CN113566737B - Method for monitoring offshore crane hull cut edge and offshore crane - Google Patents
Method for monitoring offshore crane hull cut edge and offshore crane Download PDFInfo
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- CN113566737B CN113566737B CN202110854294.4A CN202110854294A CN113566737B CN 113566737 B CN113566737 B CN 113566737B CN 202110854294 A CN202110854294 A CN 202110854294A CN 113566737 B CN113566737 B CN 113566737B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B11/00—Measuring arrangements characterised by the use of optical techniques
- G01B11/24—Measuring arrangements characterised by the use of optical techniques for measuring contours or curvatures
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B11/00—Measuring arrangements characterised by the use of optical techniques
- G01B11/02—Measuring arrangements characterised by the use of optical techniques for measuring length, width or thickness
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C9/00—Measuring inclination, e.g. by clinometers, by levels
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- G—PHYSICS
- G08—SIGNALLING
- G08B—SIGNALLING OR CALLING SYSTEMS; ORDER TELEGRAPHS; ALARM SYSTEMS
- G08B21/00—Alarms responsive to a single specified undesired or abnormal condition and not otherwise provided for
- G08B21/18—Status alarms
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Abstract
The invention discloses a bank crane hull cut edge monitoring method and a bank crane thereof, wherein the bank crane comprises a cut edge monitoring controller and a vertical laser scanner; the cargo ship. The method for monitoring the deviation of the shore crane from the vessel and the shore crane can adapt to various container terminals, container cargo ship vessel types and weather conditions, can effectively find the deviation dangerous situation in time during loading and unloading operation, and improve the safety production level of the shore crane.
Description
Technical Field
The invention relates to the technical field of intelligent port loading and unloading equipment, in particular to a shore crane and a method for monitoring the separation of a vessel body from a slit.
Background
Operation equipment and operation field layout for sea side loading and unloading operation of existing container terminal
In the sea side container loading and unloading operation of the container terminal, the most common mode is to use a shore portal crane (hereinafter referred to as a shore crane) as loading and unloading equipment to realize the loading and unloading of a container cargo ship, and each operation element in the sea side loading and unloading operation scene of the existing container terminal is as follows:
1. a container cargo ship: the container is a cargo ship with a square cabin and a deck, containers are orderly stacked in the square cabin and on the deck of the cargo ship in rows and columns, and adjacent containers on an upper layer and a lower layer are locked and fixed by a box bottom.
2. Parking position: is a section of straight shoreline for the container cargo ship to berth; mooring ropes at the bow and the stern are required to be tightly wound and tied on the berth after the cargo vessel is berthed; cable piers are arranged at the position of the berth close to the shore at equal intervals and are used for winding and tying cables.
3. A shore crane: the crane in a frame structure comprises the following structural elements:
1) a cart: the double-door-leg-type electric car consists of two sets of door legs and a pair of cross beams erected at the tops of the door legs, and is called a large car. When the container is loaded and unloaded, one side close to the shoreline is called sea side, the door leg close to one side of the shoreline is called front door leg, also called sea side door leg, one side far away from the shoreline is called land side, the door leg far away from one side of the shoreline is called rear door leg, each set of door legs comprises a left door column and a right door column, a wheel pair is arranged below the door columns, and the container walks on a ground steel rail along the direction parallel to the shoreline during operation.
2) And (3) trolley: the steel rails are laid on the cross beams, and a wheel rail travelling mechanism is erected and can travel along the direction of the cross beams, so that the trolley is called as a trolley; the trolley is provided with a driver cab, and a bank crane driver operates the crane in the driver cab to complete the operation of the box receiving and sending.
3) Girder: the part of the beam extending out of the shoreline is called as a 'girder', and the trolley needs to travel to the upper part of a container cargo ship along the girder to complete the loading and unloading operation of the container at the sea side; the girder can rotate around a rotating shaft above the sea side door leg, and needs to be pulled up when not in use, so as to avoid impacting a building on a stopped container cargo ship.
4) Lifting the tool: a 'lifting appliance' is lifted on the trolley through the steel wire rope, when the container is loaded and unloaded, the trolley drives the lifting appliance to move to the upper part of a cargo ship of the container, the lifting appliance is lifted through winding and unwinding the steel wire rope, the lifting appliance is lowered to the upper part of the container on the cargo ship, and the container receiving and dispatching operation is completed; the main beam of the lifting appliance is provided with two pairs of telescopic horizontal suspension arms, and two ends and the middle position of the bottom surface of each suspension arm are provided with rotatable lock pins; the lifting appliance is a box-type telescopic suspension arm of a container which is loaded and unloaded according to the requirement, so that the lock pin is aligned with the lock hole on the top surface of the container, and the lock pin can be tightly connected with the container after being inserted into the lock hole and rotated, so that the container can be lifted.
(II) operation flow of sea side loading and unloading operation of existing container wharf
The shore crane adopting the operation mode has the following basic operation contents on the sea side: after a container cargo ship is in shore, firstly mooring operation is carried out, the cargo ship is fastened on a berth, then a container is hoisted to the cargo ship by using a hoisting tool, or the container is hoisted to the land side from the cargo ship, and the operation of receiving and dispatching the container is completed, wherein the typical flow is as follows:
1. mooring: the mooring of the cargo ship is realized by tightening and tying mooring ropes at the bow and the stern on mooring rope piers by mooring operators, so that the ship body is prevented from shaking and floating.
2. A receiving and dispatching box: a bank crane driver moves the cart along a bank line rail according to an operation instruction to align the lifting appliance with a designated box column on a container cargo ship, then walks the trolley, moves the lifting appliance to the designated box column, transfers the lifting appliance to a target box position, places a target box lifted by the lifting appliance on the target box position, or lifts the target box on the target box position to a land side.
Third, in the sea side loading and unloading operation of the prior container terminal, the dangerous case of ship body separation and the dangerous case avoiding mode
By adopting the sea side loading and unloading operation process, a ship body is possibly disconnected, and a great threat is formed on the equipment safety of the shore crane, and the causes and types of the dangerous case mainly comprise:
1. loosening the cable: the mooring rope is continuously prevented from loosening due to the rapid rise of the tide level, and if the mooring rope is not tightened manually in time, the ship body can swing greatly under the drive of ocean current, so that the alignment of a target box of the lifting appliance is difficult; if the spreader has been locked with the target tank, the wire ropes of the spreader may also be pulled periodically, possibly causing structural damage to the girder of the quayside crane.
2. Cable breaking: the mooring rope is continuously tensioned due to the rapid decline of the tide level, if the mooring rope is untimely loosened manually, the mooring rope can be broken, and the ship body can swing greatly or even float away under the drive of ocean current, so that the girder impacts buildings of the cargo ship and other buildings; if the hanger and the target box are locked, the steel wire rope of the hanger can be strongly pulled, and major operation accidents such as rope breakage and the like are caused; if the stern cable is broken, the ship body can rotate around the mooring rope pier of the bow cable, the bow can be internally tangent to invade a shoreline and impact sea side door legs, and structural damage is caused.
The dangerous situation of breaking away needs to be discovered as early as possible and a driver of the shore crane is warned, and the driver can quickly take protective operation to avoid the occurrence of operation accidents. Existing basic protective operations include:
1. unlocking and pulling up the lifting appliance: the lifting appliance is prevented from being pulled;
2. pulling up the girder: avoiding the girder from impacting the cargo ship building;
3. moving the cart: the cart positioned at the bow is operated to move towards the stern direction, so that the door legs at the sea side are prevented from being internally tangent and impacted by the bow.
(IV) monitoring application status of ship body separation hazardous situation
Some exploration and experimental work has been carried out for the monitoring requirement of the hazardous situation that a ship body is separated at the seaside operation of a shore crane, and a plurality of solutions are proposed, wherein the working principles and the defects of the solutions comprise that:
1. image analysis protocol: the ship body is shot by the camera, the motion trend of the ship body is analyzed through the video image, and the integral movement and the swing of the ship body are found. The main defects of the image analysis scheme are insufficient all-weather working capacity, low reliability under the weather and weather conditions of rainfall, backlight, night and the like, too high false alarm rate and failure of alarm.
2. Laser point ranging scheme: according to the scheme, the distance of a specific position on the ship body is measured in real time by the laser range finder arranged at the position, higher than the cable pier, of the sea side door leg, and the alarm for the gap separation of the ship body is given when the distance is found to be changed obviously. The drawback of such a solution is also that the reliability is not high. The inward inclination slope of the ship body at the bow position of the large container cargo ship is large, and the finish degree of the paint surface of the ship body is high, so that point distance measurement failure can be caused, the monitoring cannot be finished, and the risk of missing report exists; in addition, when the ship body normally swings, the measuring point of the fixed point distance measurement on the ship body at the ship head position can continuously change, the actually measured distance value can obviously change, and false alarm is easily caused.
These solutions are not yet effective in meeting the practical requirements of perimeter monitoring.
Application of (V) two-dimensional laser scanner
The two-dimensional laser scanner performs laser scanning ranging on the surrounding environment on a scanning plane through an internal rotating mechanism, and the ranging mode is 'flight time measurement':
1. emitting laser pulses of a circular light spot at a current scanning angle;
2. receiving laser pulses reflected from the surface of the measured target;
3. measuring the time interval from the emission to the receiving of the laser pulse, and obtaining the distance of the measured target at the current scanning angle through time-distance conversion;
4. the scanning angle is continuously changed on a plane (laser scanning plane) through the rotating mechanism, so that the measurement of the section profile of the surrounding environment on the plane is realized, the measurement data is given in a polar coordinate representation mode, and the two-dimensional rectangular coordinate representation under a scanner equipment coordinate system can be further converted.
The two-dimensional laser scanner based on the technology can effectively work under all weather conditions, obtains accurate two-dimensional profile data, is an important sensor for realizing automatic safe operation of large-scale mechanical equipment, but the two-dimensional laser scanner is less applied in loading and unloading operation of container terminals, and needs to be further developed to fully exert the value of the two-dimensional laser scanner.
Disclosure of Invention
The invention aims to provide a reliable system solution for monitoring demand of the offshore operation ship deviation dangerous situation of the shore crane, overcome the application defects of the existing system and improve the safe production level of the shore crane.
The technical scheme adopted by the invention for solving the technical problems is as follows:
the invention provides a shore crane hull separation slit monitoring method, which comprises the following steps:
adopting a vertical laser scanner to vertically scan the berthing ship body;
acquiring real-time scanning data of a vertical laser scanner;
extracting a vertical section profile of the ship body from real-time scanning data of a vertical laser scanner;
analyzing the motion state of the continuously extracted vertical section outline of the ship body, and detecting whether the vertical section outline of the ship body is subjected to integral displacement and/or integral inclination;
setting a ship body mooring position;
after the berthing position of the ship body is determined, judging whether the integral displacement and/or the integral inclination of the vertical section profile of the ship body is continuously detected within the set gap alarm detection time;
if the integral displacement and/or the integral inclination of the vertical section outline of the ship body is continuously detected within the set binding alarm detection time, sending binding alarm information;
the judgment criterion of the integral displacement and/or integral inclination of the hull vertical section profile is as follows:
matching the shape and the position of the hull vertical section outline at the current moment with the hull vertical section outline at the previous moment, and calculating the optimal transformation parameters of the hull vertical section outline at the previous moment transformed to the hull vertical section outline at the current moment according to rotation and translation; the optimal transformation parameters comprise a translation vector of the hull vertical section outline and a rotation angle of the hull vertical section outline;
if the absolute value of the translation vector of the hull vertical section outline at the current moment compared with the hull vertical section outline at the previous moment is greater than the preset maximum stable translation amount of the hull, the hull vertical section outline is displaced integrally;
and if the absolute value of the rotation angle of the ship body vertical section outline at the current moment compared with the ship body vertical section outline at the previous moment is larger than the preset maximum stable swing angle of the ship body, the ship body vertical section outline inclines integrally.
Further, the extraction criterion of the hull vertical section profile is as follows: setting a spatial position distribution range of the vertical section profile of the ship body on a plane where a laser scanning surface of the vertical laser scanner is located, wherein a smooth curve exists in a real-time scanning data point set in the spatial position distribution range, and the top height of the smooth curve exceeds a set value, so that the smooth curve is the vertical section profile of the ship body.
Further, the step of determining the vertical section profile of the hull comprises:
transforming the scanning data points of the vertical laser scanner from the scanner equipment coordinate system to a shore crane equipment coordinate system; in the shore crane equipment coordinate system, an X axis points to the direction parallel to a shoreline, a Y axis points to the direction horizontally vertical to the shoreline, a Z axis points to the direction vertically vertical to the shoreline, and the origin of coordinates is the shape central point of the projection of the sea side gate leg building boundary ground;
extracting a point set of a scanning data point of the vertical laser scanner at the current moment on a YZ plane, wherein the point set of the scanning data point on the YZ plane refers to: the set of projection points of scanning data points of the vertical laser scanner at the current moment on a YZ plane;
extracting a subset of scan data points of the vertical laser scanner at the current time in a YZ plane, wherein the subset of the YZ plane of the scan data points refers to: the vertical projection of the scanning data point of the vertical laser scanner at the current moment on the YZ plane falls into the spatial position distribution range of the vertical section profile of the ship body;
the spatial position distribution range of the vertical section outline of the ship body refers to a rectangle with opposite sides on a YZ plane respectively parallel to a Y axis and a Z axis;
and if the smooth curve sections exist in the subsets and the height of the highest point in all the smooth curve sections exceeds the preset lowest ship board degree, the union of all the smooth curve sections forms the vertical section profile of the ship body.
Further, the distribution range of the spatial position of the hull vertical section profile is as follows:
wherein, SCRENT YZ Representing the spatial position distribution of the vertical section profile of the hull, SCRCPos YZ Is SCRECT YZ The center point of (a) is,
which represents the maximum width of the hull of the ship,
representing the highest beam of the hull.
Further, SCRENT YZ The central point of (a) is:
wherein, Pos YZ The projected point represented on the YZ plane, B W And (3) representing a shoreline distance, wherein the shoreline distance refers to the longitudinal distance between the shoreline and the coordinate origin of the coordinate system of the shore crane equipment.
Further, the optimal transformation parameters of the ship body vertical section profile transformed to the ship body vertical section profile at the current moment according to rotation and translation comprise a rotation angle rotating around an X axis
And translation vector in YZ plane
Wherein, the first and the second end of the pipe are connected with each other,
wherein the content of the first and second substances,
the rotation angle of the ship body vertical section outline at the previous moment transformed to the ship body vertical section outline at the current moment rotating around the X axis is represented;
representing a preset maximum stable swing angle of the ship body;
representing the translation vector of the hull vertical section outline at the previous moment transformed to the hull vertical section outline at the current moment in the YZ plane;
indication deviceSetting the maximum stable translation amount of the ship body; t represents the current time;
the optimal decision criterion is:
after each contour point in the image is transformed and
the sum of squared distances of the medium closest distance points is minimal.
Further, the vertical laser scanners comprise a left vertical laser scanner and a right vertical laser scanner, the left vertical laser scanner is labeled as LLD; the right vertical laser scanner is marked as RLD, the scanner device coordinate is marked as (X, Y), the shore crane device coordinate is marked as (X, Y, Z), and the transverse distance between the light-emitting point of the vertical laser scanner and the coordinate origin of the shore crane device coordinate system is marked as L LD (ii) a The longitudinal distance between the emergent point of the vertical laser scanner and the coordinate origin of the coordinate system of the shore crane equipment is marked as W LD (ii) a The height between the light-emitting points of the left and right vertical laser scanners and the ground is marked as H LD And then:
the transformation mode of the scanning data point of the left vertical laser scanner LLD from the scanner device coordinate (X, Y) to the shore crane device coordinate (X, Y, Z) is as follows:
wherein LLDPos is Pos (-L) LD ,W LD ,H LD ) The coordinates of the light-emitting point of the left vertical laser scanner are shown;
the scanning data point of the right vertical laser scanner RLD is transformed from the scanner device coordinates (X, Y) to the shore crane device coordinates (X, Y, Z) in the following way:
wherein RLDPos ═ Pos (L) LD ,W LD ,H LD ) The coordinates of the light-emitting point of the right vertical laser scanner are shown.
Further, the left side vertical laser scanner and the right side vertical laser scanner are respectively used for completing ship body separation monitoring on the left side and the right side, and the ship body separation monitoring processes on the two sides are mutually independent.
Further, the specific steps of setting the ship body mooring position comprise:
setting the vertical section outline of the ship body extracted for the first time in the ship body berthing process as a preset ship body berthing position;
comparing the hull vertical section contour extracted at the current moment with a preset hull berthing position, and detecting whether the hull vertical section contour generates integral displacement and/or integral inclination;
if the integral displacement and/or integral inclination of the hull vertical section contour is detected, updating the preset hull berthing position to the hull vertical section contour at the current moment;
if the integral displacement and/or integral inclination of the hull vertical section contour is not detected, prolonging the static holding time of the hull vertical section contour;
and if the static holding time of the vertical section outline of the ship body exceeds the set ship body parking detection time, setting the current preset ship body parking position as the actual ship body parking position.
The invention also provides a shore crane, comprising:
the crane cart is provided with sea side door legs;
the crane trolley is arranged above the sea side door leg and can walk above the sea side door leg along the land towards the shoreline direction;
the crane control system is used for controlling the crane cart and the crane trolley to work; and
the vessel body separation fastening monitoring system is connected with the crane control system and is used for monitoring the separation fastening dangerous situation of a container cargo vessel;
the hull separation monitoring system comprises:
the vertical laser scanner is used for vertically scanning the berthing ship body so as to obtain the vertical section profile of the ship body in real time;
the separation monitoring controller is connected with the vertical laser scanner and is also connected with a crane control system; and
the releasing alarm is connected with the crane control system;
the shore crane realizes hull break-in monitoring in shore crane sea side loading and unloading operation by adopting any one shore crane hull break-in monitoring method through a crane control system and a hull break-in monitoring system; the binding information monitoring method comprises the steps that when the binding monitoring controller monitors that a ship body binding danger happens, binding information is sent to a crane control system, and the crane control system gives an alarm through a binding alarm after receiving the binding information.
Compared with the prior art, the invention has the following positive effects: the method comprises the steps that a vessel body out-of-band monitoring system communicated with a crane control system is arranged, the vertical section profile of a vessel cargo ship carrying out shore loading and unloading operations is extracted through real-time scanning data acquired by a vertical laser scanner, the whole displacement or the whole inclination of the vessel body is monitored in real time, and an out-of-band alarm is timely sent out when the operation dangerous situations such as overlarge vessel body swing amplitude or abnormal out-of-band and the like are found, so that the occurrence of operation accidents caused by the fact that the vessel body is out of band can be effectively avoided; the shore crane can adapt to various container cargo ship hull types and meteorological weather conditions, effectively finds out the out-of-slit dangerous situation, avoids the operation accidents caused by the situation that the container cargo ship pulls a shore crane lifting appliance, the ship head is internally tangent and impacts a crane sea side door leg and the like, and has higher reliability and application value.
Drawings
The invention will be described by way of specific embodiments and with reference to the accompanying drawings in which:
FIG. 1 is a schematic view of sea side operation conditions of the shore crane of the present invention;
FIG. 2 is a schematic diagram of a shore crane apparatus coordinate system of the present invention;
FIG. 3 is a schematic view of an installation structure and a working site of the shore crane of the present invention;
FIG. 4 is a block diagram of the system structure of the shore crane of the present invention;
fig. 5 is a flow chart of a hull separation monitoring method according to the present invention;
FIG. 6 is a process flow diagram of the binding monitoring controller according to the present invention;
fig. 7 is a schematic view of detecting the vertical cross-sectional profile and the motion state of the hull according to the present invention.
Reference numerals are as follows: 10-crane cart; 20-a crane trolley; 30-a crane control system; 11-sea side gate leg; 12-landside door legs; 13-a cross beam; 111-left doorpost; 112-right doorpost; 50-a hanger; 60-container ship hull; 61-hull vertical section profile; 400-laser scanning surface; 411-left vertical laser scanner; 412-right vertical laser scanner; 42-releasing the monitoring controller; 43-releasing the binding alarm; 70-shore line; 80-cable pier; 90-ethernet.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. are used to indicate an orientation or positional relationship based on that shown in the drawings, it is merely for convenience of description and simplicity of description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be considered as limiting the present invention.
In the present invention, unless otherwise explicitly stated or limited, the terms "mounted," "connected," "fixed," and the like shall be construed broadly, e.g., as being permanently connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Furthermore, the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated.
The present invention will be described in further detail with reference to the following detailed description and accompanying drawings. It should be noted that the cranes described in the present invention all refer to the shore cranes claimed in the present invention, the shorelines 70 described in the present invention all refer to the berthing shoreline, and the equipment/facilities mentioned in the present invention but not described in detail refer to the relevant operation elements in the container loading and unloading operation scene in the prior art.
Referring to fig. 1 to 7, the invention discloses a shore crane hull separation seam monitoring method and a shore crane thereof.
As shown in fig. 1 to 4, the shore crane includes a crane cart 10, a crane trolley 20, a crane control system 30, and a hull separation monitoring system.
The crane cart 10 comprises sea side door legs 11 and land side door legs 12 which are arranged at intervals, and a cross beam 13 which is arranged above the sea side door legs 11 and the land side door legs 12, wherein the sea side door legs 11 comprise left door columns 111 and right door columns 112.
The crane trolley 20 is erected on the cross beam 13 above the crane cart 10 and can walk along the cross beam 13. The crane trolley 20 comprises a driver cab, and a lifting appliance 50 is arranged below the crane trolley 20.
The crane control system 30 is used for controlling crane operation equipment such as the crane cart 10, the crane trolley 20 and the lifting appliance 50 to realize the ordered and safe operation of the whole shore crane.
The hull break-in monitoring system is connected with the crane control system 30, and is used for monitoring operation dangerous situations such as overlarge swinging amplitude or abnormal break-in of the container cargo ship hull 60 in the loading and unloading operation process of the container terminal and sending an alarm when the dangerous situations are monitored.
Specifically, as shown in fig. 4, the hull separation monitoring system includes a vertical laser scanner, a separation monitoring controller 42, and a separation alarm 43.
The vertical laser scanner is a two-dimensional laser scanner and is arranged on the sea side gate leg 11 of the shore crane in a vertical scanning manner, and a laser scanning surface 400 of the vertical laser scanner is perpendicular to the ground and the shoreline 70 and is used for vertically scanning the moored container cargo ship hull 60 to obtain a hull vertical section profile 61. In an embodiment of the invention, the vertical laser scanner is installed at a height slightly higher than the height of the shore cable pier 80 so that the vertical laser scanner can accurately scan the container ship hull 60 and extract the hull vertical profile 61. The effective scanning angle range of the vertical laser scanner is determined by the installation height of the vertical laser scanner and the distance between the vertical laser scanner and the shoreline 70, and is generally 120-150 degrees.
The binding alarm 43 is connected to the crane control system 30, and is configured to alarm after the crane control system 30 receives the binding alarm information. The unbundling alarm 43 may be configured as an audible alarm, such as a buzzer or a speaker, or a visual alarm, such as a flashing or normally-on warning lamp, such as a red warning lamp.
Referring to fig. 4, in the embodiment of the present invention, the gap monitoring controller 42 communicates with the vertical laser scanner through the ethernet 90 to obtain real-time scanning data. The tie-off monitoring controller 42 communicates with the crane control system 30 via an industrial bus. When the releasing monitoring controller 42 monitors a hull releasing dangerous situation, sending releasing safety alarm information to the crane control system 30; after the crane control system 30 receives the binding alarm information, the bound alarm 43 gives an alarm to prompt the staff to take protective measures in time so as to avoid operation accidents.
As shown in fig. 5, the method for monitoring the offshore crane off-going binding comprises the following steps:
101, vertically scanning the berthing ship body by adopting a vertical laser scanner;
102, acquiring real-time scanning data of a vertical laser scanner;
103, extracting a vertical section profile of the ship body from real-time scanning data of a vertical laser scanner;
104, detecting the motion state of the vertical section contour of the ship body in real time: analyzing the motion state of the continuously extracted vertical section outline of the ship body, and detecting whether the vertical section outline of the ship body is subjected to integral displacement and/or integral inclination;
105, setting a ship body mooring position: if the integral displacement and/or integral inclination of the vertical section profile of the ship body is not detected within the set ship body berthing detection time, setting the vertical section profile of the ship body at the current moment as a ship body berthing position;
and 106, judging whether a ship body breakaway dangerous situation occurs: after the berthing position of the ship body is determined, judging whether the integral displacement and/or integral inclination of the vertical section profile of the ship body is continuously detected within the set off alarm detection time;
107, sending an alarm when the dangerous condition of the ship body is detected: and if the integral displacement and/or the integral inclination of the vertical section profile of the ship body is continuously detected within the set binding alarm detection time, sending binding alarm information.
The extraction criterion of the hull vertical section profile is as follows: setting a spatial position distribution range of the vertical section profile of the ship body on a first plane where a laser scanning surface of the vertical laser scanner is located, wherein a smooth curve exists in a real-time scanning data point set in the spatial position distribution range, and if the height of the top end of the smooth curve exceeds a set value, the smooth curve is the vertical section profile of the ship body.
The judgment criterion of the integral displacement and/or integral inclination of the hull vertical section profile is as follows:
matching the shape and the position of the hull vertical section contour at the current moment with the hull vertical section contour at the previous moment, and calculating the optimal transformation parameters of the hull vertical section contour at the previous moment transformed to the hull vertical section contour at the current moment according to rotation and translation; the optimal transformation parameters comprise a translation vector of the hull vertical section outline on a first plane and a rotation angle of the hull vertical section outline rotating around a first axis; the first rotation axis is perpendicular to a first plane;
if the absolute value of the translation vector of the ship vertical section outline at the current moment in a first plane is larger than the preset maximum stable translation amount of the ship, compared with the ship vertical section outline at the previous moment, the ship vertical section outline is displaced integrally;
and if the absolute value of the rotation angle of the ship vertical section outline at the current moment relative to the ship vertical section outline at the previous moment on the first rotating shaft is larger than the preset maximum stable swing angle of the ship, the ship vertical section outline inclines integrally.
The specific steps of setting the ship body mooring position comprise:
setting the vertical section outline of the ship body extracted for the first time in the ship body berthing process as a preset ship body berthing position;
comparing the hull vertical section contour extracted at the current moment with a preset hull berthing position, and detecting whether the hull vertical section contour generates integral displacement and/or integral inclination;
if the integral displacement and/or integral inclination of the vertical section profile of the ship body is detected, updating the preset ship body parking position to the vertical section profile of the ship body at the current moment;
if the integral displacement and/or integral inclination of the hull vertical section contour is not detected, prolonging the static holding time of the hull vertical section contour;
and if the static maintaining time of the vertical section outline of the ship body exceeds the set ship body berthing detection time, setting the current preset ship body berthing position as the actual ship body berthing position.
The method for monitoring the ship separation gap of the shore crane according to the present invention is described in detail with reference to specific embodiments.
First, realization of ship body separation hazardous situation monitoring
1. Assembly and function of monitoring equipment for offshore crane dead edge
Referring to fig. 3 and 4, as a preferred embodiment, two vertical laser scanners are provided, namely, a left vertical laser scanner 411 and a right vertical laser scanner 412, and both the left vertical laser scanner 411 and the right vertical laser scanner 412 are connected to and communicate with the separation monitoring controller 42.
1) Binding monitoring controller 42: the releasing fastening monitoring controller 42 is installed at a proper position of the seaside door leg 11 of the shore crane, serves as a control center of the hull releasing fastening monitoring system, is used for finishing releasing fastening risk monitoring of the moored hull, and is communicated with the crane control system 30 to send releasing fastening alarm information to the crane control system 30.
2) Left vertical laser scanner 411: the left vertical laser scanner 411 is installed on the position, higher than the cable pier 80, of the outer side of the left doorpost 111 of the seaside doorleg 11 of the shore crane, and the laser scanning surface of the left vertical laser scanner 411 is perpendicular to the ground and the shore line 70 and is used for vertically scanning the left side of the berthing ship body.
3) Right vertical laser scanner 412: the right vertical laser scanner 412 is installed on the outer side of the right doorpost 112 of the seaside doorleg 11 of the shore crane, which is higher than the cable pier 80, and the laser scanning surface of the right vertical laser scanner 412 is perpendicular to the ground and the shoreline 70 and is used for vertically scanning the right side of the berthing hull.
In the embodiment of the present invention, the left vertical laser scanner 411 and the right vertical laser scanner 412 are axisymmetric in the left-right direction of the sea side door leg 11.
4) Leaving alarm 43: as a preferred embodiment, the cut alarm 43 is implemented by an audible and visual alarm installed on the driver's cab, and the audible and visual alarm includes a red warning lamp and a buzzer or a speaker. When a dangerous situation of ship body separation occurs, visual alarm is carried out in a red alarm lamp flashing mode, and meanwhile, audible alarm is carried out through the buzzing sound of a buzzer or the voice prompt of a loudspeaker.
2. Processing flow of split monitoring controller 42
The separation monitoring controller 42 completes monitoring of the ship separation dangerous situation on the left side and the ship separation dangerous situation on the right side through the left vertical laser scanner 411 and the right vertical laser scanner 412 respectively, and the processing processes on the two sides are independent. The process flow on each side is shown in FIG. 6:
1) detecting the vertical section profile of the ship body:
the method comprises the following steps of extracting a vertical section outline of a ship body from real-time scanning data of a vertical laser scanner according to the spatial position distribution range of the vertical section outline of the ship body of a container cargo ship which is berthed on a shoreline, wherein the extraction criterion of the vertical section outline of the ship body is as follows: there is a smooth curve in the real-time scanning data point set in the spatial position distribution range of the hull vertical section profile, and the top height of the smooth curve exceeds the lowest height of the container ship hull 60 to be monitored, which is the lowest beam width of the container ship hull 60.
When the hull vertical section contour detection is carried out, if the detection is successful, the next step is carried out; if the detection is not successful, the vertical section profile of the ship body is detected again until the detection is successful.
2) Setting a ship body mooring position:
setting a first-time extracted vertical section outline of the ship body in the ship body berthing process as a preset ship body berthing position;
comparing the hull vertical section contour extracted at the current moment with a preset hull berthing position, and detecting the integral displacement and/or integral inclination of the hull vertical section contour; if the integral displacement and/or the integral inclination of the hull vertical section contour is not detected, prolonging the static holding time of the hull vertical section contour, and if the integral displacement and/or the integral inclination of the hull vertical section contour is detected, updating the preset hull mooring position to the current hull vertical section contour; and if the static maintaining time of the vertical section outline of the ship body exceeds the set ship body berthing detection time, setting the current preset ship body berthing position as the actual ship body berthing position.
3) And after the actual ship body parking position is determined, comparing the extracted ship body vertical section outline with the determined actual ship body parking position so as to continuously detect the integral displacement and/or the integral inclination of the ship body vertical section outline.
4) And if the continuous overall displacement and/or the overall inclination of the hull vertical section contour at the current moment is not detected within the set perimeter alarm detection time, continuously detecting the hull vertical section contour and the overall displacement and/or the overall inclination of the hull vertical section contour.
5) And if the integral displacement or the integral inclination of the vertical section profile of the ship body at the current moment is continuously detected within the set binding alarm detection time, sending binding alarm information to the crane control system 30.
Second, the representation and definition of the related concepts in the present invention
According to the shore crane and the hull separation edge monitoring method thereof, the vertical section profile of the hull of the container cargo ship needs to be acquired in real time, and the motion state of the container cargo ship needs to be detected in real time. In order to clearly express the spatial distribution of the vertical section outline of the ship body and the motion state thereof, the meanings of time, orientation, coordinate system, symbol and expression used in the expression of the invention are defined as follows:
1. time definition
1) Data processing time period of the system: tau. s ；
2) At the current moment: t;
3) at the previous moment: t-tau s ；
It can be understood that the above-mentioned "data processing time period of the system" specifically refers to "data processing time period of the shore crane hull tie-off monitoring system", and in the embodiment of the present invention, the data processing time period of the shore crane hull tie-off monitoring system is generally 10 to 100 milliseconds.
2. Orientation definition
The orientation referred to in the present invention is defined as the sitting position of the driver of the trolley 20 during normal operation, and therefore, the direction from the land to the shoreline 70 is the forward direction; the traveling direction of the crane cart 10 is the left/right direction, which is called the lateral direction; the travelling direction of the crane trolley 20 is the 'front/rear' direction, which is called the longitudinal direction; the lifting direction of the spreader 50 is the "up/down" direction.
3. Shore crane equipment coordinate system and related definitions
As shown in fig. 2, the representation of dimensions and positions referred to in the present invention uses the following shore crane equipment coordinate system: the X-axis points to the right (in a direction parallel to shoreline 70), the Y-axis points to the front (in a direction horizontally perpendicular to shoreline 70), and the Z-axis points to the top (in a direction vertically perpendicular to shoreline 70); the origin of coordinates is the center point of the shape projected by the building boundary ground of the sea side door leg 11.
4. Device symbol representation
Vertical laser scanner: LD
Left vertical laser scanner: LLD
Right vertical laser scanner: RLD
5. The associated definition of the spatial data used:
1) dimension: "length" as used herein is defined in the X direction, "width" is defined in the Y direction, and "height" is defined in the Z direction;
2) position: pos (Pos) X ,Pos Y ,Pos Z ) Expressed as a coordinate of (Pos) X ,Pos Y ,Pos Z ) A point of (a);
3) two-dimensional projection coordinates: pos XY (x, y) represents the projected point coordinates of Pos in the XY plane; pos YZ (y, z) represents the projection point coordinates of Pos on the YZ plane; pos ZX (z, x) represents the projected point coordinates of Pos in the ZX plane;
4)
: from Pos 1 To Pos 2 A vector of (a); vector in YZ plane, Y-direction component being p Y The component in the Z direction being p Z ；
5)Rect YZ (Pos YZ W, H): opposite sides on a YZ plane are respectively parallel to the rectangles of the Y axis and the Z axis, and the central point is Pos YZ Width W and height H;
6)Ω YZ (LD, t): a set of projection points of scanning data points of the vertical laser scanner LD at the time t on a YZ plane;
7)Ω YZ (Rect YZ LD, t): a subset of scan data points of the vertical laser scanner LD at time t, wherein the vertical projections of the scan data points on the YZ plane fall within Rect YZ And (4) inside.
Three, basic working condition parameters
The definitions and symbolic representations of the basic operating parameters used in the present invention are summarized below:
1. related parameters relating to vertical laser scanners
1) Mounting height: h LD The height of the light-emitting point of the vertical laser scanner from the ground is used as the reference;
2) installation transverse distance: l is a radical of an alcohol LD The transverse distance between the light-emitting point of the vertical laser scanner and the coordinate origin of the coordinate system of the shore crane equipment is determined;
3) mounting longitudinal distance: w is a group of LD The longitudinal distance between the light-emitting point of the vertical laser scanner and the coordinate origin of the coordinate system of the shore crane equipment;
the scanning data points of the left vertical laser scanner LLD are transformed from the scanner device coordinates (X, Y) to the shore crane device coordinates (X, Y, Z) in the following way:
wherein LLDPos is Pos (-L) LD ,W LD ,H LD ) Coordinates of the light-emitting point of the left vertical laser scanner; LLDPos T The superscript T in (a) represents the transpose of the matrix.
The scanning data points of the right vertical laser scanner RLD are transformed from the scanner device coordinates (X, Y) to the shore crane device coordinates (X, Y, Z) in the following way:
wherein RLDPos ═ Pos (L) LD ,W LD ,H LD ) The coordinates of the light-emitting point of the right vertical laser scanner are shown; RLDPos T The superscript T in (a) represents the transpose of the matrix.
2. Related parameters relating to the shore line
Shoreline distance: b is W And the longitudinal distance between the shoreline and the coordinate origin of the coordinate system of the shoreside crane equipment.
3. Related parameters relating to the cargo ship of the container
1) Maximum width:
the maximum width of the hull of the container ship;
2) minimum ship board degree:
the ship board of the cargo ship to be monitored is higher than the lowest height of the ground;
3) the highest beam width:
the ship board is the highest height above the ground for the cargo ship needing to be monitored.
4. Related parameters relating to detection time
1) And (3) ship body mooring detection time: tau is p Generally 10 to 30 seconds;
2) off alarm detection time: tau is a Generally, the time is 1-5 seconds, which is determined by the maximum swing period of the ship body.
In general, the exit secure alarm detection time is set to be a quarter period of the swing of the hull, wherein the swing period of the hull refers to the period of the hull swinging around a longitudinal axis (in the present invention, an X axis), and depends on a series of factors such as the size, the load capacity, the wave amplitude of the hull, and the like, and is determined by the exit secure user according to actual requirements when in practical consideration, for example, how large the smallest ship that may pose a threat, how large the largest cargo vessel at the landing, and the like.
5. Related parameters relating to alarm detection
1) Maximum stable swing angle of the ship body:
typically 2 to 5 °;
2) maximum stable translation of the hull:
typically 0.1 to 0.2 meters.
Four, vertical section profile of ship body
The vertical section profile of the hull at the current moment:
current moment left side hull vertical section profile:
the vertical section profile of the right hull at the current moment:
the current ship berthing position:
as shown in fig. 3 and 7, hull separation detection is based on the current hull vertical cross-section profile
t) and
the scanning data points of the vertical laser scanner are converted from the scanner equipment coordinate system to the shore crane equipment coordinate system to obtain a point set omega of the scanning data points on a YZ plane YZ (LLD, t) and. omega YZ (RLD,t)Wherein the subset located within the spatial position distribution range of the hull vertical section profile is:
1) subset of LLD: omega YZ (SCRECT YZ ,LLD,t)
2) Subset of RLD: omega YZ (SCRECT YZ ,RLD,t)
From Ω YZ (SCRECT YZ LLD, t) extraction
The criteria of (a) are:
if there are smooth curve segments in the subset and the height of the highest point in all the smooth curve segments exceeds the height of the highest point in all the smooth curve segments
The union of all the smooth curve segments constitutes
From Ω YZ (SCRECT YZ Extraction in RLD, t)
The criteria for (1) are:
if there are smooth curve segments in the subset and the height of the highest point in all the smooth curve segments exceeds
The union of all the smooth curve segments constitutes
Fifth, the motion state detection
As shown in fig. 7, the separation monitoring controller is based on the preset or actual ship body mooring position
Completing the current vertical section profile of the ship body
The motion detection of (2). The specific way of motion detection is:
to pair
And
performing shape and position matching, calculating
Conversion to rotation and translation
Including the rotation angle of the rotation around the X-axis
And translation vector in YZ plane
The optimal decision criterion is:
after each contour point in the image is transformed and
the sum of the squared distances of the nearest distance points in (b) is smallest.
sixth, detecting the ship body berthing position
The disconnection monitoring controller determines the current mooring position of the mooring hull according to the continuous stabilization time of the vertical section profile of the hull, and the specific mode is as follows:
if tau is before the current time t p And if the integral inclination or integral translation of the ship body is not detected in the time period, setting the current preset ship body mooring position as the actual ship body mooring position.
Seven-split slit alarm detection
The breakaway monitoring controller determines whether a breakaway dangerous situation occurs in the current berthing hull according to the continuous and unstable motion state of the vertical section profile of the hull, and the specific mode is as follows:
if τ before the current time t after the actual hull berthing position is set a And if the integral inclination or integral translation of the ship body is continuously detected in a time period, a binding alarm is sent out.
According to the shore crane, the hull cut monitoring system communicated with the crane control system is arranged, the motion condition of the hull is monitored in real time by using the vertical laser scanner and the cut detection controller, a cut warning is timely sent out when the dangerous work situations such as excessive swinging amplitude of the hull or abnormal cut and the like are found, and the occurrence of work accidents caused by the cut of the hull can be effectively avoided. According to the method for monitoring the shore crane ship body cut-off binding, the vertical section outline of the ship body of the container cargo ship which is carrying out shore loading and unloading operations is extracted through the real-time scanning data acquired by the vertical laser scanner, so that the real-time monitoring of the integral displacement or integral inclination of the ship body is realized, the system response speed is high, and the data analysis result is accurate.
The shore crane and the method for monitoring the vessel deviation slit can adapt to various container cargo vessel types and weather conditions, can effectively find the dangerous situation of vessel deviation slit, avoid the operation accidents of pulling a lifting appliance of the shore crane by the container cargo vessel, internally cutting the bow of the vessel and impacting a sea side door leg of the crane and the like caused by the dangerous situation, and improve the safety production level of the shore crane.
The foregoing is a more detailed description of the present invention that is presented in conjunction with specific embodiments, and the practice of the invention is not to be considered limited to those descriptions. It will be apparent to those skilled in the art that a number of simple derivations or substitutions can be made without departing from the inventive concept.
Claims (10)
1. A shore crane hull separation slit monitoring method is characterized by comprising the following steps:
adopting a vertical laser scanner to vertically scan the berthing ship body; the vertical laser scanner is arranged on a sea side door leg of the shore crane;
acquiring real-time scanning data of a vertical laser scanner;
extracting a vertical section profile of the ship body from real-time scanning data of a vertical laser scanner;
analyzing the motion state of the continuously extracted vertical section outline of the ship body, and detecting whether the vertical section outline of the ship body is subjected to integral displacement and/or integral inclination;
setting a ship body mooring position;
after the berthing position of the ship body is determined, judging whether the integral displacement and/or the integral inclination of the vertical section profile of the ship body is continuously detected within the set gap alarm detection time;
if the integral displacement and/or the integral inclination of the vertical section profile of the ship body is continuously detected within the set binding alarm detection time, sending out binding alarm information;
the judgment criterion of the integral displacement and/or integral inclination of the hull vertical section profile is as follows:
matching the shape and the position of the hull vertical section outline at the current moment with the hull vertical section outline at the previous moment, and calculating the optimal transformation parameters of the hull vertical section outline at the previous moment transformed to the hull vertical section outline at the current moment according to rotation and translation; the optimal transformation parameters comprise a translation vector of the hull vertical section outline and a rotation angle of the hull vertical section outline;
if the absolute value of the translation vector of the hull vertical section outline at the current moment compared with the hull vertical section outline at the previous moment is greater than the preset maximum stable translation amount of the hull, the hull vertical section outline is displaced integrally; the maximum stable translation amount of the ship body is 0.1-0.2 m;
if the absolute value of the rotation angle of the ship body vertical section outline at the current moment compared with the ship body vertical section outline at the previous moment is larger than the preset maximum stable swing angle of the ship body, the ship body vertical section outline inclines integrally; the maximum stable swing angle of the ship body is 2-5 degrees.
2. The shore crane hull deviation monitoring method according to claim 1, wherein the criteria for extracting the vertical cross-sectional profile of the hull are: setting a spatial position distribution range of the vertical section profile of the ship body on a plane where a laser scanning surface of the vertical laser scanner is located, wherein a smooth curve exists in a real-time scanning data point set in the spatial position distribution range, and the top height of the smooth curve exceeds a set value, so that the smooth curve is the vertical section profile of the ship body.
3. The shore crane hull deviation monitoring method according to claim 2, wherein the step of determining the vertical cross-sectional profile of the hull comprises:
transforming the scanning data points of the vertical laser scanner from the scanner equipment coordinate system to a shore crane equipment coordinate system; in the shore crane equipment coordinate system, an X axis points to the direction parallel to a shoreline, a Y axis points to the direction horizontally vertical to the shoreline, a Z axis points to the direction vertically vertical to the shoreline, and the origin of coordinates is the shape central point of the projection of the sea side gate leg building boundary ground;
extracting a point set of a scanning data point of the vertical laser scanner at the current moment on a YZ plane, wherein the point set of the scanning data point on the YZ plane refers to: the projection point set of the scanning data point of the vertical laser scanner at the current moment on the YZ plane;
extracting a subset of scanning data points of the vertical laser scanner at the current moment in a YZ plane, wherein the subset of the YZ plane of the scanning data points refers to: the vertical projection of the scanning data point of the vertical laser scanner at the current moment on the YZ plane falls into the spatial position distribution range of the vertical section profile of the ship body;
the spatial position distribution range of the vertical section outline of the ship body refers to a rectangle with opposite sides on a YZ plane respectively parallel to a Y axis and a Z axis;
and if the smooth curve sections exist in the subsets and the height of the highest point in all the smooth curve sections exceeds the preset lowest ship board degree, the union of all the smooth curve sections forms the vertical section profile of the ship body.
4. The shore crane hull separation monitoring method according to claim 3, wherein the distribution range of the spatial positions of the vertical cross-sectional profile of the hull is:
wherein, SCRENT YZ Representing the spatial position distribution of the vertical section profile of the hull, SCRCPos YZ Is SCRECT YZ The center point of (a) is,
which represents the maximum width of the hull of the ship,
representing the highest beam of the hull.
5. The shore crane hull separation monitoring method of claim 4, wherein SCRENT (SCRECT) is used for monitoring the separation of the hulls of the shore crane YZ The central point of (a) is:
wherein, Pos YZ Denotes a projection point on a YZ plane, B W And (4) representing the shoreline distance, wherein the shoreline distance refers to the longitudinal distance between the shoreline and the coordinate origin of the coordinate system of the shoreline crane equipment.
6. The shore crane hull separation monitoring method according to claim 3, wherein the optimal transformation parameters for the transformation of the hull vertical section profile to the hull vertical section profile at the current moment in rotation and translation comprise the rotation angle of the rotation around the X-axis
And translation vector in YZ plane
Wherein, the first and the second end of the pipe are connected with each other,
wherein the content of the first and second substances,
the rotation angle of the ship vertical section profile rotating around the X axis at the current moment is converted from the ship vertical section profile at the previous moment;
representing a preset maximum stable swing angle of the ship body;
representing the translation vector of the hull vertical section outline at the previous moment transformed to the hull vertical section outline at the current moment in the YZ plane;
representing the preset maximum stable translation amount of the ship body; t represents the current time;
the optimal decision criterion is:
after each contour point in the image is transformed and
the sum of squared distances of the medium closest distance points is minimal.
7. As claimed in claim3-6, wherein the vertical laser scanner comprises a left vertical laser scanner and a right vertical laser scanner, and the left vertical laser scanner is marked as LLD; the right vertical laser scanner is marked as RLD, the scanner device coordinate is marked as (X, Y), the shore crane device coordinate is marked as (X, Y, Z), and the transverse distance between the light-emitting point of the vertical laser scanner and the coordinate origin of the shore crane device coordinate system is marked as L LD (ii) a The longitudinal distance between the emergent point of the vertical laser scanner and the coordinate origin of the coordinate system of the shore crane is marked as W LD (ii) a The height between the light-emitting points of the left and right vertical laser scanners and the ground is marked as H LD And then:
the transformation mode of the scanning data point of the left vertical laser scanner LLD from the scanner device coordinate (X, Y) to the shore crane device coordinate (X, Y, Z) is as follows:
wherein LLDPos is Pos (-L) LD ，W LD ，H LD ) The coordinates of the light-emitting point of the left vertical laser scanner are shown;
the scanning data point of the right vertical laser scanner RLD is transformed from the scanner device coordinates (X, Y) to the shore crane device coordinates (X, Y, Z) in the following way:
wherein RLDPos ═ Pos (L) LD ，W LD ，H LD ) The coordinates of the light-emitting point of the right vertical laser scanner are shown.
8. The shore crane hull separation monitoring method according to claim 7, wherein the left vertical laser scanner and the right vertical laser scanner are respectively used for performing hull separation monitoring on the left side and the right side, and the hull separation monitoring processes on the two sides are independent of each other.
9. The shore crane hull deviation monitoring method according to claim 7, wherein said specific step of setting the mooring position of the hull comprises:
setting a first-time extracted vertical section outline of the ship body in the ship body berthing process as a preset ship body berthing position;
comparing the hull vertical section contour extracted at the current moment with a preset hull berthing position, and detecting whether the hull vertical section contour generates integral displacement and/or integral inclination;
if the integral displacement and/or integral inclination of the vertical section profile of the ship body is detected, updating the preset ship body parking position to the vertical section profile of the ship body at the current moment;
if the integral displacement and/or integral inclination of the hull vertical section contour is not detected, the static holding time of the hull vertical section contour is prolonged;
and if the static maintaining time of the vertical section outline of the ship body exceeds the set ship body berthing detection time, setting the current preset ship body berthing position as the actual ship body berthing position.
10. A shore crane, comprising:
the crane cart is provided with sea side door legs;
the crane trolley is arranged above the sea side door leg and can walk above the sea side door leg along the land towards the shoreline direction;
the crane control system is used for controlling the crane cart and the crane trolley to work; and
the vessel body separation fastening monitoring system is connected with the crane control system and is used for monitoring the separation fastening dangerous situation of a container cargo vessel;
the ship body separation monitoring system comprises:
the vertical laser scanner is used for vertically scanning the berthing ship body so as to obtain the vertical section profile of the ship body in real time;
the releasing monitoring controller is connected with the vertical laser scanner and is simultaneously connected with a crane control system; and
the releasing alarm is connected with the crane control system;
the shore crane realizes monitoring of vessel separation in loading and unloading operations at the sea side of the shore crane by adopting the crane control system and the vessel separation monitoring system according to the method for monitoring vessel separation of the shore crane in any one of claims 1-9; the binding information monitoring method comprises the steps that when the binding monitoring controller monitors that a ship body binding danger happens, binding information is sent to a crane control system, and the crane control system gives an alarm through a binding alarm after receiving the binding information.
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