A smart cargo transportation system for automated warehouses

Abstract

This application relates to an intelligent cargo transportation system for automated warehouses, comprising an ultra-high-rise stacker crane module, including a stacker crane body and a horizontal axis traveling mechanism and a lifting axis lifting mechanism mounted on the stacker crane body. The column height of the stacker crane body exceeds 30 meters. A dynamic anti-sway control module includes a synchronization and isochronous mode switching unit, an S-curve compensation unit, and a motion timing decoupling unit. The S-curve compensation unit generates S-shaped speed regulation curves for the horizontal axis traveling mechanism and the lifting axis lifting mechanism. The motion timing decoupling unit calculates the delayed start time of the horizontal axis traveling mechanism relative to the lifting axis lifting mechanism, achieving timing coordination of the two axes. An adaptive PID controller dynamically adjusts control parameters based on real-time data from a multi-modal sensing module to compensate for the stacker crane's operating posture in real time to suppress swaying. This application effectively improves the stability of ultra-high-rise transportation in automated warehouses.

Description

Technical Field

[0001] This application relates to the field of cargo transportation within automated warehouses, and in particular to an intelligent cargo transportation system for automated warehouses. Background Technology

[0002] With the rapid development of e-commerce, cold chain logistics, and intelligent manufacturing, automated warehouses, as core facilities for improving storage density and turnover efficiency, are evolving towards ultra-high-rise (rack height ≥ 30 meters), full automation (unmanned transportation), and multi-equipment collaboration (stacking crane + AGV + conveyor linkage). Among these, the transportation system, as a key link connecting inbound, storage, and outbound processes, directly determines the overall performance of the warehouse through its operational stability and efficiency.

[0003] While high-rise automated warehouses can significantly increase storage density, column vibration and cargo swaying during stacker crane operation have become prominent issues. Traditional stacker cranes use fixed motion curves (such as trapezoidal velocity curves). When the lifting shaft mechanism (Y-axis) and horizontal axis traveling mechanism (X-axis) start synchronously, high-center-of-gravity goods (such as pallets ≥2 meters in height) are prone to a "pendulum effect" due to inertia, with vibration amplitudes reaching ±5-10mm. This results in positioning errors exceeding ±3mm for picking and placing goods, and may even cause goods to fall. Existing anti-sway solutions mostly rely on single PID control or mechanical dampers, which cannot dynamically adapt to the modal characteristics of high-rise columns (such as the natural frequency decreasing with height). For example, the natural frequency of a 40-meter-high column is typically 2-3Hz, while that of a 20-meter-high column is 4-5Hz. Fixed parameter control cannot meet the vibration suppression requirements at different heights. Especially under heavy load conditions, the coupled vibration of the horizontal axis traveling mechanism (X-axis) and the lifting shaft mechanism (Y-axis) intensifies. Traditional timing control can lead to column resonance, which can seriously affect structural safety. These problems collectively hinder the realization of ultra-high-rise automated warehouses, thus creating an urgent need for an intelligent cargo transportation system for automated warehouses. Summary of the Invention

[0004] To address the aforementioned issues, this application provides an intelligent cargo transportation system for automated warehouses.

[0005] Firstly, this application provides an intelligent cargo transportation system for automated warehouses, employing the following technical solution:

[0006] An intelligent cargo transportation system for automated warehouses includes:

[0007] The super high-rise stacker crane module includes a stacker crane body and a horizontal axis traveling mechanism and a lifting axis lifting mechanism installed on the stacker crane body. The column height of the stacker crane body exceeds 30 meters.

[0008] The dynamic anti-sway control module includes a synchronization and isochronous mode switching unit, an S-curve compensation unit, and a motion timing decoupling unit. The synchronization and isochronous mode switching unit is used to dynamically switch between synchronous control mode and isochronous control mode based on real-time vibration data and operating conditions. The S-curve compensation unit is used to generate S-shaped speed regulation curves for the horizontal axis traveling 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 traveling mechanism relative to the lifting axis hoisting mechanism, realizing the timing coordination of the two axes' movements.

[0009] The multimodal sensing module is used to collect real-time data on column vibration, cargo weight, column height, cargo center of gravity offset, and the operating speed of the horizontal axis traveling mechanism and the lifting axis hoisting mechanism; the column vibration data includes column amplitude data and frequency data.

[0010] An adaptive PID controller is used to dynamically adjust control parameters based on real-time data from a multimodal sensing module, and to compensate for the stacker crane's operating posture in real time to suppress swaying.

[0011] Preferably, the switching logic of the synchronization and isochronous mode switching unit is as follows:

[0012] It operates in synchronous control mode by default. In synchronous control mode, the motion of the lifting shaft lifting mechanism is used as the reference, and the starting timing of the horizontal axis traveling mechanism is coordinated by the motion timing decoupling unit.

[0013] When the multimodal sensing module detects that the column amplitude is ≥1mm or the vibration frequency is close to ±5% of the column's natural frequency, it automatically switches to the isochronous control mode. In the isochronous control mode, the speed parameters of the other axis are dynamically adjusted based on the longer running time of the horizontal axis traveling mechanism and the lifting axis lifting mechanism to ensure that the two axes reach the target position synchronously.

[0014] Preferably, the S-shaped speed regulation curve generated by the S-shaped curve compensation unit includes an acceleration segment, a constant speed segment, and a deceleration segment, wherein the rate of change of acceleration in the acceleration segment and the deceleration segment is no 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 cargo weight, the maximum acceleration decreases by 0.1 m / s².

[0015] 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 ranges from 0.9 to 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 mechanism, in m / s².

[0016] Preferably, the multimodal sensing module includes:

[0017] Loading platform weighing sensor, installed on the loading platform to weigh the goods;

[0018] A laser rangefinder, installed at the bottom of the loading platform, detects the relative position of the forks and the rack at a sampling frequency of not less than 1kHz;

[0019] A three-axis tilt sensor is placed at the top of the column to detect the sway angle of the column in the X / Y directions;

[0020] A piezoelectric accelerometer is installed in the middle of the column and the loading platform to simultaneously collect the vibration acceleration of the column and the dynamic acceleration of the center of gravity of the cargo.

[0021] Preferably, the parameter adjustment rule of the adaptive PID controller is as follows:

[0022] When the column sway angle is greater than 0.1°, the proportional coefficient Kp automatically increases by 15%-25%;

[0023] When the vibration frequency approaches the natural frequency f1 of the column, the differential coefficient Kd automatically increases by 20%-30%.

[0024] When the center of gravity offset of the cargo is greater than 50mm, the integral coefficient Ki automatically decreases by 10%-15%.

[0025] Preferably, the drive source of the lifting shaft lifting mechanism is a dual-drive synchronous mechanism, which includes servo motors symmetrically arranged on both sides of the lifting shaft lifting mechanism.

[0026] 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 1.5 mm, the magnetorheological damper outputs damping force in a linearly increasing manner as the amplitude increases.

[0027] Preferably, the dynamic anti-sway control module further includes a pre-stored database, which stores the initial values ​​of S-curve parameters and PID parameter baseline values ​​corresponding to different column heights and cargo weights, for quick retrieval when the system starts up.

[0028] Preferably, the adaptive PID controller is further connected to a predictive compensation module, which outputs a pre-adjustment command to the PID controller 10-30ms in advance based on the vibration data trend in the first 50ms.

[0029] In summary, this application includes at least one of the following beneficial technical effects:

[0030] 1. By integrating a dynamic anti-sway control module that combines synchronous / isochronous mode switching, S-curve compensation, and timing decoupling, along with multimodal sensing and adaptive PID control, this system effectively solves the cascading problems of vibration, swaying, and positioning errors inherent in existing ultra-high-rise stacker cranes due to their height. Compared to traditional fixed-curve control, it can dynamically adapt to changes in the natural frequency of the columns with height, effectively suppressing coupled vibrations. This provides technical support for ultra-high-rise fully automated warehouses, effectively improving the stability of ultra-high-rise transportation in fully automated warehouses.

[0031] 2. Based on the switching logic between synchronous and isochronous modes, a dual-layer guarantee of high efficiency under normal conditions and risk mitigation is formed. Addressing the dynamic variation of vibration in ultra-high-rise stacker cranes with the height of the traveling mechanism / load of the traveling mechanism, it achieves efficient synchronization during stable conditions and precise isochronous dynamic adaptation during vibration. This covers all scenarios from no-load to heavy-load, from low-lift to ultra-high-rise, without manual intervention, balancing efficiency in normal operating conditions with stability in high-risk conditions, thus improving system reliability. Furthermore, it retains the high efficiency of the synchronous mode under normal operating conditions, switching to isochronous mode only when vibration approaches a critical value (amplitude ≥ 1mm in the traveling mechanism or near resonance), thus avoiding efficiency losses due to over-control.

[0032] 3. The calculation formula for the delayed start time Δt of the motion timing decoupling unit integrates the natural frequency and height of the column and the acceleration of the lifting mechanism of the hoisting shaft, precisely coordinating the delayed start time of the traveling mechanism X traveling mechanism axis. Building upon the solution to the two-axis coupling vibration problem caused by traditional timing control, it cancels column resonance through phase complementarity, adapts to the flexible characteristics of ultra-high-rise columns, and improves motion coordination. It can dynamically and accurately plan the delayed start time Δt for each transportation task based on the actual situation of the stacker crane and the goods, improving system stability and versatility. Attached Figure Description

[0033] Figure 1 This is a system block diagram of an intelligent cargo transportation system for an automated warehouse according to Embodiment 1 of this application;

[0034] Figure 2 This is a system block diagram of the multimodal sensing module in Embodiment 1 of this application;

[0035] Figure 3 This is a system block diagram of an intelligent cargo transportation system for an automated warehouse according to Embodiment 2 of this application;

[0036] Figure 4 This is a system block diagram of an intelligent cargo transportation system for an automated warehouse according to Embodiment 3 of this application.

[0037] Explanation of reference numerals in the attached drawings: 1. Super high-rise stacker crane module; 11. Stacker crane body; 12. Horizontal axis traveling mechanism; 13. Lifting shaft lifting mechanism; 131. Dual-drive synchronous mechanism; 2. Dynamic anti-sway control module; 21. Synchronization and isochronous mode switching unit; 22. S-curve compensation unit; 23. Motion timing decoupling unit; 3. Multimodal sensing module; 31. Loading platform weighing sensor; 32. Laser rangefinder; 33. Three-axis tilt sensor; 34. Piezoelectric accelerometer; 4. Adaptive PID controller; 5. Vibration suppression actuator; 6. Predictive compensation module. Detailed Implementation

[0038] The following is in conjunction with the appendix Figures 1-4 This application will be described in further detail.

[0039] Example 1

[0040] This application discloses an intelligent cargo transportation system for automated warehouses. (Refer to...) Figure 1An intelligent cargo transportation system for automated warehouses includes a super-high-rise stacker crane module 1, a dynamic anti-sway control module 2, a multimodal sensing module 3, and an adaptive PID controller 4. The super-high-rise stacker crane module 1, dynamic anti-sway control module 2, multimodal sensing module 3, and adaptive PID controller 4 are interconnected. The super-high-rise stacker crane module 1 includes a stacker crane body 11 and a horizontal axis traveling mechanism 12 and a lifting axis lifting mechanism 13 mounted on the stacker crane body 11. The column height of the stacker crane body 11 exceeds 30 meters. The dynamic anti-sway control module 2 includes a synchronous and isochronous mode switching unit 21, an S-curve compensation unit 22, and a motion timing decoupling unit 23. The synchronous and isochronous mode switching unit 21 dynamically switches between synchronous control mode and isochronous control mode based on real-time vibration data and operating conditions. The S-curve compensation unit 22 generates S-shaped speed regulation curves for the horizontal axis traveling mechanism 12 and the lifting axis lifting mechanism 13, suppressing inertial impact through smooth acceleration and deceleration. The motion timing decoupling unit 23 is used to calculate the delayed start time of the horizontal axis traveling mechanism 12 relative to the lifting axis lifting mechanism 13, thereby achieving timing coordination of the two axes' motion. The multimodal sensing module 3 is used to collect real-time data on column vibration, cargo weight, column height, cargo center of gravity offset, and the operating speed of the horizontal axis traveling mechanism 12 and the lifting axis lifting mechanism 13; the column vibration data includes the column's amplitude and frequency data. The adaptive PID controller 4 is used to dynamically adjust control parameters based on the real-time data from the multimodal sensing module 3, and to compensate the stacker crane's operating posture in real time to suppress swaying. By integrating the dynamic anti-sway control module 2, which features synchronous / isochronous mode switching, S-curve compensation, and timing decoupling, combined with multimodal sensing and adaptive PID control, the core solution addresses the cascading problems of vibration, swaying, and positioning errors that occur in existing ultra-high-rise stacker cranes due to their height. Compared to traditional fixed curve control, it can dynamically adapt to changes in the column's natural frequency with height, effectively suppressing coupled vibration, providing technical support for ultra-high-rise fully automated warehouses, and effectively improving the stability of ultra-high-rise transportation in fully automated warehouses.

[0041] The stacker crane body 11 of the ultra-high-rise stacker crane module 1, as well as the horizontal axis traveling mechanism 12 and the lifting shaft lifting mechanism 13 mounted on the stacker crane body 11, are all existing technologies, and their specific structures will not be described in detail. Preferably, the drive source of the lifting shaft lifting mechanism 13 is a dual-drive synchronous mechanism 131, which includes servo motors symmetrically arranged on both sides of the lifting shaft lifting mechanism 13. The two servo motors achieve synchronous lifting through gear and rack transmission, and based on the feedback from the multi-modal sensing module 3, the speed difference between the two motors is controlled within ±2 rpm to reduce additional swaying caused by lifting deviation. This solves the problem of column tilting caused by uneven force in traditional single-drive solutions, improves operational stability under heavy load conditions, and reduces structural losses.

[0042] The switching logic of the above-mentioned synchronization and isochronous mode switching unit 21 is as follows:

[0043] The system operates in synchronous control mode by default. In synchronous control mode, the motion of the lifting shaft hoisting mechanism 13 (Y-axis) is used as the reference, and the starting timing of the horizontal axis traveling mechanism 12 (X-axis) is coordinated by the motion timing decoupling unit 23. In the specific task start-up phase, the Y-axis starts first according to the pre-planned S-shaped speed regulation curve. At the moment the Y-axis starts, the motion timing decoupling unit 23 immediately calculates the X-axis delayed start 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 (at this time, the two axes are in the "timing pre-synchronization" state). During operation, the multi-modal sensing 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 X-axis / S-shaped curve parameters are dynamically corrected by the PID controller to ensure that the difference in the rate of change of speed (dv / dt) of the two axes in the acceleration phase is ≤5%, thus achieving strict synchronization.

[0044] When the multimodal sensing module 3 detects that the column amplitude is ≥1mm or the vibration frequency is close to ±5% of the column's natural frequency, it automatically switches to the isochronous control mode. In the isochronous control mode, the speed parameters of the other axis are dynamically adjusted based on the longer running time of the horizontal axis traveling mechanism 12 and the lifting axis lifting mechanism 13, ensuring that the two axes reach the target position synchronously. The default is the synchronous control mode, which uses the lifting axis lifting mechanism 13 (Y traveling mechanism axis) as the reference. Through the timing decoupling logic of starting the Y traveling mechanism axis first and delaying the start of the X traveling mechanism axis by Δt, the superposition of inertial impacts when the two axes start synchronously is avoided, suppressing the pendulum effect of high-center-of-gravity goods from the source and greatly reducing the vibration amplitude. With the planned S-shaped speed regulation curve, in normal scenarios with stable vibration (amplitude <1mm), there is no need to frequently adjust the speed parameters. Efficient operation can be achieved by pre-planning the S-shaped curve of the traveling mechanism, taking into account both 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. This allows it to quickly adapt to sudden working conditions such as uneven tracks and shifts in the center of gravity of the cargo. It can quickly deviate from the resonant frequency, avoiding structural damage to the column due to coupled vibration, and greatly improving the vibration attenuation speed. Especially in heavy-load or high-lift scenarios, by dynamically balancing the running time of the two axes, it can offset the unbalanced torque caused by uneven load, greatly reducing the positioning error.

[0045] Based on the aforementioned switching logic between synchronization and isochronous modes, a dual-layer guarantee of high efficiency under normal conditions and risk mitigation is formed. Addressing the dynamic variation in vibration of ultra-high-rise stacker cranes with the height of the traveling mechanism / load of the traveling mechanism, it achieves dynamic adaptation of efficient synchronization during stable conditions and precise isochronous operation during vibration. This covers all scenarios from no-load to heavy-load, from low-rise to ultra-high-rise, without manual intervention, balancing efficiency in normal operating conditions with stability in high-risk conditions, thus improving system reliability. Furthermore, it retains the high efficiency of the synchronization mode under normal operating conditions, switching to isochronous mode only when vibration approaches a critical value (amplitude ≥ 1mm in the traveling mechanism or near resonance), thus avoiding efficiency losses due to over-control.

[0046] The S-curve compensation unit 22 is equipped with a curve planning model. During the task initiation phase, it pre-plans the S-shaped speed regulation curves of the horizontal axis traveling mechanism 12 (X-axis) and the lifting axis hoisting mechanism 13 (Y-axis) based on the cargo weight and column height. The curve planning model is a machine learning model trained on historical transport data; the specific training steps are existing technology and will not be elaborated further. The S-shaped speed regulation 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 in the acceleration and deceleration segments is no greater than 0.5 m / s³, and the maximum acceleration value is dynamically adjusted according to the 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 traveling mechanism, and reduces cargo handling errors.

[0047] The delayed start time Δt of the aforementioned motion timing decoupling unit 23 is calculated using the formula: Δt = k × (f1 × H) / a, where k is a correction coefficient preset by the management personnel and ranges from 0.9 to 1.1; f1 is the natural frequency of the column, which can be obtained through stacker crane parameter information or measured using modal testing, piezoelectric accelerometer 34 real-time detection, etc.; H is the current lifting height of the column; and a is the real-time acceleration of the lifting shaft lifting mechanism 13, in m / s². The calculation formula for the delayed start time Δt of the motion timing decoupling unit 23 integrates the natural frequency, height, and acceleration of the lifting shaft lifting mechanism 13, precisely coordinating the delayed start time of the X-axis of the traveling mechanism. Based on solving the two-axis coupling vibration problem caused by traditional timing control, phase complementarity cancels column resonance, adapting to the flexible characteristics of ultra-high-rise columns, improving motion coordination, and enabling dynamic and precise planning of the delayed start time Δt for each transportation task according to the actual situation of the stacker crane and goods, thus improving system stability and versatility.

[0048] Reference Figure 2 The aforementioned multimodal sensing module 3 includes:

[0049] The loading platform weighing sensor 31 is installed on the loading platform to weigh the goods.

[0050] A laser rangefinder 32 is installed at the bottom of the loading platform to detect the relative position of the forks and the rack at a sampling frequency of not less than 1 kHz;

[0051] A three-axis tilt sensor 33 is arranged at the top of the column to detect the sway angle of the column in the X / Y directions;

[0052] A piezoelectric accelerometer 34 is installed in the middle of the column and the loading platform to simultaneously collect the vibration acceleration of the column and the dynamic acceleration of the center of gravity of the cargo.

[0053] The parameter adjustment rules for the adaptive PID controller 4 are as follows:

[0054] When the column sway angle is greater than 0.1°, the proportional coefficient Kp will automatically increase by 15%-25%; the increase percentage is determined by the quantitative value of the column sway angle in steps, and the specific step ratio needs to be set according to the actual situation of the stacker crane.

[0055] When the vibration frequency approaches the column's natural frequency f1, the differential coefficient Kd automatically increases by 20%-30%. The percentage increase in Kd is precisely determined based on the proximity of the vibration frequency to 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 appropriately enhancing the "damping characteristics" of the differential control, the resonance tendency is suppressed in advance. If the frequency deviation is ≤±3% (critical resonance risk): Kd increases by 25%-30%. At this point, the resonance risk is extremely high, requiring a significant increase in the differential coefficient to enhance the system's sensitivity to vibration rate changes, rapidly attenuate resonance energy, and prevent structural damage to the column due to resonance.

[0056] When the center of gravity offset of the cargo exceeds 50mm, the integral coefficient Ki automatically decreases by 10%-15% to avoid overshoot. The percentage reduction of the integral coefficient Ki is graded according to the severity of the center of gravity offset. In this embodiment, if the offset is between 50-80mm (mild offset): Ki is reduced by 10%-12%. At this time, the integral accumulation effect is weak, and a small reduction in Ki can avoid overshoot caused by excessive integration, while retaining a certain steady-state error correction capability. If the offset exceeds 80mm (severe offset): Ki is reduced by 12%-15%. At this time, the risk of center of gravity imbalance is high, and the integral term is prone to overcompensation due to continuous accumulation. A larger reduction in Ki is required to limit the integral effect, prioritize system stability, and prevent the cargo from falling due to overshoot. The above rules establish differentiated parameter adjustment rules for sway angle, vibration frequency, and center of gravity offset to achieve precise suppression. This solves the problem that the parameters of the traditional fixed walking mechanism PID walking mechanism cannot adapt to the dynamic characteristics of ultra-high-rise columns, can quickly respond to different types of vibration, greatly reduce positioning errors, and improve transportation positioning accuracy.

[0057] In addition, the dynamic anti-sway control module 2 also includes a pre-stored database. This database stores initial values ​​of S-curve parameters and baseline values ​​of PID parameters corresponding to different column heights and cargo weights, which can be quickly retrieved during system startup, shortening the dynamic adjustment response time. This improves the startup efficiency of the ultra-high-rise stacker crane, ensures rapid adaptation of control parameters under complex operating conditions, and reduces initial vibration fluctuations.

[0058] Example 2

[0059] Reference Figure 3 The difference between this embodiment and Embodiment 1 is that the intelligent cargo transportation system for an automated warehouse further includes a vibration suppression actuator 5. This vibration suppression actuator 5 is a magnetorheological damper installed at the bottom of the column. When the multimodal sensing module 3 detects a column amplitude > 1.5 mm, the magnetorheological damper outputs a damping force that increases linearly with the amplitude, rapidly attenuating vibration energy. This allows for dynamic matching of the vibration intensity of ultra-high-rise columns, rapid suppression of large-amplitude vibrations, and significantly shortened vibration attenuation time.

[0060] Example 3

[0061] Reference Figure 4The difference between this embodiment and Embodiment 2 is that the adaptive PID controller 4 is further connected to a predictive compensation module 6. Based on the vibration data trend over the previous 50ms, the predictive compensation module 6 outputs a pre-adjustment command to the PID controller 10-30ms in advance, achieving dual control of real-time compensation and proactive prevention. The predictive compensation module 6 is obtained by iteratively training a machine learning model using historical data. Compared to the lag in traditional feedback control, the predictive compensation module 6 can suppress vibration trends in advance, keeping the positioning error of goods retrieval and placement within a very small range, further improving the turnover efficiency of the high-rise warehouse.

[0062] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit the scope of protection of the invention. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on these embodiments, all other embodiments obtained by those skilled in the art without creative effort 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, those skilled in the art can still combine, add, delete, or otherwise adjust the features of the various embodiments of the present invention according to the circumstances without conflict or creative effort, thereby obtaining different technical solutions that do not fundamentally depart from the concept of the present invention. These technical solutions also fall within the scope of protection of the present invention.

Claims

1. A smart cargo transportation system for automated warehouses, characterized in that, include: The super high-rise stacker crane module (1) includes a stacker crane body (11) and a horizontal axis traveling mechanism (12) and a lifting axis lifting mechanism (13) set on the stacker crane body (11). The column height of the stacker crane body (11) exceeds 30 meters. The dynamic anti-sway control module (2) includes a synchronization and isochronous mode switching unit (21), an S-curve compensation unit (22), and a motion timing decoupling unit (23). The synchronization and isochronous mode switching unit (21) is used to dynamically switch between synchronization control mode and isochronous control mode based on real-time vibration data and operating conditions. The S-curve compensation unit (22) is used to generate S-shaped speed regulation curves of the horizontal axis traveling mechanism (12) and the lifting shaft lifting mechanism (13) to suppress inertial impact through smooth acceleration and deceleration. The motion timing decoupling unit (23) is used to calculate the delayed start time of the horizontal axis traveling mechanism (12) relative to the lifting shaft lifting mechanism (13) to achieve timing coordination of the two axes. The multimodal sensing module (3) 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 traveling mechanism (12) and the lifting axis lifting mechanism (13); the column vibration data includes the 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) to compensate the stacker crane's operating posture in real time to suppress swaying.

2. The intelligent cargo transportation system for an automated warehouse according to claim 1, characterized in that, The switching logic of the synchronization and isochronous mode switching unit (21) is as follows: The system operates in synchronous control mode by default. In synchronous control mode, the motion of the lifting shaft lifting mechanism (13) is used as the reference, and the starting timing of the horizontal shaft traveling mechanism (12) is coordinated by the motion timing 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's 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 traveling mechanism (12) and the lifting axis lifting mechanism (13) to ensure that the two axes reach the target position synchronously.

3. The intelligent cargo transportation system for an automated 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 segment, a constant speed segment and a deceleration segment. The acceleration change rate of the acceleration segment and the deceleration segment is no 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 cargo weight, the maximum acceleration decreases by 0.1 m / s².

4. The intelligent cargo transportation system for an automated warehouse according to claim 1, characterized in that, 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 coefficient preset by the management personnel and ranges from 0.9 to 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 (13), in m / s².

5. The intelligent cargo transportation system for an automated warehouse according to claim 1, characterized in that, The multimodal sensing module (3) includes: A load cell (31) is installed on the loading platform to weigh the goods. A laser rangefinder (32) is installed at the bottom of the loading platform to detect the relative position of the forks 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 sway angle of the column in the X / Y direction; A piezoelectric accelerometer (34) is installed in the middle of the column and the loading platform to simultaneously collect the vibration acceleration of the column and the dynamic acceleration of the center of gravity of the cargo.

6. The intelligent cargo transportation system for an automated warehouse according to claim 1, characterized in that, The parameter adjustment rules of the adaptive PID controller (4) are as follows: When the column sway 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 center of gravity offset of the cargo is greater than 50mm, the integral coefficient Ki automatically decreases by 10%-15%.

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

8. The intelligent cargo transportation system for an automated warehouse according to claim 1, characterized in that, It 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 damping force in a linearly increasing manner as the amplitude increases.

9. The intelligent cargo transportation system for an automated warehouse according to claim 1, characterized in that, The dynamic anti-sway control module (2) also includes a pre-stored database, which stores the initial values ​​of S-curve parameters and the baseline values ​​of PID parameters corresponding to different column heights and cargo weights, for quick retrieval when the system starts.

10. The intelligent cargo transportation system for an automated warehouse according to claim 1, characterized in that, The adaptive PID controller (4) is also connected to a prediction compensation module (6), which outputs a pre-adjustment command to the PID controller 10-30ms in advance based on the vibration data trend in the first 50ms.

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