A crane collision avoidance and early warning system based on GNSS global satellite navigation system
By constructing a dynamic envelope domain model and a hierarchical intervention mechanism, the problems of braking delay and impact damage caused by mechanical inertia during crane lifting were solved, realizing smooth deceleration and collaborative avoidance of the crane anti-collision warning system, thus improving construction continuity and equipment life.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- SICHUAN NO 2 ELECTRIC POWER CONSTR CO
- Filing Date
- 2026-03-20
- Publication Date
- 2026-06-02
AI Technical Summary
Existing crane collision avoidance warning systems suffer from braking delays and impact damage to equipment due to mechanical inertia during hoisting and rotation, affecting the continuity of construction.
A dynamic envelope domain model integrating boom deflection compensation, wind load disturbance correction, and load sway prediction is constructed. A graded intervention mechanism based on collision risk probability is introduced, and multiple cranes are coordinated to smoothly decelerate and avoid collisions through wireless communication, thus avoiding emergency braking.
It achieves more accurate collision warning, reduces equipment damage, and improves construction continuity and equipment lifespan.
Smart Images
Figure CN122126756A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of engineering safety monitoring technology, and in particular relates to a crane collision avoidance and early warning system based on the GNSS global satellite navigation system. Background Technology
[0002] Global Navigation Satellite System (GNSS) is a radio navigation system that uses navigation satellites for timing and ranging to provide three-dimensional position and velocity information on the Earth's surface or near-Earth space. In the field of engineering machinery, GNSS is often used in conjunction with Real-Time Kinematics (RTK) technology to achieve centimeter-level positioning accuracy, providing fundamental support for the spatial position monitoring of large lifting equipment. A dual-antenna GNSS layout refers to installing two antennas, a primary and a secondary antenna, on the equipment. By measuring the baseline vector between the two antennas, not only can the three-dimensional coordinates of the equipment be obtained, but the heading angle can also be calculated, thereby determining its orientation and travel path.
[0003] The basic working principle of existing collision avoidance warning systems is to acquire the real-time position and orientation of each piece of equipment, obtain the boom elevation angle through angle sensors and calculate the working radius, and then synchronize the above data between the equipment via a wireless communication module. The system backend performs spatial overlay analysis on the synchronized data to determine whether there is any overlap in the working range of each piece of equipment. When a piece of equipment is detected entering the restricted area of another piece of equipment, the system typically takes two types of response measures: issuing an audible and visual alarm in the operator's cabin of the entrant to prompt the operator to take evasive action; and automatically performing deceleration or emergency braking at the end of the entrant's equipment to prevent a collision.
[0004] However, in practical applications of the aforementioned existing technologies, lifting equipment exhibits significant mechanical inertia during hoisting and slewing. When the system detects a collision risk and triggers an emergency braking command, a non-negligible delay exists between the issuance of the command and the completion of the mechanical action, and the braking process is accompanied by a substantial impact load. This delay and impact cause the equipment to continue moving a distance in its original direction after the braking command is issued. If this distance exceeds the safety redundancy range, a collision may still occur, significantly diminishing the warning effect. Furthermore, frequent or sudden emergency braking can cause cumulative damage to the crane's slewing mechanism and metal structure, affecting the equipment's service life. Restarting and recovery after braking requires additional time costs, disrupting construction continuity. Therefore, the following solutions are proposed to address these issues. Summary of the Invention
[0005] The purpose of this invention is to provide a crane collision avoidance and early warning system based on the GNSS global satellite navigation system. By constructing a dynamic envelope domain model that integrates boom deflection compensation, wind load disturbance correction, and load swing prediction, and introducing a graded intervention mechanism based on collision risk probability, the system can predict risk trends and implement smooth deceleration and cooperative avoidance before a collision occurs, thereby avoiding triggering emergency braking. This solves the problems of braking delay, impact damage to equipment, and interruption of construction continuity caused by mechanical inertia in existing technologies.
[0006] To solve the above-mentioned technical problems, the present invention is achieved through the following technical solution: This invention relates to a crane collision avoidance and early warning system based on a GNSS global satellite navigation system, comprising: Each crane is equipped with a GNSS positioning unit, angle sensor unit, load sensor unit, wind speed and direction sensor unit, vehicle-mounted data processing unit, wireless communication unit, and human-machine interaction unit. The GNSS positioning unit includes a main antenna and an auxiliary antenna, used to obtain the real-time position and orientation of the crane; The angle sensor unit is used to collect the elevation angle and lateral tilt angle of the boom; The load sensor unit is used to collect the weight of the suspended load; The wind speed and direction sensor unit is used to collect ambient wind speed and direction; The on-board data processing unit is connected to each sensor unit and performs boom spatial pose calculation, dynamic envelope domain modeling, multi-machine collision risk prediction and graded intervention based on the collected data. The wireless communication unit is used to enable data interaction between multiple cranes; The human-computer interaction unit is used to display risk information and intervention prompts in real time.
[0007] Furthermore, the vehicle-mounted data processing unit includes a crane root coordinate calculation module, which calculates the three-dimensional coordinates of the crane root based on the main antenna coordinates, the dual antenna baseline vector, and the crane rotation angle calculated from the dual antennas.
[0008] Furthermore, the vehicle-mounted data processing unit also includes a module for calculating the theoretical end position of the boom. This module calculates the theoretical end position of the boom under no deformation conditions based on the coordinates of the boom root, boom length, elevation angle, and rotation angle.
[0009] Furthermore, the vehicle-mounted data processing unit also includes a boom deflection compensation module. This module calculates the amount of deflection deformation of the boom due to its own weight and the load, based on the boom's self-weight, the load mass, the elevation angle, and the boom's material elastic modulus and cross-sectional moment of inertia. It then uses this deformation to correct the theoretical end position and obtain the actual end position of the boom.
[0010] Furthermore, the vehicle-mounted data processing unit also includes a wind load disturbance correction module. This module calculates the wind-induced lateral offset based on wind speed, wind direction, crane slewing angle, boom windward area, and drag coefficient, and uses this offset to further correct the actual end position to obtain the boom end position under the influence of wind load.
[0011] Furthermore, the vehicle-mounted data processing unit also includes a swing trajectory prediction module for the suspended object. This module uses a single pendulum dynamics model to predict the spatial position of the suspended object at future moments based on the length of the suspension rope, the acceleration of the boom end motion, and wind load disturbance.
[0012] Furthermore, the vehicle-mounted data processing unit also includes a dynamic envelope domain generation module. This module integrates the corrected boom end position, boom body size, rope length, and predicted load position to construct a three-dimensional dynamic envelope domain that includes the boom, rope, and load, and updates the envelope domain at a preset period.
[0013] Furthermore, the vehicle-mounted data processing unit also includes a collision risk prediction module. This module receives envelope domain data broadcast by a neighboring crane through a wireless communication unit, calculates the minimum distance between the vehicle's envelope domain and the neighboring envelope domains, and comprehensively considers GNSS positioning error and envelope domain modeling error to assess the probability of collision risk.
[0014] Furthermore, the vehicle-mounted data processing unit also includes a graded intervention module, which executes different levels of intervention measures based on the magnitude of the collision risk probability. The intervention measures include: recording only data when the risk probability is below a first threshold; triggering interface highlighting and intermittent warnings when the risk probability reaches a second threshold; issuing a continuous audible and visual alarm and requesting nearby cranes to decelerate when the risk probability reaches a third threshold; and activating a cooperative avoidance mechanism when the risk probability reaches a fourth threshold, coordinating each crane to make reverse micro-movements via wireless communication to increase the distance, and then performing smooth deceleration braking.
[0015] The present invention has the following beneficial effects: 1. This invention incorporates dynamic compensation for boom deflection and correction for wind load disturbances into the envelope domain modeling of the boom under actual working conditions, making the constructed working space more closely match the actual position and posture of the equipment. At the same time, combined with the prediction of the swing trajectory of the suspended object, it realizes continuous tracking of the dynamic working range. It can more accurately reflect the instantaneous space occupancy during equipment operation, reduce the risk of misjudgment and omission caused by model simplification, and provide a more reliable basis for collision warning.
[0016] 2. This invention adopts a graded intervention strategy, which implements data recording, audible and visual warnings, deceleration requests, and coordinated avoidance in sequence according to the collision risk probability from low to high, avoiding direct triggering of emergency braking when approaching a collision; by coordinating multiple devices to make reverse micro-movements through wireless communication to increase the spacing, and then performing smooth deceleration, the braking process is smooth and controllable, reducing the inertial impact caused by sudden braking, protecting the slewing mechanism and metal structure of the lifting equipment, extending the service life of the equipment, and reducing the construction interruption and restart time costs caused by emergency shutdown.
[0017] Of course, any product implementing this invention does not necessarily need to achieve all of the advantages described above at the same time. Attached Figure Description
[0018] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0019] Figure 1 This is a schematic diagram of the structure of a crane collision avoidance and early warning system based on a GNSS global satellite navigation system according to the present invention. Detailed Implementation
[0020] 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 embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.
[0021] Please see Figure 1 As shown, the present invention is a crane collision avoidance warning system based on the GNSS global satellite navigation system, including multiple sensor units installed on each crane, an on-board data processing unit, a wireless communication unit and a human-machine interaction unit; The sensor unit includes: GNSS positioning unit: consists of a GNSS receiver, a main antenna, and an auxiliary antenna; the main antenna is installed at the tail of the crane's counterweight boom, and the auxiliary antenna is installed at the head of the boom; the baseline lengths of the two antennas are known values. The GNSS receiver uses RTK differential positioning technology to output the high-precision three-dimensional coordinates and heading angle (i.e., crane rotation angle) of the main antenna in real time. Angle sensor unit: Employs a dual-axis tilt sensor, mounted at the base of the boom pin, to measure the boom's elevation angle relative to the horizontal plane. and the lateral tilt angle of the boom ; Load sensor unit: Employs a tension sensor, installed on the pulley block above the hook, to measure the weight of the load in real time. ; Wind speed and direction sensor unit: An ultrasonic anemometer is installed in the middle of the boom to measure instantaneous wind speed. and wind direction angle ; Each sensor is connected to the vehicle-mounted industrial control computer (i.e., vehicle-mounted data processing unit) via a CAN bus, with a sampling frequency of no less than 20Hz to ensure the real-time performance of the data; The vehicle-mounted data processing unit is an embedded industrial control computer with multiple software function modules: boom root coordinate calculation module, boom theoretical end position calculation module, boom deflection compensation module, wind load disturbance correction module, load swing trajectory prediction module, dynamic envelope domain generation module, collision risk prediction module, and graded intervention module; each module processes the sensor data in sequence and finally generates intervention commands. The wireless communication unit adopts an industrial-grade wireless bridge, operates in the 5.8GHz frequency band, supports self-organizing network communication, and realizes data broadcasting and reception between multiple cranes, with a communication cycle of no more than 50ms. The human-machine interaction unit is a 10-inch industrial touch screen installed in the crane's operating cabin. It is used to display information such as the dynamic envelope domain, risk probability, and intervention suggestions of the crane and neighboring cranes in real time. At the same time, it stores all raw data and processing results in a 2-second cycle for easy traceability afterward.
[0022] The following is a detailed explanation of the specific workflow of each module in the vehicle-mounted data processing unit: Root coordinate calculation module for boom: This module receives the coordinates of the main antenna. and heading angle The coordinates of the boom root are calculated using the dual-antenna baseline vector. The main antenna is located at the tail of the counterweight arm, and its relative position to the rotation center at the base of the boom was precisely measured during installation. Let's assume it's along the vehicle coordinate system. Directional offset is (That is, the main antenna is located behind the root) (Location); then the coordinates of the boom root can be calculated by the following formula:
[0023] In the formula, This is the three-dimensional coordinate vector of the boom root in the global coordinate system; This is a rotation matrix about the Z-axis of the global coordinate system, used to transform local vectors to the global coordinate system; The crane's rotation angle is calculated using dual antennas. The baseline length between the primary and secondary GNSS antennas.
[0024] Theoretical end position calculation module for boom: This module receives the coordinates of the boom root. boom length (Given constants), angle of elevation and rotation angle Calculate the theoretical end coordinates of the boom under the condition of no deformation. First, consider the boom as a rigid body, extending along the boom direction in the root coordinate system. The global coordinates are obtained by rotating the object at elevation and then rotating it back to its base.
[0025] In the formula, To bypass Axis rotation The rotation matrix of the angle; this module outputs .
[0026] Crane boom deflection compensation module: Due to the sag deflection of the boom under its own weight and the load, the actual end position is lower than the theoretical position. This module establishes a deflection model based on the Euler-Bernoulli beam theory. The boom is equivalent to a cantilever beam, fixed at the root and free at the end, subjected to a uniformly distributed self-weight load and a concentrated load (load) at the end; vertical deflection... The calculation formula is:
[0027] In the formula, This refers to the vertical deflection at the end of the boom; For the mass of the boom; The mass of the load suspended on the hook; It is the acceleration due to gravity; The elastic modulus of the boom material; The moment of inertia of the boom section; the deflection direction is vertically downward, therefore the corrected actual end coordinates of the boom are... for:
[0028] In the formula, It is a vertically downward unit vector; Due to factors such as the mounting base not being perfectly level, slewing bearing clearance, or boom manufacturing errors, the boom exhibits slight static and dynamic tilt angles in the lateral direction. This angle will cause the end of the boom to shift laterally in the horizontal plane, affecting the judgment of safe distances from other equipment in the horizontal direction. Lateral tilt angle acquired in real time by a dual-axis tilt sensor Calculate the end-plane horizontal offset caused by roll. :
[0029] In the formula, This refers to the boom length; The lateral tilt angle of the boom relative to the horizontal plane; The offset direction is perpendicular to the boom axis; combined with the crane's current slewing angle. Calculate the end-coordinate correction vector caused by the lateral tilt angle. :
[0030] In the formula, This is a rotation matrix about the Z-axis, used to transform local lateral offsets to the global coordinate system; At this point, the actual coordinates of the boom end, after combining deflection compensation and tilt correction, are... for:
[0031] In the formula, The coordinates after deflection compensation in step S23; This module outputs .
[0032] Wind load disturbance correction module: Wind load acts on the side of the boom, causing horizontal displacement; this module calculates the wind-induced lateral displacement. Wind pressure is proportional to the square of the wind speed and acts on the windward side of the boom, equivalent to a uniformly distributed load; the formula for calculating lateral displacement is:
[0033] In the formula, air density, The drag coefficient of the boom is... The lateral windward area of the boom; the lateral displacement direction is perpendicular to the boom axis and related to the wind direction, and the offset direction needs to be determined based on the angle between the wind direction and the boom orientation; the corrected coordinates of the boom end. for:
[0034] In the formula, The horizontal unit vector perpendicular to the boom axis (assuming the initial orientation of the boom is...). (Positive axis direction); This module outputs .
[0035] The hoisted load swing trajectory prediction module addresses the swinging motion of suspended loads under wind load and boom motion excitation, which affects the actual working space. This module uses a simple pendulum model to describe the hoisted load's motion, with the pendulum length equal to the length of the hoisting rope. (This can be obtained from a hoist encoder); the dynamic equation for the oscillation is:
[0036] In the formula, For the swing angle of the suspended object, For the damping ratio, For the natural frequency, This module uses the fourth-order Runge-Kutta method to numerically integrate the above equations to predict the future tangential acceleration at the boom end. Swing angle over time Then calculate the position of the suspended object in the global coordinate system:
[0037] In the formula, For rotation about a horizontal axis The angular swing rotation matrix; this module outputs the predicted sequence of suspended object positions.
[0038] Dynamic Envelope Domain Generation Module: This module treats the boom, ropes, and load as a whole, constructing a three-dimensional dynamic envelope domain. The envelope region is described by a combination of the following geometric shapes: The boom body is considered as a cylinder with a radius of... (Given constants), the axis starts from... arrive ,length ; Slings and loads: considered as being suspended by Center of the sphere, radius is A sphere (including the geometry of the suspended object and safety margins); This module updates the envelope domain every 50ms. And simultaneously generate the predicted envelope domain for future times. It is used to predict collisions.
[0039] Collision risk prediction module: Each crane periodically broadcasts its current envelope domain via a wireless communication unit. and prediction envelope domain Simultaneously, it receives broadcast data from nearby cranes; this module controls the vehicle's envelope area. With neighboring envelope regions Perform interferometry detection and calculate the minimum distance between the two. :
[0040] In the formula, The minimum spatial distance between the dynamic envelopes of the two cranes; The first Taiwan and the Dynamic envelope domain of the crane and The coordinate vector of any point within the vector; Due to errors in sensors and models, the actual distance is uncertain; this module comprehensively considers the standard deviation of GNSS positioning errors. (Given by the nominal accuracy of RTK) and the standard deviation of the envelope domain modeling error (Obtained through on-site calibration), calculate the probability of collision risk. :
[0041] In the formula, The standard normal cumulative distribution function is... Safety threshold (set according to crane type and operating environment); This represents the standard deviation of GNSS positioning error. The module outputs the collision risk probability by defining the standard deviation of the envelope domain modeling error (obtained through field calibration). .
[0042] Tiered intervention module: based on Based on the given values, this module implements a tiered intervention strategy: like (First threshold) Only record data, without triggering any intervention; like The human-computer interaction unit highlights the risk area and issues intermittent buzzer warnings; like The system issues a continuous audible and visual alarm and simultaneously sends a deceleration request to a nearby crane via the wireless communication unit, requesting it to decelerate smoothly within the permissible range. like The coordinated avoidance mechanism is activated: first, the cranes are coordinated via wireless communication to make slight turns in opposite directions to increase the distance between them, and then smooth deceleration and braking are performed to avoid impact; The above threshold , , It can be preset according to the safety requirements of the construction site.
[0043] One specific application of this embodiment is: Step S1: Real-time acquisition and preprocessing of multi-source data A main GNSS antenna is installed at the tail of the counterweight boom of each crane, and an auxiliary GNSS antenna is installed at the head of the boom. The baseline length of the dual antennas is [not specified]. It is known that a dual-axis tilt sensor is installed at the base pin of the boom to measure the boom's elevation angle. and lateral tilt angle A tension sensor is installed above the hook to collect real-time data on the weight being lifted. A wind speed and direction sensor is installed in the middle of the boom to collect instantaneous wind speed data. and wind direction angle Data from each sensor is collected to the on-board industrial control computer via the CAN bus, with a sampling frequency of no less than 20Hz.
[0044] Step S2: Dynamic calculation of boom spatial pose Step S21, Determining the coordinates of the boom base: Main GNSS antenna coordinates Centimeter-level positioning is obtained through RTK differential processing; the coordinates of the boom root are calculated by combining the dual-antenna baseline vector. :
[0045] In the formula, This is the three-dimensional coordinate vector of the boom root in the global coordinate system; This is a rotation matrix about the Z-axis of the global coordinate system, used to transform local vectors to the global coordinate system; The crane's rotation angle is calculated using dual antennas. Baseline length between the primary and secondary GNSS antennas; Step S22, Calculation of theoretical end coordinates of the boom: based on boom length and elevation angle Calculate the theoretical end coordinates of the boom :
[0046] In the formula, R( ) is the rotation matrix about the Y-axis; Step S23, Dynamic Compensation of Boom Deflection: The boom undergoes deflection deformation under its own weight and the load being lifted, causing the actual end position to deviate from the theoretical position; a deflection model based on Euler-Bernoulli beam theory is established:
[0047] In the formula, This refers to the vertical deflection at the end of the boom; For the mass of the boom; The mass of the load suspended on the hook; It is the acceleration due to gravity; The elastic modulus of the boom material; The moment of inertia of the boom section; Corrected actual coordinates of the boom end :
[0048] Step S24, Boom Lateral Tilt Angle Correction: Due to the non-perfect horizontality of the mounting base, slewing bearing clearance, or boom manufacturing errors, the boom may have slight static and dynamic lateral tilt angles. This angle will cause the end of the boom to shift laterally in the horizontal plane, affecting the judgment of safe distances from other equipment in the horizontal direction. Lateral tilt angle acquired in real time by a dual-axis tilt sensor Calculate the end-plane horizontal offset caused by roll. :
[0049] In the formula, This refers to the boom length; The lateral tilt angle of the boom relative to the horizontal plane; The offset direction is perpendicular to the boom axis; combined with the crane's current slewing angle. Calculate the end-coordinate correction vector caused by the lateral tilt angle. :
[0050] In the formula, This is a rotation matrix about the Z-axis, used to transform local lateral offsets to the global coordinate system; At this point, the actual coordinates of the boom end, after combining deflection compensation and tilt correction, are... for:
[0051] In the formula, The coordinates are those after deflection compensation in step S23.
[0052] Step S3: Dynamic envelope domain modeling Step S31, Wind load disturbance correction: Wind load causes additional lateral displacement and torsion of the boom, affecting the actual working range; establish a wind load disturbance model:
[0053] In the formula, air density; This refers to the drag coefficient of the boom; The windward area of the boom; Corrected boom end coordinates :
[0054] Step S32, Prediction of the swing trajectory of the suspended object: The suspended object swings under the action of wind load and rotational inertia, and its motion trajectory is described by a simple pendulum model:
[0055] In the formula, Let be the angular acceleration of the suspended object's swing angle; Let ω be the angular velocity of the suspended object's swing angle. For the swing angle of the suspended object; The damping ratio; For the natural frequency, ; This refers to the length of the suspension rope. This refers to the tangential acceleration at the end of the boom; Solving by numerical integration Predicting the future Position of suspended object within time :
[0056] In the formula, This is the rotation matrix for the swing angle; Step S33: Dynamic Envelope Domain Generation: Treat the boom, ropes, and load as a unified rigid body system and construct a three-dimensional envelope domain. Its boundary is described by the following parameters: boom body: cylinder, radius ,length axis endpoint to ; Suspension rope and suspended object: sphere, radius center point ; Envelope domain It updates every 50ms to form a continuous dynamic job space.
[0057] Step S4: Multi-engine collision risk prediction and graded intervention Step S41, Inter-equipment envelope domain interference detection: Each crane broadcasts its own envelope domain and predicted trajectory via a wireless communication module. After receiving data from neighboring devices, interference detection is performed:
[0058] In the formula, The minimum spatial distance between the dynamic envelopes of the two cranes; The first Taiwan and the Dynamic envelope domain of the crane and The coordinate vector of any point within the vector; like (If the safety threshold is 0.5m), then a collision risk is determined to exist; Step S42, Collision Risk Probability Assessment: Considering sensor noise, model error, and prediction uncertainty, a collision risk probability is introduced. :
[0059] In the formula, It is the standard normal cumulative distribution function; This is a safety threshold; This represents the standard deviation of GNSS positioning error. Standard deviation of the modeling error for the envelope region (obtained from field calibration); Step S43, Tiered Intervention Strategy: Based on Implement tiered intervention: like The system only records data and does not intervene. like The vehicle-mounted display screen highlights the risk area and simultaneously emits an intermittent buzzer warning to alert the operator. like The system issues a continuous audible and visual alarm and sends a deceleration request to nearby devices via wireless command, requesting them to decelerate smoothly within the minimum angular acceleration range allowed by the slewing mechanism. like The system determines that the situation is high-risk and immediately activates the collaborative avoidance mechanism: before sending the emergency braking command, it first coordinates the rotation direction of each device through wireless communication, so that they make reverse micro-movements to increase the distance, and then performs smooth deceleration braking to avoid impact.
[0060] Step S5: Human-Computer Interaction and Data Traceability The vehicle-mounted 10-inch touchscreen display shows the local device envelope, the envelope of nearby devices, the risk probability value, and intervention suggestions in real time. The system stores all raw data and processing results in a 2-second cycle and supports historical playback and accident tracing.
[0061] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.
[0062] The preferred embodiments of the present invention disclosed above are merely illustrative of the invention. These preferred embodiments do not exhaustively describe all details, nor do they limit the invention to the specific implementations described. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the invention, thereby enabling those skilled in the art to better understand and utilize the invention. The invention is limited only by the claims and their full scope and equivalents.
Claims
1. A crane collision avoidance and early warning system based on a GNSS global satellite navigation system, characterized in that, The early warning system includes: Each crane is equipped with a GNSS positioning unit, angle sensor unit, load sensor unit, wind speed and direction sensor unit, vehicle-mounted data processing unit, wireless communication unit, and human-machine interaction unit. The GNSS positioning unit includes a main antenna and an auxiliary antenna, used to obtain the real-time position and orientation of the crane; The angle sensor unit is used to collect the elevation angle and lateral tilt angle of the boom; The load sensor unit is used to collect the weight of the suspended load; The wind speed and direction sensor unit is used to collect ambient wind speed and direction; The vehicle-mounted data processing unit is connected to each sensor unit and performs boom spatial pose calculation, dynamic envelope domain modeling, multi-machine collision risk prediction and graded intervention based on the collected data. The wireless communication unit is used to enable data interaction between multiple cranes; The human-computer interaction unit is used to display risk information and intervention prompts in real time.
2. The crane collision avoidance and early warning system based on a GNSS global satellite navigation system according to claim 1, characterized in that, The vehicle-mounted data processing unit includes a crane boom root coordinate calculation module, which calculates the three-dimensional coordinates of the crane boom root based on the main antenna coordinates, the dual antenna baseline vectors, and the crane rotation angle calculated from the dual antennas.
3. A crane collision avoidance and early warning system based on a GNSS global satellite navigation system according to claim 2, characterized in that, The vehicle-mounted data processing unit also includes a module for calculating the theoretical end position of the boom. This module calculates the theoretical end position of the boom under no deformation conditions based on the coordinates of the boom root, boom length, elevation angle, and rotation angle.
4. A crane collision avoidance and early warning system based on a GNSS global satellite navigation system according to claim 3, characterized in that, The vehicle-mounted data processing unit also includes a boom deflection compensation module. This module calculates the deflection deformation of the boom due to its own weight and the load based on the boom's self-weight, the load mass, the elevation angle, and the boom's material elastic modulus and cross-sectional moment of inertia. It then uses this deformation to correct the theoretical end position and obtain the actual end position of the boom.
5. A crane collision avoidance and early warning system based on a GNSS global satellite navigation system according to claim 4, characterized in that, The vehicle-mounted data processing unit also includes a wind load disturbance correction module. This module calculates the wind-induced lateral offset based on wind speed, wind direction, crane slewing angle, boom windward area, and drag coefficient, and uses this offset to further correct the actual end position to obtain the boom end position under the influence of wind load.
6. A crane collision avoidance and early warning system based on a GNSS global satellite navigation system according to claim 5, characterized in that, The vehicle-mounted data processing unit also includes a swing trajectory prediction module for the suspended object. This module uses a single pendulum dynamics model to predict the spatial position of the suspended object at future moments based on the length of the suspension rope, the acceleration of the boom end motion, and wind load disturbance.
7. A crane collision avoidance and early warning system based on a GNSS global satellite navigation system according to claim 6, characterized in that, The vehicle-mounted data processing unit also includes a dynamic envelope domain generation module. This module integrates the corrected boom end position, boom body size, rope length, and predicted load position to construct a three-dimensional dynamic envelope domain containing the boom, rope, and load, and updates the envelope domain at a preset period.
8. A crane collision avoidance and early warning system based on a GNSS global satellite navigation system according to claim 7, characterized in that, The vehicle-mounted data processing unit also includes a collision risk prediction module. This module receives envelope domain data broadcast by a neighboring crane through a wireless communication unit, calculates the minimum distance between the vehicle's envelope domain and the neighboring envelope domains, and comprehensively considers GNSS positioning error and envelope domain modeling error to assess the probability of collision risk.
9. A crane collision avoidance and early warning system based on a GNSS global satellite navigation system according to claim 8, characterized in that, The vehicle-mounted data processing unit also includes a graded intervention module, which executes different levels of intervention measures based on the magnitude of the collision risk probability. The intervention measures include: recording only data when the risk probability is below a first threshold; triggering interface highlighting and intermittent warnings when the risk probability reaches a second threshold; issuing a continuous audible and visual alarm and requesting nearby cranes to decelerate when the risk probability reaches a third threshold; and activating a cooperative avoidance mechanism when the risk probability reaches a fourth threshold, coordinating each crane to make reverse micro-movements via wireless communication to increase the distance, and then performing smooth deceleration braking.