Port infrastructure performance monitoring system based on digital twin

Abstract

The present invention relates to the technical field of port monitoring. Provided is a port infrastructure performance monitoring system based on a digital twin. During structural performance monitoring of a wharf, there is a lack of special monitoring means and analysis methods for changes of a deformation joint, and there is also a lack of a comprehensive and real-time monitoring system to accurately evaluate the overall performance of the wharf. In the present invention, the probability of a ship collision event is calculated by means of ship berthing conditions at the wharf and a wind speed level; then, a damage risk index of the structure of the wharf in each direction is calculated by means of monitoring data of the deformation joint; and finally, a damage probability of the wharf when bearing a collision is obtained, and corresponding early-warning information is provided on the basis of the damage probability. The present invention takes into account the impact of a deformation joint on the structure of a wharf, and accurately captures and analyzes stress conditions of the wharf under the action of dynamic loads such as wind waves and ship collisions by means of combining stress with vibration, thereby more comprehensively reflecting the actual stress state of the wharf, and improving the accuracy and reliability of the monitoring system.

Description

A Port Infrastructure Performance Monitoring System Based on Digital Twin Technical Field This invention relates to the field of port monitoring technology, and in particular to a port infrastructure performance monitoring system based on digital twins. Background Technology As a crucial component of ports, wharf structures are subject to various external factors during long-term service, such as ship impacts, wave impacts, and foundation settlement. These factors can all cause changes in the wharf structure, thereby affecting its overall performance. Therefore, continuous and accurate monitoring of wharf structural performance is an important means to ensure its safe operation and extend its service life. Expansion joints are gaps in wharf structures designed to accommodate thermal expansion and contraction, foundation settlement, and other factors. These gaps change to some extent during the wharf's service life, such as altering their width and depth. Current technologies for monitoring wharf structural performance primarily focus on the overall deformation of the wharf, often neglecting the significant impact of expansion joints on the wharf's foundation performance. This can lead to misjudgments of the wharf's structural performance, causing delays in timely repairs of potential problems. Furthermore, current technologies lack specific monitoring and analytical methods for changes in expansion joints, making in-depth and detailed monitoring difficult. Therefore, a more comprehensive monitoring system needs to be developed to achieve accurate monitoring and effective management of port infrastructure. Summary of the Invention This invention provides a port infrastructure performance monitoring system based on digital twins to address the lack of specialized monitoring and analysis methods for changes in expansion joints when monitoring the structural performance of wharves, as well as the lack of comprehensive and real-time monitoring technologies to accurately assess the overall performance of wharves. A port infrastructure performance monitoring system based on digital twins specifically includes the following modules: The digital twin module is configured to generate a virtual scene corresponding to the dock scene structure based on the physical entities of the dock; The sensing and monitoring module includes a sensor group arranged in the dock entity, which is used to acquire performance monitoring data of the dock, information on ships docked in the dock, and wind speed level. The data processing module is configured to: obtain the probability of a ship collision event based on the structural parameters of the wharf provided by the digital twin module and the information on ships moored in the wharf and wind speed level provided by the sensing and monitoring module; obtain the deformation data of the wharf expansion joint based on the performance monitoring data of the wharf; and obtain the mooring force between the ship and the wharf based on the information on ships moored in the wharf. The data analysis module is configured to: when the probability of a ship collision event is greater than the collision probability threshold, obtain the probability of damage to the wharf from the collision based on the deformation data of the expansion joint and the mooring force. The early warning control module is configured to: determine the risk level of the dock based on the obtained damage probability, issue an early warning signal of the corresponding level, and display it in the digital twin module. Furthermore, the sensor group includes a performance monitoring sensor group and an environmental monitoring sensor group; The performance monitoring sensor group consists of a hydrostatic level, a crack gauge, an inclinometer, and a vibration accelerometer, and is used to acquire performance monitoring data of the wharf. The environmental monitoring sensor group consists of surveillance cameras, used to acquire information on ships docked at the pier, as well as wind speed levels. Furthermore, based on the structural parameters of the wharf provided by the digital twin module and the information on ships moored within the wharf and wind speed levels provided by the sensing and monitoring module, the probability of a ship collision event is obtained, specifically as follows: S101, obtain the structural parameters of the wharf, information on ships moored in the wharf, and wind speed level; S102, preprocess the structural parameters of the wharf, the information of the ships moored in the wharf and the wind speed level; S103 inputs the pre-processed structural parameters of the wharf, information on ships moored in the wharf, and wind speed level into a trained probabilistic neural network, and outputs the probability of a ship collision event. Furthermore, based on the performance monitoring data of the wharf, the deformation data of the wharf expansion joints are obtained, specifically as follows: The vertical deformation value of the expansion joint is obtained based on the monitoring data of the hydrostatic level, the width change value of the expansion joint is obtained based on the monitoring data of the crack gauge, the tilt angle of the expansion joint is obtained based on the monitoring data of the inclinometer, and the vibration frequency of the wharf structure is obtained based on the monitoring data of the vibration accelerometer. Furthermore, based on information about vessels berthed within the wharf, the mooring force between the vessels and the wharf is obtained, specifically: Step S201: Collect vibration information of the ship's mooring lines; Step S202: Obtain the natural frequency of the ship's cable based on the vibration information; Step S203: Obtain the mooring force of the ship's mooring rope based on its natural frequency. Furthermore, based on the deformation data of the expansion joint and the mooring force, the probability of damage to the wharf from the impact is obtained, specifically as follows: Step S301: Determine the mooring force coefficient based on the information of the moored vessel and the wind speed level; Step S302: Calculate the vertical force, horizontal force, and shear force of the mooring force acting on the expansion joint based on the mooring force and the mooring force coefficient. Step S303: Based on the vertical deformation value, vibration frequency, and vertical force on the expansion joint, calculate the vertical damage risk index μ1. The calculation formula is as follows: ; Wherein, ΔH is the vertical deformation value, Hmax is the maximum allowable deformation value in the vertical direction, ρ is the mooring force coefficient, FY is the vertical force on the expansion joint, FYmax is the maximum vertical force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α1 is the weight of the vertical deformation on the vertical damage risk index, β1 is the weight of the vertical force on the vertical damage risk index, and γ1 is the weight of the vibration frequency on the vertical damage risk index. Based on the width variation, vibration frequency, and horizontal force on the expansion joint, the horizontal damage risk index μ2 is calculated using the following formula: ; Wherein, ΔW is the width variation value, Wmax is the maximum allowable variation value in the horizontal direction, FX is the horizontal force on the expansion joint, FXmax is the maximum horizontal force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α2 is the weight of the width variation value on the horizontal damage risk index, β2 is the weight of the horizontal force on the horizontal damage risk index, and γ2 is the weight of the vibration frequency on the horizontal damage risk index. Based on the tilt angle, vibration frequency, and shear force experienced by the expansion joint, the lateral damage risk index μ3 is calculated using the following formula: ; Where Δθ is the tilt angle, θmax is the maximum allowable tilt angle, FZ is the shear force on the expansion joint, FZmax is the maximum shear force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α3 is the weight of the tilt angle on the lateral damage risk index, β3 is the weight of the shear force on the lateral damage risk index, and γ3 is the weight of the vibration frequency on the lateral damage risk index. Step S304: Based on the vertical damage risk index, the horizontal damage risk index, and the lateral damage risk index, obtain the probability of damage to the dock from the impact. Furthermore, the mooring force coefficient ρ is:

[0039] ; Where t is the tonnage of the berthed ship, Tmax is the maximum tonnage of the ship allowed to berth at the terminal, and S is the wind speed level. Furthermore, in step S304, the calculation formula for the damage probability P that the terminal withstands the impact is: . Furthermore, determining the terminal risk level according to the obtained damage probability is specifically: When P ≤ P1, the terminal risk level is low, and continuous monitoring is carried out; When P1 < P ≤ P2, the terminal risk level is medium, and the berthed ships are reinforced; When P > P2, the terminal risk level is high, and emergency measures need to be taken in a timely manner; Where P is the damage probability, P1 is the first damage threshold, and P2 is the second damage threshold. Compared with the prior art, the beneficial effects of the present invention are as follows: First, the present invention considers the influence of the deformation joint on the terminal structure. By real-time monitoring and analyzing the deformation data of the deformation joint, the overall performance of the terminal structure can be evaluated more accurately, potential safety hazards can be discovered in a timely manner, and thus the safe operation of the terminal can be ensured; Second, by combining force and vibration, the present invention accurately captures and analyzes the force conditions of the terminal under dynamic loads such as wind and waves and ship impacts, can more comprehensively reflect the actual force state of the terminal, and improves the accuracy and reliability of the monitoring system. BRIEF DESCRIPTION OF THE DRAWINGS In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts. <00,00067>FIG. 1 is a structural diagram of a port infrastructure performance monitoring system based on digital twin in an embodiment of the present invention; FIG. 2 is a flowchart of a port infrastructure performance monitoring method based on digital twin in an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention. The specific embodiments of the present invention will now be described with reference to the accompanying drawings. Expansion joints play a crucial role in wharf structures, adapting to natural changes such as thermal expansion and contraction and foundation settlement. The changes in these expansion joints directly reflect the stability and durability of the wharf structure. Traditional wharf structural performance monitoring often focuses on overall deformation, neglecting the critical detail of expansion joints. Specialized analysis of expansion joints can overcome this deficiency, improving the comprehensiveness and accuracy of monitoring. Wind and waves are important environmental factors for port infrastructure. While the design typically includes provisions for the environment in which port infrastructure is located, the increasing frequency of extreme weather events at sea due to global climate change has led to a greater probability of encountering marine environmental conditions that are traditionally considered to occur only once every few years. This has caused current port infrastructure structural evaluation and fatigue life prediction conditions to deviate from actual marine environmental conditions. Therefore, it is necessary to fully consider wind and waves. To address the aforementioned issues, this invention considers the impact of expansion joints on the wharf structure. By combining stress and vibration, it accurately captures and analyzes the stress state of the wharf under dynamic loads such as wind, waves, and ship impacts. This provides a more comprehensive reflection of the actual stress state of the wharf and improves the accuracy and reliability of the monitoring system. As shown in Figure 1, this invention proposes a port infrastructure performance monitoring system based on digital twins, which specifically includes the following modules: The digital twin module is configured to generate a virtual scene corresponding to the dock scene structure based on the physical entities of the dock; The sensing and monitoring module includes a sensor group arranged in the dock entity, which is used to acquire performance monitoring data of the dock, information on ships docked in the dock, and wind speed level. The data processing module is configured to: obtain the probability of a ship collision event based on the structural parameters of the wharf provided by the digital twin module and the information on ships moored in the wharf and wind speed level provided by the sensing and monitoring module; obtain the deformation data of the wharf expansion joint based on the performance monitoring data of the wharf; and obtain the mooring force between the ship and the wharf based on the information on ships moored in the wharf. The data analysis module is configured to: when the probability of a ship collision event is greater than the collision probability threshold, obtain the probability of damage to the wharf from the collision based on the deformation data of the expansion joint and the mooring force. The early warning control module is configured to: determine the risk level of the dock based on the obtained damage probability, issue an early warning signal of the corresponding level, and display it in the digital twin module. A digital twin system, as a virtual scene mapping of the physical entity of a port, enables precise monitoring and effective management of port infrastructure performance. This invention, by constructing a digital twin system for the port, can more comprehensively reflect the actual state of the port, improving the accuracy and reliability of monitoring. The sensor group includes a performance monitoring sensor group and an environmental monitoring sensor group; The performance monitoring sensor group consists of a hydrostatic level, a crack gauge, an inclinometer, and a vibration accelerometer, and is used to acquire performance monitoring data of the wharf. The environmental monitoring sensor group consists of surveillance cameras, used to acquire basic information about ships docked at the pier, as well as wind speed levels. A static level is used to measure the vertical displacement of various points on a wharf relative to a reference point or datum plane. By comparing the measured values ​​at different time points, the deformation of various points on the wharf in the vertical direction can be calculated, thereby indirectly inferring the vertical deformation of the expansion joint. When the vertical deformation exceeds the allowable range, it will affect the safety of the wharf structure. Crack gauges are used to monitor changes in crack width. By installing the crack gauge near or directly on the expansion joint, the deformation data of the expansion joint can be directly obtained by measuring the changes in crack width. Changes in the width of the expansion joint are one of the important indicators for evaluating the performance of the wharf structure. Excessive changes in width may mean that the wharf structure has been subjected to a large external force or has internal damage, thereby affecting the overall stability and safety of the wharf. Inclinometers are used to measure the tilt angle of an object's surface. Installing inclinometers at key parts of a wharf structure allows for monitoring changes in the wharf structure's tilt on the horizontal plane. Changes in the tilt angle can lead to instability of the wharf structure on the horizontal plane, thereby affecting its overall load-bearing capacity and safety. Vibration accelerometers are used to measure the acceleration of an object's vibration, thereby obtaining the vibration frequency. Ship impacts and waves cause the dock structure to vibrate, and when resonance occurs, it can cause significant damage to the dock structure; therefore, monitoring the vibration frequency is essential. In one embodiment of the present invention, the probability of a ship collision event is obtained based on the structural parameters of the wharf, information on ships moored within the wharf, and wind speed levels. Specifically: S101, obtain the structural parameters of the wharf, information on ships moored in the wharf, and wind speed level; S102, preprocess the structural parameters of the wharf, the information of the ships moored in the wharf and the wind speed level; S103 inputs the pre-processed structural parameters of the wharf, information on ships moored within the wharf, and wind speed level into the training... A trained probabilistic neural network outputs the probability of a ship collision event. Probabilistic neural networks are neural network models based on statistical learning theory. In the embodiments of this invention, they are used to process and analyze multi-dimensional data such as the structural parameters of the wharf, information on berthed ships, and wind speed levels. Through learning and training, they can efficiently and accurately predict the probability of ship collision events, providing strong decision support for the safety management and risk prevention of the wharf. Under the influence of wind and waves, the mooring force exerted by a ship on a dock is a complex and variable dynamic process, affected by various factors such as wave size and direction, ship size, and mooring method. However, existing monitoring systems often only focus on data under static or quasi-static conditions, lacking the ability to accurately capture and analyze this dynamic load, leading to misunderstandings or omissions regarding the actual stress conditions on the dock. Therefore, this invention analyzes the mooring force exerted on a ship. In existing technologies, the mooring force on a ship can be obtained through various methods, such as direct measurement, theoretical calculation, and empirical formulas. One embodiment of this invention obtains the mooring force based on the natural frequency of the mooring rope. This method is convenient to install, simple to maintain, and easy to operate, greatly reducing the operational risks for workers and making it suitable for monitoring mooring force in complex port environments. Based on information about vessels docked at the pier, the mooring force between the vessels and the pier is obtained, specifically: Step S201: Collect vibration information of the ship's mooring lines; Step S202: Obtain the natural frequency of the ship's cable based on the vibration information; Step S203: Obtain the mooring force of the ship's mooring rope based on its natural frequency. In one embodiment of the present invention, the probability of damage to the wharf due to impact is obtained based on the deformation data of the expansion joint and the mooring force. Specifically: Step S301: Determine the mooring force coefficient based on the basic information of the berthed vessel and the wind speed level; The mooring force coefficient ρ is: ; Where t is the tonnage of the docked vessel, Tmax is the maximum tonnage of the vessel that the dock is allowed to dock, and S is the wind speed rating. In determining the mooring force coefficient, this invention comprehensively considers the basic information of the berthed vessels (covering key parameters such as vessel type and tonnage) and real-time wind speed levels. Since mooring forces calculated under static conditions often underestimate the actual forces borne by the wharf under dynamic conditions, this coefficient is introduced to more accurately reflect dynamic conditions. Specifically, the mooring force coefficient is set based on the maximum tonnage of vessels allowed to berth in the wharf design, the tonnage of currently berthed vessels, and wind speed. By applying this coefficient, the mooring forces borne by the wharf under dynamic conditions can be assessed more accurately, thereby ensuring the safety and stability of the wharf structure. Step S302: Calculate the vertical force, horizontal force, and shear force of the mooring force acting on the expansion joint based on the mooring force and the mooring force coefficient; the vertical force, horizontal force, and shear force can be obtained by directly decomposing the mooring force in the X, Y, and Z directions.

[0091] Step S303: Based on the vertical deformation value, vibration frequency, and vertical force on the expansion joint, calculate the vertical damage risk index μ1. The calculation formula is as follows: ; Wherein, ΔH is the vertical deformation value, Hmax is the maximum allowable deformation value in the vertical direction, ρ is the mooring force coefficient, FY is the vertical force on the expansion joint, FYmax is the maximum vertical force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α1 is the weight of the vertical deformation on the vertical damage risk index, β1 is the weight of the vertical force on the vertical damage risk index, and γ1 is the weight of the vibration frequency on the vertical damage risk index. If the wharf structure is subjected to further vertical forces on top of existing vertical deformation, the damage will be exacerbated. Increased vibration frequency will also intensify fatigue effects, and the combined effect will severely impact the stability and safety of the wharf. Therefore, comprehensively considering vertical deformation, vertical force, and vibration frequency during the design phase allows for a more accurate assessment of the wharf structure's damage risk, enabling timely and effective early warning and maintenance measures. This is crucial for ensuring the long-term safe operation of the wharf. Based on the same considerations, the horizontal and lateral damage risk indices are analyzed. Based on the width variation, vibration frequency, and horizontal force on the expansion joint, the horizontal damage risk index μ2 is calculated using the following formula: ; Wherein, ΔW is the width variation value, Wmax is the maximum allowable variation value in the horizontal direction, FX is the horizontal force on the expansion joint, FXmax is the maximum horizontal force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α2 is the weight of the width variation value on the horizontal damage risk index, β2 is the weight of the horizontal force on the horizontal damage risk index, and γ2 is the weight of the vibration frequency on the horizontal damage risk index. Based on the tilt angle, vibration frequency, and shear force experienced by the expansion joint, the lateral damage risk index μ3 is calculated. The calculation formula is: ; Where Δθ is the tilt angle, θmax is the maximum allowable tilt angle, FZ is the shear force on the expansion joint, FZmax is the maximum shear force that the wharf structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the wharf structure, α3 is the weight of the tilt angle on the lateral damage risk index, β3 is the weight of the shear force on the lateral damage risk index, and γ3 is the weight of the vibration frequency on the lateral damage risk index. The weight parameters in each formula can be obtained based on experience, experiments, or models. Step S304: Based on the vertical damage risk index, the horizontal damage risk index, and the lateral damage risk index, obtain the probability of damage to the dock from the impact. The formula for calculating the probability of damage P is: . By comprehensively considering multiple factors, including the vertical damage risk index μ1, the horizontal damage risk index μ2, and the lateral damage risk index μ3, the final damage probability value is derived. This comprehensively reflects the stress and damage risk of the wharf structure in different directions, improving the accuracy and reliability of the monitoring system. Precise calculation of the damage probability allows for the timely detection of potential safety hazards, providing a scientific basis for wharf maintenance and management, thereby effectively extending the wharf's service life and ensuring the safe operation of the port. After obtaining the damage probability, the risk level of the wharf can be further determined. Let P be the damage probability, P1 be the first damage threshold, and P2 be the second damage threshold. When P ≤ P1, the wharf risk level is low, indicating that the current wharf structure is relatively safe and routine monitoring can continue; when P1 < P ≤ P2, the wharf risk level is medium, indicating that there are certain potential safety hazards in the wharf structure, and it is necessary to reinforce the berthed ships to prevent potential risks; when P > P2, the wharf risk level is high, indicating that there are serious potential safety hazards in the wharf structure, and emergency measures must be taken immediately, or even stop all affairs of the wharf, and transfer the berthed ships as soon as possible to ensure the safe operation of the port. As shown in Figure 2, in one embodiment of the present invention, a method for monitoring the performance of port infrastructure based on digital twin is also provided, which specifically includes the following steps: Step S401: Obtain the physical entity of the wharf, the wharf scene structure, and the sensor group arranged in the wharf entity, and generate a digital twin scene corresponding to the wharf scene structure; Step S402: Through the sensor group arranged in the wharf entity, obtain the performance monitoring data of the wharf, the information of the berthed ships in the wharf, and the wind speed level; Step S403: According to the structural parameters of the wharf, the information of the berthed ships in the wharf, and the wind speed level, obtain the probability of a ship collision event; if the probability of a ship collision event is greater than the collision probability threshold, enter Step S404, otherwise return to Step 402; Step S404: Based on the performance monitoring data of the wharf, obtain the deformation data of the wharf expansion joint; based on the information of the berthed ships in the wharf, obtain the mooring force between the ship and the wharf; Step S405: According to the deformation data of the expansion joint and the mooring force, obtain the damage probability of the wharf under the impact; Step S406: Determine the wharf risk level according to the obtained damage probability, issue a warning signal of the corresponding level, and display it in the digital twin scene. It should be noted that the terms used in the present invention are only for describing specific embodiments and do not limit the scope of the present invention. As shown in the specification of the present invention, unless the context clearly indicates an exception, words such as "a", "one", "a kind of" and / or "the" are not specifically singular and may also include plural. The term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method or device. Without further limitation, an element defined by the statement "including one..." does not exclude the existence of other identical elements in the process, method or device including the said element. It should also be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Unless otherwise expressly specified and limited, the terms "installed," "connected," "linked," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components. For those skilled in the art, the specific meaning of the above terms in the present invention can be understood according to the specific circumstances. Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the technical solutions of the embodiments of the present invention.

Claims

1. A digital-twin-based port infrastructure performance monitoring system, characterized in that, The system comprises the following modules: a digital twin module configured to generate a virtual scene corresponding to a port scene structure according to a port physical entity; a perception monitoring module comprising a sensor group arranged in the port entity, the sensor group being used to acquire performance monitoring data of the port, information of a berthed ship in the port and a wind speed level; a data processing module configured to acquire a probability of a ship impact event occurring according to structural parameters of the port provided by the digital twin module and the information of the berthed ship in the port and the wind speed level provided by the perception monitoring module; based on the performance monitoring data of the port, deformation data of a deformation joint of the port is acquired; based on the information of the berthed ship in the port, a mooring force between the ship and the port is acquired; based on the performance monitoring data of the port, deformation data of a deformation joint of the port is acquired, specifically, a vertical deformation value of the deformation joint is acquired according to monitoring data of a static level gauge, a width change value of the deformation joint is acquired according to monitoring data of a crack meter, an inclination angle of the deformation joint is acquired according to monitoring data of an inclinometer, and a vibration frequency of the port structure is acquired according to monitoring data of a vibration accelerometer; a data analysis module configured to, in a case where the probability of the ship impact event occurring is greater than a threshold value of the impact probability, acquire a damage probability of the port subjected to the impact according to the deformation data of the deformation joint and the mooring force; Specifically: Step S301, a mooring force coefficient is determined according to the information of the berthed ship and the wind speed level; Step S302, vertical force, horizontal force and shear force of the deformation joint subjected to the mooring force are calculated according to the mooring force and the mooring force coefficient; Step S303, a damage risk index μ1 in a vertical direction is calculated according to the vertical deformation value, the vibration frequency and the vertical force of the deformation joint subjected to, and the calculation formula is: ； wherein ΔH is the vertical deformation value, Hmax is the maximum allowed deformation value in the vertical direction, ρ is the mooring force coefficient, FY is the vertical force of the deformation joint subjected to, FYmax is the maximum vertical force that the port structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the port structure, α1 is the weight of the vertical deformation on the damage risk index in the vertical direction, β1 is the weight of the vertical force on the damage risk index in the vertical direction, and γ1 is the weight of the vibration frequency on the damage risk index in the vertical direction; a damage risk index μ2 in a horizontal direction is calculated according to the width change value, the vibration frequency and the horizontal force of the deformation joint subjected to, and the calculation formula is: ； wherein ΔW is the width change value, Wmax is the maximum allowed change value in the horizontal direction, FX is the horizontal force of the deformation joint subjected to, FXmax is the maximum horizontal force that the port structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the port structure, α2 is the weight of the width change value on the damage risk index in the horizontal direction, β2 is the weight of the horizontal force on the damage risk index in the horizontal direction, and γ2 is the weight of the vibration frequency on the damage risk index in the horizontal direction; a damage risk index μ3 in a lateral direction is calculated according to the inclination angle, the vibration frequency and the shear force of the deformation joint subjected to, and the calculation formula is: ​ ； Among them, Δθ is the tilt angle, θmax is the maximum allowable tilt angle, FZ is the shear force received by the expansion joint, FZmax is the maximum shear force that the dock structure can withstand, ω is the vibration frequency, ω0 is the resonance frequency of the dock structure, α3 is the weight of the tilt angle on the lateral damage risk index, β3 is the weight of the shear force on the lateral damage risk index, and γ3 is the weight of the vibration frequency on the lateral damage risk index; Step S304, according to the damage risk index in the vertical direction, the damage risk index in the horizontal direction, and the damage risk index in the lateral direction, obtain the damage probability of the dock suffering the impact; The early warning control module is configured to: determine the dock risk level according to the obtained damage probability, issue an early warning signal of the corresponding level, and display it in the digital twin module.

2. The port infrastructure performance monitoring system based on digital twinning of claim 1, wherein, The sensor group includes a performance monitoring sensor group and an environmental monitoring sensor group; The performance monitoring sensor group consists of a static level, a crack meter, an inclinometer, and a vibration accelerometer, and is used to obtain the performance monitoring data of the dock; The environmental monitoring sensor group consists of a monitoring camera and is used to obtain information about the ships docked at the dock and the wind speed level.

3. The port infrastructure performance monitoring system based on digital twinning of claim 1, wherein, According to the structural parameters of the dock provided by the digital twin module and the information about the ships docked in the dock and the wind speed level provided by the perception monitoring module, obtain the probability of a ship impact event, specifically: S101, obtain the structural parameters of the dock, the information about the ships docked in the dock, and the wind speed level; S102, preprocess the structural parameters of the dock, the information about the ships docked in the dock, and the wind speed level; S103, input the preprocessed structural parameters of the dock, the information about the ships docked in the dock, and the wind speed level into The trained probability neural network, and output the probability of a ship impact event.

4. The port infrastructure performance monitoring system based on digital twinning of claim 1, wherein, Based on the information about the ships docked in the dock, obtain the mooring force between the ship and the dock, specifically: Step S201, collect the vibration information of the ship mooring cable; Step S202, according to the vibration information, obtain the natural vibration frequency of the ship cable; Step S203, according to the natural vibration frequency of the ship cable, obtain the mooring force of the ship cable.

5. The port infrastructure performance monitoring system based on digital twinning of claim 1, wherein, The mooring force coefficient ρ is:

6. Among them, t is the tonnage of the docked ship, Tmax is the maximum tonnage of the ships allowed to dock at the dock, and S is the wind speed level.

7. The port infrastructure performance monitoring system based on digital twinning of claim 1, wherein, In the step S304, the calculation formula of the damage probability P of the dock suffering the impact is: 。 8. The port infrastructure performance monitoring system based on digital twinning of claim 1, wherein, The determination of the dock risk level according to the obtained damage probability is specifically: When P ≤ P1, the dock risk level is low, and continue to monitor; When P1 < P ≤ P2, the dock risk level is medium, and reinforce the docked ships; When P > P2, the dock risk level is high, and emergency measures need to be taken in time; Among them, P is the damage probability, P1 is the first damage threshold, and P2 is the second damage threshold.

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