A multi-modal freight anti-resonance stowage system

Abstract

The present application relates to the technical field of cargo stowage, and discloses a multi-modal transport cargo anti-resonance stowage system, which comprises a computing device, the computing device acquires cargo mass, candidate cargo location data and cargo-cargo location relationship, acquires support stiffness, section-specific fixing stiffness and vertical and horizontal main vibration frequency bands of the transport section, the support stiffness is the vertical restoring stiffness of the existing support mode, and the section-specific fixing stiffness is the restoring stiffness of the existing fixed path corresponding to the horizontal main vibration direction angle of the transport section; support prohibited mass sections and fixing prohibited mass sections are determined for each candidate cargo location and each transport section, the two types of prohibited mass sections are compared with the cargo mass, the cargo-cargo location relationship falling into the prohibited mass sections is deleted, and an anti-resonance stowage scheme is generated and outputted based on the retained cargo-cargo location relationship. The present application completes anti-resonance screening before the generation of the stowage scheme, reduces the calculation of each frequency and the rework of the stowage scheme, and is used for multi-modal transport loading operation.

Description

Technical Field

[0001] This invention relates to the field of cargo loading technology, and more specifically, to a multimodal cargo anti-resonance loading system. Background Technology

[0002] In multimodal transport loading operations, the same batch of goods often travels continuously through multiple transport segments such as roads, railways, or waterways with the same vehicle. The road, track, or water conditions of each transport segment are different, resulting in inconsistent vertical and horizontal vibration environments applied to the cargo. Furthermore, the same piece of cargo placed in different candidate loading positions will exhibit different natural frequencies due to the different support and fixing methods already installed at each position. On-site loading design typically involves first arranging loading schemes based on cargo dimensions, maximum load capacity, and loading / unloading sequence, and then performing anti-resonance checks on the finalized schemes. If the checks fail, the loading positions or reinforcement methods must be adjusted, and the schemes must be re-arranged. Rework mainly occurs after the schemes are finalized, resulting in high costs.

[0003] Currently, most common loading software performs anti-resonance verification after the loading plan is generated, and often treats existing fixed paths as a single reference direction. When there are many transport segments and the vibration parameters of each segment are different, the available cargo locations selected by this standard do not correspond closely with the actual support and fixing methods set up on site. The arranged cargo-cargo-location relationships still need to be manually checked one by one. In addition, if the natural frequency of each cargo-cargo-location-transport segment combination is calculated and compared with the corresponding frequency band, the amount of calculation increases synchronously with the number of cargo items and the number of candidate cargo locations. After the vibration parameters are updated, if the source of the previously calculated no-fitting boundaries is not saved, the system can only recalculate the entire batch and cannot only update the affected records. Summary of the Invention

[0004] This invention provides a multimodal transport cargo anti-resonance loading system, which solves the technical problems mentioned in the background art.

[0005] To achieve the above-mentioned objectives, the present invention provides the following technical solution.

[0006] A multimodal transport cargo anti-resonance loading system includes a computing device, which is configured to: Obtain the cargo quality, candidate cargo location data, and cargo-cargo location relationship for each piece of cargo to be loaded; determine the actual location of the cargo location, existing support methods, and existing fixed paths based on the candidate cargo location data. Obtain the support stiffness, section fixed stiffness, and vertical and horizontal main vibration frequency bands of the candidate storage location. The support stiffness is the vertical recovery stiffness of the existing support method, and the section fixed stiffness is the recovery stiffness of the horizontal main vibration direction angle of the transportation section corresponding to the existing fixed path. For each candidate cargo location and each transportation section, the support-restricted mass section is determined by the support stiffness and the vertical dominant frequency band. The cargo mass within the support-restricted mass section corresponds to the support natural frequency being within the vertical dominant frequency band. The fixed-restricted mass section is determined by the fixed stiffness of the section and the horizontal dominant frequency band. The cargo mass within the fixed-restricted mass section corresponds to the horizontal fixed natural frequency being within the horizontal dominant frequency band. Compare the cargo quality with the support and fixed restriction weight segments of the candidate storage locations, and delete cargo-storage location relationships where the cargo quality falls into the support or fixed restriction weight segments. Based on the preserved cargo-location relationship, an anti-resonance loading scheme is generated and output. The anti-resonance loading scheme indicates the candidate location, actual location, existing support method, and existing fixed path of each cargo to be loaded.

[0007] Compared with the prior art, the present invention has the following substantial features and significant progress: This invention places the anti-resonance screening process before the cargo-position relationship formation stage: Before the loading plan is output, the computing device determines the support-restricted mass segments and fixed-restricted mass segments based on the support stiffness of each candidate cargo position, the fixed stiffness of each segment, and the vertical and horizontal dominant frequency bands of each transport segment. The cargo mass is then directly compared with these two types of restricted mass segments, and cargo-position relationships where the cargo mass falls into these segments are deleted. This ensures that the output anti-resonance loading plan no longer includes cargo-position combinations that would resonate in any transport segment, reducing rework required after the loading plan is generated and verification is unsatisfactory; segment The fixed stiffness is obtained based on the horizontal principal vibration direction angle of each transportation section. The same candidate cargo location participates in the judgment with its own fixed stiffness under different transportation sections, avoiding misjudgment due to the difference in vibration direction of transportation sections when the existing fixed path is treated as a single reference direction. The screening is transformed from calculating the natural frequency of each cargo-cargo-location-transportation section to comparing the cargo mass with the prohibited mass section interval. The amount of data processing no longer increases with the number of cargo-cargo-location relationships. With the help of mass breakpoint chain and its source record, only the affected record needs to be updated after the vibration parameters change, which is convenient to be embedded into the existing loading design operation process. Attached Figure Description

[0008] Figure 1 This is a system module diagram of the present invention; Figure 2 This is a flowchart of the method of the present invention. Detailed Implementation

[0009] The following description is provided in conjunction with the accompanying drawings. It should be understood that the following embodiments are for illustrative purposes only and are not intended to limit the invention; those skilled in the art can make equivalent substitutions or combinations for the specific implementations.

[0010] This invention relates to the field of loading data processing technology, specifically to a multimodal transport cargo anti-resonance loading system based on dual-mechanism stiffness. In multimodal transport cargo loading operations, the same batch of cargo to be loaded is usually loaded onto the same vehicle and passes through multiple transport sections such as road, rail, and sea transport in sequence. The road, track, or water conditions of each transport section are different, and the vibration excitation experienced by the vehicle is different in both spectral characteristics and direction. Specifically, this is reflected in the differences in the vertical dominant frequency band, horizontal dominant frequency band, and horizontal dominant direction angle of each transport section. At the same time, the same vehicle is divided into multiple candidate cargo positions, each with existing support methods and fixed paths. When the same piece of cargo is placed in different candidate cargo positions, the vibration constraints formed by the existing support methods and fixed paths are different, and its support natural frequency and horizontal fixed natural frequency are also different. For vibration-sensitive goods, if the natural frequency of the support under a certain candidate storage location happens to be within the vertical main frequency band of a certain transport section, or the horizontal fixed natural frequency happens to be within the horizontal main frequency band of that transport section, the goods may be damaged due to amplified vibration response caused by resonance when passing through that transport section.

[0011] Traditional loading design processes typically begin by generating loading plans based on cargo dimensions, container load limits, and loading / unloading sequences. These plans are then subjected to anti-resonance checks. If the check fails, the cargo locations or reinforcement methods must be adjusted, and the plans must be redesigned. Rework often occurs after the plans are finalized. Furthermore, existing loading software frequently performs anti-resonance checks after the loading plan is generated, often treating existing fixed paths as a single reference direction. When the vertical, horizontal, and horizontal dominant vibration frequency bands and direction angles change simultaneously across different transport segments, the available cargo locations selected using this approach do not correspond closely to the existing support methods and fixed paths on-site. The cargo-cargo-location relationships still require manual verification. If the natural frequency is calculated and compared with the frequency band for each cargo, each candidate cargo location, and each transport segment, the data processing volume increases exponentially with the number of cargo and candidate cargo locations. Moreover, the non-compliance boundaries, which are not saved from the source, cannot be locally updated after vibration parameter changes, requiring a complete recalculation of the entire batch.

[0012] To address the aforementioned issues, this invention transforms the physical vibration model into a data processing model. The frequency calculation and band comparison for "whether the natural frequency falls within the dominant vibration band" are converted into a range judgment of "whether the cargo mass falls within the support-restricted mass segment or the fixed-restricted mass segment." This allows anti-resonance screening to be completed during the cargo-cargo location relationship formation stage, i.e., before the loading mapping is generated. The dual-mechanism stiffness here includes support stiffness and segment-fixed stiffness: support stiffness is the vertical recovery stiffness of the existing support method, used to generate support-restricted mass segments corresponding to the vertical dominant vibration band; segment-fixed stiffness is the recovery stiffness of the existing fixed path corresponding to the horizontal dominant vibration direction angle of the transportation segment, used to generate fixed-restricted mass segments corresponding to the horizontal dominant vibration band. The same candidate cargo location has different segment fixed stiffness under different transportation sections, so that the anti-resonance judgment in the horizontal direction is consistent with the actual vibration direction of the corresponding transportation section, avoiding misjudgment under the difference in vibration direction of transportation sections when the existing fixed path is treated as a single reference direction; the screening is transformed from calculating the natural frequency of each cargo, each cargo location, and each transportation section to comparing the cargo mass with the interval of the support restricted mass segment and the fixed restricted mass segment, so that the amount of data processing no longer increases with the number of cargo-cargo location relationships.

[0013] See Figure 1 The multimodal cargo anti-resonance loading system based on dual-mechanism stiffness in this embodiment includes a computing device 111. The computing device 111 is used to execute... Figure 2 All the processing steps shown can be implemented by a terminal, server or other device with data processing capabilities. The present invention does not limit the specific implementation of the computing device 111. Figure 1 In the calculation device 111, the cargo mass, candidate cargo location data, cargo-cargo location relationship, axial stiffness of the fastener, direction angle of the fastener, vertical main vibration frequency band, horizontal main vibration frequency band, and horizontal main vibration direction angle are input via arrows. The calculation device 111 is equipped with a cargo mass acquisition unit 112, a candidate cargo location data acquisition unit 113, a dual-mechanism stiffness determination unit 114, a main vibration frequency band acquisition unit 115, a prohibited mass segment determination unit 116, a mass breakpoint chain generation unit 117, a cargo-cargo location relationship screening unit 118, and an anti-resonance loading scheme generation unit 119. After processing the input data, the calculation device 111 outputs the anti-resonance loading scheme via downward arrows.

[0014] See Figure 2The computing device 111 is configured to perform anti-resonance loading processing according to steps S211 to S215. Step S211: Obtain cargo mass, candidate cargo location data, and cargo-cargo location relationships; determine the actual location of the cargo location, existing support methods, and existing fixed paths from the candidate cargo location data. Step S212: Obtain the support stiffness, segment fixed stiffness, and the vertical and horizontal dominant frequency bands of the transport segment for each candidate cargo location. Step S213: For each candidate cargo location and each transport segment, determine the support-restricted mass segment based on the support stiffness and vertical dominant frequency band; determine the fixed-restricted mass segment based on the segment fixed stiffness and horizontal dominant frequency band. Step S214: Compare the cargo mass with the support-restricted mass segment and fixed-restricted mass segment of the corresponding candidate cargo location; delete cargo-cargo location relationships where the cargo mass falls into either the support-restricted mass segment or the fixed-restricted mass segment. Step S215: Generate and output an anti-resonance loading scheme based on the retained cargo-cargo location relationships.

[0015] In step S211, the cargo mass acquisition unit 112 acquires the cargo mass of each piece of cargo to be loaded. The cargo mass represents the mass value of each piece of cargo participating in the vertical and horizontal natural frequency determination, and is the comparison object subsequently compared with the supporting restricted mass segment and the fixed restricted mass segment. In one embodiment, the cargo mass record includes cargo number, cargo mass, and mass unit. The computing device 111 reads the cargo mass of each piece of cargo to be loaded using the cargo number as an index, and stores the cargo mass of all cargo to be loaded in the same batch according to the same mass unit, so that the cargo masses have a unified dimension, facilitating direct interval comparison.

[0016] The candidate cargo location data acquisition unit 113 acquires candidate cargo location data and cargo-cargo location relationships. The candidate cargo location data includes at least the candidate cargo location number, the actual location of the cargo location, the existing support method number, and the existing fixed path number. The computing device 111 determines the actual location of the cargo location, the existing support method, and the existing fixed path from the candidate cargo location data. Specifically, the actual location of the cargo location indicates the actual spatial position of the candidate cargo location within the vehicle, enabling on-site loading personnel to directly locate and execute the anti-resonance loading scheme based on the candidate cargo location number. The existing support method indicates the registered vertical support objects at the candidate cargo location; the existing support method number serves as an index for the existing support method and is used to associate with the support stiffness described later. The existing fixed path indicates the registered fixed path between the candidate cargo location and the vehicle's fixing point; the existing fixed path number serves as an index for the existing fixed path and is used to associate with the axial stiffness and orientation angle of the fixing components described later. The candidate cargo location number serves as an index for the candidate cargo location, used to associate candidate cargo location data, support stiffness, section fixed stiffness, support restricted mass sections and fixed restricted mass sections, as well as subsequent anti-resonance loading scheme records, so that the data of the same candidate cargo location remains consistent in each processing step.

[0017] The cargo-location relationship represents the correspondence between a certain piece of cargo to be loaded and a certain candidate location, and is the direct object of subsequent anti-resonance screening. The computing device 111 determines the actual location, existing support method, and existing fixed path of each candidate location based on the candidate location data, and then combines this with the cargo data to form the cargo-location relationship. After screening in step S214, the retained cargo-location relationships serve as the basis for generating an anti-resonance loading scheme.

[0018] In one embodiment, the candidate storage location data further includes the front-to-back position, left-to-right position, available length, available width, and available height of the storage location. The front-to-back and left-to-right positions together determine the planar coordinates of the actual location of the storage location within the vehicle, while the available length, width, and height describe the available space dimensions of the candidate storage location for goods. Based on this, the computing device 111 can determine whether the goods and the candidate storage location are geometrically compatible.

[0019] Furthermore, in one embodiment, when acquiring the cargo-location relationship, the computing device 111 also reads the cargo length, cargo width, cargo height, and the upper limit of the container's load capacity to determine whether the cargo-location relationship is geometrically feasible. Specifically, based on the premise that the candidate locations are located within the container's inner boundary and the candidate locations do not overlap, the computing device 111 determines that the cargo-location relationship is geometrically feasible based on the cargo length, cargo width, and cargo height not exceeding the corresponding available length, available width, and available height of the location, respectively; simultaneously, it determines that the entire batch of cargo to be loaded does not exceed the upper limit of the container's load capacity based on the upper limit of the container's load capacity. After the above geometric feasibility judgment, cargo-location combinations with obviously mismatched dimensions are pre-excluded, and subsequent anti-resonance screening can focus on the relationship between the cargo mass and the supporting prohibited mass segment and the fixed prohibited mass segment, avoiding the need to perform natural frequency correlation calculations on mismatched cargo-location combinations. In another embodiment, the geometrically feasible cargo-location relationship can also be pre-formed by an existing packing system and then input into the computing device 111. This invention does not limit the specific source of the geometrically feasible cargo-location relationship.

[0020] In step S212, the dual-mechanism stiffness determination unit 114 obtains the support stiffness of the candidate cargo location and determines the segment fixed stiffness of the candidate cargo location; the main vibration frequency band acquisition unit 115 obtains the vertical main vibration frequency band and the horizontal main vibration frequency band of the transportation section.

[0021] The support stiffness is the vertical recovery stiffness of the existing support method, used to represent the equivalent recovery capability of the existing support method under or around the candidate cargo location to small vertical vibrations of the cargo. The support stiffness is the physical input for supporting the restricted mass segment, and its value directly determines the position of the restricted mass segment on the cargo mass axis. In one embodiment, the support stiffness record includes the candidate cargo location number, the existing support method number, the support stiffness, and the stiffness unit. The computing device 111 reads the support stiffness using the candidate cargo location number and the existing support method number as indexes, and uses the support stiffness as input to generate the restricted mass segment for the corresponding candidate cargo location. In embodiments where multiple support contact points exist in the same candidate cargo location, the recovery effect of multiple support contact points on the vertical vibrations of the cargo is already equivalent to a single value during the registration stage. The computing device 111 directly reads the registered equivalent support stiffness as input for subsequent processing, without needing to re-synthesize it during the loading process.

[0022] The segment-specific fixed stiffness is the restoring stiffness of an existing fixed path corresponding to the horizontal principal vibration direction angle of a transport segment. It represents the equivalent restoring capability of the existing fixed path to the horizontal vibration of cargo in the horizontal principal vibration direction of the transport segment. Since the existing fixed paths of the same candidate cargo location form different directional projections relative to the horizontal principal vibration direction angles of different transport segments, the segment-specific fixed stiffness is determined separately using the candidate cargo location and the transport segment as indices, ensuring that the same candidate cargo location has its own segment-specific fixed stiffness under different transport segments. Compared to treating existing fixed paths according to a single reference direction, determining the segment-specific fixed stiffness separately for each transport segment ensures that the anti-resonance judgment in the horizontal direction is consistent with the actual vibration direction of the corresponding transport segment, thereby avoiding misjudgments due to differences in the vibration direction of the transport segments.

[0023] In one embodiment, the computing device 111 determines the segment-specific fixed stiffness through directional projection relationships. Specifically, the computing device 111 reads the axial stiffness and direction angle of the fixed components of the existing fixed paths for each candidate cargo location, and reads the horizontal principal vibration direction angle of each transport segment; wherein, the direction angle of the fixed components is the horizontal projection direction angle of the existing fixed paths. Based on the directional projection relationship between the direction angle of the fixed components and the horizontal principal vibration direction angle, the computing device 111 determines the recovery stiffness contribution of each existing fixed path corresponding to the horizontal principal vibration direction angle; the directional projection relationship represents the relationship of projecting the axial stiffness of the fixed components onto the horizontal principal vibration direction angle based on the angular difference between the direction angle of the fixed components and the horizontal principal vibration direction angle. The smaller the angular difference between the direction angle of the fixed components and the horizontal principal vibration direction angle, the greater the recovery stiffness contribution of the existing fixed path on the horizontal principal vibration direction angle. Subsequently, the computing device 111 sums the recovery stiffness contributions of each existing fixed path under the same candidate cargo location to obtain the segment-specific fixed stiffness of the candidate cargo location.

[0024] Let the first Each candidate storage location has The path already has a fixed path, the first one The axial stiffness of a fixed member with an existing fixed path is The direction angle of the fastener is , No. The horizontal principal vibration direction angle of each transportation section is: Then the first The candidate storage location is in the... Fixed stiffness of each transport section for: ; In the above formula, For the first The number of fixed path records for each candidate storage location. For the first The axial stiffness of a fixed component with an existing fixed path. For the first The orientation angle of a fixed component with an existing fixed path. For the first The horizontal principal vibration direction angle of each transportation section For the first The candidate storage location is in the... The segmental fixed stiffness under each transportation section. When the fixed component direction angle and the horizontal main vibration direction angle in the above formula are recorded in degrees, the calculation device 111 first obtains the angle difference between the fixed component direction angle and the horizontal main vibration direction angle, and then corresponds to 180 degrees. The conversion relationship of radians converts the angle difference into radians, then performs the cosine square operation, and sums the calculation results of each existing fixed path under the same candidate storage location.

[0025] The dominant frequency band acquisition unit 115 acquires the vertical and horizontal dominant frequency bands of each transport segment. In one embodiment, the transport segment data record includes the transport segment number, the lower limit of the vertical dominant frequency band, the upper limit of the vertical dominant frequency band, the lower limit of the horizontal dominant frequency band, the upper limit of the horizontal dominant frequency band, the horizontal dominant frequency direction angle, the frequency unit, and the angle unit. The vertical dominant frequency band is defined by the lower and upper limits of the vertical dominant frequency band, and the horizontal dominant frequency band is defined by the lower and upper limits of the horizontal dominant frequency band. The computing device 111 reads the vertical and horizontal dominant frequency bands using the transport segment number as an index. For the same transport segment, the vertical dominant frequency band is used to support the determination of the natural frequency, and the horizontal dominant frequency band is used to determine the horizontal fixed natural frequency. The frequency unit and the angle unit are saved together with the transport segment data record, so that transport segment data from different sources have a unified dimension after being input into the computing device 111. The lower limit of vertical main vibration, the upper limit of vertical main vibration, the lower limit of horizontal main vibration, the upper limit of horizontal main vibration, and the direction angle of horizontal main vibration for each transportation segment in the transportation segment data record can be predetermined and registered based on the vibration measurement data or empirical statistical data of the corresponding transportation route. This invention does not limit the method of determining the vibration parameters of each transportation segment.

[0026] In step S213, the forbidden mass segment determination unit 116 determines the forbidden mass segment for each candidate cargo location and each transportation segment based on the support stiffness and vertical dominant frequency band, and determines the fixed forbidden mass segment based on the segment fixed stiffness and horizontal dominant frequency band.

[0027] The physical basis of this step is that for goods constrained by existing support methods or fixed paths, they can be simplified into a single-degree-of-freedom vibration model. The natural frequency is directly proportional to the square root of the stiffness and inversely proportional to the square root of the goods' mass, i.e., the natural frequency... satisfy ,in For the corresponding stiffness, The natural frequency and cargo mass are inversely related. When the cargo mass falls within a certain range, the corresponding natural frequency falls within a certain frequency band. Therefore, the frequency comparison of "whether the natural frequency is within the main resonant frequency band" can be transformed into a mass comparison of "whether the cargo mass is within the support-restricted mass segment or fixed-restricted mass segment limited by stiffness and frequency band". After the above transformation, the computing device 111 does not need to calculate the natural frequency for each cargo-cargo location relationship during the screening stage. It only needs to compare the cargo mass with the pre-determined support-restricted mass segment and fixed-restricted mass segment to complete the anti-resonance judgment.

[0028] Let the first The support stiffness of each candidate storage location is , No. The lower limit of the vertical principal vibration of each transportation segment is The upper limit of the vertical main vibration is Then support the forbidden quality segment for: ; In the above formula, For the first The support stiffness of each candidate storage location For the first The lower limit of the vertical main vibration of each transportation section. For the first The upper limit of the vertical main vibration of each transportation section. For the first The candidate storage location is in the... The support-restricted mass segment is defined by the cargo mass corresponding to the upper limit of the vertical main vibration, and the upper limit is defined by the cargo mass corresponding to the lower limit of the vertical main vibration. The larger the cargo mass, the lower the support natural frequency. When the cargo mass increases to the point where the support natural frequency equals the upper limit of the vertical main vibration, the cargo mass reaches the lower end of the support-restricted mass segment. When the cargo mass continues to increase to the point where the support natural frequency equals the lower limit of the vertical main vibration, the cargo mass reaches the upper end of the support-restricted mass segment. The support-restricted mass segment contains two endpoints; when the cargo mass is exactly equal to the endpoint value of the support-restricted mass segment, the support natural frequency is exactly equal to the boundary frequency of the vertical main vibration frequency band, which is also considered to pose a resonance risk. The cargo mass located within the support-restricted mass segment corresponds to the state where the support natural frequency is within the vertical main vibration frequency band.

[0029] Let the first The candidate storage location is in the... The fixed stiffness of each segment under the transportation section is: , No. The lower limit of the horizontal principal vibration of each transportation segment is The upper limit of the horizontal principal oscillation is Then the fixed forbidden mass segment for: ; In the above formula, For the first The candidate storage location is in the... The fixed stiffness of each transport section For the first The lower limit of the horizontal principal vibration of each transportation segment For the first The upper limit of the horizontal main vibration of each transportation segment For the first The candidate storage location is in the... Fixed restricted mass segments under each transport segment. The generation method for fixed restricted mass segments is the same as that for supporting restricted mass segments, the difference being the stiffness and frequency band used: fixed restricted mass segments use segment-specific fixed stiffness and horizontal dominant frequency band as input, reflecting the influence of the restored stiffness of the existing fixed path on the horizontal dominant vibration direction angle of the corresponding transport segment on the horizontal fixed natural frequency. The cargo mass located within a fixed restricted mass segment corresponds to a state where the horizontal fixed natural frequency is within the horizontal dominant vibration frequency band.

[0030] The computing device 111 generates a supporting restricted mass segment and a fixed restricted mass segment for each candidate cargo location and each transport segment, and retains the supporting and fixed restricted mass segments corresponding to all transport segments under the same candidate cargo location. For multimodal transport routes, the same candidate cargo location may form a restricted mass segment in the support direction of one transport segment or in the horizontal direction of another transport segment; as long as the cargo mass falls into any supporting or fixed restricted mass segment, it means that the cargo placed in the candidate cargo location will have a resonance risk under the corresponding transport segment, and the cargo-cargo location relationship will not be included in the subsequent anti-resonance loading scheme generation. By retaining the supporting and fixed restricted mass segments corresponding to all transport segments under the same candidate cargo location, the present invention ensures anti-resonance coverage throughout the entire multimodal transport process.

[0031] In step S214, the cargo-location relationship filtering unit 118 compares the cargo quality with the supporting restricted quality segment and the fixed restricted quality segment of the corresponding candidate location, and deletes cargo-location relationships where the cargo quality falls into the supporting restricted quality segment or the fixed restricted quality segment.

[0032] In one implementation, source tags are stored for supporting restricted mass segments and fixed restricted mass segments. The source tag indicates the transport segment and support direction to which the corresponding supporting restricted mass segment belongs, or the transport segment and horizontal direction to which the corresponding fixed restricted mass segment belongs. For example, for supporting restricted mass segments, the source tag can indicate the support direction of a highway segment, a railway segment, or a sea transport segment; for fixed restricted mass segments, the source tag can indicate the horizontal direction of a highway segment, a railway segment, or a sea transport segment. The source tags enable the traceability of the origin of each supporting and fixed restricted mass segment, providing a basis for subsequent partial updates of the mass breakpoint chain.

[0033] Furthermore, in one embodiment, the quality breakpoint chain generation unit 117 generates quality breakpoints using the endpoints of the supported restricted quality segments and the fixed restricted quality segments of the same candidate storage location. Specifically, the computing device 111 performs the following calculations on the first... Each candidate cargo location collects the endpoints of all its supporting restricted mass segments and fixed restricted mass segments. The collected endpoints are sorted and deduplicated according to increasing cargo mass, forming the corresponding mass breakpoints for that candidate cargo location. Each mass breakpoint originates from one or more supporting restricted mass segments or fixed restricted mass segments. The computing device 111 stores a breakpoint source set for each mass breakpoint and a range source set for open intervals between adjacent mass breakpoints. The breakpoint source set records source tags covering the mass breakpoint, and the range source set records source tags covering open intervals between adjacent mass breakpoints. Since the same mass breakpoint or open interval may be covered by multiple supporting restricted mass segments or fixed restricted mass segments, the breakpoint source set and range source set can contain multiple source tags. For example, when a mass breakpoint is simultaneously the endpoint of a supporting restricted mass segment in the support direction of one transport segment and the endpoint of another fixed restricted mass segment in the horizontal direction of another transport segment, the breakpoint source set for that mass breakpoint contains both source tags. The ordered data structure formed by quality breakpoints, breakpoint source sets, and interval source sets is called the quality breakpoint chain. The quality breakpoint chain is established separately for each candidate cargo location, so that all the prohibited items information for each candidate cargo location is organized in order of cargo quality in a form that can be quickly queried.

[0034] The cargo-location relationship filtering unit 118 queries cargo quality through the quality breakpoint chain. For each cargo-location relationship, the computing device 111 reads the cargo quality and determines the position of the cargo quality in the quality breakpoint chain of the corresponding candidate location. When the cargo quality is located between adjacent quality breakpoints and the corresponding interval source set contains at least one source tag, or when the cargo quality is the same as the quality breakpoint and the corresponding breakpoint source set contains at least one source tag, the computing device 111 deletes the corresponding cargo-location relationship. Both of these situations indicate that the cargo quality is covered by at least one supporting restricted quality segment or fixed restricted quality segment, meaning that there is a resonance risk when the cargo is placed in the candidate location. If the cargo quality does not meet the above coverage conditions, i.e., the cargo quality does not fall into all supporting restricted quality segments and fixed restricted quality segments of the corresponding candidate location, the computing device 111 retains the corresponding cargo-location relationship. The basic data such as the cargo number and candidate location number of the deleted relationship are still retained for traceability and reprocessing when parameters are updated.

[0035] The quality breakpoint chain ensures that the supporting restricted mass segments and fixed restricted mass segments are organized into reusable data before loading. For the same candidate cargo location, the cargo quality of different goods can be repeatedly queried using the same quality breakpoint chain; for the same batch of goods to be loaded, it is not necessary to recalculate the supporting natural frequency and the horizontal fixed natural frequency for each cargo-cargo relationship before performing a frequency band comparison. In another embodiment, the computing device 111 can also directly compare the cargo quality with the supporting restricted mass segments and the fixed restricted mass segments without going through the quality breakpoint chain; the screening results of the two query methods are consistent, and those skilled in the art can choose one of the methods to implement step S214 according to the data scale and query frequency.

[0036] In step S215, the anti-resonance loading scheme generation unit 119 generates and outputs an anti-resonance loading scheme based on the retained cargo-cargo location relationship.

[0037] In one embodiment, generating an anti-resonance loading scheme includes generating a one-to-one loading mapping based on the retained cargo-location relationships, such that each piece of cargo to be loaded corresponds to a candidate location, and each candidate location corresponds to at most one piece of cargo to be loaded. In one embodiment, the computing device 111 processes the cargo to be loaded in order of cargo number and selects candidate locations in order of candidate location number from the candidate locations retained for the current cargo to be loaded; the selected candidate location is not occupied by any previously loaded cargo, and after selection, the remaining cargo to be loaded can still form a complete one-to-one loading mapping based on the retained cargo-location relationships, so that each piece of cargo to be loaded corresponds to a candidate location, and each candidate location corresponds to at most one piece of cargo to be loaded. In another embodiment, the computing device 111 may also use ordinary matching, ordinary backtracking, or an existing constraint solver to generate a one-to-one loading mapping, the input of which is the cargo-location relationship retained after being filtered by the support forbidden mass segment and the fixed forbidden mass segment.

[0038] The anti-resonance loading scheme indicates the candidate cargo location, actual location of the cargo location, existing support method, and existing fixed path for each cargo to be loaded. When generating the anti-resonance loading scheme, the anti-resonance loading scheme generation unit 119 combines the correspondence between cargo numbers and candidate cargo location numbers determined by the one-to-one loading mapping with the actual location of the cargo location, existing support method, and existing fixed path determined by the candidate cargo location data acquisition unit 113 from the candidate cargo location data to form each record of the anti-resonance loading scheme. In one embodiment, each record of the anti-resonance loading scheme includes a cargo number, a candidate cargo location number, an actual location of the cargo location, an existing support method number, and an existing fixed path number; each record comes from a one-to-one loading mapping and corresponds to the actual loaded object in the candidate cargo location data. Since the deleted cargo-location relationships were excluded before the one-to-one loading mapping was generated, the candidate locations for each piece of cargo to be loaded in the anti-resonance loading scheme all meet the following requirements: the cargo mass does not fall into any of the support-restricted mass segments or fixed-restricted mass segments corresponding to the candidate location; that is, in any transportation segment, the natural frequency of the support at the selected candidate location is not within the vertical dominant frequency band, and the horizontal fixed natural frequency is not within the horizontal dominant frequency band. On-site loading personnel can complete the loading according to the anti-resonance loading scheme without needing to perform anti-resonance verification after the loading scheme is generated.

[0039] After outputting the anti-resonance loading scheme, the computing device 111 compares the lower limit of vertical main vibration, the upper limit of vertical main vibration, the lower limit of horizontal main vibration, the upper limit of horizontal main vibration, and the horizontal main vibration direction angle of each transport section with the previously obtained values ​​to determine whether the vertical main vibration frequency band, the horizontal main vibration frequency band, and the horizontal main vibration direction angle of each transport section have changed. When the above parameters have not changed, the output anti-resonance loading scheme is maintained; when there are changed parameters, the computing device 111 performs local updates on the corresponding data according to the changed object, and regenerates the anti-resonance loading scheme based on the current supported restricted mass section and fixed restricted mass section.

[0040] Specifically, when the vertical dominant frequency band of a transport segment changes, the computing device 111 updates the corresponding support restricted mass segment of the transport segment according to the changed vertical dominant frequency band, that is, it redetermines the support restricted mass segment by combining the changed lower limit and upper limit of the vertical dominant frequency band with the support stiffness of the corresponding candidate cargo location; when the horizontal dominant frequency band of a transport segment changes, the computing device 111 updates the corresponding fixed restricted mass segment of the transport segment according to the changed horizontal dominant frequency band, that is, it redetermines the support restricted mass segment by combining the changed lower limit and upper limit of the horizontal dominant frequency band with the support stiffness of the corresponding candidate cargo location. The fixed stiffness of the segment under the transport segment is re-determined to determine the fixed forbidden mass segment; when the horizontal dominant vibration direction angle of a transport segment changes, since the segment fixed stiffness is determined by the directional projection relationship of the existing fixed path relative to the horizontal dominant vibration direction angle, the change of the horizontal dominant vibration direction angle will change the recovery stiffness contribution of each existing fixed path in the horizontal direction of the transport segment. The computing device 111 first re-determines the segment fixed stiffness corresponding to the transport segment according to the directional projection relationship, and then updates the fixed forbidden mass segment corresponding to the transport segment based on the updated segment fixed stiffness and the horizontal dominant vibration frequency band.

[0041] In one implementation, when a mass breakpoint chain is stored, the computing device 111 updates the corresponding breakpoint source set or interval source set in the mass breakpoint chain simultaneously while updating the supporting restricted mass segment or fixed restricted mass segment, ensuring that the mass breakpoint chain remains consistent with the updated supporting and fixed restricted mass segments. After the update process is completed, the computing device 111 re-executes the cargo quality query, cargo-location relationship filtering, and one-to-one loading mapping generation based on the current supporting and fixed restricted mass segments. The regenerated anti-resonance loading scheme still indicates the candidate cargo location, actual location of the cargo location, existing support method, and existing fixed path corresponding to each cargo to be loaded. Since each update is performed locally on the changed transport segment, the supporting and fixed restricted mass segments, fixed restricted mass segments, and mass breakpoint chain data corresponding to the unaffected transport segments remain unchanged, thereby avoiding batch recalculation and facilitating embedding and use during loading design operations.

[0042] Example 1:

[0043] The following example illustrates the scenario of a 40-foot shipping container carrying six vibration-sensitive items. Figure 2 The complete execution process of the processing flow shown is explained.

[0044] The container has an internal length of 12.03m, an internal width of 2.35m, and an internal height of 2.39m, with a maximum load capacity of 26,700kg. Eight candidate cargo positions, P1 to P8, are designated within the container. Each candidate cargo position has a usable length of 2.20m, a usable width of 1.05m, and a usable height of 2.10m. The front-to-back distance between cargo positions P1 and P2 is 1.20m, between P3 and P4 it is 3.60m, between P5 and P6 it is 6.00m, and between P7 and P8 it is 8.40m. The left-to-right distance between candidate cargo positions is 0.58m, and between the right-to-right distance is 1.77m.

[0045] This batch of goods to be loaded includes six items: A, B, C, D, E, and F. Goods A has a weight of 720 kg, a length of 1.60 m, a width of 0.90 m, and a height of 1.20 m; Goods B has a weight of 860 kg, a length of 1.75 m, a width of 0.95 m, and a height of 1.35 m; Goods C has a weight of 1000 kg, a length of 1.80 m, a width of 0.96 m, and a height of 1.40 m; Goods D has a weight of 1180 kg, a length of 1.90 m, a width of 1.00 m, and a height of 1.50 m; Goods E has a weight of 1350 kg, a length of 2.00 m, a width of 1.00 m, and a height of 1.55 m; Goods F has a weight of 1550 kg, a length of 2.10 m, a width of 1.02 m, and a height of 1.60 m. The total weight of the six items to be loaded is 6660kg, which does not exceed the container's maximum load capacity. The length, width, and height of the six items do not exceed the available length, width, and height of each candidate storage location, respectively. After geometric feasibility assessment, 48 geometrically feasible cargo-storage location relationships are retained.

[0046] The support stiffnesses of P1 to P8 are as follows: N / m, N / m, N / m, N / m, N / m, N / m, N / m and N / m. Each candidate storage location has two existing fixed paths. The axial stiffness of the fasteners for the existing fixed paths from P1 to P8 are as follows: N / m, N / m, N / m, N / m, N / m, N / m, N / m and N / m corresponds to the following fastener orientation angles: ±35 degrees, ±40 degrees, ±45 degrees, ±50 degrees, ±55 degrees, ±60 degrees, ±65 degrees, and ±70 degrees, respectively.

[0047] This batch of transportation routes includes three segments: road, rail, and sea. The road segment has a vertical dominant frequency band of 3.20Hz to 4.60Hz, a horizontal dominant frequency band of 2.20Hz to 3.00Hz, and a horizontal dominant direction angle of 0 degrees. The rail segment has a vertical dominant frequency band of 5.50Hz to 7.00Hz, a horizontal dominant frequency band of 3.00Hz to 3.80Hz, and a horizontal dominant direction angle of 90 degrees. The sea segment has a vertical dominant frequency band of 0.70Hz to 1.10Hz, a horizontal dominant frequency band of 0.80Hz to 1.30Hz, and a horizontal dominant direction angle of 35 degrees.

[0048] In step S212, the computing device 111 first determines the segment fixation stiffness of each candidate cargo location under each transportation segment according to the directional projection relationship. Taking P1 as an example, P1 has two existing fixed paths, and the axial stiffness of the fixing members of both existing fixed paths is... N / m, the direction angles of the fixing parts are positive 35 degrees and negative 35 degrees respectively. The calculation device 111 reads the direction angle of the fixing parts and the horizontal main vibration direction angle in the angle system, and corresponds them to 180 degrees before performing the cosine square operation. The conversion relationship of radians completes the angle difference conversion. For the highway section, the horizontal principal vibration direction angle is 0 degrees, and the sum of the recovery stiffness contributions of the two existing fixed paths is 469707.05 N / m, that is, the segment fixed stiffness of P1 under the highway section is 469707.05 N / m; for the railway section, the horizontal principal vibration direction angle is 90 degrees, and the segment fixed stiffness of P1 under the railway section is 230292.95 N / m; for the sea transport section, the horizontal principal vibration direction angle is 35 degrees, and the segment fixed stiffness of P1 under the sea transport section is 390942.22 N / m. Following the same method, the fixed stiffnesses of sections P1 to P8 under the highway section are 469707.05 N / m, 528141.68 N / m, 550000.00 N / m, 537128.68 N / m, 493484.89 N / m, 425000.00 N / m, 339351.77 N / m, and 245653.33 N / m, respectively; and the fixed stiffnesses of sections under the railway section are 230292.95 N / m, 371858.32 N / m, 550000.00 N / m, and 76 N / m, respectively. The values ​​are 2871.32 N / m, 1006515.11 N / m, 1275000.00 N / m, 1560648.23 N / m, and 1854346.67 N / m; the fixed stiffness of the sections under the sea transport section are 390942.22 N / m, 476726.03 N / m, 550000.00 N / m, 611395.74 N / m, 662266.67 N / m, 704641.44 N / m, 741146.01 N / m, and 774897.24 N / m, respectively.

[0049] In step S213, the computing device 111 determines the support-restricted mass segment for each candidate cargo location under each transport section based on the support stiffness and vertical dominant frequency band, and determines the fixed-restricted mass segment for each candidate cargo location under each transport section based on the section fixed stiffness and horizontal dominant frequency band. Taking P1 as an example, the support stiffness of P1 is... N / m, the vertical dominant vibration frequency band of the highway section is 3.20Hz to 4.60Hz. Substituting the upper limit of the vertical dominant vibration (4.60Hz) into the formula for the restricted support mass section, we get 1197.08kg for the lower end and 2473.66kg for the upper end. Therefore, the restricted support mass section of the highway section is 1197.08kg to 2473.66kg. Similarly, considering the horizontal dominant vibration frequency band of the highway section (2.20Hz to 3.00Hz) and the fixed stiffness of the highway section (4), Based on the value of 69707.05 N / m, the fixed prohibited mass range for highway sections is 1321.98 kg to 2458.23 kg; the supporting prohibited mass range for railway sections is 516.94 kg to 837.37 kg, and the fixed prohibited mass range for railway sections is 403.97 kg to 648.15 kg; the supporting prohibited mass range for maritime sections is 20934.13 kg to 51694.48 kg, and the fixed prohibited mass range for maritime sections is 5859.58 kg to 15472.94 kg.

[0050] In step S214, the computing device 111 establishes a mass breakpoint chain for P1. The endpoints of the support-restricted mass segment and the fixed-restricted mass segment of P1 under the three transport segments are sorted in ascending order of cargo mass and deduplicated, resulting in mass breakpoints of 403.97 kg, 516.94 kg, 648.15 kg, 837.37 kg, 1197.08 kg, 1321.98 kg, 2458.23 kg, 2473.66 kg, 5859.58 kg, 15472.94 kg, 20934.13 kg, and 51694.48 kg. A breakpoint source set is saved for each mass breakpoint, and an interval source set is saved for the open intervals between adjacent mass breakpoints. For example, cargo A has a weight of 720 kg and is located within an open interval between 648.15 kg and 837.37 kg. The source set of this open interval contains the source label of railway section support direction, indicating that 720 kg falls within the support restricted mass range of 516.94 kg to 837.37 kg under the railway section of P1. Therefore, the cargo-location relationship between cargo A and P1 is deleted. Cargo B has a weight of 860 kg and is located within an open interval between 837.37 kg and 1197.08 kg. The source set of this open interval does not contain any source label. Therefore, the cargo-location relationship between cargo B and P1 is retained. After performing the same query on all 48 goods-location relationships, 23 goods-location relationships are retained and 25 are deleted: Goods A retains P3, P4, P5, P6, and P7; Goods B retains P1, P3, P4, P5, P6, and P7; Goods C retains P1, P4, P5, and P6; Goods D retains P1, P4, P5, and P6; Goods E retains P2, P5, and P8; and Goods F retains P8.

[0051] In step S215, the computing device 111 processes goods A, B, C, D, E, and F in that order, and selects the first unoccupied candidate cargo location from the currently reserved candidate cargo locations in the order of P1 to P8. This selected location ensures that the remaining goods can still form a complete one-to-one loading mapping, generating a one-to-one loading mapping: Goods A enter P3, Goods B enter P1, Goods C enter P4, Goods D enter P5, Goods E enter P2, and Goods F enter P8. The output anti-resonance loading scheme includes six records, each containing the cargo number, candidate cargo location number, actual cargo location location, existing support method number, and existing fixed path number.

[0052] The natural frequencies of the generated anti-resonance loading scheme were checked: the natural frequency of support for cargo A at P3 is 8.80Hz, and the horizontal fixed natural frequencies under the three transport sections are all approximately 4.40Hz; the natural frequency of support for cargo B at P1 is 5.43Hz, and the horizontal fixed natural frequencies under the road, rail, and sea transport sections are 3.72Hz, 2.60Hz, and 3.39Hz, respectively; the natural frequency of support for cargo C at P4 is 8.72Hz, and the horizontal fixed natural frequencies under the three transport sections are 3.69Hz, 4.40Hz, and 4.40Hz, respectively. The natural frequency of support for cargo D at P5 is 9.27Hz, and the horizontal fixed natural frequencies under the three transport sections are 3.25Hz, 4.65Hz, and 3.77Hz, respectively; the natural frequency of support for cargo E at P2 is 5.31Hz, and the horizontal fixed natural frequencies under the three transport sections are 3.15Hz, 2.64Hz, and 2.99Hz, respectively; the natural frequency of support for cargo F at P8 is 11.79Hz, and the horizontal fixed natural frequencies under the three transport sections are 2.00Hz, 5.50Hz, and 3.56Hz, respectively. None of the above support natural frequencies are within the vertical dominant frequency band of the corresponding transport section, and none of the above horizontal fixed natural frequencies are within the horizontal dominant frequency band of the corresponding transport section. The verification results are consistent with the anti-resonance screening rules.

[0053] Furthermore, to illustrate the necessity of determining the segment fixed stiffness based on the horizontal dominant vibration direction angle of the transport segment, a comparison was made using reference fixed stiffness under a single reference direction for the same batch of data. This involved simultaneously processing the highway, railway, and sea transport segments based on the fixed stiffness in the 90-degree transverse direction of the container. This comparison method retained 30 cargo-position relationships but deleted 18, which is inconsistent with the complete processing results described above. Taking the relationship between cargo B and P1 as an example, when calculating based on the reference fixed stiffness in the 90-degree direction, the horizontal fixed natural frequency of cargo B at P1 is 2.60Hz, falling within the horizontal dominant vibration frequency band of the highway segment; this relationship was incorrectly deleted. However, the actual horizontal dominant vibration direction angle of the highway segment is 0 degrees, and the segment fixed stiffness of P1 under the highway segment is 469707.05 N / m, corresponding to a horizontal fixed natural frequency of 3.72Hz, which is not within the horizontal dominant vibration frequency band of the highway segment. Taking the relationship between cargo A and P8 as an example, this relationship is retained when calculated based on the reference fixed stiffness. However, the segment fixed stiffness of P8 under the actual horizontal principal vibration direction angle of the highway section is 245653.33 N / m, and the horizontal fixed natural frequency of cargo A at P8 is 2.94 Hz, which is within the horizontal principal vibration frequency band of the highway section. Therefore, it is evident that the segment fixed stiffness needs to be determined separately for each transport segment's horizontal principal vibration direction angle; otherwise, both incorrect deletion and false safety relationships will occur simultaneously due to differences in the vibration direction of the transport segments.

[0054] To illustrate the role of the quality breakpoint chain, a comparison was made of the same batch of data without using the quality breakpoint chain: The directional projection relationship was preserved, and the support-restricted mass segments and fixed-restricted mass segments were determined according to the same segment stiffness as the complete scheme. Then, the natural frequency of the support and the horizontal fixed natural frequency of each transport segment were directly calculated for each cargo-location relationship, and each was compared with the vertical and horizontal dominant frequency bands. The preserved and deleted cargo-location relationships obtained by this comparison method were completely consistent with the complete scheme. However, since there were 48 cargo-location relationships in this example, 48 square root natural frequency calculations were required in the support direction and 144 square root natural frequency calculations were required in the horizontal direction, resulting in a total of 192 relationship-by-relationship square root natural frequency calculations and 288 frequency band comparisons. In contrast, the complete scheme only required locating the cargo mass in the quality breakpoint chain before loading and querying the corresponding breakpoint source set or interval source set to complete the same filtering. Therefore, the quality breakpoint chain transforms the complex relationship-by-relationship frequency calculation into an interval query of cargo mass, significantly reducing the data processing volume while ensuring consistent filtering results.

[0055] Finally, the update process when vibration parameters change is explained. In the case of a single transport segment with changing direction, the horizontal dominant frequency band of the highway segment remains 2.20Hz to 3.00Hz, and the horizontal dominant direction angle of the highway segment changes from 0 degrees to 20 degrees. The vertical dominant frequency band, horizontal dominant frequency band, and horizontal dominant direction angle of the railway and sea transport segments remain unchanged. The computing device 111 re-determines the fixed stiffness of the highway segment according to the directional projection relationship. The fixed stiffness of the segments P1 to P8 under the highway segment is updated to 441700.92N / m, 509860.00N / m, 550000.00N / m, 563535.56N / m, 553498.03N / m, 524431.11N / m, 482216.32N / m and 433834.71N / m respectively. Then, the fixed incompatible mass segment corresponding to the horizontal direction source label of the highway segment is updated with the updated fixed stiffness of the segment and the horizontal dominant frequency band of the highway segment, and the relevant breakpoint source set or interval source set in the mass breakpoint chain is updated simultaneously. After re-checking the cargo quality, cargo A can enter P3, P4, P5, P6, P7, and P8; cargo B can enter P1, P3, P4, P5, P6, P7, and P8; cargo C can enter P1, P4, P5, P6, P7, and P8; cargo D can enter P1, P4, P5, P6, P7, and P8; cargo E can enter P2, P5, P6, and P7; and cargo F can only enter P5. The computing device 111 follows the processing order of cargo A, B, C, D, E, and F, and the candidate cargo location selection order from P1 to P8. Based on the current supporting restricted mass segment and fixed restricted mass segment, it regenerates a one-to-one loading mapping, resulting in an anti-resonance loading scheme where cargo A enters P3, cargo B enters P1, cargo C enters P4, cargo D enters P6, cargo E enters P2, and cargo F enters P5.

[0056] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A multimodal transport cargo anti-resonance loading system, comprising a computing device, characterized in that, The computing device is configured as follows: Obtain the cargo quality, candidate cargo location data, and cargo-cargo location relationship for each piece of cargo to be loaded; determine the actual location of the cargo location, existing support methods, and existing fixed paths based on the candidate cargo location data. Obtain the support stiffness, section fixed stiffness, and vertical and horizontal main vibration frequency bands of the candidate storage location. The support stiffness is the vertical recovery stiffness of the existing support method, and the section fixed stiffness is the recovery stiffness of the horizontal main vibration direction angle of the transportation section corresponding to the existing fixed path. For each candidate cargo location and each transportation section, the support-restricted mass section is determined by the support stiffness and the vertical dominant frequency band. The cargo mass within the support-restricted mass section corresponds to the support natural frequency being within the vertical dominant frequency band. The fixed-restricted mass section is determined by the fixed stiffness of the section and the horizontal dominant frequency band. The cargo mass within the fixed-restricted mass section corresponds to the horizontal fixed natural frequency being within the horizontal dominant frequency band. Compare the cargo quality with the support and fixed restriction weight segments of the candidate storage locations, and delete cargo-storage location relationships where the cargo quality falls into the support or fixed restriction weight segments. Based on the preserved cargo-location relationship, an anti-resonance loading scheme is generated and output. The anti-resonance loading scheme indicates the candidate location, actual location, existing support method, and existing fixed path of each cargo to be loaded.

2. The multimodal transport cargo anti-resonance loading system according to claim 1, characterized in that, The candidate storage location data includes the front and rear position of the storage location, the left and right position of the storage location, the available length of the storage location, the available width of the storage location, and the available height of the storage location.

3. The multimodal transport cargo anti-resonance loading system according to claim 2, characterized in that, The computing device is also configured to read the cargo length, cargo width, cargo height, and container load limit, determine that the cargo-cargo-location relationship is geometrically feasible based on the cargo length, cargo width, and cargo height not exceeding the corresponding available length, available width, and available height of the cargo space, and determine that the entire batch of cargo to be loaded does not exceed the container load limit based on the container load limit.

4. The multimodal transport cargo anti-resonance loading system according to claim 1, characterized in that, The computing device determines the segment fixed stiffness through directional projection relationships, and the process of determining the segment fixed stiffness includes: Read the axial stiffness and direction angle of the fasteners of the existing fixed path for each candidate storage location, and read the horizontal principal vibration direction angle of each transportation segment. The direction angle of the fasteners is the horizontal projection direction angle of the existing fixed path. Based on the directional projection relationship between the fixing member direction angle and the horizontal main vibration direction angle, the recovery stiffness contribution of the existing fixed path corresponding to the horizontal main vibration direction angle is determined. The directional projection relationship represents the relationship of projecting the axial stiffness of the fixing member onto the horizontal main vibration direction angle based on the angle difference between the fixing member direction angle and the horizontal main vibration direction angle. The segment fixed stiffness is obtained by summing the recovery stiffness contributions of each existing fixed path under the same candidate storage location.

5. A multimodal transport cargo anti-resonance loading system according to claim 1, characterized in that, The computing device is further configured to store source tags for the supporting restricted mass segment and the fixed restricted mass segment respectively. The source tags are used to indicate the transportation segment and support direction to which the corresponding supporting restricted mass segment belongs, or to indicate the transportation segment and horizontal direction to which the corresponding fixed restricted mass segment belongs.

6. A multimodal transport cargo anti-resonance loading system according to claim 5, characterized in that, The computing device is also configured to generate quality breakpoints from the endpoints of the support restricted quality segment and the fixed restricted quality segment of the same candidate location, save a breakpoint source set for the quality breakpoints, save an interval source set for the open intervals between adjacent quality breakpoints, and form a quality breakpoint chain from the quality breakpoints, the breakpoint source set, and the interval source set.

7. A multimodal transport cargo anti-resonance loading system according to claim 6, characterized in that, The computing device queries the quality of the goods through the quality breakpoint chain: When the cargo quality is between adjacent quality breakpoints and the corresponding interval source set contains at least one of the source tags, or when the cargo quality is the same as the quality breakpoint and the corresponding breakpoint source set contains at least one of the source tags, the corresponding cargo-location relationship is deleted.

8. A multimodal transport cargo anti-resonance loading system according to claim 1, characterized in that, The generated anti-resonance loading scheme includes: Based on the retained cargo-location relationship, a one-to-one loading mapping is generated, so that each piece of cargo to be loaded corresponds to a candidate location and each candidate location corresponds to at most one piece of cargo to be loaded. Cargo to be loaded is processed in order of cargo number. Candidate cargo locations are selected in order of candidate cargo location number from the candidate cargo locations reserved for the current cargo to be loaded. The selected candidate cargo location is not occupied by the cargo to be loaded previously, and the remaining cargo to be loaded after selection can still form a complete one-to-one loading mapping based on the reserved cargo-cargo location relationship.

9. A multimodal transport cargo anti-resonance loading system according to claim 1, characterized in that, When the vertical dominant frequency band of a transport segment changes, the computing device updates the support non-matching mass segment corresponding to that transport segment based on the changed vertical dominant frequency band. When the horizontal dominant frequency band of a transport segment changes, the fixed mismatch mass segment corresponding to that transport segment is updated according to the changed horizontal dominant frequency band. When the horizontal principal vibration direction angle of a transport segment changes, the segment fixed stiffness and the fixed restricted mass segment corresponding to that transport segment are updated; and the anti-resonance loading scheme is regenerated based on the current support restricted mass segment and the fixed restricted mass segment.

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