CN216145283U - Automatic detection and identification device for ship berthing - Google Patents
Automatic detection and identification device for ship berthing Download PDFInfo
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- CN216145283U CN216145283U CN202121963651.2U CN202121963651U CN216145283U CN 216145283 U CN216145283 U CN 216145283U CN 202121963651 U CN202121963651 U CN 202121963651U CN 216145283 U CN216145283 U CN 216145283U
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Abstract
The utility model provides an automatic detection and identification device for ship berthing, which is arranged on a wharf and comprises: the system comprises a detector, a public network communication module and a relay station; the plurality of detectors are respectively connected with the relay station through private network communication so as to transmit the data acquired by the detectors to the relay station; the detector is connected with the plurality of detectors through the public network communication module so as to realize the uniform configuration of the plurality of detectors; a plurality of detectors are distributed at the dock to achieve full coverage of the dock berthing area. The automatic detection and identification device for ship berthing has the advantages of simple overall structure, convenience in installation, capability of detecting a ship body in time, high detection precision, reliable result, capability of eliminating the influence of water waves and sea waves, and capability of stably and reliably transmitting monitoring data.
Description
Technical Field
The utility model relates to the technical field of ship berthing early warning, in particular to an automatic detection and identification device for ship berthing.
Background
An Automatic Identification System (AIS) for ships is a device that can broadcast dynamic information (speed, course, position, etc.) and static information (ship Identification code, name, size, type, etc.) of ships to neighboring ships and nearby shore stations, so that the neighboring ships and shore stations can timely master dynamic and static navigation information of all ships in nearby water areas, and can immediately coordinate communication with each other if necessary to take necessary avoidance actions in time, thereby ensuring the navigation safety of the ships.
The conventional ship berthing Identification mainly depends on an Automatic Identification System (AIS), which is called AIS for short. However, AIS also has certain limitations, and not all ships are equipped with AIS equipment or are normally opened. This has a certain effect on the identification of the port-berthing ship.
In view of the above, the present invention is particularly proposed.
SUMMERY OF THE UTILITY MODEL
The utility model aims to provide an automatic detection and identification device for ship berthing, which is simple in structure and convenient to install and use, wherein a public network and a private network are arranged for communication, the public network is used for uniformly configuring a plurality of detectors, the private network is used for transmitting collected data, so that the cooperative work of the detectors can be ensured, the data packet loss can be prevented, and the accuracy of detection results is improved; the ship position is detected by arranging the radar sensor, so that the detection precision is high and the detection result is reliable.
In order to achieve the above purpose of the present invention, the following technical solutions are adopted:
the utility model provides an automatic detection and identification device for ship berthing, which is arranged on a wharf and comprises: the system comprises a detector, a public network communication module and a relay station; the plurality of detectors are respectively connected with the relay station through private network communication so as to transmit the data acquired by the detectors to the relay station; the detector is connected with the plurality of detectors through the public network communication module so as to realize the uniform configuration of the plurality of detectors; a plurality of detectors are distributed at the wharf to realize full coverage of the wharf docking area;
the detector comprises a shell, wherein a radar sensor and a wireless transmission module for detecting ship position information are arranged in the shell; the radar sensor is connected with a data acquisition board; the data acquisition board is vertically arranged in the shell; the data acquisition board is connected with the wireless transmission module and transmits the acquired ship position information to the relay station through the wireless transmission module.
In the prior art, ship berthing identification mainly depends on an AIS system, ship navigation information is broadcasted to adjacent ships through a Very High Frequency (VHF) channel by existing AIS equipment, along with the continuous improvement of the demand of data communication on water in recent years, the increase of the demand of communication of the AIS equipment in the VHF Frequency band causes the AIS equipment to become Very crowded in the usable Frequency band, especially the problems of information blockage and the like occur in some busy ports and narrow water areas (such as inland rivers or harbor area channels), the communication efficiency of the AIS equipment is seriously influenced, and the phenomenon that broadcasting is delayed or even cannot be transmitted often occurs; in addition, each AIS device needs to perform communication broadcasting through a high-power VHF antenna, the broadcasting distance of the AIS device needs to be guaranteed to reach 15km, and a ship needs to be provided with a regulated power supply of more than 12A to guarantee the normal operation of the AIS device, so that for some small ships sailing in rivers or reservoirs, the AIS device is difficult to be equipped due to the limitation of self conditions, and the application of the AIS device in navigation aid and supervision management of the small ships is limited; in addition, the construction and operation costs of AIS shore are also increased due to power consumption problems, which also limits the further spread of AIS.
In order to solve the problems, the utility model provides an automatic detection and identification device for ship berthing, which is characterized in that a plurality of detectors are arranged, and a radar sensor in each detector is utilized to realize the full coverage of a berth-holding area; by using a private network to connect the detector and the relay station, the detector can perform high-speed stable data transmission under the network, and the relay station can also stably configure the detector under the network and receive the message returned by the detector immediately; the public network communication module is connected with the detectors at the same time, so that the relay station can conveniently and uniformly manage all the detectors connected below the relay station, and synchronous sampling signals can be sent through the detectors connected with the public network, so that the data time of the radar station in the same uploading period is kept consistent; through setting up the casing, can protect inside radar sensor, wireless transmission module and data acquisition board etc. prevent that it from being corroded by the environment.
Preferably, an acceleration sensor used for monitoring the inclination angle state of the detector is arranged in the shell, the acceleration sensor is perpendicular to the data acquisition board, and the acceleration sensor is connected with the data acquisition unit. Further, the acceleration sensor is a JY61P sensor. By arranging the acceleration sensor, the inclination angle state of the detector can be accurately sensed, and the detector can be conveniently and timely adjusted, so that the reliability of a detection result is ensured.
Preferably, a temperature and humidity sensor and an alarm are arranged in the shell, the temperature and humidity sensor and the alarm are both connected with the data acquisition board, and when the temperature and humidity sensor senses that the temperature and humidity are abnormal, the data acquisition board controls the alarm to give an alarm. The dock environment is wet, and in order to ensure the reliability of a detection result, the shell needs to be waterproof and the interior is sealed and dry, so that the temperature and humidity sensor and the alarm are matched for use, and if the shell is complete, the change of the internal relative humidity is small; if the shell is damaged or the sealing treatment fails, the relative humidity in the detector can be obviously changed, and when the relative humidity exceeds a certain value, the alarm is triggered to give an alarm. Meanwhile, the temperature and humidity sensor also monitors the temperature change in the shell, and when the temperature is higher than a certain temperature or lower than the certain temperature, the alarm is triggered to give an alarm, and data acquisition is suspended.
Preferably, an observation window is arranged on one side of the shell facing the ship, and the radar sensor is arranged close to the observation window; the rear end of the shell is provided with a waterproof power supply connector. Furthermore, the observation window is made of PBT material. The observation window is arranged to avoid the influence of metal materials on the radar sensor signal, and the detection precision is further improved.
Preferably, a power supply unit is arranged in the shell and is connected with the acceleration sensor, the temperature and humidity sensor, the alarm and the wireless transmission module through the data acquisition board; the power supply unit is connected with the waterproof power supply connector. In fact, the power supply unit supplies power to the data acquisition board, the acceleration sensor, the temperature and humidity sensor, the alarm and the wireless transmission module in the shell at the same time, so that other modules are supplied with power through the data acquisition board, and the purpose of controlling the working state of each module through the data acquisition board is achieved.
Preferably, an emergency power supply module is arranged in the shell; the data acquisition board with the emergency power supply module links to each other, the control pin of data acquisition board with the power supply unit links to each other in order to monitor the level state of power supply unit, when control module detects when the power supply unit level disappears, control the emergency power supply module supplies power. Through setting up emergency power supply module, can continue to work when emergency such as power failure appears, maintain for the maintenance personal and maintain the time of providing. When the power supply unit has power failure, the emergency power supply module continues to supply power through the data acquisition board, and at the moment, the data acquisition board closes all other modules except the wireless transmission module and the radar sensor and transmits external power loss information when waiting for the next time of transmitting data by the roll name of the relay station.
Preferably, the power supply unit is an alternating current power supply, a solar power supply or a storage battery power supply, and a power supply conversion unit is arranged between the power supply unit and the data acquisition board.
Preferably, a current sensor is arranged between the power supply unit and the data acquisition board. The input current of the system is detected by using the current sensor, whether the power consumption of the system is in a normal range or not is judged, if the power consumption is too high, the condition that components are damaged or the system is short-circuited is possible to occur, at the moment, the detector can send the information of the too high power consumption when state information is uploaded next time, and maintenance personnel can maintain the detector in time.
Preferably, the radar sensor is a millimeter wave radar. In fact, can also survey through camera, laser radar etc. but traditional camera control receives adverse circumstances such as rain, snow, fog, haze and sand and dust storm to influence greatly, and image quality can not guarantee. The laser radar detects through emitting a light beam, and has the defects of narrow detection range, weak penetrating power, large influence of severe environments such as rain, snow, fog, haze and sand storm, exposed installation and the like. Compared with AIS, video monitoring and other modes, the millimeter wave radar detects ship berthing and has the advantages of strong real-time performance, accurate detection, no weather influence, small data volume, strong concealment and the like.
Preferably, the shell is made of super-hard aluminum alloy, and a protective layer is sprayed on the surface of the shell. The material has light weight, and the surface of the material is sprayed, so that the material can prevent corrosion and prolong the service life.
Preferably, the wireless communication module is an AS69-T20 wireless module. The wireless module has strong adaptability and stable transmission.
The utility model also provides an automatic detection and identification method for ship berthing, which is used for detecting and identifying the ship berthing by applying the automatic detection and identification device for the ship berthing.
Preferably, the automatic monitoring and identifying method comprises the following steps: establishing a coordinate system by taking the position of the detector as a geometric origin, and setting scanning time;
continuously scanning the scanning identification area according to the scanning time, and receiving radar wave signals reflected by the ship;
and extracting the motion condition of the ship and the position and the direction relative to the wharf through the received radar wave signals.
The automatic detection and identification method can receive the radar signal reflected by the ship in time by continuously scanning the berthing area of the wharf, so that the distance and the angle between the ship and the wharf can be known, early warning information can be obtained by calculation conveniently, the ship can be assisted to berth or alarm under abnormal conditions, the method is simple to operate, and the identification result is accurate and reliable.
Compared with the prior art, the utility model has the beneficial effects that:
(1) the automatic detection and identification device provided by the utility model is provided with a plurality of detectors, and the radar sensors in the detectors are utilized to realize the full coverage of the coded head parking area;
(2) by using a private network to connect the detector and the relay station, the detector can perform high-speed stable data transmission in the network, and the relay station can also stably configure the detector in the network and receive the message returned by the detector immediately, so that the data packet loss can be effectively prevented;
(3) the public network communication module is connected with the detectors at the same time, so that the relay station can conveniently and uniformly manage all the detectors connected below the relay station, and synchronous sampling signals can be sent through the detectors connected with the public network, so that the data time of the radar station in the same uploading period is kept consistent;
(4) through setting up the casing, can protect inside radar sensor, wireless transmission module and data acquisition board etc. prevent that it from being corroded by the environment.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the utility model. Also, like reference numerals are used to refer to like parts throughout the drawings. In the drawings:
fig. 1 is a schematic structural diagram of an automatic detection and identification device for ship berthing according to an embodiment of the present invention;
FIG. 2 is a schematic structural diagram of a casing of a probe according to an embodiment of the present invention;
fig. 3 is a schematic diagram of connections between modules in a detector according to an embodiment of the present invention.
Wherein:
10-a relay station; 20-public network communication module;
30-a detector; 301-a housing;
302-observation window; 303-a power supply unit;
304-a power conversion unit; 305-a current sensor;
306-emergency power supply module; 307-radar sensors;
308-data acquisition board; 309-a wireless transmission module;
310-an acceleration sensor; 311-temperature and humidity sensor;
312-alarm.
Detailed Description
The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings and the detailed description, but those skilled in the art will understand that the following described embodiments are some, not all, of the embodiments of the present invention, and are only used for illustrating the present invention, and should not be construed as limiting the scope of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention. The examples, in which specific conditions are not specified, were conducted under conventional conditions or conditions recommended by the manufacturer. The reagents or instruments used are not indicated by the manufacturer, and are all conventional products available commercially.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; 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 in specific cases to those skilled in the art.
In order to more clearly illustrate the technical solution of the present invention, the following description is made in the form of specific embodiments.
Examples
Referring to fig. 1 to 3, the present embodiment provides an automatic detection and identification device for ship berthing, which is disposed on a dock, and includes: the detector 30, the public network communication module 20 and the relay station 10; the detector 30 is a plurality of detectors, and the detectors 30 are distributed at the wharf to realize full coverage of the wharf docking area; the plurality of detectors 30 are respectively connected with the relay station 10 through private network communication so as to transmit the data acquired by the detectors 30 to the relay station 10; the detector 30 is connected with a plurality of detectors 30 through the public network communication module 20 to realize the uniform configuration of the plurality of detectors 30;
as shown in fig. 2, the probe 30 includes a housing 301, a view window 302 is provided on a side of the housing 301 facing the ship, and a radar sensor 307 is provided near the view window 302; the rear end of the housing 301 is provided with a waterproof power connector. The casing 301 is made of super hard aluminum alloy, and a protective layer is sprayed on the surface of the casing 301 to prevent corrosion. In order to avoid the influence of the metal material on the signal of the radar sensor 307, the observation window 302 is made of PBT.
As shown in fig. 3, a radar sensor 307 and a wireless transmission module 309 for detecting ship position information are arranged in the housing 301; the radar sensor 307 is connected with a data acquisition board 308; the data acquisition board 308 is vertically arranged in the shell 301; the data acquisition board 308 is connected to the wireless transmission module 309 and transmits the acquired ship position information to the relay station 10 through the wireless transmission module 309. The radar sensor 307 may be a camera, a lidar or a millimeter wave radar. In this embodiment, the radar sensor 307 employs a millimeter wave radar. The wireless communication module is an AS69-T20 wireless module.
Specifically, an acceleration sensor 310 for monitoring the tilt angle state of the detector 30 is arranged in the housing 301, the acceleration sensor 310 is arranged perpendicular to the data acquisition board 308, and the acceleration sensor 310 is connected with the data acquisition board. In the present embodiment, the acceleration sensor 310 is a JY61P sensor.
In order to ensure the waterproof effect of the shell 301 and the dryness of the closed environment inside the shell 301, a temperature and humidity sensor 311 and an alarm 312 are arranged in the shell 301, and the temperature and humidity sensor 311 and the alarm 312 are both connected with the data acquisition board 308. When the device works, the change of the internal relative humidity is small under the condition that the shell is complete; if the housing is damaged or the sealing process fails, the relative humidity inside the detector 30 will change significantly, and when a certain value is exceeded, the alarm 312 is triggered to give an alarm. Meanwhile, the temperature and humidity sensor 311 will monitor the temperature change inside the casing 301, and when the temperature exceeds a certain temperature or is lower than a certain temperature, the alarm 312 is triggered to alarm and data acquisition is suspended.
In this embodiment, a power supply unit 303 is further disposed in the housing 301, and the power supply unit 303 is connected to the acceleration sensor 310, the temperature and humidity sensor 311, the alarm 312 and the wireless transmission module 309 through the data acquisition board 308; the power supply unit 303 is connected to a waterproof power supply connector. In fact, the power supply unit 303 supplies power to the data acquisition board 308, the acceleration sensor 310, the temperature and humidity sensor 311, the alarm 312, and the wireless transmission module 309 in the casing 301 at the same time, so that the data acquisition board 308 supplies power to other modules, and the purpose of controlling the operating state of each module is to control the operating state of each module through the data acquisition board 308. The connection between the data acquisition board 308 and the acceleration sensor 310, the temperature and humidity sensor 311, the alarm 312 and the wireless transmission module 309 actually includes both circuit connection and data and control connection, so that the data acquisition board 308 can acquire data of each module in time and control power supply of each module. The power supply unit 303 is an alternating current power supply, a solar power supply or a storage battery power supply, and a power conversion unit 304 is arranged between the power supply unit 303 and the data acquisition board 308. In this embodiment, the power supply unit 303 is an ac power supply, and is connected to an external 220V ac power through a waterproof power connector provided on the housing 301, and is transformed into 12V through the power conversion unit 304.
Specifically, a current sensor 305 is disposed between the power supply unit 303 and the data acquisition board 308. The current sensor 305 is used for detecting the input current of the system, whether the power consumption of the system is in a normal range is judged, if the power consumption is too high, the condition that components are damaged or the system is short-circuited may occur, and at the moment, the detector 30 sends information of the too high power consumption when uploading state information next time, so that maintenance personnel can maintain the detector 30 in time. The current sensor 305 in this embodiment is an ACS 712.
In addition, an emergency power supply module 306 is arranged in the shell 301; the data acquisition board 308 is connected to the emergency power module 306, and a control pin of the data acquisition board 308 is connected to the power supply unit 303 to monitor a level state of the power supply unit 303. In fact, the voltage of the power supply unit 303 disappears, the internal emergency lithium battery starts to supply power through the PMOS transistor, and the GPIO pin of the data acquisition board 308 is connected to the positive electrode of the power supply unit 30312V rectified by the voltage dividing and diode. At this time, the data acquisition board 308 turns off all the modules except the wireless transmission module 309 and the radar sensor 307, and waits for the next time the relay station 10 calls for data transmission, to transmit the external power loss information.
The working principle of the automatic detection and identification device for ship berthing of the embodiment is as follows: before working, the relay station 10 performs unified configuration on variables such as the working state, the sampling times, the public network address and the like of the detector 30 through the public network, and simultaneously sends synchronous sampling signals to the detector 30, so that the data time of the multiple detectors 30 in the same uploading period is kept consistent;
during working, a coordinate system is established by taking the position of the detector 30 as a geometric origin, and scanning time is set;
then, continuously scanning the scanning identification area according to the scanning time, and receiving radar wave signals reflected by the ship;
and finally, extracting the motion condition of the ship and the position and the direction relative to the wharf through the received radar wave signals. The extracted resultant information is transmitted to the relay station 10 through the wireless transmission module 309 using a private network.
In a word, the automatic detection and identification device for ship berthing is simple in overall structure, convenient to install, capable of detecting the ship body in time, high in detection precision, reliable in result, capable of eliminating the influence of water waves and sea waves, and capable of transmitting monitoring data stably and reliably.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the utility model has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (8)
1. An automatic detection and identification device for ship berthing is arranged on a wharf and comprises: the system comprises a detector, a public network communication module and a relay station; the plurality of detectors are respectively connected with the relay station through private network communication so as to transmit the data acquired by the detectors to the relay station; the detector is connected with the plurality of detectors through the public network communication module so as to realize the uniform configuration of the plurality of detectors; a plurality of detectors are distributed at the wharf to realize full coverage of the wharf docking area;
the detector comprises a shell, wherein a radar sensor and a wireless transmission module for detecting ship position information are arranged in the shell; the radar sensor is connected with a data acquisition board; the data acquisition board is vertically arranged in the shell; the data acquisition board is connected with the wireless transmission module and transmits the acquired ship position information to the relay station through the wireless transmission module.
2. The automatic detection and identification device for ship berthing of claim 1, wherein an acceleration sensor for monitoring the inclination angle state of the detector is arranged in the shell, the acceleration sensor is arranged perpendicular to the data acquisition board, and the acceleration sensor is connected with the data acquisition board.
3. The automatic detection and identification device for ship berthing according to claim 2, wherein a temperature and humidity sensor and an alarm are arranged in the shell, the temperature and humidity sensor and the alarm are both connected with the data acquisition board, and when the temperature and humidity sensor senses temperature and humidity abnormality, the data acquisition board controls the alarm to give an alarm.
4. The automatic detection and recognition device for ship berthing according to claim 3, wherein a side of the housing facing a ship is provided with an observation window, and the radar sensor is disposed near the observation window; the rear end of the shell is provided with a waterproof power supply connector.
5. The automatic detection and identification device for ship berthing according to claim 4, characterized in that a power supply unit is arranged in the shell and connected with the acceleration sensor, the temperature and humidity sensor, the alarm and the wireless transmission module through the data acquisition board; the power supply unit is connected with the waterproof power supply connector.
6. The automatic detection and identification device for berthing of a ship according to claim 5, characterized in that an emergency power supply module is arranged in the housing; the data acquisition board with the emergency power supply module links to each other, the control pin of data acquisition board with the power supply unit links to each other in order to monitor the level state of power supply unit, when the control pin detects the power supply unit level disappears, control the emergency power supply module supplies power.
7. The automatic detection and identification device for ship berthing according to claim 5, wherein the power supply unit is an alternating current power supply, a solar power supply or a storage battery power supply, and a power supply conversion unit is arranged between the power supply unit and the data acquisition board.
8. The automatic detection and identification device for ship berthing of claim 5, wherein a current sensor is arranged between the power supply unit and the data acquisition board.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113702976A (en) * | 2021-08-20 | 2021-11-26 | 河北环鼎石油设备有限责任公司 | Automatic detection and identification device and identification method for ship berthing |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113702976A (en) * | 2021-08-20 | 2021-11-26 | 河北环鼎石油设备有限责任公司 | Automatic detection and identification device and identification method for ship berthing |
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