Rotor operation control method of magnetic drive conveying system and related equipment

Abstract

The embodiment of the invention provides a rotor operation control method of a magnetic drive conveying system and related equipment, and the method comprises the steps: obtaining the real-time position data and the real-time motion state data of a rotor when the rotor is driven to or located in a cutting region; according to the real-time position data and the real-time motion state data, the estimated brake position of the rotor is obtained; position range comparison is carried out based on the rotor size parameters of the rotor and the estimated braking position and the area boundary range of the cut-off area, and when it is represented that the rotor exceeds the area boundary range, braking control is carried out on the rotor; the range comparison result represents that when the rotor does not reach the region boundary range based on the estimated braking position, the rotor is located in the region boundary range after braking control; when acceleration control or weakening brake control is performed on the rotor, the rotor is enabled to be located in the area boundary range after the acceleration control or the weakening brake control, so that the operation reliability and safety of the magnetic drive conveying system during cutting operation are improved.

Description

Methods and related equipment for the movement control of magnetic drive conveyor systems Technical Field

[0001] This application relates to the field of control technology, and in particular to a method and related equipment for controlling the movement of a mover in a magnetic drive conveyor system. Background Technology

[0002] In intelligent logistics and flexible manufacturing systems, magnetic drive conveyor technology, with its high speed, high acceleration, and independently controllable movers, has gradually replaced traditional belt or chain conveyor lines, becoming the preferred solution in fields such as lithium battery manufacturing, semiconductor packaging, and biopharmaceutical filling. In actual production scenarios, magnetic drive conveyor tracks are often equipped with various functional 'separation zones,' such as maintenance areas for removing faulty movers from the main line, switch areas for changing operating paths, or stopping stations for specific processes, thereby improving production continuity and versatility. To further ensure production continuity and safety, magnetic drive conveyor systems require precise control to decelerate the movers from high-speed operation and bring them to a complete stop within this separation zone. In related technologies, the stopping control of magnetic drive conveyor systems typically employs a classic 'position-speed' dual closed-loop PID control strategy. The controller monitors the center point position of the mover in real time, and when it detects that the mover's center point has reached a preset deceleration trigger point, it brakes according to a preset fixed deceleration curve until the mover's speed drops to zero.

[0003] However, traditional control logic typically simplifies the mover to a 'point mass' model, using only the geometric center or magnetic pole center of the mover as a position reference, while ignoring the mover's own physical dimensions. Furthermore, since the space in the cut-off area is usually limited, this 'point mass' control is prone to the phenomenon of 'ignoring the tail,' meaning that although the mover's center point is located within the area, the head of the mover may have already crossed the downstream boundary and collided, or the tail of the mover may not have passed the upstream boundary and thus block subsequent movers on the main line, causing serious mechanical interference or traffic congestion. As a result, the existing magnetic drive conveyor system's mover braking operation control scheme for the cut-off area has low reliability and safety. Summary of the Invention

[0004] This application provides a method and related equipment for controlling the movement of a mover in a magnetic drive conveyor system, which can improve reliability and safety when braking the mover in the cut-off area of ​​the magnetic drive conveyor system.

[0005] To achieve the above objectives, a first aspect of this application proposes a method for controlling the movement of a mover in a magnetic drive conveyor system. The magnetic drive conveyor system includes a magnetic drive conveyor track and a mover. A shearing zone is provided on the magnetic drive conveyor track, and the mover runs on the magnetic drive conveyor track. The method includes: when the mover moves toward or is in the shearing zone, acquiring real-time position data and real-time motion state data of the mover; calculating an estimated braking position of the mover based on the real-time position data and the real-time motion state data; and calculating an estimated braking position of the mover based on the mover size parameters and the estimated braking position. The position is compared with the boundary range of the cut-off area to obtain a range comparison result. When the range comparison result indicates that the mover exceeds the boundary range of the area based on the estimated braking position, braking control is applied to the mover so that the mover is within the boundary range of the area after braking control. When the range comparison result indicates that the mover does not reach the boundary range of the area based on the estimated braking position, acceleration control or reduced braking control is applied to the mover so that the mover is within the boundary range of the area after acceleration control or reduced braking control.

[0006] In some embodiments, the step of obtaining the region boundary range of the cut-off region includes: obtaining the initial region boundary range of the cut-off region and obtaining the number of movers in the cut-off region; when the number of movers exceeds a preset number threshold, calculating a boundary offset based on the number of movers; updating the initial starting point coordinates of the initial region boundary range based on the boundary offset to obtain the region boundary range.

[0007] In some embodiments, calculating the boundary offset based on the number of movers includes: obtaining an excess number of movers based on the difference between the number of movers and the preset number threshold; and obtaining the boundary offset based on the product of a unit boundary offset step size and the excess number of movers, wherein the unit boundary offset step size is determined based on the mover length of the movers.

[0008] In some embodiments, the real-time motion state data includes the real-time acceleration, real-time velocity, and commanded thrust value of the mover. The step of calculating the estimated braking position of the mover based on the real-time position data and the real-time motion state data includes: determining the theoretical acceleration corresponding to the commanded thrust value; obtaining a running resistance compensation coefficient based on the deviation between the real-time acceleration and the theoretical acceleration; calculating an estimated braking distance based on the real-time velocity and the real-time acceleration; correcting the estimated braking distance based on the running resistance compensation coefficient to obtain the corrected braking distance; and determining the estimated braking position based on the real-time position data and the corrected braking distance.

[0009] In some embodiments, determining the theoretical acceleration corresponding to the commanded thrust value includes: obtaining the nominal friction force and the mass of the mover; and obtaining the theoretical acceleration by dividing the difference between the commanded thrust value and the nominal friction force by the mass of the mover.

[0010] In some embodiments, obtaining the running resistance compensation coefficient based on the deviation between the real-time acceleration and the theoretical acceleration includes: performing low-pass filtering on the deviation between the real-time acceleration and the theoretical acceleration to obtain a smoothed deviation value; multiplying the smoothed deviation value by a preset conversion gain coefficient to obtain a preliminary compensation coefficient; using the preliminary compensation coefficient as the running resistance compensation coefficient when it is within a preset safety threshold range; and determining the boundary value of the preset safety threshold range that is close to the preliminary compensation coefficient as the running resistance compensation coefficient when it is outside the preset safety threshold range.

[0011] In some embodiments, the step of comparing the position range based on the mover size parameters and the estimated braking position with the region boundary range of the cut-off area to obtain a range comparison result includes: calculating the braking position range of the mover based on the mover length of the mover size parameters and the estimated braking position; and comparing the braking position range with the region boundary range to obtain the range comparison result.

[0012] In some embodiments, the braking control of the mover includes: determining a target braking distance based on the region boundary range and the real-time position data; planning an S-shaped speed braking curve based on the target braking distance and the maximum jerk and maximum acceleration of the mover; generating a corresponding braking control command based on the S-shaped speed braking curve; and controlling the mover to perform deceleration operation control based on the braking control command.

[0013] To achieve the above objectives, a second aspect of this application provides a mover operation control device for a magnetic drive conveyor system. The magnetic drive conveyor system includes a magnetic drive conveyor track and a mover. A separation zone is provided on the magnetic drive conveyor track, and the mover runs on the magnetic drive conveyor track. The device includes: an acquisition module, used to acquire real-time position data and real-time motion state data of the mover when the mover approaches or is in the separation zone; a braking position determination module, used to calculate an estimated braking position of the mover based on the real-time position data and the real-time motion state data; and a range comparison module, used to compare the mover's size parameters with the range of the mover. The estimated braking position is compared with the boundary range of the cut-off area to obtain a range comparison result; a first control module is used to perform braking control on the mover when the range comparison result indicates that the mover exceeds the boundary range based on the estimated braking position, so that the mover is within the boundary range of the area after braking control; a second control module is used to perform acceleration control or deceleration control on the mover when the range comparison result indicates that the mover does not reach the boundary range of the area based on the estimated braking position, so that the mover is within the boundary range of the area after acceleration control or deceleration control.

[0014] To achieve the above objectives, a third aspect of this application provides a magnetic drive motor conveying system, which includes a conveying line body formed by sequentially splicing multiple stators along the conveying line direction, a mover magnetically coupled to the stators, and a servo control component. The servo control component includes a processor and a memory; wherein the memory stores a computer program adapted to be loaded by the processor and executed as described in the first aspect, which is a mover operation control method for the magnetic drive conveying system.

[0015] To achieve the above objectives, a fourth aspect of the present application provides a storage medium, which is a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, it implements the mover operation control method of the magnetic drive conveyor system described in the first aspect.

[0016] This application proposes a method and related equipment for controlling the movement of a mover in a magnetic drive conveyor system. The magnetic drive conveyor system includes a magnetic drive conveyor track and a mover. A separation zone is provided on the magnetic drive conveyor track, and the mover runs on the magnetic drive conveyor track. The method includes: First, when the mover moves toward or is in the separation zone, acquiring real-time position data and real-time motion state data of the mover; then, calculating the estimated braking position of the mover based on the real-time position data and real-time motion state data; next, comparing the position range based on the mover's size parameters and the estimated braking position with the boundary range of the separation zone to obtain a range comparison result; then, when the range comparison result indicates that the mover exceeds the boundary range based on the estimated braking position, braking control is applied to the mover so that the mover is within the boundary range after braking control; conversely, when the range comparison result indicates that the mover does not reach the boundary range based on the estimated braking position, acceleration control or reduced braking control is applied to the mover so that the mover is within the boundary range after acceleration control or reduced braking control. This application introduces a joint verification mechanism for the mover size parameters and the estimated braking position. By performing feedforward prediction based on the mover's physical dimensions and real-time motion state before the mover stops, it is possible to accurately identify whether there is a spatial risk of the mover 'head overrunning the boundary' or 'tail lingering on the main line' at the moment of future stopping. Furthermore, based on this range comparison result, a bidirectional correction strategy can be adaptively executed: when overshoot is predicted, braking control is enhanced to prevent mechanical collision; when the prediction is not met, braking control is accelerated or weakened to ensure proper placement. This control logic overcomes the shortcomings of traditional methods that 'take the head but not the tail,' ensuring that the mover can be completely and safely stored within the limited separation area space, effectively avoiding equipment damage or production line traffic congestion caused by improper parking, thereby significantly improving the operational reliability and safety of the magnetic drive conveyor system during separation operations.

[0017] Other features and advantages of this application will be set forth in the description which follows, and will be apparent in part from the description, or may be learned by practicing the application. The objectives and other advantages of this application may be realized and obtained by means of the structures particularly pointed out in the description, claims and drawings. Attached Figure Description

[0018] Figure 1 is a schematic diagram of a magnetic drive conveying system provided in an embodiment of this application.

[0019] Figure 2 is a flowchart of a mover operation control method for a magnetic drive conveyor system provided in another embodiment of this application.

[0020] Figure 3 is a flowchart of obtaining the boundary range of a cut-off region according to another embodiment of this application.

[0021] Figure 4 is a flowchart of step 301 in Figure 3.

[0022] Figure 5 is a flowchart of step 202 in Figure 2.

[0023] Figure 6 is a flowchart of step 501 in Figure 5.

[0024] Figure 7 is a flowchart of step 502 in Figure 5.

[0025] Figure 8 is a flowchart of step 203 in Figure 2.

[0026] Figure 9 is a flowchart of step 204 in Figure 2.

[0027] Figure 10 is a schematic diagram of the logic flow of a moving part control method for a magnetic drive conveyor system according to another embodiment of this application.

[0028] Figure 11 is a schematic diagram of the structure of the mover operation control device of a magnetic drive conveyor system provided in another embodiment of this application.

[0029] Figure 12 is a structural schematic diagram of a magnetic drive motor conveying system provided in another embodiment of this application. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0031] It should be noted that although functional modules are divided in the device schematic diagram and the logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in a different order than the module division in the device or the order in the flowchart.

[0032] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0033] In intelligent logistics and flexible manufacturing systems, magnetic drive conveyor technology, with its high speed, high acceleration, and independently controllable movers, has gradually replaced traditional belt or chain conveyor lines, becoming the preferred solution in fields such as lithium battery manufacturing, semiconductor packaging, and biopharmaceutical filling. In actual production scenarios, magnetic drive conveyor tracks are often equipped with various functional 'separation zones,' such as maintenance areas for removing faulty movers from the main line, switch areas for changing operating paths, or stopping stations for specific processes, thereby improving production continuity and versatility. To further ensure production continuity and safety, magnetic drive conveyor systems require precise control to decelerate the movers from high-speed operation and bring them to a complete stop within this separation zone. In related technologies, the stopping control of magnetic drive conveyor systems typically employs a classic 'position-speed' dual closed-loop PID control strategy. The controller monitors the center point position of the mover in real time, and when it detects that the mover's center point has reached a preset deceleration trigger point, it brakes according to a preset fixed deceleration curve until the mover's speed drops to zero.

[0034] However, traditional control logic typically simplifies the mover to a 'point mass' model, using only the geometric center or magnetic pole center of the mover as a position reference, while ignoring the mover's own physical dimensions. Furthermore, since the space in the cut-off area is usually limited, this 'point mass' control is prone to the phenomenon of 'ignoring the tail,' meaning that although the mover's center point is located within the area, the head of the mover may have already crossed the downstream boundary and collided, or the tail of the mover may not have passed the upstream boundary and thus block subsequent movers on the main line, causing serious mechanical interference or traffic congestion. As a result, the existing magnetic drive conveyor system's mover braking operation control scheme for the cut-off area has low reliability and safety.

[0035] To improve reliability and safety when braking the mover in the separation area of ​​a magnetic drive conveyor system, this application introduces a joint verification mechanism of mover size parameters and estimated braking position. By performing feedforward prediction based on the mover's physical dimensions and real-time motion state before the mover stops, it is possible to accurately identify the spatial risks of the mover 'head overrunning the boundary' or 'tail lingering on the main line' at the moment of future stopping. Based on this range comparison result, a bidirectional correction strategy can be adaptively executed: when overshoot is predicted, braking control is enhanced to prevent mechanical collision; when the prediction is not met, braking control is accelerated or weakened to ensure proper placement. This control logic overcomes the shortcomings of traditional methods that 'take the head but not the tail,' ensuring that the mover can be completely and safely stored within the limited separation area space, effectively avoiding equipment damage or production line traffic congestion caused by improper parking, thereby significantly improving the operational reliability and safety of the magnetic drive conveyor system during separation operations.

[0036] The following will further describe the mover operation control method and related equipment of the magnetic drive conveyor system provided in the embodiments of this application. First, the magnetic drive conveyor system implementing the mover operation control method of this magnetic drive conveyor system will be described. Referring to Figure 1, it is a structural schematic diagram of a magnetic drive conveyor system provided in an embodiment of this application. As shown in Figure 1, the magnetic drive conveyor system mainly consists of a magnetic drive conveyor track (stator part) and a mover. The magnetic drive conveyor track is internally equipped with an electromagnetic coil array to generate a traveling wave magnetic field; the bottom of the mover is provided with a permanent magnet assembly, which is suspended or supported by the force of magnetic field coupling and runs on the magnetic drive conveyor track.

[0037] Within the magnetic drive conveyor track, there are specific sections designated as separation zones. These zones typically serve as extensions, branches, maintenance stations, or specific process handling stations of the main track. Understanding this, the separation zone is a specific functional section in the magnetic drive conveyor system, independent of the high-speed main line, primarily used for diverting, buffering, or fixing the movement of vehicles. Specifically, it can serve as a maintenance buffer zone to remove faulty vehicles from the main line to avoid traffic congestion, a switchover area for path switching and material sorting, or a precision machining station for vehicles to briefly stop and perform specific process steps. Within this zone, vehicles need to switch from high-speed operation to precise deceleration to ensure safe and complete separation from the main line traffic flow and parking within a defined spatial area.

[0038] As shown in Figure 1, the mover travels in the direction indicated by the arrow. When it travels toward or enters the cut-off area, the system will perform high-precision position prediction and docking control on the mover to ensure that the mover can be safely and completely 'cut off' into the specific area and avoid interference with the movers on the main line or other parallel tracks.

[0039] Based on the magnetic drive conveyor system described above, the mover operation control method of the magnetic drive conveyor system in the embodiments of this application will be specifically described below. Referring to Figure 2, an optional flowchart of the mover operation control method of the magnetic drive conveyor system provided in the embodiments of this application is shown. The method in Figure 2 may include, but is not limited to, steps 201 to 205. It is also understood that this embodiment does not specifically limit the order of steps 201 to 205 in Figure 2, and the order of steps can be adjusted or some steps can be reduced or added according to actual needs. The mover operation control method of the magnetic drive conveyor system provided in the embodiments of this application can be applied to control systems (such as smart terminals, servers, computers, etc.) connected to the magnetic drive conveyor track.

[0040] Step 201: When the mover is moving toward or in the shear zone, acquire the real-time position data and real-time motion state data of the mover.

[0041] Step 201 will be described in detail below.

[0042] In some embodiments, when a mover running on the magnetic drive conveyor rail approaches or is in the cut-off zone, in order to improve the reliability and safety of the mover operation control, it is first necessary to acquire the real-time position data and real-time motion state data of the mover. Specifically, at this time, it is necessary to collect the feedback information of the mover in real time through sensors (such as linear Hall sensors, magnetic scales, or encoders) arranged on the magnetic drive conveyor rail. Here, the "cut-off zone" refers to a pre-set independent functional section on the magnetic drive conveyor rail for the mover to stop, sort, repair, or perform specific process actions, which usually has a clear spatial boundary.

[0043] "Real-time motion state data" refers to the set of parameters characterizing the motion characteristics of the mover at the current instant, typically including but not limited to the mover's real-time velocity, real-time acceleration, and current direction of motion; "real-time position data" precisely reflects the absolute coordinates of the mover in the orbital coordinate system. This step provides the necessary data foundation for subsequent prediction and control.

[0044] It is understandable that this application enables the modular design of the magnetic drive conveyor track, which includes a main line, a separation area, and N parallel branch sections, by setting a separation area on the magnetic drive conveyor track (as shown in Figure 1, the main line on the left, the separation area in the middle, and the three branch sections on the right). The branch sections and the main line achieve physical and control logic linkage through the separation area—the mover can switch autonomously between the main line and the branch sections without manual intervention or mechanical modification.

[0045] In addition, each branch section can be configured with workstations independently (such as repeatedly setting up time-consuming processing workstations). By pre-setting workstation priority rules (such as based on the target workstation of the mover and the current section load rate), the processing sections of the mover can be dynamically allocated, avoiding the contradiction of single-workstation congestion and multiple-workstation idleness in traditional production lines.

[0046] In addition, the starting and ending points of the cut-off area are not fixed physical coordinates, but are dynamically generated safety boundaries by preset mover size parameters and braking distance. For example, when the mover size or running speed changes, the controller automatically adjusts the effective range of the cut-off area to ensure that the boundary matches the mover's motion state in real time, thus solving the problem that traditional fixed boundaries are prone to collisions or wasted space.

[0047] Understandably, the reason the boundary of the cut-off area can be flexibly adjusted lies in the physical basis of the discrete, modular stator design adopted by the magnetic drive transport track. Specifically, the magnetic drive transport track is not a single, continuous whole, but rather composed of numerous independent stator coil modules connected in series. This makes the 'area boundary' essentially an 'electronic fence' defined by the controller through logical mapping, rather than an immutable rigid mechanical limit. Therefore, the controller can dynamically change the logical affiliation of stator modules based on real-time operating conditions (such as the number of stator queues)—for example, temporarily assigning one or more upstream stator modules originally belonging to the main line to the control sequence of the cut-off area, thereby achieving seamless boundary extension at the electrical control level. Furthermore, mechanically, the cut-off area can also be configured to include movable ferry segments or a combined track structure. By mechanically changing the number of ferry segments participating in docking, or adjusting the overlap length between the ferry segments and the main line, the system can directly change the effective load-bearing range of the cut-off area in physical space, thus providing a solid hardware and control foundation for the flexible adjustment of the aforementioned boundary.

[0048] The following section will further describe how to determine the real-time boundary range of the cut-off region.

[0049] Referring to Figure 3, the steps for obtaining the boundary range of the cut-off area include steps 301 to 303.

[0050] Step 301: Obtain the initial boundary range of the cut-off region and the number of movers within the cut-off region.

[0051] Step 302: When the number of movers exceeds a preset threshold, the boundary offset is calculated based on the number of movers.

[0052] Steps 301 to 302 are described in detail below.

[0053] In some embodiments, to obtain a suitable boundary range of the cut-off region, the initial boundary range of the cut-off region is first obtained, as well as the number of movers within the cut-off region at the current moment. Specifically, the control system first reads the configuration parameters stored in the controller to determine the physical spatial boundary of the cut-off region under standard congestion-free conditions, i.e., the "initial boundary range"; this range is typically defined by the coordinates of an initial starting point (denoted as ) defined along the track running direction. The control system, defined by the coordinates of the starting point and the endpoint, uses feedback from sensors on the track or area management logic to count in real time the number of moving parts currently at the entrance of the cut-off area or queuing or operating within the cut-off area; this is known as the "number of moving parts" (denoted as ). This parameter directly quantifies the load congestion level of the current workstation.

[0054] When the number of movers exceeds a preset threshold, the boundary offset is calculated based on the number of movers. This step is the decision-making stage that triggers the dynamic defense mechanism. The system will collect the number of movers in real time. And the preset quantity threshold (denoted as ) for comparison; if This indicates that the current area is congested and the buffer space needs to be expanded. At this point, the system calculates the distance the collision avoidance boundary needs to be extended forward based on the excess number of moving parts, i.e., the "boundary offset" (denoted as ). ), as described in detail below.

[0055] Referring to Figure 4, the boundary offset is calculated based on the number of movers, including the following steps 401 to 402.

[0056] Step 401: Obtain the excess number of movers based on the difference between the number of movers and the preset number threshold.

[0057] Step 402: Obtain the boundary offset based on the product of the unit boundary offset step size and the number of excess movers. The unit boundary offset step size is determined based on the mover length of the mover.

[0058] Steps 401 to 402 are described in detail below.

[0059] In some embodiments, the excess number of movers is first determined based on the difference between the number of movers and a preset threshold. Specifically, this step aims to quantify the congestion overflow at the cut-off area entrance. The system will monitor the number of movers within the area or in the queue in real time. Subtract the preset threshold number that the system can normally accommodate or that does not require boundary expansion (denoted as...). The result of this subtraction operation is the "excess number of movers" (denoted as ). ), which represents the number of movers that currently exceed the normal buffer capacity, is the basic variable for subsequent space compensation calculations. The mathematical formula for this calculation process can be expressed as follows.

[0060]

[0061] Then, the boundary offset is obtained based on the product of the unit boundary offset step size and the number of excess movers, where the unit boundary offset step size is determined based on the mover length. In this step, the control system converts congestion information in the "quantity" dimension into physical distance in the "space" dimension. First, the control system obtains the unit boundary offset step size (denoted as...). This parameter is not set arbitrarily, but is strictly related to the mover length. It is usually set as the sum of the mover length and the minimum safe distance between movers to ensure that enough physical parking space is reserved for each excess mover.

[0062] It is understandable that, in this embodiment, the process of determining the unit boundary offset step size is essentially constructing a mapping relationship between the number of movers and the physical space occupied. Specifically, the control system obtains the mover length. In conjunction with the minimum safety distance required in the magnetic drive conveying process to prevent magnetic interference or mechanical collision between moving parts (denoted as ), The sum of the two is set as the unit boundary offset step size (denoted as ). The physical significance of this step size lies in the fact that it precisely defines the minimum physical buffer distance required to extend towards the main line for each additional queue mover, thereby ensuring that the total offset calculated based on the excess quantity can provide sufficient and non-overlapping docking space for each overflow mover.

[0063] Subsequently, the system will increase the number of excess units. Multiplying by the unit step size, the final boundary offset that needs to be pushed forward is calculated (denoted as ). The mathematical formula for this calculation process can be expressed as follows.

[0064]

[0065] Through steps 401 to 402 above, a precise spatial compensation mechanism based on "entity size mapping" is constructed. The scheme in this application ensures that the calculation of boundary offsets is not a blind numerical adjustment, but strictly corresponds to the space occupancy requirements of the physical entity, by multiplying the excess number of movers by a unit step size determined based on the actual length of the movers. This allows the system to precisely reserve a "tailor-made" buffer space for each overflowing mover, avoiding both collisions caused by excessively small offsets and unnecessary waste of valuable mainline operating space due to excessively large offsets, thus achieving an optimal balance between the utilization rate and safety of magnetic drive transport resources.

[0066] Step 303: Update the initial starting point coordinates of the initial region boundary range based on the boundary offset to obtain the region boundary range.

[0067] Step 303 will be described in detail below.

[0068] After determining the boundary offset, the initial starting point coordinates of the initial region boundary range are updated based on the boundary offset to obtain the region boundary range. In this step, the control system uses the calculated boundary offset. For the original initial starting point coordinates Position correction is performed. Typically, the correction is made in the direction of the moving part (i.e., upstream in the direction of motion), thus obtaining the updated dynamic effective starting point coordinates (denoted as...). This is used as the entry boundary of the updated "regional boundary range". The mathematical formula for this correction process can be expressed as follows.

[0069]

[0070] This means that the control system logically moves the "warning line" at the entrance to the cutoff area forward. The distance.

[0071] Through steps 301 to 303 above, a "dynamic electronic fence" reconstruction mechanism based on congestion perception is realized. The solution of this application overcomes the shortcomings of traditional fixed boundaries in dealing with sudden congestion by monitoring the number of queuing movers in real time and dynamically adjusting the entrance boundary coordinates of the separation area accordingly. When the workstation load is too high, the system can automatically extend the safe stopping judgment line upstream, reserving a physical buffer space including the extra queuing length for subsequent high-speed movers. This effectively prevents rear-end collisions caused by the brakes of the following movers according to the original boundary, and significantly improves the adaptive adjustment capability and safety protection level of the magnetic drive conveyor system under tidal flow conditions.

[0072] Step 202: Calculate the estimated braking position of the mover based on the real-time position data and real-time motion state data.

[0073] Step 202 will be described in detail below.

[0074] In some embodiments, after acquiring the real-time position data and real-time motion state data of the mover, the estimated braking position of the mover is further calculated based on the real-time position data and real-time motion state data. This step is essentially a feedforward prediction process based on the current motion state. At this time, the control system uses a preset kinematic model or dynamic model, combined with the collected real-time velocity and acceleration, to calculate the theoretical coordinate point at which the mover will eventually stop if it continues to run according to the current braking trend until its velocity reaches zero. The "estimated braking position" here is not the current actual position of the mover, but the future stopping point deduced based on the current physical state. Its accuracy is crucial for predicting stopping risks. The following will further describe how to determine the estimated braking position of the mover.

[0075] Referring to Figure 5, the real-time motion state data includes the real-time acceleration, real-time velocity, and commanded thrust value of the mover. Based on the real-time position data and the real-time motion state data, the estimated braking position of the mover is calculated, including the following steps 501 to 505.

[0076] Step 501: Determine the theoretical acceleration corresponding to the commanded thrust value.

[0077] Step 501 will be described in detail below.

[0078] In some embodiments, the theoretical acceleration corresponding to the commanded thrust value is first determined. Specifically, this step aims to construct a dynamic baseline model of the mover under ideal operating conditions, as described below.

[0079] Referring to Figure 6, the theoretical acceleration corresponding to the commanded thrust value is determined, including the following steps 601 to 602.

[0080] Step 601: Obtain the nominal friction force and mass of the mover.

[0081] Step 602: Based on the difference between the commanded thrust value and the nominal friction force, divide by the mass of the mover to obtain the theoretical acceleration.

[0082] Steps 601 to 602 are described in detail below.

[0083] In some embodiments, firstly, the nominal friction force and mass of the mover are obtained. Specifically, the system reads pre-calibrated inherent physical properties of the system from the parameter storage unit of the controller or servo driver. Among these, the "nominal friction force" (denoted as...) The term "mover mass" refers to the inherent average resistance value (including rolling and sliding friction) of the mover when running along the track under standard lubrication and installation conditions. It can be obtained through offline identification or factory calibration. The inertial mass of the mover and its fixed load is denoted as φ. These two parameters together constitute the fundamental constants for constructing the ideal dynamic model of the system, representing the baseline physical characteristics of the system in the absence of additional external disturbances.

[0084] Then, based on the difference between the commanded thrust value and the nominal friction force, the theoretical acceleration is obtained by dividing by the mover mass. In this step, the control system performs dynamic calculations based on the classical Newton's second law of motion, first obtaining the commanded thrust value issued by the controller to the mover coil within the current control cycle. This value represents the driving force that the control system "desires" to apply to the mover. The control system then calculates the effective driving force (i.e., the commanded thrust minus the force required to overcome friction) and divides it by the mover's inertial mass, thereby deriving the theoretical acceleration the mover should produce under ideal, undisturbed conditions. The mathematical formula for this calculation process can be shown below.

[0085]

[0086] Through steps 601 to 602 above, an "ideal reference model" for the magnetic drive conveyor system is constructed through parameter calling and dynamic formula calculation. The scheme of this application calculates the theoretical acceleration of the mover under the influence of only nominal friction force. This step provides a crucial comparison benchmark for subsequent disturbance observation. Only by establishing this ideal benchmark can the system accurately isolate the "disturbance component" caused by nonlinear factors such as load variation, track wear, or oil resistance by comparing theoretical values ​​with actual measured values ​​in subsequent steps. This lays a solid mathematical foundation for achieving high-precision adaptive model correction.

[0087] Step 502: Based on the deviation between the real-time acceleration and the theoretical acceleration, obtain the running resistance compensation coefficient.

[0088] Step 502 will be described in detail below.

[0089] In some embodiments, after determining the theoretical acceleration, a running drag compensation coefficient is further obtained based on the deviation between the real-time acceleration and the theoretical acceleration. This step introduces the principle of a "disturbance observer" to sense nonlinear disturbances in the control system.

[0090] The control system will collect the real-time acceleration (i.e., real-time acceleration, denoted as ) from the sensor. ) and the calculated theoretical acceleration ( Perform difference calculations to obtain the deviation value (denoted as ). This deviation essentially reflects the current actual load change of the mover, the degree of track wear, or unmodeled drag disturbances. Subsequently, the control system converts this deviation into a dimensionless running drag compensation coefficient (denoted as ) through a preset mapping function or gain conversion logic. ), as described in detail below.

[0091] Referring to Figure 7, the running resistance compensation coefficient is obtained based on the deviation between the real-time acceleration and the theoretical acceleration, including the following steps 701 to 704.

[0092] Step 701: Perform low-pass filtering based on the deviation between real-time acceleration and theoretical acceleration to obtain a smoothed deviation value.

[0093] Step 702: Multiply the smoothing deviation value by the preset conversion gain coefficient to obtain the preliminary compensation coefficient.

[0094] Step 703: When the preliminary compensation coefficient is within the preset safety threshold range, the preliminary compensation coefficient is used as the operating resistance compensation coefficient.

[0095] Step 704: When the initial compensation coefficient is outside the preset safety threshold range, the boundary value in the preset safety threshold range that is close to the initial compensation coefficient is determined as the running resistance compensation coefficient.

[0096] Steps 701 to 704 are described in detail below.

[0097] In some embodiments, firstly, a low-pass filter is applied based on the deviation between the real-time acceleration and the theoretical acceleration to obtain a smoothed deviation value. Specifically, due to the sensor data (real-time acceleration) in the industrial field... The original deviation value is usually mixed with high-frequency noise components caused by mechanical vibration of the moving part, electromagnetic noise or sensor measurement jitter. Directly using the original deviation value will cause the control parameters to fluctuate drastically.

[0098] Therefore, in this embodiment of the application, the control system introduces a low-pass filtering mechanism from digital signal processing, such as first-order inertial filtering or moving average filtering, to filter the original deviation value ( The system undergoes a smoothing process. This process effectively filters out high-frequency interference signals and extracts the low-frequency component that reflects the true change in system resistance, i.e., the smoothing deviation value (denoted as ). Its discretization formula can be expressed as (taking first-order filtering as an example, (These are the filter coefficients) are shown below.

[0099]

[0100] Then, the smoothing deviation value is multiplied by a preset conversion gain coefficient to obtain the preliminary compensation coefficient. In this step, the system executes proportional control logic, which aims to convert the coefficient to a value with physical dimensions (i.e., ...). The acceleration deviation is converted into a dimensionless proportional gain coefficient. The control system reads the preset conversion gain coefficient (denoted as ). This coefficient reflects the sensitivity weight of the deviation value to the braking distance.

[0101] Understandably, the preset conversion gain coefficient is usually obtained in advance through offline calibration experiments (or system simulation tests). Specifically, during the system debugging phase, technicians can artificially apply known additional resistance loads (or simulate specific frictional changes) during the movement of the mover, thereby controlling the mover to produce specific acceleration deviation values. Subsequently, the value of the resistance compensation coefficient is iteratively adjusted through closed-loop testing until the actual braking distance of the mover can be accurately corrected and return to the theoretical reference value. At this point, the ratio between the target compensation coefficient that enables model convergence and the observed acceleration deviation value is calculated and fitted, and this ratio is solidified as the conversion gain coefficient. Its physical meaning characterizes the sensitivity of the braking distance model to acceleration disturbances, and is used to quantify and map the dynamic deviation at the physical level to the model correction gain at the control level during real-time operation.

[0102] Subsequently, through multiplication, the control system smooths the deviation value. Mapped to preliminary compensation coefficients (denoted as) The mathematical formula for this calculation process can be expressed as follows.

[0103]

[0104] Subsequently, when the initial compensation coefficient falls within the preset safety threshold range, it is used as the operating resistance compensation coefficient. This step is part of the parameter validity verification process. The system pre-sets a safety threshold range (denoted as...). This interval defines the reasonable dynamic range within which the system is allowed to make adaptive adjustments. The control system determines the calculated preliminary compensation coefficients. Does it meet the requirements? If this condition is met, it indicates that the current resistance change is within a normal and controllable range, and the system directly confirms this preliminary value as the final operating resistance compensation coefficient used for model correction (denoted as...). ), as shown below.

[0105]

[0106] Conversely, when the initial compensation coefficient is outside the preset safety threshold range, the boundary value within the preset safety threshold range that is close to the initial compensation coefficient is determined as the operating resistance compensation coefficient. This step is the system's "saturation limiting" protection mechanism. When the calculated initial compensation coefficient is affected by sensor failure or extreme operating conditions... When it exceeds the safe range (i.e.) or To prevent incorrect compensation coefficients from causing the braking distance model to diverge or calculating unreasonable values ​​(such as negative distances), the control system forcibly adjusts the final running resistance compensation coefficient. Truncate to the corresponding boundary value. For example, when When, corresponding to .

[0107] Through steps 701 to 704 above, a signal processing and parameter generation chain with "noise resistance" and "robustness" is constructed. The scheme of this application eliminates the interference of sensor noise on control accuracy through low-pass filtering; realizes the quantitative mapping from physical deviation to control parameters through gain conversion; and prevents system instability caused by abnormal data through amplitude limiting protection of safety threshold. This ensures that the finally generated operating resistance compensation coefficient can not only respond sensitively to real load changes, but also always remain within the physically achievable stable range, thereby ensuring that the magnetic drive conveyor system can still perform safe and reliable adaptive control under harsh working conditions.

[0108] Step 503: Calculate the estimated braking distance based on real-time speed and real-time acceleration.

[0109] Step 504: Correct the estimated braking distance based on the running resistance compensation coefficient to obtain the corrected braking distance.

[0110] Step 505: Determine the estimated braking position based on real-time location data and corrected braking distance.

[0111] Steps 503 to 505 are described in detail below.

[0112] In some embodiments, further, after determining the real-time motion state data, an estimated braking distance is calculated based on the real-time velocity and real-time acceleration therein. In this step, the control system calculates the uncorrected "basic braking distance" using the fundamental kinematic equations based on the current real-time motion state data of the mover. Specifically, the control system uses the real-time velocity (denoted as...) and real-time acceleration Using the input as input, and combining it with a preset standard braking curve model (such as relevant kinematic formulas), the estimated braking distance (i.e., the basic braking distance, denoted as ) required for the mover to decelerate from its current speed to zero is calculated. This distance represents the theoretical braking length under the assumption that the system characteristics do not drift (i.e., in an ideal state).

[0113] Then, the estimated braking distance is corrected based on the running resistance compensation coefficient to obtain the corrected braking distance. This step is the core of physical layer parameter adaptation; the control system utilizes the generated running resistance compensation coefficient, which reflects environmental disturbances. The estimated braking distance under ideal conditions. Weighted corrections are applied. This compensation mechanism dynamically maps the impact of physical factors such as variable load or variable friction on braking performance onto the distance parameter, thereby obtaining a corrected braking distance (denoted as ) that better reflects the actual operating conditions. The mathematical formula for this correction calculation can be expressed as follows.

[0114]

[0115] Furthermore, based on real-time position data and corrected braking distance, the estimated braking position is determined. This is the final synthesis step of position prediction, at which point the control system acquires the current real-time position data of the mover (i.e., the current coordinates, denoted as...). ), and compared it with the physically corrected braking distance. Vector superposition is performed along the direction of the mover's movement. The final coordinates obtained are the estimated braking position (denoted as ). This position is no longer a theoretical value based on an ideal model, but a precise predicted point that incorporates real-time dynamic responses, and its calculation formula is shown below.

[0116]

[0117] Through steps 501 to 505 above, a high-precision "adaptive correction of physical parameters" scheme is constructed. This scheme, by comparing the theoretical acceleration in the command domain with the real-time acceleration in the feedback domain, can keenly capture the dynamic characteristic drift of the mover caused by full-load / no-load switching, changes in guide rail oil resistance, or mechanical wear during operation. By quantifying these physical disturbances into compensation coefficients and correcting the braking distance model in real time, the prediction error of the traditional fixed model under complex working conditions is eliminated. This ensures that the estimated braking position calculated by the system always maintains a high degree of consistency with the actual physical braking capability of the mover, thereby significantly improving the robustness and accuracy of the parking control.

[0118] Step 203: Based on the mover size parameters and the estimated braking position, compare the position range with the boundary range of the shear area to obtain the range comparison result.

[0119] Step 203 will be described in detail below.

[0120] In some embodiments, after obtaining the estimated braking position of the mover, a position range comparison is further performed based on the mover's size parameters and the estimated braking position with the boundary range of the cut-off area to obtain a range comparison result. This step introduces the geometric and physical properties of the mover for spatial verification. Here, "motor size parameters" specifically refer to the physical length of the mover or the distance from the front and rear ends of the mover to the center along the running direction, which is different from the traditional control logic that only treats the mover as a point mass without volume. "Position range comparison" refers to the control system making a logical judgment on the inclusion relationship between the overall projection of the mover (i.e., the head coordinates and tail coordinates of the mover when it stops) combined with the "regional boundary range" (i.e., the upstream inlet boundary and downstream outlet boundary of the cut-off area), thereby determining whether the mover can be completely contained within the safe area, as described below.

[0121] Referring to Figure 8, the position range is compared with the estimated braking position and the area boundary range of the shearing area based on the mover size parameters and the estimated braking position, and the range comparison result is obtained, including the following steps 801 to 802.

[0122] Step 801: Calculate the range of the brake position of the mover based on the mover length and the estimated brake position according to the mover size parameters.

[0123] Step 802: Compare the braking position range with the area boundary range to obtain the range comparison result.

[0124] Steps 801 to 802 are described in detail below.

[0125] In some embodiments, after obtaining the region boundary range of the shear area corresponding to the current moment and the estimated braking position of the mover, the braking position range of the mover is further calculated based on the mover length (a mover size parameter) and the estimated braking position. Specifically, this step aims to restore the mover from an abstract "point mass" to a "geometry" with a physical space. At this point, the control system obtains the mover length. And based on the calculated estimated braking position (denoted as...) Using the coordinates of the geometric center point of the mover as a reference, the coordinates are geometrically extended to the front and rear sides along the direction of motion. The calculated "braking position range" is essentially based on the head coordinates of the mover when it stops (denoted as...). ) and tail coordinates (denoted as The mathematical formula for this calculation process, defined by the physical interval, can be expressed as follows.

[0126]

[0127]

[0128] Then, the braking position range is compared with the area boundary range to obtain the range comparison result. In this step, the control system calls the area boundary range of the cut-off area, which is determined by the coordinates of the dynamic effective starting point (i.e., the upstream boundary, denoted as...). ) and the coordinates of the termination point (i.e., the downstream boundary, denoted as ) The control system compares the head coordinates of the mover with the downstream boundary and the tail coordinates with the upstream boundary to generate a "range comparison result" characterizing the safety state. The mathematical logic for the determination includes: if If it is, then it is judged as "out of range"; if If, then it is judged as "not within the range"; if and If so, it is determined to be a "safe match".

[0129] Through steps 801 to 802 above, a "full-size geometric verification" mechanism is constructed. Unlike existing technologies that only determine whether the center point of the mover has reached the target, this application's solution calculates the coordinates of the head and tail of the mover entity and compares them bidirectionally with the physical boundary of the separation area, mathematically eliminating the safety hazard of "ignoring the tail while considering the head." This ensures that the control system, when making decisions, can fully consider the impact of the mover's physical length on space occupation, guaranteeing that the mover can ultimately stop completely and intact within the safety limits of the separation area, avoiding mechanical interference accidents caused by the front of the vehicle colliding with equipment or the rear of the vehicle obstructing the main line.

[0130] Step 204: When the range comparison result indicates that the mover exceeds the region boundary range based on the estimated braking position, brake control is applied to the mover so that the mover is within the region boundary range after brake control.

[0131] Step 204 will be described in detail below.

[0132] In some embodiments, after obtaining the range comparison result, when the range comparison result indicates that the mover exceeds the area boundary range based on the estimated braking position, it corresponds to the risk of "overshoot", that is, it is predicted that the head of the mover will rush out of the downstream boundary of the shear area, which may lead to a mechanical collision with the equipment in front. At this time, the control system performs braking control on the mover, shortens the actual braking distance of the mover by increasing the reverse current or adjusting the form of braking force, thereby correcting its final stopping position so that the mover is within the area boundary range after braking control. The following will further describe in detail how to perform braking control on the mover.

[0133] Referring to Figure 9, braking control of the mover includes the following steps 901 to 903.

[0134] Step 901: Determine the target braking distance based on the area boundary range and real-time location data.

[0135] Step 902: Based on the target braking distance and the maximum jerk and maximum acceleration of the mover, an S-shaped speed braking curve is planned.

[0136] Step 903: Generate corresponding braking control commands based on the S-shaped speed braking curve, and control the mover to perform deceleration operation based on the braking control commands.

[0137] Steps 901 to 903 are described in detail below.

[0138] In some embodiments, the target braking distance is determined based on the area boundary range and real-time location data. Specifically, this step aims to plan the remaining travel required for the mover to come to a complete stop from the current moment. The system first determines the coordinates of an ideal target stopping point (denoted as ) within the area boundary range. This point can be set as the geometric center of the shear region or relative to the upstream boundary. A location with a specific safety margin. Subsequently, the control system calculates the target docking point and the current real-time position data of the mover (denoted as...). The difference between the two values ​​is used to obtain the target braking distance (denoted as ). The mathematical formula for this calculation process can be expressed as follows.

[0139]

[0140] Then, based on the target braking distance and the maximum jerk and acceleration of the mover, an S-shaped velocity-braking curve is planned. In this step, the control system does not use the traditional trapezoidal velocity planning that causes abrupt acceleration changes, but instead employs a high-order smooth trajectory planning algorithm. At this point, the control system reads the preset maximum acceleration of the mover (denoted as...). ) and maximum jerk (Jerk, denoted as ).

[0141] Here, "jerk" refers to the rate of change of acceleration over time (i.e., the derivative of acceleration), which determines the compliance of mechanical impact. The control system uses the target braking distance ( ( ) is the constraint objective, under the condition that... and Under the constraints, an S-shaped velocity-braking curve with continuously varying acceleration (denoted as ) is calculated. The curve exhibits a smooth "S" shape on the velocity-time graph, avoiding rigid impacts at the inflection point.

[0142] Understandably, the process of planning the S-shaped speed-braking curve is a trajectory inverse problem based on jerk constraints. Specifically, the control system first sets the target braking distance as the displacement integral target for trajectory planning, and sets the maximum acceleration and maximum jerk as kinematic boundary constraints. The control system divides the entire deceleration process in the time domain into continuous stages such as the "acceleration / deceleration entry stage" (linear increase in deceleration), the "uniform deceleration maintenance stage" (constant deceleration), and the "deceleration exit stage" (linear decrease in deceleration). During the entry and exit stages, the controller forcibly constrains the rate of change of acceleration (i.e., The acceleration is kept below the maximum jerk, resulting in a trapezoidal acceleration curve. This leads to a smooth S-shaped transition in the velocity-time curve generated by integration, near the start and end points. By analytically calculating the optimal duration of each stage, the system ensures that, under strict limitations on mechanical impact (i.e., satisfying the Jerk constraint), the total accumulated displacement of the mover along this curve until its velocity reaches zero is precisely equal to the target braking distance.

[0143] Next, based on the S-shaped speed-braking curve, corresponding braking control commands are generated, and the actuator is controlled to decelerate based on these commands. This step is the execution stage that converts the kinematic trajectory into servo dynamics commands. The control system then operates according to the planned... The theoretical acceleration requirement at each moment is analyzed and combined with the nominal mass of the mover. Generate corresponding braking control commands in the form of current or thrust (denoted as...). Subsequently, the underlying servo loop drives the coil to generate a reverse electromagnetic force according to the instruction, controlling the mover to strictly follow the planned S-curve for flexible deceleration until the speed drops to zero. The simplified physical logic of the torque instruction generation is as follows.

[0144]

[0145] Through steps 901 to 903 above, a "flexible precision braking" strategy was constructed. By introducing "jerk" constraints and planning an S-shaped velocity curve, the problems of rotor vibration and mechanical wear caused by traditional emergency braking were solved. Especially when transporting precision or fragile loads such as wafers, glass substrates, or liquid preparations, this control method can significantly suppress inertial impacts during deceleration, achieving a "soft landing" of the rotor when entering the shearing area. This ensures the accuracy of the stopping position while maximizing the protection of the load's integrity and safety.

[0146] Step 205: When the range comparison result indicates that the mover has not reached the region boundary range based on the estimated braking position, accelerate the mover or reduce braking control so that the mover is within the region boundary range after acceleration control or reduction braking control.

[0147] Step 205 will be described in detail below.

[0148] In some embodiments, when the range comparison result indicates that the mover has not reached the boundary range of the area based on the estimated braking position, it corresponds to the risk of "undershoot", that is, the tail of the mover is predicted to have not completely passed the upstream boundary of the cut-off area, which may cause the mover to be stuck at the main line switch and block the passage of subsequent movers. At this time, the control system will flexibly select a strategy: if the mover speed is low, "acceleration control" will be performed to actively fill the gap; if the mover still has a high speed, "reduced braking control" will be performed (such as reducing the braking current to utilize inertial coasting), thereby extending its actual running distance and ensuring that the mover can completely "glide" into the depth of the area boundary range.

[0149] Specifically, when this situation occurs, the control system first calculates the distance deficit between the estimated braking position of the mover and the ideal stopping point within the shear zone. Then, based on the mover's current real-time speed, its kinetic energy state is determined: if the mover still has sufficient remaining kinetic energy (i.e., the real-time speed is greater than the preset coasting threshold), the system implements reduced braking control, that is, by reducing the original braking current amplitude or decreasing the deceleration setpoint, utilizing the mover's own inertia to extend its coasting distance; conversely, if the mover's kinetic energy is insufficient to support its coasting to the target position (i.e., the real-time speed is below the coasting threshold or has approached a standstill), the system implements acceleration control, that is, temporarily switching to drive mode and applying positive thrust. The system will continue to execute the above compensation strategy until real-time monitoring results confirm that the mover's tail coordinates have completely crossed the upstream boundary of the shear zone, thereby ensuring that the mover can be completely "pulled in" and contained within the safe boundary range.

[0150] Referring to Figure 10, it is a schematic diagram of the logic flow of a mover operation control method for a magnetic drive conveyor system provided in an embodiment of this application. As shown in Figure 10, the control flow begins in the system initialization phase, first executing the basic parameter configuration steps, namely "setting the start point, end point, and workstation number on the cut-off area" and "setting the mover dimensions". This process establishes the static benchmark of the control algorithm, where the start and end points of the cut-off area define the "initial area boundary range", and the input of mover dimension parameters (such as mover length) provides the necessary physical model data for subsequent "geometric verification". Subsequently, the system enters a periodic real-time monitoring loop, executing the steps of "real-time acquisition of mover position information, motion state, and target workstation" in each control cycle. This corresponds to the real-time position data of the mover in the control method ( ) and real-time motion status data ( The high-frequency acquisition of data ensures the timeliness of subsequent calculations.

[0151] Next, the process enters the core safety judgment and decision-making stage, determining whether the "moving element is in a 'safe' state." This step essentially executes the "estimated braking position calculation" and "position range comparison" logic of this application: the system uses real-time data to calculate the stopping position of the moving element if it were to brake at the current time, and combines this with the moving element's dimensions to determine whether it will fall completely within the boundary of the cut-off area. If the judgment result is "yes" (i.e., the estimated position is a safe match, and the moving element will stop accurately), the system enters the "no processing" branch, maintaining the current motion state to preserve efficiency; if the judgment result is "no" (i.e., there is a risk of overshoot or undershoot, and the moving element exceeds or fails to reach the boundary of the area based on the estimated position), the system executes the "trigger braking" step (corresponding to the braking control or correction control in the claims), correcting the moving element's trajectory by adjusting the braking force or executing an S-shaped deceleration plan. Subsequently, the system executes "carriage movement within this cycle" and jumps to "next cycle loop," repeating this process until the moving element stops safely and accurately at the target workstation.

[0152] To further enhance the safety of the mover operation, the mover operation control method provided in this application, in addition to performing the aforementioned 'position range comparison', also constructs a 'trajectory-state-load' triple safety verification mechanism, which includes three dimensions of logic and judgment as shown below.

[0153] The first step: trajectory verification, which involves predicting whether the stopping position of the vehicle after braking is within the safe range of the separation area (not exceeding). to Furthermore, it is necessary to additionally verify whether the distance between the vehicle and other moving parts in front is greater than the minimum safe braking distance.

[0154] The second layer: status verification. The control system monitors in real time whether the speed and acceleration of the moving part exceed the rated threshold for the current specific track section. For example, considering the stability of the shedding action, the system can set the maximum allowable speed of the branch section to be 30% lower than that of the main line section to avoid the risk of vibration or derailment caused by high-speed lane changes.

[0155] The third layer: load verification. The control system verifies whether the current number of movers in the target branch section does not exceed the preset load rate threshold (such as 80%), so as to reserve sufficient emergency buffer space.

[0156] The control system allows the mover to maintain normal operation only when all three checks pass; if any check fails, the system will immediately trigger the highest priority braking strategy. This mechanism solves the problem of potential misjudgment in single-position checks, ensuring the absolute safety of the mover under complex traffic flow.

[0157] Through steps 201 to 205 above, a closed-loop control scheme with adaptive correction capability is constituted. This application's scheme overcomes the "head-only" defect caused by neglecting the mover volume in traditional control methods by introducing a prediction mechanism for "estimated braking position" and a geometric verification mechanism for "mover size parameters." The system can predict spatial conflict risks before the mover stops and dynamically switch control strategies between braking, acceleration, or reduced braking based on the predicted overshoot or undershoot. This not only ensures that the mover can stop completely and accurately within the limited shear area, avoiding mechanical collisions and traffic congestion, but also significantly improves the operational safety and stopping reliability of the magnetic drive conveyor system under complex working conditions.

[0158] In addition, in order to continuously adapt to the impact of equipment aging, environmental changes or process adjustments, the motion control method provided in this application also includes the construction of a closed-loop dynamic optimization system of 'preset-monitoring-prediction-optimization', which specifically includes the following three levels of adaptive adjustment logic.

[0159] First, the control system performs abnormal data feedback and recording. When the actual operating parameters of the mover (such as the actual braking distance) are detected to exceed the preset threshold, or when there is a significant deviation between the 'range comparison result' (predicted result) in the aforementioned steps and the actual final stopping state of the mover, the system will automatically record the abnormal event and the corresponding cause of the deviation.

[0160] Secondly, the system dynamically adjusts parameters based on feedback data. The controller automatically adjusts safety thresholds or linkage rules in the preset parameter library based on accumulated anomaly feedback. For example, if statistics show frequent slight overshoot in the mover, the system will automatically lower the 'maximum acceleration threshold' or 'command thrust limit', or increase the safety redundancy coefficient when calculating the estimated braking position, thus sacrificing a small amount of efficiency for higher parking safety.

[0161] Finally, the prediction rules are optimized. Based on historical data from multiple runs, the system uses machine learning or statistical algorithms to optimize the location nodes for prediction triggers and the weight allocation of different prediction levels (such as velocity, acceleration, and jerk). This self-iterative mechanism based on big data enables the prediction accuracy and response timeliness of the control system to continuously improve with increasing running time, ultimately achieving the dual goals of safe operation of the actuator and efficient parallel processing.

[0162] This application embodiment also provides a mover operation control device for a magnetic drive conveyor system, which can implement the mover operation control method of the above-mentioned magnetic drive conveyor system. Referring to FIG11, the device 1100 includes: an acquisition module 1110, used to acquire real-time position data and real-time motion state data of the mover when the mover is moving towards or in the separation area; a braking position determination module 1120, used to calculate the estimated braking position of the mover based on the real-time position data and real-time motion state data; a range comparison module 1130, used to compare the position range based on the mover size parameters and the estimated braking position with the area boundary range of the separation area to obtain a range comparison result; a first control module 1140, used to brake the mover when the range comparison result indicates that the mover exceeds the area boundary range based on the estimated braking position, so that the mover is within the area boundary range after braking control; and a second control module 1150, used to accelerate or weaken the braking control of the mover when the range comparison result indicates that the mover does not reach the area boundary range based on the estimated braking position, so that the mover is within the area boundary range after acceleration or weakening braking control.

[0163] In some embodiments, the acquisition module 1110 is further configured to: acquire the initial region boundary range of the cut-off region, and acquire the number of movers in the cut-off region; when the number of movers exceeds a preset number threshold, calculate the boundary offset based on the number of movers; update the initial starting point coordinates of the initial region boundary range based on the boundary offset to obtain the region boundary range.

[0164] In some embodiments, the acquisition module 1110 is further configured to: obtain the excess number of movers based on the difference between the number of movers and a preset number threshold; and obtain the boundary offset based on the product of the unit boundary offset step size and the excess number of movers, wherein the unit boundary offset step size is determined based on the mover length of the mover.

[0165] In some embodiments, the braking position determination module 1120 is further configured to: determine the theoretical acceleration corresponding to the command thrust value; obtain the running resistance compensation coefficient based on the deviation between the real-time acceleration and the theoretical acceleration; calculate the estimated braking distance based on the real-time speed and the real-time acceleration; correct the estimated braking distance based on the running resistance compensation coefficient to obtain the corrected braking distance; and determine the estimated braking position based on the real-time position data and the corrected braking distance.

[0166] In some embodiments, the brake position determination module 1120 is further configured to: obtain the nominal friction force and mass of the mover; and obtain the theoretical acceleration by dividing the difference between the commanded thrust value and the nominal friction force by the mass of the mover.

[0167] In some embodiments, the braking position determination module 1120 is further configured to: perform low-pass filtering based on the deviation between real-time acceleration and theoretical acceleration to obtain a smoothed deviation value; multiply the smoothed deviation value with a preset conversion gain coefficient to obtain a preliminary compensation coefficient; when the preliminary compensation coefficient is within a preset safety threshold range, use the preliminary compensation coefficient as the running resistance compensation coefficient; when the preliminary compensation coefficient is outside the preset safety threshold range, determine the boundary value of the preset safety threshold range that is close to the preliminary compensation coefficient as the running resistance compensation coefficient.

[0168] In some embodiments, the range comparison module 1130 is further configured to: calculate the braking position range of the mover based on the mover length and the estimated braking position of the mover size parameters; and compare the braking position range with the region boundary range to obtain the range comparison result.

[0169] In some embodiments, the first control module 1140 is further configured to: determine the target braking distance based on the area boundary range and real-time position data; plan an S-shaped speed braking curve based on the target braking distance and the maximum jerk and maximum acceleration of the mover; generate a corresponding braking control command based on the S-shaped speed braking curve, and control the mover to perform deceleration operation control based on the braking control command.

[0170] In the above embodiments, the descriptions of each embodiment have their own emphasis. For parts not described in detail in a certain embodiment, the specific implementation of the mover operation control device of the magnetic drive conveyor system is basically the same as the specific implementation of the mover operation control method of the magnetic drive conveyor system, and will not be repeated here.

[0171] Please refer to Figure 12, which is a schematic diagram of a magnetic drive motor conveying system provided in an exemplary embodiment of this application. The magnetic drive motor conveying system 1200 includes a conveying line body formed by sequentially splicing multiple stators 1210 along the conveying line direction, a mover 1220 magnetically coupled to the stators 1210, and a servo control component 1230. The servo control component 1230 includes a processor 1231 and a memory 1232.

[0172] The processor 1231 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this application. The memory 1232 can be implemented using ROM (Read-Only Memory), static storage device, dynamic storage device, or RAM (Random Access Memory). The memory 1232 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 1232, and the processor 1231 calls and executes the mover operation control method of the magnetic drive conveyor system in the embodiments of this application.

[0173] This application embodiment also provides a storage medium, which is a computer-readable storage medium, storing a computer program. When the computer program is executed by a processor, it implements the above-described mover operation control method of the magnetic drive conveyor system.

[0174] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0175] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.

[0176] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.

[0177] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0178] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.

[0179] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0180] It should be understood that in this application, "at least one (item)" means one or more, and "more than one" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.

[0181] In the several embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. The coupling or direct coupling or communication connection between the shown or discussed units may be through some interfaces, or indirect coupling or communication connection between the apparatus or units, and may be electrical, mechanical, or other forms.

[0182] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0183] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0184] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing programs, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0185] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.

Claims

1. A method for controlling the movement of a mover in a magnetically driven conveyor system, characterized in that, The magnetic drive conveying system includes a magnetic drive conveying track and a mover. A separation zone is provided on the magnetic drive conveying track, and the mover runs on the magnetic drive conveying track. The method includes: when the mover approaches or is in the separation zone, acquiring real-time position data and real-time motion state data of the mover; calculating an estimated braking position of the mover based on the real-time position data and the real-time motion state data; comparing the mover's size parameters and the estimated braking position with the boundary range of the separation zone to obtain a range comparison result; when the range comparison result indicates that the mover exceeds the boundary range based on the estimated braking position, applying braking control to the mover so that the mover is within the boundary range after braking control; when the range comparison result indicates that the mover does not reach the boundary range based on the estimated braking position, applying acceleration control or weakening braking control to the mover so that the mover is within the boundary range after acceleration control or weakening braking control.

2. The mover operation control method of the magnetic drive conveyor system according to claim 1, characterized in that, The steps for obtaining the boundary range of the cut-off region include: obtaining the initial boundary range of the cut-off region and obtaining the number of movers within the cut-off region; when the number of movers exceeds a preset threshold, calculating the boundary offset based on the number of movers; updating the initial starting point coordinates of the initial boundary range based on the boundary offset to obtain the boundary range.

3. The mover operation control method of the magnetic drive conveyor system according to claim 2, characterized in that, The step of calculating the boundary offset based on the number of movers includes: obtaining the excess number of movers based on the difference between the number of movers and the preset number threshold; and obtaining the boundary offset based on the product of the unit boundary offset step size and the excess number of movers, wherein the unit boundary offset step size is determined based on the mover length of the movers.

4. The mover operation control method of the magnetic drive conveyor system according to claim 1, characterized in that, The real-time motion state data includes the real-time acceleration, real-time velocity, and commanded thrust value of the mover. The step of calculating the estimated braking position of the mover based on the real-time position data and the real-time motion state data includes: determining the theoretical acceleration corresponding to the commanded thrust value; obtaining a running resistance compensation coefficient based on the deviation between the real-time acceleration and the theoretical acceleration; calculating an estimated braking distance based on the real-time velocity and the real-time acceleration; correcting the estimated braking distance based on the running resistance compensation coefficient to obtain a corrected braking distance; and determining the estimated braking position based on the real-time position data and the corrected braking distance.

5. The mover operation control method of the magnetic drive conveyor system according to claim 4, characterized in that, Determining the theoretical acceleration corresponding to the commanded thrust value includes: obtaining the nominal friction force and mass of the mover; and obtaining the theoretical acceleration by dividing the difference between the commanded thrust value and the nominal friction force by the mass of the mover.

6. The mover operation control method of the magnetic drive conveyor system according to claim 4, characterized in that, The step of obtaining the running resistance compensation coefficient based on the deviation between the real-time acceleration and the theoretical acceleration includes: performing low-pass filtering on the deviation between the real-time acceleration and the theoretical acceleration to obtain a smoothed deviation value; multiplying the smoothed deviation value by a preset conversion gain coefficient to obtain a preliminary compensation coefficient; when the preliminary compensation coefficient is within a preset safety threshold range, using the preliminary compensation coefficient as the running resistance compensation coefficient; when the preliminary compensation coefficient is outside the preset safety threshold range, determining the boundary value of the preset safety threshold range that is close to the preliminary compensation coefficient as the running resistance compensation coefficient.

7. The method for controlling the movement of the mover in a magnetic drive conveyor system according to claim 1, characterized in that, The step of comparing the position range based on the mover size parameters and the estimated braking position with the region boundary range of the cut-off area to obtain the range comparison result includes: calculating the braking position range of the mover based on the mover length of the mover size parameters and the estimated braking position; and comparing the braking position range with the region boundary range to obtain the range comparison result.

8. The method for controlling the movement of the mover in a magnetic drive conveyor system according to claim 1, characterized in that, The braking control of the mover includes: determining a target braking distance based on the region boundary range and the real-time position data; planning an S-shaped speed braking curve based on the target braking distance and the maximum jerk and maximum acceleration of the mover; generating a corresponding braking control command based on the S-shaped speed braking curve; and controlling the mover to decelerate based on the braking control command.

9. A mover operation control device for a magnetic drive conveyor system, characterized in that, The magnetic drive conveying system includes a magnetic drive conveying track and a mover. A separation zone is provided on the magnetic drive conveying track, and the mover runs on the magnetic drive conveying track. The device includes: an acquisition module, used to acquire real-time position data and real-time motion state data of the mover when it approaches or is in the separation zone; a braking position determination module, used to calculate an estimated braking position of the mover based on the real-time position data and the real-time motion state data; and a range comparison module, used to compare the range of the mover's size parameters and the estimated braking position relative to the boundary of the separation zone. The system performs a position range comparison to obtain a range comparison result; a first control module is used to perform braking control on the mover when the range comparison result indicates that the mover exceeds the boundary range of the region based on the estimated braking position, so that the mover is within the boundary range of the region after braking control; a second control module is used to perform acceleration control or deceleration control on the mover when the range comparison result indicates that the mover does not reach the boundary range of the region based on the estimated braking position, so that the mover is within the boundary range of the region after acceleration control or deceleration control.

10. An electronic device, characterized in that, The system includes a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the mover operation control method of the magnetic drive conveyor system according to any one of claims 1 to 8.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the mover operation control method of the magnetic drive conveyor system according to any one of claims 1 to 8.

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