Intelligent cargo transportation system for stereoscopic warehouse

Abstract

The intelligent cargo transportation system for the stereoscopic warehouse comprises a super high-rise stacking machine module, the super high-rise stacking machine module comprises a stacking machine body, a horizontal shaft walking mechanism and a lifting shaft lifting mechanism, the horizontal shaft walking mechanism and the lifting shaft lifting mechanism are arranged on the stacking machine body, and the height of a stand column of the stacking machine body exceeds 30 m; the dynamic anti-swing control module comprises a synchronous and isochronous mode switching unit, an S-shaped curve compensation unit and a motion time sequence decoupling unit; the S-shaped curve compensation unit is used for generating an S-shaped speed regulation curve of the horizontal shaft walking mechanism and the lifting shaft lifting mechanism; the motion time sequence decoupling unit is used for calculating the delay starting time of the horizontal shaft walking mechanism relative to the lifting shaft lifting mechanism, and time sequence coordination of motion of the two shafts is achieved; and the self-adaptive PID controller is used for dynamically adjusting control parameters based on the real-time data of the multi-mode sensing module and compensating the running posture of the stacking machine in real time so as to restrain swinging. The method has the effect of effectively improving the super high-rise transportation stability of the stereoscopic warehouse.

Description

Technical Field

[0001] The present application relates to the field of cargo transportation in a stereoscopic warehouse, and in particular to an intelligent cargo transportation system for a stereoscopic warehouse. Background Art

[0002] With the rapid development of industries such as e-commerce, cold chain, and intelligent manufacturing, high-bay warehouses, as core facilities for improving storage density and turnover efficiency, are evolving towards ultra-high-rise (shelf heights ≥ 30 meters), fully automated (unmanned transportation), and multi-equipment collaboration (stack cranes + AGVs + conveyors). The transportation system, as the key link connecting warehousing, storage, and outbound delivery, has a direct impact on the overall performance of the warehouse due to its operational stability and efficiency.

[0003] The expansion of existing high-rise warehouses significantly increases storage density, but column vibration and cargo sway during stacker crane operation have become prominent issues. Traditional stacker cranes use fixed motion profiles (such as a trapezoidal speed curve). When the lifting mechanism (Y-axis) and the horizontal travel mechanism (X-axis) are activated synchronously, high-center-of-gravity cargo (such as pallets ≥ 2 meters tall) can easily experience a "pendulum effect" due to inertia. This can result in vibration amplitudes of up to ±5-10mm, leading to positioning errors exceeding ±3mm during pick-up and placement, and even causing cargo to fall. Existing anti-sway solutions often rely on single-use PID control or mechanical dampers, which cannot dynamically adapt to the modal characteristics of super-high columns (such as the decrease in natural frequency with increasing height). For example, the natural frequency of a 40-meter-high column is typically 2-3Hz, while that of a 20-meter column is 4-5Hz. Fixed parameter control makes it difficult to address the vibration suppression requirements at different heights. Especially under heavy loads, the coupled vibration between the horizontal travel mechanism (X-axis) and the lifting mechanism (Y-axis) is exacerbated. Traditional sequential control can cause column resonance, which can seriously compromise structural safety. These problems hinder the realization of ultra-high-rise high-rise warehouses, and therefore an intelligent cargo transportation system for high-rise warehouses is urgently needed. Summary of the Invention

[0004] In order to solve the above problems, the present application provides an intelligent cargo transportation system for a high-bay warehouse.

[0005] In a first aspect, the present application provides an intelligent cargo transportation system for a three-dimensional warehouse, which adopts the following technical solutions: An intelligent cargo transportation system for a three-dimensional warehouse, comprising: A super-high-rise stacker module includes a stacker main body and a horizontal axis traveling mechanism and a lifting axis hoisting mechanism provided on the stacker main body, wherein the column height of the stacker main body exceeds 30 meters; The dynamic anti-sway control module includes a synchronous and isochronous mode switching unit, an S-curve compensation unit, and a motion timing decoupling unit. The synchronous and isochronous mode switching unit is used to dynamically switch between the synchronous control mode and the isochronous control mode based on real-time vibration data and operating conditions. The S-curve compensation unit is used to generate S-shaped speed control curves for the horizontal axis travel mechanism and the lifting axis hoisting mechanism, suppressing inertial impact through smooth acceleration and deceleration. The motion timing decoupling unit is used to calculate the delayed start time of the horizontal axis travel mechanism relative to the lifting axis hoisting mechanism to achieve timing coordination of the two-axis motion. A multimodal sensing module is used to collect real-time column vibration data, cargo weight, column height, cargo center of gravity offset, and the operating speed of the horizontal axis walking mechanism and the lifting axis hoisting mechanism; the column vibration data includes column amplitude data and frequency data; An adaptive PID controller is used to dynamically adjust control parameters based on real-time data from the multimodal perception module, and to compensate for the stacker crane's operating posture in real time to suppress swaying.

[0006] Preferably, the switching logic of the synchronous and isochronous mode switching unit is: The default operation mode is synchronous control. In synchronous control mode, the lifting mechanism movement of the lifting shaft is used as the benchmark, and the start sequence of the horizontal axis walking mechanism is coordinated through the motion sequence decoupling unit. When the multimodal sensing module detects that the column amplitude is ≥1mm or the vibration frequency is close to the column natural frequency ±5%, it automatically switches to the isochronous control mode; in the isochronous control mode, the speed parameters of the horizontal axis walking mechanism and the lifting axis lifting mechanism, whichever has the longer running time, are dynamically adjusted to ensure that the two axes reach the target position synchronously.

[0007] Preferably, the S-shaped speed regulation curve generated by the S-shaped curve compensation unit includes an acceleration section, a constant speed section and a deceleration section, wherein the acceleration change rate of the acceleration section and the deceleration section is not greater than 0.5m / s³, and the maximum acceleration value is dynamically adjusted according to the weight of the cargo: for every 100kg increase in the cargo weight, the maximum acceleration decreases by 0.1m / s².

[0008] Preferably, the delayed start time Δt of the motion timing decoupling unit is calculated by the formula: Δt=k×(f1×H) / a, where k is a correction coefficient preset by the management personnel and is in the range of 0.9-1.1, f1 is the natural frequency of the column, H is the current lifting height of the column, and a is the real-time acceleration of the lifting shaft lifting mechanism, in units of m / s².

[0009] Preferably, the multimodal perception module includes: The cargo platform weighing sensor is installed on the cargo platform to weigh the cargo; A laser rangefinder, installed at the bottom of the cargo platform, detects the relative position of the fork and the shelf at a sampling frequency of no less than 1kHz; The three-axis tilt sensor is placed at the top of the column to detect the swing angle of the column in the X / Y direction; Piezoelectric acceleration sensors are installed in the middle of the column and the cargo platform to synchronously collect the vibration acceleration of the column and the dynamic acceleration of the cargo center of gravity.

[0010] Preferably, the parameter adjustment rule of the adaptive PID controller is: When the column swing angle is greater than 0.1°, the proportional coefficient Kp automatically increases by 15%-25%; When the vibration frequency approaches the natural frequency f1 of the column, the differential coefficient Kd automatically increases by 20%-30%; When the cargo center of gravity offset is greater than 50mm, the integral coefficient Ki will automatically decrease by 10%-15%.

[0011] Preferably, the driving source of the lifting shaft hoisting mechanism is a dual-drive synchronous mechanism, and the dual-drive synchronous mechanism includes servo motors symmetrically arranged on both sides of the lifting shaft hoisting mechanism.

[0012] Preferably, it also includes a vibration suppression actuator, which is a magnetorheological damper installed at the bottom of the column. When the multimodal sensing module detects that the column amplitude is greater than 1.5mm, the magnetorheological damper outputs a damping force that increases linearly with the increase of the amplitude.

[0013] Preferably, the dynamic anti-sway control module further includes a pre-stored database, which stores initial values ​​of S-shaped curve parameters and PID parameter reference values ​​corresponding to different column heights and cargo weights for quick call upon system startup.

[0014] Preferably, the adaptive PID controller is further connected to a prediction compensation module, which outputs a pre-adjustment instruction to the PID controller 10-30 ms in advance based on the vibration data trend of the previous 50 ms.

[0015] In summary, this application includes at least one of the following beneficial technical effects: 1. By integrating a dynamic anti-sway control module with synchronous / isochronous mode switching, S-curve compensation, and timing decoupling, combined with multi-modal sensing and adaptive PID control, this system addresses the interlocking issues of vibration, sway, and positioning errors that occur with existing ultra-high-rise stacker cranes due to their height. Compared to traditional fixed-curve control, this system dynamically adapts to changes in the column's natural frequency with height, effectively suppressing coupled vibrations. This provides technical support for the ultra-high-rise development of fully automated warehouses, effectively improving the stability of ultra-high-rise transportation in fully automated warehouses. 2. Based on the switching logic of synchronous and isochronous modes, a dual-layer guarantee of conventional high efficiency and risk mitigation is formed. In view of the dynamic characteristics of ultra-high-rise stacker crane vibration that changes with the height of the traveling mechanism / traveling mechanism load, dynamic adaptation is achieved to achieve efficient synchronization during stability and precise isochronous timing during vibration. Without manual intervention, it can cover the entire scenario from no-load to heavy-load, from low-lift to ultra-high-rise, taking into account the efficiency of conventional working conditions and the stability of high-risk working conditions, thus improving system reliability. In addition, the efficiency of synchronous mode is retained under conventional working conditions, and isochronous mode is switched only when the vibration approaches the critical value (amplitude ≥ 1mm traveling mechanism or near resonance), which can also avoid efficiency loss caused by excessive control. 3. The motion timing decoupling unit's delayed start time Δt calculation formula integrates the column's natural frequency, height, and the acceleration of the hoisting mechanism to precisely coordinate the delayed start time of the travel mechanism's X travel mechanism axis. While addressing the two-axis coupled vibration problem caused by traditional timing control, this system offsets column resonance through phase complementation, adapting to the flexible characteristics of ultra-high-rise columns and improving motion coordination. This system dynamically and accurately plans the delayed start time Δt for each transport task based on the actual conditions of the stacker crane and cargo, enhancing system stability and adaptability. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a system block diagram of an intelligent cargo transportation system for a three-dimensional warehouse in Example 1 of the present application; Figure 2 This is a system block diagram of the multimodal perception module in Example 1 of the present application; Figure 3 This is a system block diagram of an intelligent cargo transportation system for a three-dimensional warehouse in Example 2 of the present application; Figure 4 This is a system block diagram of an intelligent cargo transportation system for a three-dimensional warehouse in Example 3 of the present application.

[0017] Explanation of the accompanying symbols: 1. Super high-rise stacker module; 11. Stacker body; 12. Horizontal axis walking mechanism; 13. Lifting axis lifting mechanism; 131. Dual-drive synchronization mechanism; 2. Dynamic anti-sway control module; 21. Synchronous and isochronous mode switching unit; 22. S-shaped curve compensation unit; 23. Motion timing decoupling unit; 3. Multimodal perception module; 31. Cargo platform weighing sensor; 32. Laser rangefinder; 33. Three-axis tilt sensor; 34. Piezoelectric acceleration sensor; 4. Adaptive PID controller; 5. Vibration suppression actuator; 6. Prediction compensation module. DETAILED DESCRIPTION

[0018] The following is combined with Figure 1-Figure 4 This application is described in further detail.

[0019] Example 1

[0020] The embodiment of the present application discloses an intelligent cargo transportation system for a stereoscopic warehouse. Figure 1 A cargo intelligent transportation system for a three-dimensional warehouse includes a super-high-rise stacker module 1, a dynamic anti-sway control module 2, a multi-modal sensing module 3, and an adaptive PID controller 4. The super-high-rise stacker module 1, the dynamic anti-sway control module 2, the multi-modal sensing module 3, and the adaptive PID controller 4 are interconnected. The super-high-rise stacker module 1 includes a stacker body 11, a horizontal axis walking mechanism 12, and a lifting shaft lifting mechanism 13 provided on the stacker body 11. The column height of the stacker body 11 exceeds 30 meters. The dynamic anti-sway control module 2 includes a synchronous and isochronous mode switching unit 21, an S-shaped curve compensation unit 22, and a motion timing decoupling unit 23. The synchronous and isochronous mode switching unit 21 is used to dynamically switch between synchronous control mode and isochronous control mode based on real-time vibration data and operating conditions. The S-shaped curve compensation unit 22 is used to generate an S-shaped speed regulation curve for the horizontal axis walking mechanism 12 and the lifting shaft lifting mechanism 13, suppressing inertial impact through smooth acceleration and deceleration. The motion timing decoupling unit 23 calculates the delayed start time of the horizontal-axis travel mechanism 12 relative to the lifting mechanism 13, achieving timing coordination of the two-axis motion. The multimodal sensing module 3 collects real-time column vibration data, cargo weight, column height, cargo center of gravity offset, and the operating speeds of the horizontal-axis travel mechanism 12 and the lifting mechanism 13. This column vibration data includes column amplitude and frequency data. The adaptive PID controller 4 dynamically adjusts control parameters based on the real-time data from the multimodal sensing module 3, compensating the stacker's operating posture in real time to suppress sway. By integrating the dynamic anti-sway control module 2 with synchronous / isochronous mode switching, S-curve compensation, and timing decoupling, combined with multimodal sensing and adaptive PID control, this module addresses the interlocking issues of vibration, sway, and positioning errors associated with existing high-rise stackers due to their height. Compared to traditional fixed-curve control, this control module dynamically adapts to changes in the column's natural frequency with height, effectively suppressing coupled vibrations. This provides technical support for the development of ultra-high-rise fully automated warehouses and effectively improves the stability of ultra-high-rise transportation in fully automated warehouses.

[0021] The stacker body 11 of the super-high-rise stacker module 1, as well as the horizontal axis walking mechanism 12 and the lifting shaft hoisting mechanism 13 arranged on the stacker body 11 are all existing technologies, and their specific structures are not described in detail. Preferably, the driving source of the lifting shaft hoisting mechanism 13 is a dual-drive synchronization mechanism 131, and the dual-drive synchronization mechanism 131 includes servo motors symmetrically arranged on both sides of the lifting shaft hoisting mechanism 13. The two servo motors are synchronously lifted and lowered through a rack and pinion transmission, and based on the feedback from the multimodal sensing module 3, the speed difference of the motors on both sides is controlled within ±2rpm to reduce the additional swing caused by the lifting deviation. It solves the problem of column tilting caused by uneven force in the traditional single-drive solution, improves the operating stability under heavy load conditions, and reduces structural losses.

[0022] The switching logic of the synchronous and isochronous mode switching unit 21 is as follows: By default, the system operates in synchronous control mode. In this mode, the motion of the lifting mechanism 13 (Y-axis) is used as a reference, and the start-up timing of the horizontal travel mechanism 12 (X-axis) is coordinated through the motion timing decoupling unit 23. During the specific task startup phase, the Y-axis starts first according to the pre-planned S-shaped speed control curve. At the moment the Y-axis starts, the motion timing decoupling unit 23 immediately calculates the X-axis start-up delay time Δt based on the initial parameters and stores it in the cache. When the Δt delay ends, the X-axis is triggered to start according to the pre-planned S-shaped curve (the two axes are now in the "timing preparation synchronization" state). During operation, the multimodal perception unit collects the Y-axis speed in real time. When the Y-axis speed reaches 30% of v_max, the system fully activates the synchronous control mode: the PID controller dynamically corrects the X-axis / S-shaped curve parameters to ensure that the difference in the speed change rate (dv / dt) of the two axes in the acceleration section is ≤5%, achieving strict synchronization. When the multimodal sensing module 3 detects a column vibration amplitude ≥1mm or a vibration frequency approaching ±5% of the column's natural frequency, it automatically switches to isochronous control mode. In this mode, the speed parameters of the horizontal axis travel mechanism 12 or the lifting mechanism 13, whichever has the longer operating time, are dynamically adjusted to ensure that both axes reach their target positions simultaneously. The default synchronous control mode is based on the lifting mechanism 13 (the Y travel mechanism axis) as the reference. This decoupling logic, which starts the Y travel mechanism axis first and then the X travel mechanism axis with a delay of Δt, prevents the inertial impact of the two axes from activating simultaneously. This effectively suppresses the pendulum effect of high-center-of-gravity cargo and significantly reduces vibration amplitude. Combined with the planned S-shaped speed curve, in standard scenarios with stable vibration (amplitude <1mm), frequent speed parameter adjustments are unnecessary. The pre-planned S-shaped travel mechanism curve ensures efficient operation, balancing stability and turnover efficiency. When the multimodal sensing module 3 detects that the column amplitude is ≥1mm or the vibration frequency is close to the column's natural frequency ±5%, the speed parameters are adjusted in real time through the isochronous mode, which can quickly adapt to sudden working conditions such as uneven tracks and shifted center of gravity of cargo. It can quickly deviate from the resonant frequency, avoid structural damage to the column due to coupled vibration, and greatly improve the vibration attenuation speed; especially in heavy load or high lifting scenarios, by dynamically balancing the running time of the two axes, the unbalanced torque caused by uneven load can be offset, greatly reducing the positioning error.

[0023] The switching logic between synchronous and isochronous modes described above creates a dual layer of security: conventional high efficiency and risk mitigation. This system addresses the dynamic variation in vibration of ultra-high-rise stacker cranes, where the height of the traveling mechanism / traveling mechanism load changes dynamically. This system achieves dynamic adaptation, achieving efficient synchronization during stable conditions and precise isochronous operation during vibration. This system covers all scenarios, from no-load to heavy-load, and from low-rise to ultra-high-rise operations, without manual intervention. This balances efficiency under conventional conditions with stability under high-risk conditions, improving system reliability. Furthermore, by retaining the efficiency of synchronous mode under conventional conditions and switching to isochronous mode only when vibration approaches critical values ​​(amplitude ≥ 1mm for the traveling mechanism or near resonance), it also avoids efficiency losses caused by excessive control.

[0024] The S-curve compensation unit 22 is loaded with a curve planning model. This model is used to pre-plan the S-shaped speed control curve for the horizontal-axis travel mechanism 12 (X-axis) and the lifting-axis hoist mechanism 13 (Y-axis) during the mission startup phase based on cargo weight and column height. The curve planning model is a machine learning model trained using historical transport data. The specific training steps are based on prior art and are not detailed here. The S-shaped speed control curve generated by the S-curve compensation unit 22 includes an acceleration segment, a constant speed segment, and a deceleration segment. The acceleration change rate of the acceleration and deceleration segments is no more than 0.5 m / s³, and the maximum acceleration value is dynamically adjusted based on cargo weight: for every 100 kg increase in cargo weight, the maximum acceleration decreases by 0.1 m / s². This achieves a smooth acceleration transition, avoids the inertial impact of traditional trapezoidal curves, effectively suppresses the pendulum effect of high-center-of-gravity cargo, controls the vibration amplitude within the standard range of the travel mechanism, and reduces pickup and placement errors.

[0025] The delayed start time Δt of the motion timing decoupling unit 23 is calculated using the formula: Δt = k × (f1 × H) / a, where k is a correction factor preset by management and ranges from 0.9 to 1.1. f1 is the column's natural frequency, which can be obtained from stacker crane parameter information or measured using modal testing or real-time detection methods such as a piezoelectric accelerometer 34. H is the column's current lifting height. a is the real-time acceleration of the lifting shaft hoisting mechanism 13, expressed in m / s². The formula for calculating the delayed start time Δt of the motion timing decoupling unit 23 integrates the column's natural frequency, height, and the acceleration of the lifting shaft hoisting mechanism 13 to precisely coordinate the delayed start time of the travel mechanism's x travel mechanism axis. While addressing the problem of two-axis coupled vibration caused by traditional timing control, this method offsets column resonance through phase complementation, adapts to the flexible characteristics of super-high-rise columns, and improves motion coordination. This allows for dynamic and precise planning of the delayed start time Δt for each transport task based on the actual conditions of the stacker crane and cargo, enhancing system stability and adaptability.

[0026] Reference Figure 2 , the multimodal perception module 3 includes: The cargo platform weighing sensor 31 is installed on the cargo platform and is used to weigh the cargo; A laser rangefinder 32 is installed at the bottom of the cargo platform and detects the relative position of the fork and the shelf at a sampling frequency of not less than 1kHz; A three-axis tilt sensor 33 is arranged at the top of the column to detect the swing angle of the column in the X / Y direction; The piezoelectric acceleration sensor 34 is installed in the middle of the column and the cargo platform to synchronously collect the column vibration acceleration and the dynamic acceleration of the cargo center of gravity.

[0027] The parameter adjustment rule of the adaptive PID controller 4 is: When the column swing angle is greater than 0.1°, the proportional coefficient Kp will automatically increase by 15%-25%. The percentage of increase is determined by the quantitative value of the column swing angle. The specific step ratio needs to be set according to the actual situation of the stacker. When the vibration frequency approaches the natural frequency f1 of the column, the differential coefficient Kd automatically increases by 20%-30%; the percentage increase of the differential coefficient Kd is determined precisely according to the closeness between the vibration frequency and the natural frequency. In this embodiment, if the frequency deviation is ±3%-5% (close to resonance but not critical): Kd increases by 20%-25%. By moderately enhancing the "damping characteristics" of the differential control, the resonance trend is suppressed in advance; if the frequency deviation is ≤±3% (critical resonance risk): Kd increases by 25%-30%. At this time, the resonance risk is extremely high, and the differential coefficient needs to be greatly increased to enhance the system's sensitivity to the vibration change rate, quickly attenuate the resonance energy, and avoid structural damage to the column due to resonance; When the cargo center of gravity offset exceeds 50mm, the integral coefficient Ki is automatically reduced by 10%-15% to prevent overshoot. The percentage of Ki reduction is graded based on the severity of the cargo center of gravity offset. In this embodiment, if the offset is between 50-80mm (mild offset), Ki is reduced by 10%-12%. At this point, the integral cumulative effect is weak, and a slight reduction in Ki can prevent overshoot caused by excessive integral while maintaining a certain level of steady-state error correction capability. If the offset is greater than 80mm (severe offset), Ki is reduced by 12%-15%. At this point, the risk of center of gravity imbalance is high, and the integral term is prone to overcompensation due to continued accumulation. A larger reduction in Ki is necessary to limit the integral effect, prioritizing system stability and preventing cargo from swaying and falling due to overshoot. The above rules establish differentiated parameter adjustment rules based on sway angle, vibration frequency, and center of gravity offset, achieving precise control. This addresses the problem that the PID parameters of traditional fixed-wheel travel mechanisms are unable to adapt to the dynamic characteristics of super-high-rise columns. It can quickly respond to different types of vibration, significantly reducing positioning errors and improving transport positioning accuracy.

[0028] The dynamic anti-sway control module 2 also includes a pre-stored database that stores initial S-curve parameter values ​​and PID parameter baseline values ​​for different column heights and cargo weights. This database is quickly accessed during system startup, shortening dynamic adjustment response time. This improves the startup efficiency of the high-rise stacker crane, ensures rapid adaptation of control parameters under complex operating conditions, and reduces initial vibration fluctuations.

[0029] Example 2

[0030] Reference Figure 3This embodiment differs from Example 1 in that the intelligent cargo transportation system for a high-bay warehouse further includes a vibration suppression actuator 5 , which is a magnetorheological damper installed at the bottom of a column. When the multimodal sensing module 3 detects a column amplitude greater than 1.5 mm, the magnetorheological damper outputs a linearly increasing damping force as the amplitude increases, rapidly attenuating vibration energy. This can dynamically match the vibration intensity of super-high-rise columns, rapidly suppressing large vibrations and significantly shortening vibration attenuation time.

[0031] Example 3

[0032] Reference Figure 4 This embodiment differs from Example 2 in that the adaptive PID controller 4 is further connected to a prediction and compensation module 6. Based on the vibration data trend over the previous 50 ms, the prediction and compensation module 6 outputs pre-adjustment instructions to the PID controller 10-30 ms in advance, achieving dual control of real-time compensation and proactive prevention. The prediction and compensation module 6 is a machine learning model derived through iterative training of historical data. Compared to the lag inherent in traditional feedback control, the configuration of the prediction and compensation module 6 can suppress vibration trends in advance, minimizing positioning errors for pick-up and placement, and further improving the turnover efficiency of ultra-high-rise warehouses.

[0033] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the scope of protection of the invention. Obviously, the embodiments described are only some embodiments of the present invention, rather than all embodiments. Based on these embodiments, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention. Although the present invention has been described in detail with reference to the above embodiments, ordinary technicians in this field can still combine, add, delete or make other adjustments to the features in the various embodiments of the present invention according to the circumstances without conflict, without making creative work, so as to obtain different other technical solutions that do not deviate from the concept of the present invention in essence, and these technical solutions also fall within the scope of protection of the present invention.

Claims

1. An intelligent cargo transportation system for a three-dimensional warehouse, characterized in that: include: A super high-rise stacker module (1) comprises a stacker main body (11) and a horizontal axis walking mechanism (12) and a lifting axis hoisting mechanism (13) arranged on the stacker main body (11), wherein the column height of the stacker main body (11) exceeds 30 meters; A dynamic anti-sway control module (2) includes a synchronous and isochronous mode switching unit (21), an S-shaped curve compensation unit (22) and a motion timing decoupling unit (23); the synchronous and isochronous mode switching unit (21) is used to dynamically switch between a synchronous control mode and an isochronous control mode based on real-time vibration data and operating conditions; the S-shaped curve compensation unit (22) is used to generate an S-shaped speed regulation curve for a horizontal axis walking mechanism (12) and a lifting axis hoisting mechanism (13), and suppress inertial impact by smooth acceleration and deceleration; the motion timing decoupling unit (23) is used to calculate a delayed start time of the horizontal axis walking mechanism (12) relative to the lifting axis hoisting mechanism (13), and realize timing coordination of the two-axis motion; A multimodal sensing module (3) is used to collect column vibration data, cargo weight, column height, cargo center of gravity offset, and operating speeds of a horizontal axis walking mechanism (12) and a lifting axis hoisting mechanism (13) in real time; the column vibration data includes column amplitude data and frequency data; An adaptive PID controller (4) is used to dynamically adjust control parameters based on real-time data from the multimodal sensing module (3), and to compensate the stacker crane's operating posture in real time to suppress swaying.

2. The intelligent cargo transportation system for a high-bay warehouse according to claim 1, characterized in that: The switching logic of the synchronous and isochronous mode switching unit (21) is: By default, the system operates in a synchronous control mode. In the synchronous control mode, the movement of the lifting shaft hoisting mechanism (13) is used as a reference, and the start sequence of the horizontal axis walking mechanism (12) is coordinated through the motion sequence decoupling unit (23); When the multimodal sensing module (3) detects that the column amplitude is ≥1mm or the vibration frequency is close to the column natural frequency ±5%, it automatically switches to the isochronous control mode; in the isochronous control mode, the speed parameter of the other axis is dynamically adjusted based on the longer running time of the horizontal axis walking mechanism (12) and the lifting axis hoisting mechanism (13) to ensure that the two axes reach the target position synchronously.

3. The intelligent cargo transportation system for a high-bay warehouse according to claim 1, characterized in that: The S-shaped speed regulation curve generated by the S-shaped curve compensation unit (22) includes an acceleration section, a uniform speed section and a deceleration section, wherein the acceleration change rate of the acceleration section and the deceleration section is not greater than 0.5 m / s³, and the maximum acceleration value is dynamically adjusted according to the weight of the cargo: for every 100 kg increase in the cargo weight, the maximum acceleration decreases by 0.1 m / s².

4. The intelligent cargo transportation system for a high-bay warehouse according to claim 1, characterized in that: The delayed start time Δt of the motion timing decoupling unit (23) is calculated by the formula: Δt=k×(f1×H) / a, where k is the correction coefficient preset by the management personnel and is in the range of 0.9-1.1, f1 is the natural frequency of the column, H is the current lifting height of the column, and a is the real-time acceleration of the lifting shaft hoisting mechanism (13), in m / s².

5. The intelligent cargo transportation system for a high-bay warehouse according to claim 1, characterized in that: The multimodal perception module (3) comprises: A cargo platform weighing sensor (31), mounted on the cargo platform for weighing cargo; A laser rangefinder (32) is installed at the bottom of the cargo platform and detects the relative position of the fork and the shelf at a sampling frequency of not less than 1 kHz; A three-axis tilt sensor (33) is arranged at the top of the column to detect the swing angle of the column in the X / Y direction; The piezoelectric acceleration sensor (34) is arranged at the middle of the column and the cargo platform to synchronously collect the column vibration acceleration and the dynamic acceleration of the cargo center of gravity.

6. The intelligent cargo transportation system for a high-bay warehouse according to claim 1, characterized in that: The parameter adjustment rule of the adaptive PID controller (4) is: When the column swing angle is greater than 0.1°, the proportional coefficient Kp automatically increases by 15%-25%; When the vibration frequency approaches the natural frequency f1 of the column, the differential coefficient Kd automatically increases by 20%-30%; When the cargo center of gravity offset is greater than 50mm, the integral coefficient Ki will automatically decrease by 10%-15%.

7. The intelligent cargo transportation system for a high-bay warehouse according to claim 1, characterized in that: The driving source of the lifting shaft hoisting mechanism (13) is a dual-drive synchronous mechanism (131), and the dual-drive synchronous mechanism (131) includes servo motors symmetrically arranged on both sides of the lifting shaft hoisting mechanism (13).

8. The intelligent cargo transportation system for a high-bay warehouse according to claim 1, characterized in that: The invention also includes a vibration suppression actuator (5), which is a magnetorheological damper installed at the bottom of the column. When the multimodal sensing module (3) detects that the column amplitude is greater than 1.5 mm, the magnetorheological damper outputs a damping force in a linearly increasing manner as the amplitude increases.

9. The intelligent cargo transportation system for a high-bay warehouse according to claim 1, characterized in that: The dynamic anti-sway control module (2) further comprises a pre-stored database, which stores initial values ​​of S-shaped curve parameters and PID parameter reference values ​​corresponding to different column heights and cargo weights, for rapid recall when the system is started.

10. The intelligent cargo transportation system for a high-bay warehouse according to claim 1, characterized in that: The adaptive PID controller (4) is further connected to a prediction compensation module (6), which outputs a pre-adjustment instruction to the PID controller 10-30 ms in advance based on the vibration data trend of the previous 50 ms.

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