and the current swing angle using feedforward compensation. The component synthesis module is used to perform component synthesis based on the first velocity compensation component and the second velocity compensation component to obtain the velocity compensation amount.

9. The anti-collision system for the hoisting mechanism of a container quay crane according to claim 7, characterized in that, The desired control speed determination module for the vehicle comprises: A given speed acquisition module is used to acquire the given speed of the vehicle; A speed superposition module is used to superimpose speeds based on the speed compensation amount and the given speed to determine the desired control speed of the trolley used to counteract the swing of the spreader.

10. The anti-collision system for the hoisting mechanism of a container quay crane according to claim 7, characterized in that, The motion control module is used to stop controlling the movement of the trolley based on the desired control speed of the trolley when the offset information of the spreader is less than a preset offset amount, and to control the trolley to decelerate at the preset deceleration through the electronic control system.

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