Method and system for discharge operation of ship loader at bulk cargo terminal

Abstract

A method and system for discharge operation of a ship loader at a bulk cargo terminal. The method comprises: acquiring initial ship point cloud data; establishing a three-dimensional coordinate system, and acquiring an initial frame ship hold center line and a discharge planning point; continuously scanning a ship to be unloaded, acquiring real-time ship point cloud data, and acquiring a current frame ship center line and a normal vector of a ship deck on the basis of the real-time ship point cloud data; obtaining a real-time ship body deviation value on the basis of the current frame ship center line and the initial frame ship hold center line; obtaining a real-time ship body inclination angle on the basis of the normal vector of the ship deck; correcting coordinates of the discharge planning point on the basis of the real-time ship body deviation value and the real-time ship body inclination angle to obtain coordinates of a real-time discharge planning point, and acquiring coordinates of a current discharge point of a chute mechanism (5); a superordinate computer (1) controlling, on the basis of the coordinates of the real-time discharge planning point and the current discharge point, a ship loader to complete current discharge operation. The present application enables a ship loader to complete operation accurately, and enhances the safety and efficiency of operation of the ship loader.

Description

A ship loader blanking operation method and system for bulk cargo terminal Technical Field

[0001] The present invention belongs to the technical field of freight loading, and in particular relates to a material blanking operation method and system for a ship loader used in a bulk cargo terminal. Background Art

[0002] A ship loader is a heavy mechanical equipment used to load materials at a dock or port. Its operating performance directly affects the loading and unloading efficiency of the dock. Currently, the degree of automation in loading and unloading at ports at home and abroad is relatively low. Most of the ship loader unloading operations at the dock still use a purely manually operated mechanical assisted loading method. This requires the ship loader driver to not only monitor the material accumulation and the gestures of the ship crew to move the unloading point and maintain the balance of the ship during operation, but also to independently plan the operation route. This not only greatly increases the operation time, but also easily leads to uneven unloading and thus overloading of the ship, increasing the risk of safety accidents caused by human error.

[0003] In the existing technology, the loading and unloading operation can be completed by adding a scanner and supporting auxiliary equipment to the dock, and then using the scanner to collect the ship's point cloud data, extract the coordinates of the cabin feature points, and then generate the unloading planning points and planning paths based on the coordinates to complete the loading operation. However, the existing scheme ignores the situation that the ship's hull may drift due to water fluctuations during operation. When the hull drifts, the actual unloading point of the loader will deviate from the preset planning point, which will cause the material to be loaded unbalanced in the cabin, thereby causing the risk of the hull tilting or even capsizing. Therefore, it is particularly important to ensure that the actual unloading point of the loader accurately falls to the preset planning point when the ship drifts. Summary of the Invention

[0004] The purpose of the present invention is to overcome the shortcomings of the above-mentioned prior art and provide a method for the blanking operation of a ship loader for a bulk cargo terminal. The method can obtain the inclination angle and offset of the hull in real time, and correct the planned point coordinates of the ship loader in real time according to the inclination angle and offset, so that the blanking point of the ship loader can accurately fall to the planned position, avoiding the situation where the material is unbalanced in the ship's hold due to the deviation of the blanking point of the ship loader from the preset planned point, thereby enhancing the safety of loading and unloading operations.

[0005] Another object of the present invention is to provide a ship loader blanking operation system for a bulk cargo terminal.

[0006] In order to achieve the above object, the present invention can be achieved by adopting the following technical solutions:

[0007] A method for unloading materials from a ship loader at a bulk cargo terminal is disclosed. The method is based on an operating system comprising a trolley that moves along landside and seaside tracks, a slewing boom rotatably connected to the trolley, a chute mechanism mounted on the front end of the slewing boom, a scanner mounted on the slewing boom, and a ship loader control system. The method comprises the following steps:

[0008] S1. Before the operation, the initial ship point cloud data of the ship to be unloaded is obtained by a scanner, and the initial ship point cloud data is transmitted to the host computer;

[0009] S2. In the host computer, a three-dimensional coordinate system is established with the end anchor point of the seaside track as the origin, and the coordinates of the characteristic points of the cabin area of ​​the ship to be unloaded are obtained after converting the initial ship point cloud data into coordinates in the three-dimensional coordinate system; and the initial frame cabin centerline and blanking planning points are obtained based on the coordinates of the characteristic points of the cabin area of ​​the ship to be unloaded;

[0010] S3. When the operation starts, the scanner continuously scans the ship to be unloaded, obtains real-time ship point cloud data of the ship to be unloaded, and transmits the data to the host computer. The host computer converts the real-time ship point cloud data into coordinates in the three-dimensional coordinate system, obtains the normal vectors of the ship centerline and the ship deck in the current frame; obtains the real-time hull deviation value based on the current frame lock centerline and the initial frame cabin centerline; and obtains the real-time hull tilt angle based on the angle between the normal vector of the ship deck and the vertical direction in the three-dimensional coordinate system.

[0011] S4. Correcting the coordinates of the blanking planning point using the real-time hull deviation value and the real-time hull inclination angle to obtain the coordinates of the real-time blanking planning point and the coordinates of the current blanking point of the chute mechanism;

[0012] S5. During the blanking operation of the ship loader, steps S3-S4 are repeated to update the coordinates of the real-time blanking planning point and the current blanking point of the chute mechanism. The host computer issues corresponding control instructions based on the coordinates of the current real-time blanking planning point and the current blanking point of the chute mechanism to control the ship loader to complete the blanking operation at the current blanking planning point.

[0013] Preferably, the sea-side track and the land-side track are parallel to each other and located in the same horizontal plane. In the three-dimensional coordinate system, the direction from the end anchor point of the sea-side track as the origin toward the head end anchor point of the sea-side track is the X-axis, the direction from the end anchor point of the land-side track toward the end anchor point of the sea-side track is the Y-axis, and the direction from the end anchor point of the sea-side track as the origin and vertically upward along the dock ground is the Z-axis.

[0014] Preferably, a safety check is provided during the blanking operation of the ship loader, and the steps of the safety check are as follows:

[0015] (1) setting a safety line on each of the left and right sides of the cabin area of ​​the vessel to be unloaded, and obtaining a coordinate interval on the Y axis between the two safety lines; the two safety lines are parallel to each other;

[0016] (2) During the loading operation, when the Y-axis coordinate of the real-time blanking planning point is not within the coordinate interval described in step (1), it is determined that the cargo of the blanking operation has a risk of falling into the sea. At this time, the Y-axis coordinate of the real-time blanking planning point is corrected to the midpoint of the coordinate interval, and then the blanking operation of the loader is continued.

[0017] Preferably, the specific steps of step S2 are as follows:

[0018] S21. In the host computer, a three-dimensional coordinate system is established with the end anchor point of the seaside track as the origin;

[0019] S22, processing the initial ship point cloud data collected by the scanner using a point cloud data processing algorithm, and converting the processed initial ship point cloud data into the three-dimensional coordinate system to obtain coordinates of feature points of the cabin area of ​​the ship to be unloaded;

[0020] S23, setting a center line in the cabin area of ​​the ship to be unloaded, obtaining a linear relationship of the center line according to the coordinates of the feature points in the cabin area of ​​the ship to be unloaded in the three-dimensional coordinate system, and using the center line as the initial frame cabin center line; the initial lock center line is perpendicular to the Y axis in the three-dimensional coordinate system;

[0021] S24. Obtaining a blanking planning point based on the initial frame cabin centerline and the loading operation plan; the initial blanking planning point is a coordinate point randomly selected near the initial frame cabin centerline according to the loading plan.

[0022] Preferably, the feature point coordinates of the cabin area are represented by the coordinates of the four corners of the cabin area, and the cabin area is a rectangle.

[0023] Preferably, the specific steps of step S3 are as follows:

[0024] S31, when the operation starts, the scanner continuously obtains real-time point cloud data of the ship to be unloaded and transmits it to the host computer;

[0025] S32. In the host computer, the real-time ship point cloud data is processed using a point cloud data processing algorithm, and the processed real-time ship point cloud data is converted into the three-dimensional coordinate system to obtain the coordinates of the feature points of the current cabin area of ​​the ship to be unloaded and the normal vector of the current lock deck of the ship to be unloaded;

[0026] S33, setting a center line in the current cabin area of ​​the ship to be unloaded, obtaining a linear relationship of the center line based on the coordinates of the feature points in the cabin area of ​​the ship to be unloaded in the three-dimensional coordinate system, and using the center line as the cabin center line of the current frame; the center line of the lock in the current frame is perpendicular to the Y axis in the three-dimensional coordinate system;

[0027] S34, calculating the angle between the normal vector of the current lock deck and the vertical direction in the three-dimensional coordinate system, and using the angle as the real-time hull tilt angle of the ship to be unloaded;

[0028] S35. Obtain a real-time hull deviation value of the ship to be unloaded by comparing the current frame cabin centerline with the initial frame cabin centerline.

[0029] Preferably, the specific process of step S4 is as follows:

[0030] S41. Based on steps S2 and S3, the real-time hull deviation value, the real-time hull tilt angle, and the blanking planning point are obtained; wherein the coordinates of the blanking planning point P0 are expressed as (X0, Y0, Z0);

[0031] S42, calculating a correction value according to the real-time hull deviation value and the real-time hull tilt angle;

[0032] The correction value Δy is expressed as follows:

[0033] Δy=D y -kD θ

[0034] Among them, k is the empirical coefficient, D y is the hull deviation value, D θ is the hull tilt angle;

[0035] S43, using the correction value obtained in step S42 to correct the coordinates of the blanking planning point, to obtain the coordinates of the real-time blanking planning point; the real-time blanking planning point P 实 The coordinates are expressed as (X0, Y0+Δy, Z0);

[0036] S44. By setting corresponding encoders on the chute mechanism, the trolley and the rotary cantilever, the coordinates of the current drop point of the chute mechanism are obtained through the corresponding data collected by the encoders.

[0037] A ship loader blanking operation system for a bulk cargo terminal, used to implement the ship loader blanking operation method for a bulk cargo terminal, comprising a ship loader, a host computer, an encoder module and a scanner;

[0038] The ship loader includes a trolley that moves along the landside track and the seaside track, an embedded industrial control computer, a slewing cantilever rotatably connected to the trolley, a chute mechanism installed at the front end of the slewing cantilever, and a ship loader control system. The scanner is installed on the slewing cantilever, and the host computer and ship loader control system are both installed in a control room above the trolley. The ship loader control system is used to control the movement of the trolley, slewing cantilever, and chute mechanism.

[0039] The scanner is used to obtain initial ship point cloud data and real-time ship point cloud data of the ship to be unloaded and transmit them to the host computer;

[0040] The encoder module is used to collect the code value data of the trolley, rotary cantilever and chute mechanism and transmit it to the host computer;

[0041] The host computer includes a modeling module, a first calculation module, a second calculation module, a third calculation module, a current blanking point acquisition module, a blanking planning point correction module and a ship loader control module;

[0042] The modeling conversion module is used to establish a three-dimensional coordinate system with the end anchor point of the seaside track as the origin, and convert the initial ship point cloud data and the real-time ship point cloud data into the three-dimensional coordinate system;

[0043] The first calculation module is used to obtain the coordinates of the regional feature points of the cabin of the ship to be unloaded according to the coordinates of the initial ship point cloud data, and obtain the initial frame cabin centerline and blanking planning points according to the coordinates of the regional feature points of the cabin of the ship to be unloaded; the initial blanking planning point is a coordinate point randomly selected near the initial frame cabin centerline according to the loading plan.

[0044] The second calculation module is used to calculate the normal vectors of the current frame lock centerline and the ship deck according to the coordinates of the real-time ship point cloud data, and then obtain the real-time hull deviation value according to the current frame lock centerline and the initial frame cabin centerline;

[0045] The third calculation module is used to obtain a real-time hull tilt angle according to the angle between the normal vector of the ship deck and the vertical direction in the three-dimensional coordinate system;

[0046] The current material drop point acquisition module is used to obtain the coordinates of the current material drop point of the chute mechanism according to the data collected by the encoder module, and transmit the obtained coordinates of the current material drop point of the chute mechanism to the ship loader control module;

[0047] The blanking planning point correction module is used to correct the coordinates of the blanking planning point according to the real-time hull deviation value and the real-time hull inclination angle, obtain the coordinates of the real-time blanking planning point and transmit them to the ship loader control module;

[0048] The ship loader control module is used to send corresponding control instructions to the ship loader control system according to the coordinates of the real-time material dropping planning point and the current material dropping point of the chute mechanism.

[0049] Preferably, the scanner is mounted at the bottom of the front end of the rotating cantilever, and the scanner is located at the rear side of the chute mechanism.

[0050] Preferably, the scanner is a three-dimensional laser scanner or a millimeter wave scanner.

[0051] The present invention has the following advantages over the prior art:

[0052] (1) The ship loader blanking operation method for a bulk cargo terminal of the present invention obtains initial ship point cloud data and real-time ship point cloud data of the ship to be unloaded through a scanner, and obtains the inclination angle and offset of the hull in real time through the initial ship point cloud data and the real-time ship point cloud data, and then corrects the planned point coordinates of the ship loader in real time according to the inclination angle and the offset, so that the blanking point of the ship loader can accurately fall to the planned point position, thereby solving the problem that the actual blanking point of the ship loader deviates from the planned point when the hull of the ship to be unloaded drifts due to water flow fluctuations, avoiding the risk of the hull capsizing caused by the blanking point of the ship loader deviating from the preset planned point, and enhancing the safety and efficiency of the loading and unloading operations.

[0053] (2) The ship loader blanking operation system for bulk cargo terminals of the present invention only uses a laser scanner as a hull posture detection device to obtain point cloud data of the ship to be unloaded, and accurately calculates the coordinates of the real-time blanking planning point and the current blanking point of the chute mechanism through the modeling module, the first calculation module, the second calculation module, the third calculation module, the current blanking point acquisition module and the blanking planning point correction module. Finally, the ship loader control module issues corresponding control instructions based on the coordinates of the real-time blanking planning point and the current blanking point of the chute mechanism to control the ship loader to accurately complete the operation. Compared with the existing technology, this system has the advantages of low equipment cost, reduced workload of operators and improved safety, and also provides support for unmanned operations in domestic terminals in the future. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] FIG1 is a schematic flow chart of a blanking operation method for a ship loader at a bulk cargo terminal provided by Example 1 of the present invention;

[0055] FIG2 is a schematic diagram of the appearance and structure of a ship loader provided in Example 1 of the present invention;

[0056] FIG3 is a schematic diagram of the offset of a ship to be unloaded provided in Example 1 of the present invention;

[0057] FIG4 is a schematic diagram of the tilt of a ship to be unloaded provided in Example 1 of the present invention;

[0058] 5 is a first structural schematic diagram of a ship loader blanking operation system for a bulk cargo terminal provided by Example 2 of the present invention;

[0059] 6 is a second structural schematic diagram of a ship loader blanking operation system for a bulk cargo terminal provided by Example 2 of the present invention;

[0060] FIG7 is a schematic diagram of the installation position of the three-dimensional laser scanner provided in Example 2 of the present invention.

[0061] Among them, 1 is the host computer, 2 is the landside track, 3 is the seaside track, 4 is the rotary cantilever, 5 is the chute mechanism, 6 is the cabin area of ​​the ship to be unloaded, 7 is the bow area of ​​the ship to be unloaded, 8 is the stern area of ​​the ship to be unloaded, and 9 is the three-dimensional laser scanner. DETAILED DESCRIPTION

[0062] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0063] The technical solution of the present invention will be further described below with reference to the accompanying drawings and through specific implementation methods.

[0064] In the description of the present invention, it should be understood that the terms "upper", "lower", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0065] Example 1

[0066] As shown in Figures 1-4, a method for unloading materials from a ship loader at a bulk cargo terminal is provided. The method is based on an operating system comprising a trolley that moves along a landside track 2 and a seaside track 3, a slewing boom 4 rotatably connected to the trolley, a chute mechanism 5 mounted at the front end of the slewing boom 4, a scanner mounted on the slewing boom, and a ship loader control system. The method comprises the following steps:

[0067] S1. Before the operation, the initial ship point cloud data of the ship to be unloaded is obtained by a scanner, and the initial ship point cloud data is transmitted to the host computer 1;

[0068] S2. In the host computer 1, a three-dimensional coordinate system is established with the end anchor point of the seaside track 3 as the origin. The initial ship point cloud data is converted into coordinates in the three-dimensional coordinate system to obtain the coordinates of the characteristic points of the cabin area 6 of the ship to be unloaded; and the initial frame cabin centerline and blanking planning points are obtained based on the coordinates of the characteristic points of the cabin area 6 of the ship to be unloaded;

[0069] Specifically, the specific steps of step S2 are as follows:

[0070] S21. In the host computer 1, a three-dimensional coordinate system is established with the end anchor point of the seaside track 3 as the origin;

[0071] Specifically, as shown in Figures 2 to 4, the sea-side track 3 and the land-side track 2 are parallel to each other and located in the same horizontal plane. In the three-dimensional coordinate system, the direction from the end anchor point of the sea-side track 3 to the head end anchor point of the sea-side track 3 is the X-axis, the direction from the end anchor point of the land-side track 2 to the end anchor point of the sea-side track 3 is the Y-axis, and the direction from the end anchor point of the sea-side track 3 to the terminal ground is the Z-axis.

[0072] S22, processing the initial ship point cloud data collected by the scanner using a point cloud data processing algorithm, and converting the processed initial ship point cloud data into the three-dimensional coordinate system to obtain the coordinates of the feature points of the cabin area 6 of the ship to be unloaded;

[0073] S23, setting a center line in the cabin area 6 of the ship to be unloaded, obtaining a linear relationship of the center line according to the coordinates of the feature points of the cabin area 6 of the ship to be unloaded in the three-dimensional coordinate system, and using the center line as the initial frame cabin center line; the initial lock center line is perpendicular to the Y axis of the three-dimensional coordinate system;

[0074] S24. Obtaining a blanking planning point based on the initial frame cabin centerline and the loading operation plan; the initial blanking planning point is a coordinate point randomly selected near the initial frame cabin centerline according to the loading plan.

[0075] S3. When the operation starts, the scanner continuously scans the ship to be unloaded, obtains real-time ship point cloud data of the ship to be unloaded, and transmits the data to the host computer 1. The host computer 1 converts the real-time ship point cloud data into coordinates in the three-dimensional coordinate system, obtains the normal vectors of the ship centerline and the ship deck in the current frame; obtains the real-time hull deviation value based on the current frame lock centerline and the initial frame cabin centerline; and obtains the real-time hull tilt angle based on the angle between the normal vector of the ship deck and the vertical direction in the three-dimensional coordinate system.

[0076] Specifically, the specific steps of step S3 are as follows:

[0077] S31, when the operation starts, the scanner continuously obtains the real-time point cloud data of the ship to be unloaded and transmits it to the host computer 1;

[0078] S32. In the host computer 1, the real-time ship point cloud data is processed using a point cloud data processing algorithm, and the processed real-time ship point cloud data is converted into the three-dimensional coordinate system to obtain the coordinates of the feature points of the current cabin area of ​​the ship to be unloaded and the normal vector of the current lock deck of the ship to be unloaded;

[0079] Specifically, the coordinates of the feature points of the cabin area are represented by the coordinates of the four corners of the cabin area, and the cabin area is a rectangle.

[0080] S33, setting a center line in the current cabin area of ​​the ship to be unloaded, obtaining a linear relationship of the center line based on the coordinates of the feature points of the cabin area 6 of the ship to be unloaded in the three-dimensional coordinate system, and using the center line as the cabin center line of the current frame; the center line of the lock in the current frame is perpendicular to the Y axis of the three-dimensional coordinate system;

[0081] S34, calculating the angle between the normal vector of the current lock deck and the vertical direction in the three-dimensional coordinate system, and using the angle as the real-time hull tilt angle of the ship to be unloaded;

[0082] S35. Obtain a real-time hull deviation value of the ship to be unloaded by comparing the current frame cabin centerline with the initial frame cabin centerline.

[0083] S4, correcting the coordinates of the blanking planning point by using the real-time hull deviation value and the real-time hull inclination angle to obtain the coordinates of the real-time blanking planning point, and obtaining the coordinates of the current blanking point of the chute mechanism 5;

[0084] Specifically, the specific process of step S4 is as follows:

[0085] S41. Based on steps S2 and S3, the real-time hull deviation value, the real-time hull tilt angle, and the blanking planning point are obtained; wherein the coordinates of the blanking planning point P0 are expressed as (X0, Y0, Z0);

[0086] S42, calculating a correction value according to the real-time hull deviation value and the real-time hull tilt angle;

[0087] The correction value Δy is expressed as follows:

[0088] Δy=D y -kD θ

[0089] Among them, k is the empirical coefficient, D y is the hull deviation value, D θ is the hull tilt angle;

[0090] S43, using the correction value obtained in step S42 to correct the coordinates of the blanking planning point, to obtain the coordinates of the real-time blanking planning point; the real-time blanking planning point P 实 The coordinates are expressed as (X0, Y0+Δy, Z0);

[0091] S44, by setting corresponding encoders on the chute mechanism 5, the trolley and the rotary cantilever 4, the coordinates of the current drop point of the chute mechanism 5 are obtained through the corresponding data collected by the encoders.

[0092] S5. During the blanking operation of the ship loader, steps S3-S4 are repeated to update the coordinates of the real-time blanking planning point and the current blanking point of the chute mechanism 5. The host computer 1 issues corresponding control instructions based on the current real-time blanking planning point and the coordinates of the current blanking point of the chute mechanism 5 to control the ship loader to complete the blanking operation at the current blanking planning point.

[0093] Specifically, when the upper computer 1 detects that the loader has completed the operation of the current blanking planning point, it will generate a new blanking planning point according to the loading plan. At this time, the new blanking planning point will be updated to step S2, and steps S2-S5 can be repeated to continue blanking operations on the new blanking planning point until all loading plan tasks are completed.

[0094] The ship loader is provided with a safety check during the blanking operation, and the steps of the safety check are as follows:

[0095] (1) setting a safety line on each of the left and right sides of the cabin area of ​​the vessel to be unloaded, and obtaining a coordinate interval on the Y axis between the two safety lines; the two safety lines are parallel to each other;

[0096] (2) During the loading operation, when the Y-axis coordinate of the real-time blanking planning point is not within the coordinate interval described in step (1), it is determined that the cargo of the blanking operation has a risk of falling into the sea. At this time, the Y-axis coordinate of the real-time blanking planning point is corrected to the midpoint of the coordinate interval, and then the blanking operation of the loader is continued.

[0097] Specifically, in this embodiment, the detection and correction process of the security detection is as follows:

[0098] First, set the Y-axis coordinate of the centerline of the cabin of the ship to be unloaded and record it as y0. Set the safety lines on both sides of the cabin according to the operating procedures, and record the distance between the safety lines on both sides and the centerline of the cabin as Y. When the Y-axis coordinate of the coordinate of the real-time blanking planning point is not within the range of [y0-Y, y0+Y], it is determined that the coordinate (X, Y, Z) of the real-time blanking planning point is out of limit. At this time, the coordinate of the real-time blanking planning point is corrected. The corrected coordinate of the real-time blanking planning point is (X, y0+D y +Y,Z).

[0099] Example 2

[0100] As shown in FIG5-6, a ship loader blanking operation system for a bulk cargo terminal is used to implement the ship loader blanking operation method for a bulk cargo terminal as described in Example 1, including a ship loader, a host computer 1, an encoder module and a scanner;

[0101] The ship loader includes a trolley that moves along a landside track 2 and a seaside track 3, an embedded industrial controller, a slewing arm 4 rotatably connected to the trolley, a chute mechanism 5 installed at the front end of the slewing arm 4, and a ship loader control system. The scanner is installed on the slewing arm 4, and the host computer 1 and the ship loader control system are both installed in a control room above the trolley. The ship loader control system is used to control the movement of the trolley, the slewing arm 4, and the chute mechanism 5.

[0102] The scanner is used to obtain the initial ship point cloud data and real-time ship point cloud data of the ship to be unloaded and transmit them to the host computer 1;

[0103] The encoder module is used to collect the code value data of the trolley, the rotary cantilever 4 and the chute mechanism 5 and transmit it to the host computer 1;

[0104] The host computer 1 includes a modeling module, a first calculation module, a second calculation module, a third calculation module, a current blanking point acquisition module, a blanking planning point correction module and a ship loader control module;

[0105] The modeling conversion module is used to establish a three-dimensional coordinate system with the end anchor point of the seaside track 3 as the origin, and convert the initial ship point cloud data and the real-time ship point cloud data into the three-dimensional coordinate system;

[0106] The first calculation module is used to obtain the coordinates of the regional feature points of the cabin of the ship to be unloaded according to the coordinates of the initial ship point cloud data, and obtain the initial frame cabin centerline and blanking planning points according to the coordinates of the regional feature points of the cabin of the ship to be unloaded; the initial blanking planning point is a coordinate point randomly selected near the initial frame cabin centerline according to the loading plan.

[0107] The second calculation module is used to calculate the normal vectors of the current frame lock centerline and the ship deck according to the coordinates of the real-time ship point cloud data, and then obtain the real-time hull deviation value according to the current frame lock centerline and the initial frame cabin centerline;

[0108] The third calculation module is used to obtain a real-time hull tilt angle according to the angle between the normal vector of the ship deck and the vertical direction in the three-dimensional coordinate system;

[0109] The current material drop point acquisition module is used to obtain the coordinates of the current material drop point of the chute mechanism 5 according to the data collected by the encoder module, and transmit the obtained coordinates of the current material drop point of the chute mechanism 5 to the ship loader control module;

[0110] The blanking planning point correction module is used to correct the coordinates of the blanking planning point according to the real-time hull deviation value and the real-time hull inclination angle, obtain the coordinates of the real-time blanking planning point and transmit them to the ship loader control module;

[0111] The ship loader control module is used to send corresponding control instructions to the ship loader control system according to the coordinates of the real-time material dropping planning point and the current material dropping point of the chute mechanism 5.

[0112] Specifically, as shown in FIG7 , the scanner is installed at the bottom of the front end of the rotating cantilever, and the scanner is located at the rear side of the chute mechanism 5 .

[0113] The scanner is a three-dimensional laser scanner 9 or a millimeter wave scanner.

[0114] In the description of the present invention, it should be noted that, unless otherwise expressly specified or agreed upon, the terms "disposed," "installed," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0115] The above embodiments are preferred implementation modes of the present invention, but the implementation modes of the present invention are not limited to the above embodiments. Any other changes, modifications, substitutions, combinations, and simplifications that do not deviate from the spirit and principles of the present invention should be considered as equivalent replacement methods and are included in the scope of protection of the present invention.

Claims

1. A method for a ship loader blanking operation at a bulk cargo terminal, the method being based on an operating system comprising a ship loader, a scanner, an encoder module, and a host computer. The ship loader comprises a trolley that moves along landside and seaside tracks, a slewing boom rotatably connected to the trolley, a chute mechanism mounted at the front end of the slewing boom, a scanner mounted on the slewing boom, and a ship loader control system. The method is characterized in that: The following steps are involved: S1. Before the operation, the initial ship point cloud data of the ship to be unloaded is obtained by a scanner, and the initial ship point cloud data is transmitted to the host computer; S2. In the host computer, a three-dimensional coordinate system is established with the end anchor point of the seaside track as the origin, and the coordinates of the characteristic points of the cabin area of ​​the ship to be unloaded are obtained after converting the initial ship point cloud data into coordinates in the three-dimensional coordinate system; and the initial frame cabin centerline and blanking planning points are obtained based on the coordinates of the characteristic points of the cabin area of ​​the ship to be unloaded; S3. When the operation starts, the scanner continuously scans the ship to be unloaded, obtains real-time ship point cloud data of the ship to be unloaded, and transmits the data to the host computer. The host computer converts the real-time ship point cloud data into coordinates in the three-dimensional coordinate system, obtains the normal vectors of the ship centerline and the ship deck in the current frame; obtains the real-time hull deviation value based on the current frame lock centerline and the initial frame cabin centerline; and obtains the real-time hull tilt angle based on the angle between the normal vector of the ship deck and the vertical direction in the three-dimensional coordinate system. S4. Correcting the coordinates of the blanking planning point using the real-time hull deviation value and the real-time hull inclination angle to obtain the coordinates of the real-time blanking planning point and the coordinates of the current blanking point of the chute mechanism; S5. During the blanking operation of the ship loader, steps S3-S4 are repeated to update the coordinates of the real-time blanking planning point and the current blanking point of the chute mechanism. The host computer issues corresponding control instructions based on the coordinates of the current real-time blanking planning point and the current blanking point of the chute mechanism to control the ship loader to complete the blanking operation at the current blanking planning point.

2. The method for blanking a ship loader at a bulk cargo terminal according to claim 1, wherein: The sea-side track and the land-side track are parallel to each other and located in the same horizontal plane. In the three-dimensional coordinate system, the direction from the end anchor point of the sea-side track as the origin toward the head end anchor point of the sea-side track is the X-axis, the direction from the end anchor point of the land-side track toward the end anchor point of the sea-side track is the Y-axis, and the direction from the end anchor point of the sea-side track as the origin and vertically upward along the dock ground is the Z-axis.

3. The method for blanking a ship loader at a bulk cargo terminal according to claim 1, wherein: The ship loader is provided with a safety check during the blanking operation, and the steps of the safety check are as follows: (1) setting a safety line on each of the left and right sides of the cabin area of ​​the vessel to be unloaded, and obtaining a coordinate interval on the Y axis between the two safety lines; the two safety lines are parallel to each other; (2) During the loading operation, when the Y-axis coordinate of the real-time blanking planning point is not within the coordinate interval described in step (1), it is determined that the cargo of the blanking operation has a risk of falling into the sea. At this time, the Y-axis coordinate of the real-time blanking planning point is corrected to the midpoint of the coordinate interval, and then the blanking operation of the loader is continued.

4. The method for blanking a ship loader at a bulk cargo terminal according to claim 1, wherein: The specific steps of step S2 are as follows: S21. In the host computer, a three-dimensional coordinate system is established with the end anchor point of the sea-side track as the origin; S22, processing the initial ship point cloud data collected by the scanner using a point cloud data processing algorithm, and converting the processed initial ship point cloud data into the three-dimensional coordinate system to obtain coordinates of feature points of the cabin area of ​​the ship to be unloaded; S23, setting a center line in the cabin area of ​​the ship to be unloaded, obtaining a linear relationship of the center line according to the coordinates of the feature points in the cabin area of ​​the ship to be unloaded in the three-dimensional coordinate system, and using the center line as the initial frame cabin center line; the initial lock center line is perpendicular to the Y axis in the three-dimensional coordinate system; S24. Obtaining a blanking planning point based on the initial frame cabin centerline and the loading operation plan; the initial blanking planning point is a coordinate point randomly selected near the initial frame cabin centerline according to the loading plan.

5. The method for blanking a ship loader at a bulk cargo terminal according to claim 4, characterized in that: The feature point coordinates of the cabin area are represented by the coordinates of the four corners of the cabin area, and the cabin area is a rectangle.

6. The method for blanking a ship loader at a bulk cargo terminal according to claim 1, wherein: The specific steps of step S3 are as follows: S31, when the operation starts, the scanner continuously obtains real-time point cloud data of the ship to be unloaded and transmits it to the host computer; S32. In the host computer, the real-time ship point cloud data is processed using a point cloud data processing algorithm, and the processed real-time ship point cloud data is converted into the three-dimensional coordinate system to obtain the coordinates of the feature points of the current cabin area of ​​the ship to be unloaded and the normal vector of the current lock deck of the ship to be unloaded; S33, setting a center line in the current cabin area of ​​the ship to be unloaded, obtaining a linear relationship of the center line based on the coordinates of the feature points in the cabin area of ​​the ship to be unloaded in the three-dimensional coordinate system, and using the center line as the cabin center line of the current frame; the center line of the lock in the current frame is perpendicular to the Y axis in the three-dimensional coordinate system; S34, calculating the angle between the normal vector of the current lock deck and the vertical direction in the three-dimensional coordinate system, and using the angle as the real-time hull tilt angle of the ship to be unloaded; S35. Obtain a real-time hull deviation value of the ship to be unloaded by comparing the current frame cabin centerline with the initial frame cabin centerline.

7. The method for blanking materials at a bulk cargo terminal according to claim 1, wherein: The specific process of step S4 is as follows: S41. Based on steps S2 and S3, the real-time hull deviation value, the real-time hull tilt angle, and the blanking planning point are obtained; wherein the coordinates of the blanking planning point P0 are expressed as (X0, Y0, Z0); S42, calculating a correction value according to the real-time hull deviation value and the real-time hull tilt angle; The correction value Δy is expressed as follows: Δy=D y -kD θ Among them, k is the empirical coefficient, D y is the hull deviation value, D θ is the hull tilt angle; S43, using the correction value obtained in step S42 to correct the coordinates of the blanking planning point, to obtain the coordinates of the real-time blanking planning point; the real-time blanking planning point P 实 The coordinates are expressed as (X0, Y0+Δy, Z0); S44. By setting corresponding encoders on the chute mechanism, the trolley and the rotary cantilever, the coordinates of the current drop point of the chute mechanism are obtained through the corresponding data collected by the encoders.

8. A ship loader blanking operation system for a bulk cargo terminal, used to implement the ship loader blanking operation method for a bulk cargo terminal according to any one of claims 1 to 7, characterized in that: Including ship loader, host computer, encoder module and scanner; The ship loader includes a trolley that moves along the landside track and the seaside track, an embedded industrial control computer, a slewing cantilever rotatably connected to the trolley, a chute mechanism installed at the front end of the slewing cantilever, and a ship loader control system. The scanner is installed on the slewing cantilever, and the host computer and ship loader control system are both installed in a control room above the trolley. The ship loader control system is used to control the movement of the trolley, slewing cantilever, and chute mechanism. The scanner is used to obtain initial ship point cloud data and real-time ship point cloud data of the ship to be unloaded and transmit them to the host computer; The encoder module is used to collect the code value data of the trolley, rotary cantilever and chute mechanism and transmit it to the host computer; The host computer includes a modeling module, a first calculation module, a second calculation module, a third calculation module, a current blanking point acquisition module, a blanking planning point correction module and a ship loader control module; The modeling conversion module is used to establish a three-dimensional coordinate system with the end anchor point of the seaside track as the origin, and convert the initial ship point cloud data and the real-time ship point cloud data into the three-dimensional coordinate system; The first calculation module is used to obtain the coordinates of the regional feature points of the cabin of the ship to be unloaded based on the coordinates of the initial ship point cloud data, and obtain the initial frame cabin centerline and the blanking planning point based on the coordinates of the regional feature points of the cabin of the ship to be unloaded; the initial blanking planning point is a coordinate point randomly selected near the initial frame cabin centerline according to the loading plan; The second calculation module is used to calculate the normal vectors of the current frame lock centerline and the ship deck according to the coordinates of the real-time ship point cloud data, and then obtain the real-time hull deviation value according to the current frame lock centerline and the initial frame cabin centerline; The third calculation module is used to obtain a real-time hull tilt angle according to the angle between the normal vector of the ship deck and the vertical direction in the three-dimensional coordinate system; The current material drop point acquisition module is used to obtain the coordinates of the current material drop point of the chute mechanism according to the data collected by the encoder module, and transmit the obtained coordinates of the current material drop point of the chute mechanism to the ship loader control module; The blanking planning point correction module is used to correct the coordinates of the blanking planning point according to the real-time hull deviation value and the real-time hull inclination angle, obtain the coordinates of the real-time blanking planning point and transmit them to the ship loader control module; The ship loader control module is used to send corresponding control instructions to the ship loader control system according to the coordinates of the real-time material dropping planning point and the current material dropping point of the chute mechanism.

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