Docking apparatus for loading and unloading vehicles and warehouses and method of use thereof
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- LUZHOU LAOJIAO CO LTD
- Filing Date
- 2023-01-19
- Publication Date
- 2026-06-23
Smart Images
Figure CN116002269B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of logistics system technology, and in particular to a docking device for loading and unloading vehicles and warehouses and its usage method. Background Technology
[0002] With societal development, logistics has become an essential part of people's lives. Currently, factories typically use forklifts to move goods, manually stacking them into trucks before transporting them out. This method is not only inefficient but also requires a large number of forklifts and is prone to safety accidents in situations with limited factory space. To address this, existing technology offers a new transportation method: a transport line designed to connect the loading dock and the truck bed. Goods can be directly moved from the loading dock to the truck bed via this line, resulting in high efficiency, eliminating the need for forklifts, and reducing the risk of accidents. For example:
[0003] CN111573316A discloses an automated loading and unloading system, an automated loading method, and an automated unloading method, belonging to the technical field of logistics systems. The automated loading and unloading system includes a cargo support plate, a submersible transfer device, a traction loading and unloading operation device, and a flexible conveyor line. The cargo support plate is laid on the floor of the truck bed. The traction loading and unloading operation device is located between the submersible transfer device and the flexible conveyor line, and is connected to the front end of both the submersible transfer device and the flexible conveyor line. The traction loading and unloading operation device can pull the submersible transfer device and the flexible conveyor line to move in a forward and backward direction, enabling cargo transfer. This automated loading and unloading system can realize the automatic loading and unloading of goods, saving labor and time, and reducing logistics costs.
[0004] In addition, existing technologies disclose technical solutions for achieving height alignment between automated loading / unloading vehicles and the roller conveyor of the loading platform to ensure smooth cargo loading and unloading processes. For example:
[0005] CN103708242B discloses a height alignment system for a loading platform roller conveyor for automated loading and unloading vehicles. It includes a fixed bracket with a loading platform roller conveyor mounted on it. A screw jack is located at the front end of the fixed bracket, with a servo motor connected to its input end and its output end connected to the bottom of the loading platform roller conveyor. A tilting roller conveyor is located at the front end of the loading platform roller conveyor, and a laser rangefinder is located at its front end. A support is located at the bottom of the front end of the loading platform roller conveyor, and a cylinder is mounted on the support. The piston rod of the cylinder is fixedly connected to the tilting roller conveyor. This invention provides a height alignment system for a loading platform roller conveyor for automated loading and unloading vehicles, enabling precise alignment between the roller conveyor on the loading platform and the roller conveyor inside the vehicle compartment outside the loading platform, thereby completing the loading and unloading of goods.
[0006] Furthermore, on the one hand, there are differences in understanding among those skilled in the art; on the other hand, the applicant studied a large number of documents and patents when making this invention, but due to space limitations, not all details and contents were listed in detail. However, this does not mean that the present invention does not possess the features of these prior art. On the contrary, the present invention already possesses all the features of the prior art, and the applicant reserves the right to add relevant prior art to the background art. Summary of the Invention
[0007] To address the shortcomings of existing technologies, this invention aims to provide a docking device and its method for loading and unloading vehicles and warehouses, thereby at least solving the technical problems existing in the prior art. These technical problems may include:
[0008] Existing technologies only address the height alignment between the automated loading and unloading vehicle and the platform roller conveyor. They cannot control the posture of the goods when they pass through the docking equipment, which may cause malfunctions such as jamming due to deviations in the posture of the goods.
[0009] Existing technologies can only troubleshoot malfunctions through manual inspection and operation, which wastes manpower and may not be able to detect and resolve malfunctions in a timely manner, potentially causing stagnation or chaos in the loading and unloading process.
[0010] Different vehicles have unique loading conditions, and mechanical docking is a crucial part of automated loading and unloading. Establishing a mechanical transfer chain between the vehicle and warehouse is time-consuming. The technical solution of this invention, based on the association of characteristic symbols on the vehicle side, automatically pre-builds a suitable transfer chain, saving significant loading and unloading time and significantly improving the stability of goods during loading, unloading, and transportation. This avoids situations where, for example, liquor loses its flavor due to shaking during transport. Liquor is a high-value product, and both the liquor itself and related goods must be protected from scratches during transportation. Even a scratch on the packaging significantly reduces its value. The technical solution of this invention can significantly reduce unnecessary movement and shaking during the loading and unloading of liquor, significantly reducing the risk of scratches and ensuring the value and quality of the liquor.
[0011] This invention discloses a docking device for loading and unloading vehicles and warehouses, comprising a first docking unit configured at the warehouse end and a second docking unit configured at the vehicle end. The first docking unit and the second docking unit dock with each other through their respective mechanical modules. The mechanical module of the first docking unit includes at least a first buffer section and a first docking section connected to each other. The first buffer section is positioned closer to the warehouse end than the first docking section. The first docking section can dock with the mechanical module of the second docking unit to form a contact surface for transferring goods. The first docking section docks with the mechanical module of the second docking unit using a plate chain machine.
[0012] According to a preferred embodiment, the mechanical module of the second docking unit includes at least a second docking segment for docking with the first docking segment, wherein the second docking segment can be connected to the second bearing segment or serve as part of the structure of the second bearing segment.
[0013] Preferably, based on the pallet bottom zigzag structure and pallet conveying direction, the conveyor selection for the first docking section can generally use a conventional three-chain conveyor or roller conveyor, thereby reducing operating costs. However, this invention uses a plate chain conveyor to dock the first docking section with the second docking unit at the vehicle end, and the conveying equipment type of the first docking section and the second docking section at the vehicle end is the same, for the following reasons:
[0014] Based on the analysis of the vehicle's left and right dynamic deviation and the cargo alignment requirements of the first docking unit, the conveyor in the first docking unit needs to be able to perform large-scale displacement operations on the pallet. However, due to the high friction of the chain conveyor and the anti-slip pads on the bottom of the pallet, the friction of the chain conveyor is further increased, making it even more difficult to achieve relative displacement. In addition, the contact area between the chain and the bottom of the pallet is very narrow, which makes it easy for the chain to dislodge and suffer severe wear during alignment. This not only fails to achieve the displacement effect but also damages the equipment and causes it to malfunction. Therefore, the docking section of this invention is not suitable for three-chain conveyors.
[0015] During loading, the conveying surface height of the second docking unit may be higher than that of the first docking unit. When the pallet is conveyed from the first docking unit to the second docking unit, it will enter an incline state. The pallet will mostly detach from the contact surface on the rollers, with only a single roller on the tail side in contact with it. Moreover, the contact surface is only a line, resulting in low friction and slippage, making it impossible to push the pallet forward. In addition, the pallet needs to be one-third of the way into the vehicle and in motion to ensure smooth pulling. However, at the moment the incline begins, the second docking unit is usually not started and cannot pull on one side, thus failing to complete the transition smoothly. Therefore, the docking section of this invention is not suitable for roller conveyors.
[0016] According to a preferred embodiment, the second docking section and / or the second bearing section are disposed at the bottom of the vehicle end receiving space, wherein the second docking section can serve as the end section of the second bearing section near the exit of the vehicle end receiving space.
[0017] According to a preferred embodiment, the first docking segment can extend into the vehicle end receiving space via a transition member to dock with the second docking segment, wherein the thickness of the transition member is less than the thickness of the conveying member.
[0018] Preferably, the side of the first docking section that contacts the goods can be on the same plane to ensure smooth transport of the goods, and typically the side that contacts the goods is the upper surface, that is, the upper surface of the transition component is coplanar with the upper surfaces of other components (or conveying components) of the first docking section. Further, to ensure that the transition component can extend into the accommodating space at the vehicle end, the opposite side (i.e., the lower surface) of the contact surface of the transition component is arranged such that it is at least partially higher than the opposite side (i.e., the lower surface) of the contact surface of the conveying component, so that the empty space below the transition component can be at least partially occupied by the bottom structure of the accommodating space at the vehicle end.
[0019] According to a preferred embodiment, the mechanical modules of the first docking unit and the second docking unit can be driven and controlled by their respective electronic modules, wherein the control signals for drive control are generated by a central control unit that is connected to the electronic modules of the first docking unit and the second docking unit respectively.
[0020] According to a preferred embodiment, the central control unit is at least able to generate control signals based on information acquired by the acquisition component during the docking process and / or loading and unloading process, wherein the acquisition component can be disposed on the first docking unit and / or the second docking unit.
[0021] According to a preferred embodiment, the acquisition component is able to acquire at least the feature symbols set on the mechanical module of the second docking unit, so as to parse and obtain information uniquely associated with the second docking unit, so that the central control unit can determine the pairing status of the first docking unit and the second docking unit.
[0022] Preferably, the second docking unit has a feature symbol on the surface of its mechanical module that can be acquired by the acquisition component of the first docking unit as the vehicle approaches the corresponding first docking unit. The information obtained after parsing the feature symbol can uniquely point to the second docking unit, so that the first docking unit can use its electronic module to parse it to obtain the parsing result or transmit it to the central control module for auxiliary parsing to provide feedback on the parsing result. Based on the parsing result, the pairing status of the first docking unit and the second docking unit is determined, thereby determining whether the vehicle's destination is correct. If the first docking unit and the second docking unit conform to the pairing method specified by the central control unit, the vehicle's destination is correct, and the vehicle can continue to complete the approach operation. Conversely, if the first docking unit and the second docking unit do not conform to the pairing method specified by the central control unit, the vehicle's destination is incorrect, and the vehicle can continue to complete the approach operation or move to a designated destination based on the instruction issued by the central control unit to the second docking unit, with the current destination as the final destination. The designated destination can be the original designated destination or a newly designated destination.
[0023] According to a preferred embodiment, the first docking unit and the second docking unit are each provided with their own limiting components to at least achieve horizontal limiting during the cargo docking process, and the first limiting component and the second limiting component can be used independently or in cooperation with each other.
[0024] Preferably, the limiting component may include a flared opening that guides the goods along a preset path, such as the vertical storage flared opening of the first docking unit and the external flared opening of the second docking unit. Further, the vertical storage flared opening can be used at least during the unloading process, and the external flared opening can be used at least during the loading process. Preferably, the vertical storage flared opening's design allows for a deviation to accommodate vehicle-end offset based on the accuracy of the in-vehicle limiting of the cargo pallet within the vehicle-end accommodating space and the vehicle's dynamic deviation.
[0025] According to a preferred embodiment, the central control unit can predict and determine whether the allowable deviation of the vehicle body after docking in the current posture can meet the design requirements of the first limit component and / or the second limit component based on the information obtained by the acquisition component.
[0026] The present invention also discloses a method of using docking equipment for loading and unloading vehicles and warehouses, which includes at least a docking step, wherein the docking step is that a first docking unit set at the warehouse end and a second docking unit set at the vehicle end perform docking operations under the control of a central control unit to reduce the docking gap and form a connected contact surface for transporting goods.
[0027] The beneficial technical effects of this invention are as follows:
[0028] 1. The docking left and right limit design of the present invention can limit the cargo on the docking equipment laterally, so as to limit the posture of the cargo during the loading and unloading process, thereby reducing the failure caused by posture deviation.
[0029] 2. The plate chain conveyor used in this invention can effectively avoid the risks of using three-chain conveyors and roller conveyors, thus ensuring a smooth transition;
[0030] 3. Due to the spatial structure design of the equipment, it is not possible to install an automatic end stop near the docking interface. Therefore, this invention can effectively prevent goods from slipping off the end of the docking equipment through automatic fault monitoring, and promptly eliminate faults in time to avoid affecting the entire loading and unloading process. Attached Figure Description
[0031] Figure 1 This is a schematic diagram of the structure of the first docking segment provided by the present invention in a preferred embodiment;
[0032] Figure 2 This is a schematic diagram of the preferred embodiment of the docking device provided by the present invention, where the warehouse end is a glass bottle storage area;
[0033] Figure 3 This is a schematic diagram of the preferred embodiment of the docking device provided by the present invention, where the warehouse end is a packaging material warehouse;
[0034] Figure 4 This is a schematic diagram of the cargo's external dimensions in a preferred embodiment provided by the present invention;
[0035] Figure 5 This is a schematic diagram of the structure of the limiting component provided by the present invention in a preferred embodiment;
[0036] Figure 6 This is a simplified schematic diagram of the module connection relationship of the docking device provided by the present invention.
[0037] List of reference numerals
[0038] 100: First docking unit; 101: Warehouse end; 110: First docking section; 111: Transition component; 112: Conveying component; 120: First buffer section; 130: First limiting component; 140: Data acquisition component; 200: Second docking unit; 201: Vehicle end; 210: Second docking section; 220: Second bearing section; 230: Second limiting component; 300: Central control unit. Detailed Implementation
[0039] The following is a detailed explanation with reference to the accompanying drawings.
[0040] Figure 1 This is a schematic diagram of the structure of the first docking segment 110 provided by the present invention in a preferred embodiment; Figure 2 This is a schematic diagram of the structure of the docking device provided by the present invention in a preferred embodiment where the warehouse end 101 is a glass bottle storage area; Figure 3 This is a schematic diagram of the structure of the docking device provided by the present invention in a preferred embodiment where warehouse end 101 is a packaging material warehouse; Figure 4 This is a schematic diagram of the cargo's external dimensions in a preferred embodiment provided by the present invention; Figure 5 This is a schematic diagram of the structure of the limiting component provided by the present invention in a preferred embodiment; Figure 6 This is a simplified schematic diagram of the module connection relationship of the docking device provided by the present invention. The dimensional parameters in the figure are only examples of one implementation method and are not limited to these values.
[0041] This invention discloses a docking device for loading and unloading vehicles and warehouses, comprising at least a first docking unit 100 and a second docking unit 200. The first docking unit 100 can be configured at the warehouse end 101, and the second docking unit 200 can be configured at the vehicle end 201. The first docking unit 100 and the second docking unit 200 can be used in conjunction. Preferably, the docking device can achieve comprehensive control of the first docking unit 100 and the second docking unit 200 through a central control unit 300, enabling the first docking unit 100 and the second docking unit 200 to complete precise docking based on the control signals output by the central control unit 300, thereby facilitating the smooth loading and unloading of goods.
[0042] According to a preferred embodiment, the warehouse end 101 equipped with the first docking unit 100 can be any type of building with physical storage space for storing goods. For example, it can be a small, independent warehouse or a large automated storage and retrieval system (AS / RS). AS / RS generally uses several, a dozen, or even dozens of layers of shelving to store goods, and uses corresponding material handling equipment for inbound and outbound operations. Furthermore, the goods stored in the warehouse end 101 may include solid goods, liquid goods, gaseous goods, and / or powdered goods. Exemplarily, this invention will be described using a glass bottle warehouse storing glass bottles and a packaging material warehouse storing packaging materials as examples to fully disclose the technical solution of this invention. However, this does not mean that the warehouse end 101 described in this invention can only store glass bottles and / or packaging materials; it can cover any item that can be stored in a warehouse and can be loaded and unloaded by a transportation mechanism. Glass bottles (or glass containers) are traditional beverage packaging containers, typically distinguished from milk glass bottles in the liquor industry. Packaging materials (or packaging materials) refer to materials used in manufacturing packaging containers, packaging decoration, packaging printing, packaging transportation, etc., to meet product packaging requirements. Preferably, the glass bottle warehouse and / or packaging material warehouse described in this invention can both be automated warehouses.
[0043] Preferably, the storage space entrance and exit of the warehouse end 101 can be connected to the first docking unit 100 through a transportation mechanism to realize the interaction of warehouse goods between the first docking unit 100 and the storage space. The interaction of warehouse goods includes at least the inbound operation of goods entering the storage space from the first docking unit 100 and the outbound operation of goods exiting the storage space to the first docking unit 100.
[0044] Preferably, when multiple sets of inbound and / or outbound operations need to be executed simultaneously at the warehouse end 101, several first docking units 100 can be connected, and the corresponding number of first docking units 100 can be driven into working state based on the demand for inbound and / or outbound goods. Preferably, inbound and outbound operations are usually not executed simultaneously, but based on the reasonable control of the central control unit 300, the first docking units 100 executing inbound operations and the first docking units 100 executing outbound operations can operate in a non-interfering manner, and the warehouse end 101 contains at least two sets of non-interfering transportation mechanisms.
[0045] According to a preferred embodiment, the vehicle end 201 equipped with the second docking unit 200 can be any type of vehicle capable of carrying goods, such as trucks of different specifications. Further, the vehicle end 201 of the present invention can include any vehicle capable of carrying goods, without limitation on the mode of movement or loading method; a truck is merely one preferred embodiment of the present invention. More preferably, when a truck is used as a preferred embodiment of the present invention, it is not limited to the currently mainstream manually driven trucks; an autonomous driving truck is a further preferred embodiment of the present invention.
[0046] Preferably, the vehicle end 201 is typically equipped with a cargo-carrying space, such as the cargo compartment of a truck, so that the cargo can be at least partially fixed in the cargo-carrying space according to a certain arrangement rule, thereby preventing the cargo from tipping over during the movement of the vehicle end 201.
[0047] Preferably, the accommodating space of the vehicle end 201 can be connected to the second docking unit 200 to realize vehicle-cargo interaction between the second docking unit 200 and the accommodating space. The vehicle-cargo interaction includes at least the loading operation of cargo from the second docking unit 200 to the accommodating space and the unloading operation of cargo from the accommodating space to the second docking unit 200.
[0048] Furthermore, the first docking unit 100 and the second docking unit 200 can perform docking operations under the control of the central control unit 300, so that the first docking unit 100 and the second docking unit 200 in the docking state can complete the docking cargo interaction, wherein the docking cargo interaction includes at least the loading operation of transferring cargo from the first docking unit 100 to the second docking unit 200 and the unloading operation of transferring cargo from the second docking unit 200 to the first docking unit 100.
[0049] According to a preferred embodiment, both the first docking unit 100 and the second docking unit 200 may include corresponding mechanical modules and electronic modules. The mechanical modules can execute instructions issued by the corresponding electronic modules. The first docking unit 100 and the second docking unit 200 interact with the central control unit 300 through their respective electronic modules to obtain corresponding control instructions from the central control unit 300. The first docking unit 100 and the second docking unit 200, in accordance with their respective received control instructions, drive the mechanical modules to cooperate with each other, thereby achieving the docking operation. Preferably, the first docking unit 100 may include a first mechanical module and a first electronic module, and the second docking unit 200 may include a second mechanical module and a second electronic module. The electronic modules may be connected to the central control unit 300 via wired and / or wireless means. Further, the first electronic module may be wired to the central control unit 300, and the second electronic module may be wirelessly connected to the central control unit 300.
[0050] Preferably, when any vehicle terminal 201 reaches the designated area of the warehouse terminal 101, the central control unit 300 can, based on operational requirements, select one of the several first docking units 100 in operation according to a preset selection rule and pair it with the second docking unit 200 on the vehicle terminal 201, so that the second docking unit 200 can instruct the vehicle terminal 201 to move towards the corresponding first docking unit 100. For example, the designated area of the warehouse terminal 101 can be the entrance to the factory area where the warehouse terminal 101 is located. The preset selection rule can be based on sorting all qualified first docking units 100 according to the distance between the first docking unit 100 and the nearby designated area, selecting them in order of distance from farthest to nearest. Preferably, the electronic module of the second docking unit 200 can be configured with a positioning component to obtain the real-time position of the vehicle terminal 201.
[0051] Preferably, the electronic module of the second docking unit 200 may be equipped with a display screen to display a suggested path for the vehicle end 201 to move towards the corresponding first docking unit 100. This suggested path can be the optimal route planned by the central control unit 300 based on the real-time position of the vehicle end 201 obtained by the second docking unit 200 and the setting position of the first docking unit 100 paired with the second docking unit 200 among feasible routes. The optimal route refers to the shortest route determined without conflicting with the paths of other vehicle ends 201 at the same time. This optimal route can be adjusted in real-time based on conditions such as deviation in movement direction, accidents ahead, or updates to relatively better routes. Preferably, the electronic module of the second docking unit 200 can utilize a mobile terminal (or mobile communication terminal) to achieve data interaction and information display.
[0052] Preferably, the electronic module of the second docking unit 200 can directly control the movement direction of the vehicle end 201, so that the vehicle end 201 can move towards the corresponding first docking unit 100 along the suggested path. The suggested path can be the optimal route planned by the central control unit 300 based on the real-time position of the vehicle end 201 obtained by the second docking unit 200 and the setting position of the first docking unit 100 paired with the second docking unit 200 in the feasible route. The optimal route refers to the shortest route determined without conflicting with the paths of other vehicle ends 201 at the same time. The optimal route can be adjusted in a timely manner based on real-time conditions, such as deviation of movement direction, occurrence of an accident ahead, or updating to a relatively better route. Preferably, the above method can be applied to autonomous trucks.
[0053] Preferably, when the vehicle end 201 moves to the vicinity of the corresponding first docking unit 100, it can approach the first docking unit 100 with the second docking unit 200 facing the corresponding first docking unit 100, thereby reducing the gap between the second docking unit 200 and the first docking unit 100. Further, the second docking unit 200 has a feature symbol on the surface of its mechanical module that can be acquired by the acquisition component 140 of the first docking unit 100 during the process of the vehicle end 201 approaching the corresponding first docking unit 100. The information obtained after parsing this feature symbol can uniquely point to the second docking unit 200, so that the first docking unit 100 can use its electronic module to automatically parse and obtain the parsing result or transmit it to the central control module for auxiliary parsing to provide feedback on the parsing result. Based on the parsing result, the pairing status of the first docking unit 100 and the second docking unit 200 is determined, thereby determining whether the movement destination of the vehicle end 201 is correct. Wherein, if The first docking unit 100 and the second docking unit 200 conform to the pairing method specified by the central control unit 300, that is, the movement destination of the vehicle end 201 is correct, and the vehicle end 201 can continue to complete the approach operation; conversely, if the first docking unit 100 and the second docking unit 200 do not conform to the pairing method specified by the central control unit 300, that is, the movement destination of the vehicle end 201 is incorrect, the vehicle end 201 can continue to complete the approach operation or move to the specified destination based on the instruction issued by the central control unit 300 to the second docking unit 200 with the current destination as the final destination. The specified destination can be the original specified destination or a newly specified destination.
[0054] Based on the above settings, the vehicle terminal 201 can move to the designated destination along the suggested path indicated by the control signal of the central control unit 300. This avoids the possibility of path conflicts when multiple vehicle terminals 201 move at the same time, and also allows the second docking unit 200 to establish a pairing relationship with the first docking unit 100 in advance to prevent mis-installation / mis-disassembly.
[0055] According to a preferred embodiment, the mechanical module of the first docking unit 100 may include a first buffer section 120 and a first docking section 110 connected to each other. The first buffer section 120 is connected to the transmission mechanism of the warehouse end 101, and the first docking section 110 can perform a docking operation with the second docking section 210 of the second docking unit 200, thereby realizing the transfer of goods between the warehouse end 101 and the vehicle end 201. Further, the mechanical module of the second docking unit 200 may include a second carrying section 220 and a second docking section 210. The second carrying section 220 is disposed at the bottom of the accommodating space of the vehicle end 201, and the second docking section 210 is connected to the second carrying section 220 to input or output goods to or from the second carrying section 220. Preferably, the second docking section 210 may also serve as the end section of the second carrying section 220 so that the vehicle end 201 also undertakes the function of carrying goods during transportation. Preferably, the dimensions and structure of the first buffer section 120, the first docking section 110, the second bearing section 220, and the second docking section 210 can be determined based on the external dimensions of the goods. The external dimensions of the goods stacked on the pallet are at least limited by the stacking height, pallet specifications, and pallet transport direction. The stacking height is related to the type of goods. Preferably, pallets of the same specifications can be used for goods in the same batch to facilitate transshipment, transportation, and storage. For glass bottles or packaging materials, the pallet specifications can be L1200×W1000×H160 (unit: mm), where L1200 refers to a pallet length of 1200 mm along the transport direction. Further, the pallet can have a three-quarter bottom structure and be made of plastic. Further, the height of the goods' external dimensions can include both the stacking height and the pallet height, where the stacking height can vary depending on the type of goods. For example, when the target goods are glass bottles or packaging materials, the height of the goods' external dimensions can be 1800 mm or 2070 mm.
[0056] Preferably, the first docking unit 100 and the second docking unit 200 may be provided with one or more transmission chains. Providing at least two transmission chains can improve loading and unloading efficiency. The number of transmission chains for the first docking unit 100 and the second docking unit 200 can be correspondingly set to avoid confusion during the loading and unloading process. More preferably, based on the structure of the vehicle end 201's accommodating space, both the first docking unit 100 and the second docking unit 200 may be provided with two transmission chains, allowing goods to be loaded and unloaded in two parallel groups. For example, the accommodating space of the vehicle end 201 may be set with an inner width of 2400mm, allowing two pallets of goods to be placed side-by-side in width, and an inner length of 12400mm, allowing ten pallets of goods to be placed in length. That is, the accommodating space of the vehicle end 201 can accommodate twenty pallets of goods. Therefore, providing two transmission chains is generally preferred.
[0057] Preferably, the transmission chain can be composed of a first buffer section 120 and a first docking section 110 of the first docking unit 100, and a second carrying section 220 and a second docking section 210 of the second docking unit 200. Each component can be selected with the same or different transmission mechanisms based on the characteristics of the goods, and the length can also be adjusted based on loading and unloading requirements.
[0058] For example, when the target goods at warehouse end 101 are glass bottles, the length of the first docking section 110 of the first docking unit 100 can be set to 3000mm, consisting of two rows of parallel plate chain conveyors, with one pallet buffered on each row. (The remaining workstation can be set as an appearance inspection workstation; this configuration can be used for any loading and unloading process with strict requirements on the appearance specifications of the goods.) That is, two pallets of goods can be buffered on the plate chain conveyor of the first docking section 110. The first buffer section 120 of the first docking unit 100 can include three sections of three-chain conveyors, each consisting of two parallel plate chain conveyors. The system consists of two rows of conveyors. The two first buffer sections 120, which are closer to the first docking section 110, are 5700mm long (each row can buffer four pallets). The first buffer section 120, which is farther away from the first docking section 110, is 1500mm long (each row can buffer one pallet). In other words, the three-chain conveyor (first buffer section 120) can buffer eighteen pallets of goods. In other words, the first docking unit 100 can buffer a total of twenty pallets of goods, which can meet the one-time loading / unloading requirements of the vehicle end 201 with a capacity of twenty pallets.
[0059] For example, when the target goods of the warehouse end 101 are packaging materials, the length of the first docking section 110 of the first docking unit 100 can be set to 3000mm, consisting of two rows of plate chain conveyors side by side, and each row can buffer two pallets, that is, the plate chain conveyors of the first docking section 110 can buffer four pallets of goods; the length of the first buffer section 120 of the first docking unit 100 can be set to 4500mm, and can include two sections of roller conveyors, each consisting of two rows of conveyors side by side, and each row can hold three pallets, that is, the roller conveyors (first buffer section 120) can buffer twelve pallets of goods; in other words, the first docking unit 100 can buffer a total of sixteen pallets of goods. For the vehicle end 201 with a capacity of more than sixteen pallets, multiple loading / unloading operations are required.
[0060] Preferably, each of the first buffer section 120, the first docking section 110, the second carrying section 220, and the second docking section 210 on each transmission chain can be equipped with an independent power unit to achieve independent and targeted control. In particular, for the first buffer section 120 which is equipped with multiple conveyor sections, each conveyor section can also be equipped with an independent power unit.
[0061] According to a preferred embodiment, when the vehicle end 201 approaches the first docking unit 100, considering that the rear door and latch of the vehicle end 201's compartment (accommodation space) need to occupy a distance of approximately 120mm, a gap of at least 290mm needs to be reserved between the first docking section 110 and the second docking section 210. However, this gap may cause the tray to jam during the transition. To address this, the first docking unit 100 may be provided with a transition component 111 that can extend into the accommodation space of the vehicle end 201 at the end of the first docking section 110 away from the first buffer section 120. Preferably, the transition component 111 may include a plurality of transition rollers extending out of the first docking section 110, so that the first docking unit 100 and the second docking unit 200 can transition between the first docking section 110 and the second docking section 210 through the transition component 111 during docking. For example, the transition component 111 may consist of 3 transition rollers, each with a length of 200mm, a roller diameter of 50mm, and a spacing of 75mm. The transition component 111 ensures that a sufficient safety gap is maintained between the first docking unit 100 and the second docking unit 200, while the first docking segment 110 and the second docking segment 210 can establish a connected transmission chain to avoid jamming caused by excessive gap.
[0062] Preferably, the side of the first docking section 110 that contacts the goods can be on the same plane to ensure smooth transport of the goods. Typically, the side that contacts the goods is the upper surface, meaning the upper surface of the transition member 111 is coplanar with the upper surfaces of other components of the first docking section 110 (or the conveying member 112). Further, to ensure that the transition member 111 can extend into the accommodating space of the vehicle end 201, the opposite side (i.e., the lower surface) of the contact surface of the transition member 111 is at least partially higher than the opposite side (i.e., the lower surface) of the contact surface of the conveying member 112. That is, the thickness of the transition member 111 is less than the thickness of the conveying member 112, so that the empty space below the transition member 111 can be at least partially occupied by the bottom structure of the accommodating space of the vehicle end 201.
[0063] Furthermore, the rule governing how the bottom structure of the accommodating space of the vehicle end 201 occupies the empty space below the transition component 111 is determined at least based on the loading / unloading process. Specifically, during unloading, the bottom structure of the accommodating space of the vehicle end 201 can be closer to the lower end face of the transition component 111; conversely, during loading, the bottom structure of the accommodating space of the vehicle end 201 can be further away from the lower end face of the transition component 111. This arrangement allows goods to be transferred from a higher to a lower position during unloading / loading, reducing the risk of jamming. Simultaneously, the height difference between the higher and lower positions must be controlled within a preset threshold to prevent accidents such as cargo impact or tipping caused by excessive drop.
[0064] Preferably, the distance between the bottom structure of the accommodating space of the vehicle end 201 and the lower end face of the transition component 111 is achieved at least by a lift connected to a servo motor, wherein the lift can lift at least part or even all of the first docking unit 100 to adapt to the loading or unloading process. Preferably, the loading process ensures that the first docking section 110 is not lower than the second docking section 210, and the unloading process ensures that the first docking section 110 is not higher than the second docking section 210.
[0065] Preferably, the first docking unit 100 and the second docking unit 200 may each be provided with their own limiting components to achieve horizontal limiting during the cargo docking process, and the first limiting component 130 and the second limiting component 230 may be used independently or in combination. The limiting components may include flared openings that guide the cargo along a preset path, such as the vertical flared opening of the first docking unit 100 and the external flared opening of the second docking unit 200. Further, the vertical flared opening can be used at least during the unloading process, and the external flared opening can be used at least during the loading process. Preferably, the vertical flared opening can be designed to accommodate deviations of the vehicle end 201 based on the accuracy of the in-vehicle limiting of the cargo pallet within the vehicle end 201's accommodating space and the vehicle's dynamic deviation. For example, for an unloading process with an in-vehicle limiting accuracy of ±25mm and a vehicle dynamic deviation of ±15mm, the vertical flared opening can be designed to accommodate a vehicle deviation of ±30mm to ensure a smooth transition and avoid the risk of cargo pallets getting stuck. Preferably, during the loading process, the goods arriving at the vehicle's external flare opening undergo at least a guiding and limiting operation to ensure that the goods entering the vehicle end 201's accommodating space are arranged in a roughly uniform manner. This guiding and limiting operation can be performed based on the needs of the warehouse end 101 and / or the goods stored in the warehouse end 101. For example, in a packaging material warehouse, the rear lifting and transfer equipment's requirement for cargo spacing (e.g., 260mm) necessitates pallet guidance at the first docking unit 100; in a glass bottle warehouse, the shape inspection station's requirement for cargo shape inspection necessitates pallet guidance at the first docking unit 100.
[0066] Preferably, a data acquisition component 140 may be configured on the first docking unit 100 and / or the second docking unit 200. Preferably, the data acquisition component 140 can be used to perform distance measurement and image acquisition during the docking process and / or loading / unloading process, wherein the data acquisition component 140 can utilize a laser rangefinder to perform distance measurement and a photographic device to perform image acquisition. Preferably, the data acquisition component 140 is movably disposed on the first docking unit 100, so that the data acquisition component 140 can move and / or rotate on the first docking unit 100. More preferably, the data acquisition component 140 disposed on the first docking unit 100 can be moved to a designated position under the control signal of the central control unit 300 when the first docking unit 100 and the second docking unit 200 perform docking operations, wherein the designated position can at least acquire the feature symbols set on the mechanical module of the second docking unit 200 to determine whether the first docking unit 100 and the second docking unit 200 performing the docking operation are matched. Preferably, the mounting plane of the acquisition component 140 moved to the designated position can be orthogonal to the line connecting the acquisition component 140 and the feature symbol, so that the laser ranging device integrated in the acquisition component 140 can directly obtain the docking distance between the first docking unit 100 and the second docking unit 200, and the central control unit 300 can analyze and predict the docking status based on the measured docking distance and the image information obtained by the camera at the docking distance. The central control unit 300 can use the location of the feature symbol as the coordinate origin and assign coordinate values to other feature points. Based on the basic information of the vehicle end 201 determined from the information extracted from the feature symbol, it can judge the deviation between the coordinates of each feature point and the preset coordinates to predict whether the allowable vehicle body deviation after docking in the current posture can meet the design requirements. Furthermore, the acquisition unit 140 can first activate the laser ranging device to obtain the docking distance, and define the position of the vehicle end 201 when the docking distance reaches the preset value as the pre-docking position. At this time, the camera device is activated to obtain image information of the vehicle end 201 at the pre-docking position. If the analysis and prediction show that the design requirements of the deviation can be met, the central control unit 300 can instruct the vehicle end 201 with the second docking unit 200 to continue moving in the current direction; otherwise, the central control unit 300 needs to instruct the vehicle end 201 with the second docking unit 200 to return to the pre-docking position by readjusting its posture, and repeat the analysis and prediction work.
[0067] Preferably, after the first docking unit 100 and the second docking unit 200 have completed docking, the data acquisition component 140 can continue to monitor the loading / unloading process.
[0068] Preferably, the acquisition component 140 can monitor the longitudinal displacement of one or more feature points of the second docking unit 200. Since some feature points are obscured and cannot be acquired by the acquisition component 140 after the first docking unit 100 and the second docking unit 200 complete docking, it is preferable to monitor the longitudinal uniqueness of the location of the feature symbol. Furthermore, when the total weight of the goods to be loaded and unloaded is relatively light, the longitudinal height change of the vehicle end 201's accommodating space before and after the loading and unloading process is minimal. However, for heavier goods, there may be a significant displacement in the longitudinal height of the vehicle end 201's accommodating space before and after the loading and unloading process. Although this displacement is within the normal load range and has almost no impact on the carrying capacity of the vehicle end 201, the resulting deviation in the longitudinal height between the first docking unit 100 and the second docking unit 200 will affect the integrity of the goods and the stability of the system during the loading and unloading process. Therefore, the central control unit 300 can predict the change in total longitudinal displacement over time based on the calculated unit longitudinal displacement of the feature points during the loading and unloading process, and determine whether the initial height deviation will exceed a preset threshold for height difference, thereby determining the height adjustment method of the first docking unit 100. Here, the unit longitudinal displacement refers to the longitudinal displacement of the feature points for each loaded or unloaded item, and its average value can be calculated. Preferably, the central control unit 300 can perform a slight height adjustment of the first docking unit 100 by moving it smoothly in cases where the height difference may exceed the preset threshold, based on the prediction results, thus ensuring smooth loading / unloading without interrupting the loading and unloading process.
[0069] Preferably, the acquisition component 140 may also be independently equipped with a photographic device above the first docking unit 100 to acquire the posture information of the goods in the transportation state. The posture information of the goods can be collected by the acquisition component 140 in the form of image information, allowing the acquisition component 140 to sequentially collect the posture information of the goods throughout the loading and unloading process based on a time series, and transmit it to the central control unit 300 for image comparison. Preferably, the central control unit 300, upon receiving the image information, can compare it with historical image information to obtain posture deviation. When the posture deviation exceeds a set threshold, an alarm signal is issued to allow posture calibration through manual or mechanical means (e.g., robotic arms, AGVs). Preferably, when the central control unit 300 detects that the image information of any goods in different time series is in the same position, it can determine that a jamming fault has occurred and issue an alarm signal to allow the goods to be freed from the jamming through manual or mechanical means (e.g., forward and reverse rotation). Preferably, the central control unit 300 can perform neural network learning based on the troubleshooting effects of historical faults and big data information to improve the accuracy of fault monitoring and troubleshooting.
[0070] The present invention also discloses a method of using docking equipment for loading and unloading vehicles and warehouses, which includes at least a docking step, wherein the docking step is that a first docking unit 100 set at the warehouse end 101 and a second docking unit 200 set at the vehicle end 201 perform docking operations under the control of a central control unit 300, so as to reduce the docking gap and form a connected contact surface for transporting goods.
[0071] Preferably, after the docking step is completed, the loading and unloading of goods can be realized. The interaction of goods between the storage space of the warehouse end 101 and the accommodating space of the vehicle end 201 is realized through the first docking unit 100 and the second docking unit 200. The central control unit 300 can monitor and adjust the loading and unloading process based on the information obtained by the acquisition component 140.
[0072] It should be noted that the specific embodiments described above are exemplary. Those skilled in the art can devise various solutions inspired by the disclosure of this invention, and these solutions all fall within the scope of this invention and its protection. Those skilled in the art should understand that this specification and its accompanying drawings are illustrative and do not constitute a limitation on the claims. The scope of protection of this invention is defined by the claims and their equivalents. This specification contains multiple inventive concepts; terms such as "preferredly," "according to a preferred embodiment," or "optionally" indicate that the corresponding paragraph discloses an independent concept. The applicant reserves the right to file divisional applications based on each inventive concept. Throughout the text, features introduced by "preferredly" are merely optional and should not be construed as mandatory. Therefore, the applicant reserves the right to abandon or delete relevant preferred features at any time.
Claims
1. A docking device for loading and unloading vehicles and warehouses, comprising: a first docking unit (100) arranged at a warehouse end (101), a second docking unit (200) arranged at a vehicle end (201), the first docking unit (100) and the second docking unit (200) are connected by respective mechanical modules to achieve docking in a cooperative manner, characterized in that: the mechanical module of the first docking unit (100) at least includes a first buffer section (120) and a first docking section (110) connected to each other, the first buffer section (120) is arranged closer to the warehouse end (101) than the first docking section (110), the first docking section (110) can be docked with the mechanical module of the second docking unit (200) to form a contact surface for transferring goods, wherein based on the dynamic deviation of the left and right of the vehicle, the need for guiding the goods on the first docking unit (100), and the need for tray climbing, the first docking section (110) is docked with the mechanical module of the second docking unit (200) by using a plate chain machine; the first docking unit (100) and the second docking unit (200) are respectively provided with respective limiting components to at least achieve horizontal limiting during the docking process of the goods, and the first limiting component (130) and the second limiting component (230) can be used independently or cooperatively, the acquisition component (140) is arranged on the first docking unit (100) and / or the second docking unit (200), the acquisition component (140) obtains the characteristic symbol arranged on the mechanical module of the second docking unit (200), to obtain information uniquely associated with the second docking unit (200) through analysis, so that the central control unit (300) can judge the pairing of the first docking unit (100) and the second docking unit (200), to predict whether the allowable accommodation deviation after docking according to the current posture can meet the design requirements of the first limiting component (130) and / or the second limiting component (230). The collecting component (140) is used for distance measurement and image collection during the docking process and / or the loading and unloading process. The collecting component (140) is provided with a laser distance measuring device for distance measurement and a camera for image collection. The collecting component (140) is movably arranged on the first docking unit (100) so that it can move and / or rotate on the first docking unit (100). When the first docking unit (100) and the second docking unit (200) perform the docking operation, the collecting component (140) arranged on the first docking unit (100) can be moved to a specified position under the control of the control signal of the central control unit (300). The specified position can at least obtain the feature symbol arranged on the mechanical module of the second docking unit (200) so as to determine whether the first docking unit (100) and the second docking unit (200) being docked match. The mounting plane of the collecting component (140) moving to the specified position is perpendicular to the line between the collecting component (140) and the feature symbol, so that the laser distance measuring device integrated in the collecting component (140) can directly obtain the docking distance between the first docking unit (100) and the second docking unit (200). The central control unit (300) can analyze and predict the docking state based on the obtained docking distance and the image information obtained by the camera under the docking distance. The central control unit (300) can take the position of the feature symbol as the coordinate origin and assign coordinates to other feature points based on the vehicle end (201) basic information determined from the information extracted from the feature symbol. The central control unit (300) can determine the deviation between the coordinates of each feature point and the preset coordinates based on the vehicle end (201) basic information determined from the information extracted from the feature symbol, so as to predict whether the allowable deviation of the vehicle body after completing the docking in the current posture can meet the design requirements. The collecting component (140) first starts the laser distance measuring device to obtain the docking distance, and takes the position of the vehicle end (201) when the docking distance reaches the preset value as the pre-docking position. At this time, the camera is started to obtain the image information of the vehicle end (201) at the pre-docking position. If the analysis and prediction show that the deviation can meet the design requirements, the central control unit (300) instructs the vehicle end (201) with the second docking unit (200) to continue moving in the current direction. Otherwise, the central control unit (300) instructs the vehicle end (201) with the second docking unit (200) to return to the pre-docking position by adjusting the posture and repeats the analysis and prediction.
2. The docking device of claim 1, wherein, The mechanical module of the second docking unit (200) at least includes a second docking section (210) for docking with the first docking section (110). The second docking section (210) can be connected with the second bearing section (220) or be part of the second bearing section (220).
3. The docking device of claim 2, wherein, The second docking section (210) and / or the second bearing section (220) are disposed at the bottom of the vehicle end (201) receiving space, wherein the second docking section (210) can serve as the end section of the second bearing section (220) near the outlet of the vehicle end (201) receiving space.
4. The docking device of claim 3, wherein, The first docking segment (110) can extend into the receiving space of the vehicle end (201) via a transition member (111) to dock with the second docking segment (210), wherein the thickness of the transition member (111) is less than the thickness of the conveying member (112).
5. The docking device of claim 1, wherein, The mechanical modules of the first docking unit (100) and the second docking unit (200) can be driven and controlled by their respective electronic modules, wherein the control signals for drive control are generated by a central control unit (300) connected to the electronic modules of the first docking unit (100) and the second docking unit (200) respectively.
6. The docking device of claim 5, wherein, The central control unit (300) is at least able to generate control signals based on information acquired by the acquisition component (140) during the docking process and / or loading and unloading process.
7. A method of using a docking device according to any one of claims 1 to 6, characterized in that, It includes at least a docking step, wherein, The docking step involves the first docking unit (100) located at the warehouse end (101) and the second docking unit (200) located at the vehicle end (201) performing docking operations under the control of the central control unit (300) to reduce the docking gap and form a connecting contact surface for transporting goods.