An automated cargo loading and unloading transport system and method

Abstract

The present application relates to a kind of automatic loading and unloading transport system and method of goods, the system includes storage module and carrying module, storage module includes docking unit, transmission unit, storage unit, carrying module includes loading unit, the side of transmission unit is connected to the storage unit with storage space, its opposite side is connected with one or more docking units, docking unit can be mechanically docked with the loading unit with containing space to form at least one transmission chain, make storage module and carrying module interact with goods by the transmission chain formed.Good method includes the following processes: mechanical docking process: the docking unit of storage module and the loading unit of carrying module form the transmission chain for transporting goods in the manner of reducing docking gap;Goods interaction process: utilize the transmission chain formed and the transmission unit of storage module to complete the goods interaction between the storage unit of storage module and the loading unit of carrying module.

Description

Technical Field

[0001] This invention relates to the field of logistics system technology, and in particular to an automated cargo loading, unloading and transportation system and method. Background Technology

[0002] With societal development, businesses and the logistics industry have placed higher demands on warehousing. Coupled with increasingly scarce land supply and rising labor costs, existing warehouse operation models can no longer meet the needs of modern storage development. Therefore, automated storage and retrieval systems (AS / RS) have begun to attract attention. Existing AS / RS typically consist of racks and pallets, but these racks generally only provide storage functionality. In practice, loading and unloading are often required, and current loading and unloading methods are mostly manual, which is inefficient. To address this, existing technologies have proposed automated storage and retrieval systems that can interface with automated loading and unloading vehicles, for example:

[0003] CN214002922U discloses an automated three-dimensional warehouse for docking with an automatic loading and unloading system, including a warehouse body set on the ground. An L-shaped plate is provided at the left end of the warehouse body. The horizontal end of the L-shaped plate is fixedly connected to the upper end face of the warehouse body. A motor is provided at the upper end face of the L-shaped plate. A slider is provided on the left side of the warehouse body. A lifting mechanism for raising and lowering the slider is provided on the output shaft of the motor. A cylinder is fixedly connected to the side wall of the slider. A bearing plate is fixedly connected to the end of the cylinder. A clamping mechanism for clamping goods is provided on the bearing plate. A slide groove is provided on the bearing plate. Two rotating shafts are symmetrically arranged in the slide groove. An elastic mechanism to prevent over-clamping is provided in the clamping mechanism.

[0004] With the continuous development of production technology, the loading and unloading process between automated loading and unloading vehicles and warehouses has also entered an automated mode. This necessitates precise control of the loading and unloading process to ensure its smooth operation. For example:

[0005] CN113998410A discloses an automated loading and unloading conveyor system that synchronizes loading and unloading of vehicles, including a cargo hold, a circular conveyor line, a loading conveyor line, and an unloading conveyor line. The cargo hold is equipped with a conveying and storage mechanism and a control module. Goods are stored on the conveying and storage mechanism. The control module is connected to the conveying and storage mechanism and communicates with the ground cargo platform control system through a communication module. The circular conveyor line is connected to the conveying and storage mechanism, the loading conveyor line, and the unloading conveyor line respectively. A loading buffer channel is provided at the connection between the loading conveyor line and the circular conveyor line, and an unloading buffer channel is provided at the connection between the unloading conveyor line and the circular conveyor line.

[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 an automated cargo loading and unloading transportation system and method, thereby at least solving the technical problems existing in the prior art. These technical problems may include:

[0008] Existing technologies do not address how to handle abnormal goods. For example, if abnormal goods are not inspected and checked during unloading and are directly put into storage, it will cause management chaos and make it difficult to trace the source.

[0009] In existing technologies, the functions of loading and unloading vehicles and automated storage systems are relatively separate, making it impossible to achieve a high degree of system integration and automated control.

[0010] The loading conditions of different vehicles are unique, and mechanical docking is a crucial part of automated loading and unloading. Establishing a mechanical transfer chain between the transport module and the storage module is time-consuming. The technical solution of this invention, based on the association of unique symbols of the transport module, automatically pre-builds a suitable transfer chain, saving a significant amount of 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 transportation. Liquor is a high-value product, and both the liquor itself and related goods must be protected from scratches during transportation. Once the packaging is scratched, its value is greatly reduced. The technical solution of this invention can significantly reduce unnecessary movement and shaking during the loading and unloading of liquor, significantly reduce the risk of scratches, and ensure the value and quality of the liquor.

[0011] This invention discloses an automated cargo loading and unloading transportation system, comprising:

[0012] The storage module includes a docking unit, a transmission unit, and a storage unit;

[0013] The transport module includes a loading unit.

[0014] One side of the transmission unit is connected to a storage unit with storage space, and the other side is connected to one or more docking units. The docking units can mechanically dock with a loading unit with accommodating space to form at least one transmission chain. The formed transmission chain enables the storage module and the transport module to interact with goods. The goods interaction process is divided into loading process and unloading process. The number of transport modules is determined based on the amount of goods in the loading process and / or unloading process, and the corresponding number of docking units are activated.

[0015] According to a preferred embodiment, the transmission unit is equipped with a detection component for acquiring the status of the cargo, so as to detect abnormal cargo on the transmission unit at least downstream of the docking unit, wherein the cause and / or source of the abnormal cargo can be fed back to the control module.

[0016] According to a preferred embodiment, the transmission unit is equipped with a temporary storage component capable of receiving abnormal goods that have not entered the storage unit, wherein the abnormal goods that have entered the temporary storage component can be transported back to the docking unit of their origin via the transmission unit.

[0017] According to a preferred embodiment, the loading unit is disposed on the moving unit and is capable of moving with the moving unit, wherein the moving unit is capable of bringing the loading unit closer to the docking unit in a manner that it is oriented towards the docking unit.

[0018] According to a preferred embodiment, the docking unit includes a buffer section and a first docking section connected to each other. One side of the buffer section is connected to the transmission unit, and one side of the first docking section is provided with a transition component that can extend into the loading unit to dock with the second docking section.

[0019] This invention also discloses an automated loading and unloading transportation method for goods, which includes the following processes:

[0020] Mechanical docking process: The docking unit of the storage module and the loading unit of the transport module form a transfer chain for transporting goods by reducing the docking gap;

[0021] Cargo exchange process: The established transfer chain and the transmission unit of the storage module are used to complete the cargo exchange between the storage unit of the storage module and the loading unit of the transport module.

[0022] The mechanical docking process and / or cargo interaction process are carried out under the control of the control module.

[0023] According to a preferred embodiment, the cargo interaction process includes at least an unloading process, wherein the cargo in the loading unit can reach the transmission unit through the docking unit, and the transmission unit can transmit the cargo to the storage unit and / or temporary storage unit based on the abnormal detection results of the detection component.

[0024] According to a preferred embodiment, the cargo interaction process includes at least a loading process, wherein the loading method is adjusted based at least on the relationship between the number of goods that can be placed on the docking unit and the number of goods that need to be accommodated in the loading unit.

[0025] According to a preferred embodiment, the control module is communicatively connected to the first processing unit and the second processing unit to control the storage module and the transport module respectively, wherein the acquisition component provided on the storage module and / or the transport module can send the acquired information to the control module.

[0026] According to a preferred embodiment, during the mechanical docking process, the motion unit of the transport module can move the loading unit toward the docking unit based on the control module, so that the transition component of the docking unit can extend into the loading unit.

[0027] The beneficial technical effects of the present invention include at least the following:

[0028] 1. This invention enables the orderly discharge of abnormal goods through abnormal detection, and allows abnormal goods to be returned to their original docking unit after there are no goods on the platform. This reduces the impact of abnormal goods entering the storage unit on the normal storage status of the storage module. At the same time, it can also complete the traceability and investigation of abnormal goods in a timely manner, thereby achieving standardized management of goods.

[0029] 2. This invention achieves information linkage between the storage module and the transport module through the control module, so that the automatic cargo loading and unloading transport system can switch orderly between two working modes, and ensures that the automatic cargo loading and unloading transport system can complete the mechanical docking process and cargo interaction process with high quality and efficiency, thereby improving cargo loading and unloading efficiency.

[0030] 3. The storage module and the transport module configured in the automatic loading and unloading transportation system of the present invention can achieve a high degree of automation. Under the comprehensive control of the control module, the automatic loading and unloading transportation process of goods with low or even no human intervention can be completed, which reduces labor costs and also reduces the frequency of misjudgment and misoperation due to differences in human experience, thereby realizing the automation of the entire logistics process. Attached Figure Description

[0031] Figure 1 This is a partial structural diagram of the automatic cargo loading and unloading transportation system of the present invention in a preferred embodiment;

[0032] Figure 2 This is a schematic diagram of the structure of the first docking segment provided by the present invention in a preferred embodiment;

[0033] Figure 3 This is a schematic diagram of the structure of the limiting component provided by the present invention in a preferred embodiment;

[0034] Figure 4 This is a simplified schematic diagram of the module connection relationship in a preferred embodiment of the automatic cargo loading and unloading transportation system provided by the present invention.

[0035] List of reference numerals

[0036] 1: Storage module; 2: Transport module; 3: Docking unit; 4: Transmission unit; 5: Storage unit; 6: Motion unit; 7: Loading unit; 8: First processing unit; 9: Second processing unit; 10: Buffer section; 11: First docking section; 12: Second docking section; 13: Transition component; 14: Conveying component; 15: First limiting component; 16: Second limiting component; 17: Acquisition component; 18: Detection component; 19: Temporary storage component; 20: Control module. Detailed Implementation

[0037] The following is a detailed explanation with reference to the accompanying drawings.

[0038] Figure 1 This is a partial structural diagram of the automatic cargo loading and unloading transportation system of the present invention in a preferred embodiment; Figure 2 This is a schematic diagram of the structure of the first docking segment 11 provided by the present invention in a preferred embodiment; Figure 3 This is a schematic diagram of the structure of the limiting component provided by the present invention in a preferred embodiment;

[0039] Figure 4 This is a simplified schematic diagram of the module connection relationship in a preferred embodiment of the automatic cargo loading and unloading transportation system provided by the present invention.

[0040] This invention discloses an automated cargo loading and unloading transportation system and method. The system may include a storage module 1, a transport module 2, and a control module 20. The storage module 1 and the transport module 2 can be mechanically connected at least partially to realize cargo interaction. Both the mechanical connection process and the cargo interaction process can be controlled by the control module 20. Preferably, the method may include the mechanical connection process and the cargo interaction process.

[0041] Preferably, the mechanical docking process can be that one or both of the mechanical structures of the storage module 1 and the mechanical structures of the transport module 2 form at least one transport chain for cargo interaction by means of proximity or contact. Cargo interaction can be carried out on the transport chain. The cargo interaction process means that cargo can be transferred from one party to the other party and / or in the reverse direction. For example, it can include at least the transfer of cargo from the storage module 1 to the transport module 2 and the transfer of cargo from the transport module 2 to the storage module 1.

[0042] Preferably, the storage module 1 can be any type of building with physical storage space for storing goods, such as a small independent warehouse or a large automated storage and retrieval system (AS / RS). AS / RS typically uses several, a dozen, or even dozens of layers of shelving to store unit goods, and uses corresponding material handling equipment for inbound and outbound operations. More preferably, the storage module 1 is a complex AS / RS, so that the goods interaction process requires precise control by the control module 20 to be completed more smoothly and stably. Furthermore, the items stored in the storage module 1 can include solid items, liquid items, gaseous items, and / or powdered items, etc. 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 storage module 1 described in this invention can only store glass bottles and / or packaging materials; it can cover any item that can be stored in the warehouse and can be automatically loaded and unloaded. 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 transport module 2 can be any type of vehicle capable of transporting goods, such as trucks of different specifications. Further, the transport module 2 of the present invention can include any vehicle capable of transporting 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 truck is a further preferred embodiment of the present invention. Preferably, the transport module 2 is typically configured with a cargo-carrying space, such as the cargo compartment of a truck, so that the goods can be at least partially fixed in the cargo-carrying space according to a certain arrangement rule, thereby preventing the goods from tipping over during the movement of the transport module 2.

[0044] Preferably, before automated loading and unloading transportation, goods are typically placed in the storage space of storage module 1 and / or the receiving space of transport module 2. Generally, a single interaction between storage module 1 and transport module 2 involves goods being transferred from storage space to receiving space or vice versa. Specifically, the goods interaction process may also include goods being transferred from other areas of storage module 1 to transport module 2 and / or goods being transferred from other areas of transport module 2 to storage module 1.

[0045] According to a preferred embodiment, the storage module 1 may include one or more docking units 3, a storage unit 5 serving as storage space, and a transmission unit 4 connected to the storage unit 5. The transmission unit 4 may be connected to all or part of the docking units 3, enabling at least partial transfer between the docking units 3 and the storage unit 5. Preferably, the number of docking units 3 can be determined based on the volume of goods exchanged in a single transaction within the storage module 1. For storage modules 1 that require simultaneous execution of multiple loading and / or unloading processes, multiple docking units 3 can be configured, and the corresponding number of docking units 3 can be activated based on the volume of goods, while simultaneously arranging a corresponding number of transport modules 2 to improve the efficiency of goods exchange. Furthermore, loading and unloading processes are typically not executed simultaneously to avoid confusion during goods exchange. However, based on the reasonable control of the control module 20, the docking units 3 executing the loading process and the docking units 3 executing the unloading process can operate in a non-interfering manner. For example, the above-mentioned non-interference method can be that the transmission unit 4 connected to the docking unit 3 in two working states can be configured with multiple transmission paths, and the transmission paths connecting the two docking units 3 and the accommodating space can be switched in a way that does not conflict.

[0046] According to a preferred embodiment, the transport module 2 may include a motion unit 6 and a loading unit 7, wherein the loading unit 7, which serves as a accommodating space, may be configured on the motion unit 6 so that the motion unit 6 can drive the loading unit 7 to move along a specified path, thereby realizing the transport of the goods contained in the loading unit 7 from the origin to the destination.

[0047] Preferably, both the storage module 1 and the transport module 2 can be configured with their own processing units. The processing units can have signal conversion and / or transmission functions so that the storage module 1 and the transport module 2 can communicate with the control module 20. The first processing unit 8 of the storage module 1 can drive the docking unit 3, the transmission unit 4 and / or the storage unit 5 to achieve adjustment based on the control signals generated by the control module 20. The second processing unit 9 of the transport module 2 can drive the motion unit 6 and / or the loading unit 7 to achieve adjustment based on the control signals generated by the control module 20.

[0048] Preferably, under the control signal of the control module 20, the docking unit 3 of the storage module 1 can be mechanically docked with the loading unit 7 of the transport module 2 to realize cargo interaction between the storage module 1 and the transport module 2.

[0049] According to a preferred embodiment, during the mechanical docking process of the automated cargo loading and unloading transportation system, the relative positional relationship between the storage module 1 and the transport module 2 changes with a tendency to move closer together, mainly due to the shortening of the relative distance between the docking unit 3 and the loading unit 7, until at least one transmission chain for cargo interaction can be formed.

[0050] Preferably, when any transport module 2 reaches the designated area of ​​the storage module 1, the control unit can, based on operational requirements, select one of the several docking units 3 in operation according to a preset selection rule and pair it with the loading unit 7 on the transport module 2, so that the loading unit 7 can instruct the transport module 2 to move towards the corresponding docking unit 3. For example, the designated area of ​​the storage module 1 can be the entrance to the factory area where the warehouse of the storage module 1 is located. The preset selection rule can be based on sorting all qualified docking units 3 according to the distance between the docking unit 3 and the nearby designated area, selecting them in order of distance from farthest to nearest. Preferably, the second processing unit 9 of the transport module 2 can be configured with a positioning component to obtain the real-time position of the transport module 2.

[0051] Preferably, the second processing unit 9 may be configured with a screen to display a suggested path for the transport module 2 to move towards the corresponding docking unit 3. This suggested path may be the optimal route planned by the control module 20 based on the real-time position of the transport module 2 obtained by the second processing unit 9 and the setting position of the docking unit 3 paired with the loading unit 7, within the feasible routes. The optimal route refers to the shortest route determined without conflicting with the paths of other transport modules 2 at the same time. This optimal route can be adjusted in real-time based on circumstances, such as deviation in movement direction, accidents ahead, or updates to relatively better routes. Preferably, the second processing unit 9 may utilize a mobile terminal (or mobile communication terminal) to achieve data interaction and information display.

[0052] Preferably, the second processing unit 9 can directly control the movement direction of the transport module 2, so that the transport module 2 can move towards the corresponding docking unit 3 along the suggested path. This suggested path can be the optimal route planned by the control module 20 based on the real-time position of the transport module 2 obtained by the second processing unit 9 and the setting position of the docking unit 3 paired with the loading unit 7 within the feasible routes. The optimal route refers to the shortest route determined without conflicting with other transport modules 2 at the same time. This optimal route can be adjusted in a timely manner based on real-time conditions, such as deviation in movement direction, accidents ahead, or updating to a relatively better route. Preferably, the above method can be applied to autonomous trucks.

[0053] Preferably, when the transport module 2 moves to the vicinity of the corresponding docking unit 3, it can approach the docking unit 3 with the loading unit 7 facing the corresponding docking unit 3, so as to reduce the gap between the loading unit 7 and the docking unit 3. Furthermore, the loading unit 7 has a feature symbol on its surface facing the docking unit 3, which can be acquired by the acquisition component 17 installed on the docking unit 3 during the process of the transport module 2 approaching the corresponding docking unit 3. The information obtained after parsing the feature symbol can uniquely point to the loading unit 7, so that the feature symbol acquired by the acquisition component 17 can be analyzed by the first processing unit 8 and / or the control module 20 to obtain the parsing structure. Based on the parsing result, the pairing status of the docking unit 3 and the loading unit 7 is determined, thereby determining whether the movement destination of the transport module 2 is correct. If the docking unit 3 and the loading unit 7 meet the pairing method specified by the control module 20, that is, the movement destination of the transport module 2 is correct, the transport module 2 can continue to complete the approach operation; otherwise, if the docking unit 3 and the loading unit 7 do not meet the pairing method specified by the control module 20, that is, the movement destination of the transport module 2 is incorrect, the transport module 2 can continue to complete the approach operation or move to the specified destination based on the instruction issued by the control module 20 to the loading unit 7, 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 transport module 2 can move to the designated destination along the indicated suggested path based on the control signal of the control module 20. This avoids the possibility of path conflicts when multiple transport modules 2 move at the same time, and also allows the loading unit 7 to establish a pairing relationship with the docking unit 3 in advance to prevent misloading / unloading.

[0055] According to a preferred embodiment, the docking unit 3 may include a buffer section 10 and a first docking section 11 connected to each other. The buffer section 10 is connected to the transmission unit 4, and the first docking section 11 can dock with a second docking section 12 disposed within the loading unit 7, thereby realizing the transfer of goods between the storage module 1 and the transport module 2. Further, the second docking section 12 may be disposed at the bottom of the loading unit 7 for transferring external goods into the loading unit 7 and / or transferring internal goods to the outside of the loading unit 7. Preferably, the dimensions and structure of the buffer section 10, the first docking section 11, and the second docking section 12 can be determined based on the external dimensions of the goods. The external dimensions of the goods stacked on the pallet may be limited at least by the stacking height, pallet specifications, and pallet transport direction, and the stacking height may be related to the type of goods.

[0056] Preferably, the docking unit 3 and the loading unit 7 can form one or more transmission chains, and having at least two transmission chains can improve loading and unloading efficiency. The docking unit 3 and the loading unit 7 can be correspondingly arranged to form a complete transmission chain, thereby avoiding confusion during the loading and unloading process. More preferably, based on the structure of the loading unit 7, the docking unit 3 and the loading unit 7 can form two transmission chains, allowing goods to be loaded and unloaded in two parallel groups.

[0057] Preferably, the conveyor chain can be composed of a buffer section 10 of the docking unit 3, a first docking section 11, and a second docking section 12 of the loading unit 7. Each component can use the same or different conveying mechanisms based on the characteristics of the goods, and its length can be adjusted according to loading and unloading requirements. Preferably, the first docking section 11 and the second docking section 12 can be plate chain conveyors. Preferably, the buffer section 10 can be selected according to actual conditions. For example, when the target goods of the storage module 1 are glass bottles, the buffer section 10 can be a three-section, three-chain conveyor; when the target goods of the storage module 1 are packaging materials, the buffer section 10 can be a two-section roller conveyor.

[0058] Preferably, based on the pallet bottom zigzag structure and pallet conveying direction, the conveyor selection for the first docking section 11 can generally adopt a conventional three-chain conveyor or roller conveyor, thereby reducing operating costs. However, in this invention, the first docking section 11 is docked with the second docking section 12 at the vehicle end using a plate chain conveyor, and the conveying equipment types for the first docking section 11 and the second docking section 12 are the same, for the following reasons:

[0059] Based on the analysis of the vehicle's left and right dynamic deviation and the cargo alignment requirements of docking unit 3, the conveyor on docking unit 3 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.

[0060] During loading, the conveying surface height of the second docking section 12 may be higher than that of the first docking section 11. When the pallet is conveyed from the first docking section 11 to the second docking section 12, it will enter a climbing state. The pallet will be mostly separated from the upper side of the docking section on the roller, with only a single roller on the tail side in contact with it. Moreover, the upper side is only a line with low friction, which will cause slippage and make 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 of starting the climbing, the second docking section 12 is usually in an unstarted state and cannot be pulled on one side, thus failing to complete the transition smoothly. Therefore, the docking section of the present invention is not suitable for roller conveyors.

[0061] Preferably, each buffer section 10, first docking section 11, second bearing section and second docking section 12 on each transmission chain can be equipped with an independent power unit to achieve independent and targeted control. For buffer sections 10 with multiple conveyor sections, each conveyor section can also be equipped with an independent power unit.

[0062] According to a preferred embodiment, when the transport module 2 approaches the docking unit 3, considering the space occupied by the rear door and latch of the loading unit 7 (e.g., the carriage) of the transport module 2, a safety gap needs to be reserved between the docking unit 3 and the loading unit 7. However, this gap may cause the pallet to jam during the transition. To address this, the docking unit 3 may be provided with a transition component 13 that can extend into the loading unit 7 at the end of the first docking section 11 away from the buffer section 10. Based on the provision of the transition component 13, while ensuring a sufficient safety gap is reserved between the docking unit 3 and the loading unit 7, the first docking section 11 and the second docking section 12 can establish a connected transmission chain to avoid jamming caused by an excessively large gap. For example, the aforementioned space is approximately 120 mm wide, and a safety gap of at least 290 mm can typically be reserved for this width. Preferably, the transition component 13 may include a plurality of transition rollers extending out of the first docking section 11, so that the docking unit 3 and the loading unit 7 can transition between the first docking section 11 and the second docking section 12 through the transition component 13 during docking. For example, the transition component 13 may consist of 3 transition rollers with a length of 200 mm, a roller diameter of 50 mm, and a spacing of 75 mm.

[0063] Preferably, the side of the first docking section 11 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 13 is coplanar with the upper surfaces of other components of the first docking section 11 (or the conveying member 14). Further, to ensure that the transition member 13 can extend into the loading unit 7, the opposite side (i.e., the lower surface) of the transition member 13 that contacts the goods is at least partially higher than the lower surface of the conveying member 14. That is, the thickness of the transition member 13 is less than the thickness of the conveying member 14, so that the space below the transition member 13 can be at least partially occupied by the bottom structure of the loading unit 7.

[0064] Furthermore, the rules governing how the bottom structure of the loading unit 7 occupies the space below the transition component 13 are determined at least based on the loading / unloading process. Specifically, during unloading, the bottom structure of the loading unit 7 can be closer to the lower end face of the transition component 13; conversely, during loading, the bottom structure of the loading unit 7 can be further away from the lower end face of the transition component 13. 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 due to excessive drop.

[0065] Preferably, the distance between the bottom structure of the loading unit 7 and the lower end face of the transition component 13 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 docking unit 3 to adapt to the loading or unloading process. Preferably, the loading process ensures that the first docking section 11 is not lower than the second docking section 12, and the unloading process ensures that the first docking section 11 is not higher than the second docking section 12.

[0066] Preferably, the docking unit 3 and the loading unit 7 may each be provided with their own limiting components to achieve horizontal limiting during the cargo docking process, and the first limiting component 15 and the second limiting component 16 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 storage flared opening of the docking unit 3 and the external flared opening of the loading unit 7. Furthermore, 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.

[0067] Preferably, the flared opening of the automated storage unit (AS / RS) can be designed to accommodate deviations of the transport module 2 based on the accuracy of the in-vehicle limit for the pallet and the dynamic deviation of the vehicle body within the carrying module 2's accommodating space. For example, for an unloading process where the in-vehicle limit accuracy is ±25mm and the dynamic deviation of the vehicle body reaches ±15mm, the AS / RS can be designed to accommodate a deviation of ±30mm to ensure a smooth transition and avoid the risk of pallet jamming. Preferably, during loading, the goods arriving at the AS / RS outside the vehicle undergo at least a guiding and limiting operation to ensure that the goods entering the carrying module 2's accommodating space are arranged in roughly the same manner. The guiding and limiting operation can be performed based on the requirements of the storage module 1 and / or the goods stored in the storage module 1. For example, for a packaging material warehouse, the rear lifting and transfer equipment requires the pallet to be guided at the docking unit 3 due to the requirement for cargo spacing (e.g., 260mm); for a glass bottle warehouse, the shape inspection station requires the pallet to be guided at the docking unit 3 due to the requirement for cargo shape inspection. By setting the first limiting component 15 and / or the second limiting component 16, the goods can smoothly enter the storage unit 5 and / or the loading unit 7, and the goods meet the storage requirements and / or loading requirements.

[0068] According to a preferred embodiment, the storage module 1 and / or the transport module 2 may be configured with a data acquisition component 17, wherein the data acquisition component 17 can collect information on the mechanical docking process and / or the cargo interaction process. Preferably, the data acquisition component 17 can be disposed on the docking unit 3 to monitor the mechanical docking status, or it can be disposed on the docking unit 3, the transmission unit 4, and / or the loading unit 7 to monitor the cargo interaction status. Preferably, the data acquisition component 17 may have ranging and / or image acquisition functions, wherein the data acquisition component 17 can use a laser ranging device for ranging and a photographic device for image acquisition.

[0069] Preferably, the acquisition component 17 is movably disposed on the docking unit 3, so that the acquisition component 17 can move and / or rotate on the docking unit 3. More preferably, the acquisition component 17 disposed on the docking unit 3 can be moved to a designated position under the control signal of the control module 20 when the docking unit 3 and the loading unit 7 perform docking operations, wherein the designated position can at least acquire the feature symbols set on the loading unit 7 to determine whether the docking unit 3 and the loading unit 7 performing docking operations are matched. Preferably, the mounting plane of the acquisition component 17, which is moved to the designated position, can be orthogonal to the line connecting the acquisition component 17 and the feature symbol, so that the laser ranging device integrated in the acquisition component 17 can directly obtain the docking distance between the docking unit 3 and the loading unit 7. The control module 20 can analyze and predict the mechanical docking state based on the measured docking distance and the image information obtained by the camera at the docking distance. The control module 20 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 transport module 2 determined from the information extracted from the feature symbol, the control module 20 can determine 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 component 17 can first activate the laser ranging device to obtain the docking distance, and define the position of the transport module 2 when the docking distance reaches the preset value as the pre-docking position. At this time, the camera is activated to obtain image information of the transport module 2 at the pre-docking position. If the analysis and prediction show that the deviation design requirements can be met, the control module 20 can instruct the transport module 2 with the loading unit 7 to continue moving in the current direction; otherwise, the control module 20 needs to instruct the transport module 2 with the loading unit 7 to return to the pre-docking position by readjusting its attitude, and repeat the analysis and prediction work.

[0070] Preferably, the aforementioned data acquisition component 17 can continue to monitor the mechanical docking status after the mechanical docking process is completed, to ensure the smooth and stable operation of the cargo interaction process. Preferably, the data acquisition component 17 can monitor the longitudinal displacement of one or more feature points of the loading unit 7. Since some feature points are obscured and cannot be acquired by the data acquisition component 17 after the docking unit 3 and the loading unit 7 are docked, it is preferable to monitor the longitudinal displacement of the location of the feature symbols. Furthermore, when the total weight of the cargo to be loaded and unloaded is relatively light, the longitudinal height of the loading unit 7 before and after the loading and unloading process does not change much. However, for cargo with a relatively heavy total weight, there may be a significant displacement in the longitudinal height of the loading unit 7 before and after the loading and unloading process. Although this displacement is within the normal load range and will hardly affect the carrying capacity of the transport module 2, the deviation in the longitudinal height between the docking unit 3 and the loading unit 7 caused by this displacement will affect the integrity of the cargo and the stability of the system during the loading and unloading process. Therefore, the control module 20 can predict the change in the 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 the preset threshold of the height difference, thereby determining the height adjustment method of the docking unit 3. 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 control module 20 can perform a gentle height adjustment of the docking unit 3 based on the prediction results in cases where the preset threshold of the height difference may be exceeded, thus ensuring smooth loading / unloading without interrupting the loading and unloading process.

[0071] According to a preferred embodiment, during the cargo interaction process, the automated cargo loading and unloading transportation system can transfer cargo from storage module 1 to transport module 2 and / or from transport module 2 to storage module 1 through an established transmission chain, thereby realizing cargo loading and unloading. Preferably, during the cargo interaction process, the data acquisition unit 17 can monitor the status of the cargo located on docking unit 3, transmission unit 4, and / or loading unit 7. Preferably, the cargo interaction process can generally be divided into an unloading process and a loading process.

[0072] Preferably, during the unloading process, goods in the loading unit 7 can reach the transmission unit 4 through the docking unit 3 that docks with the loading unit 7. The control module 20 can comprehensively regulate the timing of goods entering the transmission unit 4 from each docking unit 3 to avoid space conflicts on transmission units 4 connected to multiple docking units 3. That is, the control module 20 can number the spaces on the transmission unit and assign them to the corresponding first processing unit 8. Based on the coordination of transmission speed, when the corresponding numbered space reaches the corresponding position of the corresponding docking unit 3, the goods can be transferred to that space, thereby avoiding the situation where the same space is simultaneously assigned to multiple docking units 3. Preferably, the transmission unit 4 can transfer qualified goods to the designated position of the storage unit 5. The goods can be detected by the detection component 18 configured on the transmission unit 4 to determine whether they meet the storage requirements of the storage unit 5. Further, the configuration position of the detection component 18 on the transmission unit 4 is at least downstream of the transmission of each docking unit 3, that is, goods entering the transmission unit 4 from the docking unit 3 can all pass through the detection component 18. Preferably, if the detection component 18 determines that there is abnormal cargo, the control module 20 can drive the transmission unit 4 through the first processing unit 8 to transport the abnormal cargo to the temporary storage component 19 without entering the storage unit 5, so as to temporarily discharge it from the transmission unit 4. Preferably, the temporary storage component 19 can be equipped with a display screen to display the cause and / or source of the abnormal cargo. The display screen can be configured at the process site and / or integrated into the control module 20, wherein the display screen can be, for example, an LCD screen. Preferably, the cause of the abnormal cargo can be determined by the detection component 18. Based on different types of cargo, the detection component 18 can be configured with different abnormality detection methods. For example, the abnormality detection methods can include, but are not limited to, shape detection and / or barcode detection, to detect cargo that is oversized, misaligned, and / or has abnormal barcodes, and discharge it in a timely manner. Preferably, the source of the abnormal cargo is the docking unit 3 that transports the cargo, and the control module 20 can trace the cargo back to its source docking unit 3 based on the cargo's position on the transmission unit 4. Furthermore, the tagged and / or processed abnormal goods can be returned to their origin docking unit 3 via the transmission unit 4, and then reloaded into the loading unit 7 of their origin transport module 2 to achieve return. The docking unit 3 needs to switch from unloading to loading status. Therefore, the transport module 2 in the unloading process can only leave after all the goods under its responsibility have completed the goods exchange. The unloading process after completing the goods exchange can involve all goods being stored in the storage unit 5 of the storage module 1, or some abnormal goods being returned to their original loading unit 7 while the remaining goods are stored in the storage unit 5 of the storage module 1.

[0073] Preferably, in the loading process, the control module 20 can control the transmission unit 4 through the first processing unit 8 to transfer the target goods in the storage unit 5 to the docking unit 3 based on a determined loading plan. Since the buffer section 10 and the first docking section 11 in the docking unit 3 have multiple configuration options, various loading scenarios are possible. For example, if the number of goods that can be placed on the docking unit 3 is not less than the number of goods that the loading unit 7 needs to accommodate, the docking unit 3 can directly transfer the corresponding number of goods to the loading unit 7, allowing the transport module 2 to leave after loading is complete. If the number of goods that can be placed on the docking unit 3 is less than the number of goods that the loading unit 7 needs to accommodate, the docking unit 3 can directly transfer all the goods to the loading unit 7 and wait for the transmission unit to replenish the missing goods before completing the loading. This means that at least two loading operations may be performed, and the quantity of goods loaded each time may be the same or different. Preferably, the rule for the transmission unit to replenish the missing goods to the docking unit 3 can be determined by the control module 20 based on the allocation of space.

[0074] Preferably, the loading / unloading plan can be planned in advance so that when the transport module 2 runs to the designated area, the storage module 1 and / or the transport module 2 can perform the corresponding preparation work. For example, for the loading process, the storage module 1 can transfer the target goods in the storage unit 5 to the docking unit 3 in advance through the transmission unit 4 to shorten the working time and thus improve the loading efficiency.

[0075] 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. An automated cargo loading and unloading transportation system, comprising: The storage module (1) includes a docking unit (3), a transmission unit (4), and a storage unit (5). The transport module (2) includes a loading unit (7). Its features are, One side of the transmission unit (4) is connected to the storage unit (5) which has storage space, and the other side is connected to one or more docking units (3). The docking unit (3) can mechanically dock with the loading unit (7) which has accommodating space to form at least one transmission chain. The storage module (1) and the transport module (2) can interact with each other through the formed transmission chain. The process of interacting with each other is divided into loading process and unloading process. The number of transport modules (2) is determined based on the amount of goods in the loading process and / or unloading process, and the corresponding number of docking units (3) are activated. The automatic cargo loading and unloading transportation system also includes a control module (20), and a data acquisition component (17) installed on the storage module (1) and / or the transport module (2) is capable of sending the acquired information to the control module (20); the data acquisition component (17) performs longitudinal displacement monitoring on one or more feature points of the loading unit (7); The control module (20) predicts the change of total longitudinal displacement over time based on the calculated unit longitudinal displacement of the feature points during the loading and unloading process, and determines whether the initial height deviation will exceed the preset threshold of the height difference based on the initial height deviation. Based on the prediction results, the control module (20) makes a slight adjustment to the height of the docking unit (3) by moving it smoothly in the case that the height difference may exceed the preset threshold.

2. The automated freight handling transport system of claim 1, wherein, The transmission unit (4) is equipped with a detection component (18) for acquiring the status of goods, so as to detect abnormal goods on the transmission unit (4) at least downstream of the docking unit (3), wherein the cause and / or source of the abnormal goods can be fed back to the control module (20).

3. The automated cargo loading and unloading transportation system according to claim 2, characterized in that, The transmission unit (4) is equipped with a temporary storage component (19) that can receive abnormal goods that have not entered the storage unit (5). Abnormal goods that enter the temporary storage component (19) can be transported back to the docking unit (3) of their origin via the transmission unit (4).

4. The automated freight handling transport system of claim 1, wherein, The loading unit (7) is disposed on the moving unit (6) and can move with the moving unit (6), wherein the moving unit (6) can bring the loading unit (7) close to the docking unit (3) in a manner toward the docking unit (3).

5. The automated freight handling transport system of claim 1, wherein, The docking unit (3) includes a buffer section (10) and a first docking section (11) connected to each other. One side of the buffer section (10) is connected to the transmission unit (4). One side of the first docking section (11) is provided with a transition component (13) that can extend into the loading unit (7) to dock with the second docking section (12).

6. An automated freight handling transport method, characterized by, The automated loading, unloading, and transportation method for goods includes the following process: Mechanical docking process: The docking unit (3) of the storage module (1) and the loading unit (7) of the transport module (2) form a transfer chain for transporting goods by reducing the docking gap; Cargo interaction process: The cargo interaction between the storage unit (5) of the storage module (1) and the loading unit (7) of the transport module (2) is completed using the formed transfer chain and the transmission unit (4) of the storage module (1). The mechanical docking process and / or cargo interaction process are carried out under the control of the control module (20); The acquisition component (17) installed on the storage module (1) and / or the transport module (2) can send the acquired information to the control module (20); the acquisition component (17) performs longitudinal displacement monitoring on one or more feature points of the loading unit (7); The control module (20) predicts the change of total longitudinal displacement over time based on the calculated unit longitudinal displacement of the feature points during the loading and unloading process, and determines whether the initial height deviation will exceed the preset threshold of the height difference. Based on the prediction results, the control module (20) makes a slight adjustment to the height of the docking unit (3) by moving it smoothly in the case that the height difference may exceed the preset threshold.

7. The automated freight handling transport method of claim 6, wherein, The cargo interaction process includes at least an unloading process, wherein the cargo in the loading unit (7) can reach the transmission unit (4) through the docking unit (3), and the transmission unit (4) can transmit the cargo to the storage unit (5) and / or the temporary storage unit (19) based on the abnormal detection result of the detection component (18).

8. The automated freight handling transport method of claim 6, wherein, The cargo interaction process includes at least a loading process, wherein the loading method is adjusted based on the relationship between the number of goods that can be placed on the docking unit (3) and the number of goods that need to be accommodated in the loading unit (7).

9. The automated freight handling transport method of claim 6, wherein, The control module (20) is communicatively connected to the first processing unit (8) and the second processing unit (9) to regulate the storage module (1) and the transport module (2) respectively.

10. The automatic loading and unloading transportation method for goods according to claim 6, characterized in that, During the mechanical docking process, the motion unit (6) of the transport module (2) can move the loading unit (7) closer to the docking unit (3) in a manner toward the docking unit (3) based on the control module (20), so that the transition part (13) of the docking unit (3) can extend into the loading unit (7).

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