Intelligent control method and system for accumulation type suspension conveyor

Abstract

The application discloses an intelligent control method and system of a stacker conveyor, and relates to the field of industrial control. The method is applied to a central control system, and the method comprises the following steps: acquiring real-time running parameters, wherein the real-time running parameters comprise track temperature, pulley temperature and carrier swing phase difference; calculating an over-bending impact energy according to the real-time running parameters; calculating an over-bending risk coefficient based on the over-bending impact energy, a set of over-bending safety energy critical thresholds and the carrier swing phase difference; determining a target over-bending speed based on a preset reference over-bending speed and the over-bending risk coefficient; and sending a speed adjustment instruction to a driving unit to control the driving unit to dynamically adjust an over-bending speed to the target over-bending speed. By implementing the technical scheme provided in the application, the problem that goods may be derailed during over-bending of a stacker conveyor in a special scene is solved.

Description

Technical Field

[0001] This application relates to the technical field of industrial control, specifically to an intelligent control method and system for an accumulating overhead conveyor. Background Technology

[0002] As a key piece of equipment in fields such as automated logistics, automobile manufacturing, and warehousing, the control technology of accumulating overhead conveyors directly affects the efficiency, stability, and safety of the entire system.

[0003] Currently, the structure of an accumulating overhead conveyor can be simplified to a track, pulleys, a drive unit, and a control system. During the conveying process, the pulleys are installed on the track, the drive unit drives the pulleys to move on the track, and the control system controls the operating power of the drive unit to control the speed of the pulleys. The pulleys can be configured with corresponding cargo suspension structures according to the needs of the scenario, thereby meeting the transportation needs of different goods.

[0004] However, due to their different functional attributes, the tracks and pulleys of the accumulating overhead conveyor have significant differences in materials. In some special scenarios (such as high-temperature scenarios like drying lines), these material differences can cause the tracks and pulleys to deform differently due to temperature, resulting in deviations in the assembly dimensions of the tracks and pulleys. These deviations can then lead to the possibility of derailment when goods pass through bends. Summary of the Invention

[0005] To address the issue that cargo may derail when passing through bends in special scenarios, this application provides an intelligent control method and system for accumulation overhead conveyors.

[0006] In a first aspect, this application provides an intelligent control method for an accumulating overhead conveyor, applied in a central control system, the method comprising:

[0007] Acquire real-time operating parameters, including track temperature, pulley temperature, and vehicle swing phase difference;

[0008] The bending impact energy is calculated based on the real-time operating parameters.

[0009] The cornering risk coefficient is calculated based on the cornering impact energy, the cornering safety energy critical threshold set, and the vehicle swing phase difference.

[0010] The target cornering speed is determined based on the preset benchmark cornering speed and the cornering risk coefficient.

[0011] A speed adjustment command is sent to the drive unit to control the drive unit to dynamically adjust the cornering speed to the target cornering speed.

[0012] Optionally, obtaining real-time operating parameters further includes:

[0013] Obtain the length of the straight track before the curve and the length of the curve track;

[0014] Calculate the length ratio of the straight track length before the curve to the curve track length;

[0015] Based on the length ratio, the acquisition frequency of the real-time operating parameters is retrieved from the preset data acquisition frequency table.

[0016] Optionally, the calculation of the cornering impact energy based on the real-time operating parameters specifically involves:

[0017] Calculate the temperature difference between the track temperature and the pulley temperature;

[0018] Determine whether the temperature difference is greater than or equal to a preset temperature difference threshold;

[0019] If not, calculate the bending deformation energy based on the temperature difference.

[0020] The bending deformation energy is taken as the bending impact energy.

[0021] Optionally, determining whether the temperature difference is greater than or equal to a preset temperature difference threshold further includes:

[0022] If the temperature difference is greater than or equal to the temperature difference threshold, then the pulley vibration signal is acquired;

[0023] Calculate the bending vibration energy based on the pulley vibration signal;

[0024] The bending vibration energy and the bending deformation energy are used as the bending impact energy.

[0025] Optionally, the set of critical thresholds for safe cornering energy includes the deformation limit energy and vibration limit energy of the curve.

[0026] Optionally, the calculation of the cornering risk coefficient based on the cornering impact energy, the cornering safety energy critical threshold, and the vehicle sway phase difference specifically involves:

[0027]

[0028] Where k is the cornering risk coefficient. For bending deformation energy, For the energy of vibration during bending, The deformation limit energy is the critical threshold energy for safe cornering. The vibration limit energy is the set of critical threshold values ​​for safe bending energy. This represents the phase difference of the vehicle's oscillation.

[0029] Optionally, after sending a speed adjustment command to the drive unit to control the drive unit to dynamically adjust the cornering speed to the target cornering speed, the method further includes:

[0030] Get real-time cornering speed;

[0031] Determine whether the real-time cornering speed is within the allowable deviation range of the target cornering speed;

[0032] If not, the power of the drive unit is adjusted based on the speed difference between the real-time cornering speed and the target cornering speed.

[0033] Secondly, this application provides an intelligent control system for an accumulation-type overhead conveyor, the system being a central control system, comprising an acquisition module (1), a processing module (2), and a control module (3), wherein:

[0034] The acquisition module (1) is used to acquire real-time operating parameters, including track temperature, pulley temperature and vehicle swing phase difference;

[0035] The processing module (2) is used to calculate the cornering impact energy based on the real-time operating parameters; calculate the cornering risk coefficient based on the cornering impact energy, the set of critical thresholds for cornering safety energy and the vehicle swing phase difference; and determine the target cornering speed based on the preset benchmark cornering speed and the cornering risk coefficient.

[0036] The control module (3) is used to send a speed adjustment command to the drive unit and control the drive unit to dynamically adjust the cornering speed to the target cornering speed.

[0037] Thirdly, this application provides an electronic device including a processor, a memory, a user interface, and a network interface. The memory is used to store instructions, the user interface and the network interface are used to communicate with other devices, and the processor is used to execute the instructions stored in the memory to cause the electronic device to perform the method as described in any one of the first aspects.

[0038] Fourthly, this application provides a computer-readable storage medium storing instructions that, when executed, perform the method described in any one of the first aspects.

[0039] In summary, one or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages:

[0040] When the accumulating overhead conveyor is used in special scenarios (drying lines, cold storage, etc.), this application acquires operating parameters in real time. These parameters include track temperature, pulley temperature, and the phase difference of the vehicle's swing. Based on the temperature difference between the track and the pulley, the bending impact energy that the pulley will cause to the track at the curve can be calculated. When the pulley suspends the goods, the goods will swing due to inertia, which will amplify the bending impact energy. Therefore, by combining the vehicle's swing phase difference and the bending impact energy, a bending risk coefficient can be obtained to quantify the bending risk. Finally, a speed adjustment command is sent to the drive unit to control the drive unit to dynamically adjust the bending speed to the target bending speed, so that the impact of the pulley on the track during bending is within the bearing capacity, thereby reducing the risk of pulley derailment. Attached Figure Description

[0041] Figure 1 This is a flowchart illustrating an intelligent control method for an accumulating overhead conveyor provided in an embodiment of this application.

[0042] Figure 2 This is a schematic diagram of the structure of an intelligent control system for an accumulation-type overhead conveyor provided in an embodiment of this application.

[0043] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0044] Explanation of reference numerals in the attached drawings: 1. Acquisition module; 2. Processing module; 3. Control module; 300. Electronic device; 301. Processor; 302. Communication bus; 303. User interface; 304. Network interface; 305. Memory. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0046] Currently, the tracks and pulleys of accumulating overhead conveyors differ significantly in material due to their different functional attributes. Specifically, the tracks, as fixed reference load-bearing structures, require materials with high hardness, while the pulleys, which bear goods and move within the tracks, require materials with a certain degree of toughness.

[0047] In certain special scenarios, such as in a drying line, the high temperature causes deformation of both the track and pulleys. This deformation leads to a shift in the assembly dimensions between the track and pulleys. To reduce the impact of this shift on the conveyor line, a certain allowable deformation tolerance is typically designed for the assembly dimensions. However, the allowable deformation tolerance is mostly set based on the ambient temperature. In actual operation, the track and pulleys operate continuously, and their temperatures rise due to friction, resulting in temperatures higher than the ambient temperature. Furthermore, because the thermophysical properties of the track and pulleys differ, the deformation tolerance accumulates over time until it exceeds the design threshold. This causes a sharp decrease in guiding accuracy when turning, potentially leading to derailment.

[0048] To address the aforementioned problems, this application provides an intelligent control method for an accumulating overhead conveyor, which is applied to a central control system, such as... Figure 1 As shown, the method includes steps S101 to S105, which are as follows:

[0049] S101. Obtain real-time operating parameters, including track temperature, pulley temperature, and vehicle swing phase difference.

[0050] In the above steps, temperature sensors are deployed on the track and pulley pins respectively to obtain the track temperature and pulley temperature. A visual sensor is used to identify the swing trajectory of the vehicle's suspension point. Then, the vehicle's swing phase difference is calculated based on a phase difference algorithm, where the phase difference algorithm is specifically as follows:

[0051]

[0052] in, For the vehicle swing phase difference, Let ω be the angular frequency of the vehicle's oscillation about the suspension point. ω is the angular frequency of the pulley's motion along the track direction, and t is the time interval corresponding to the data acquisition frequency.

[0053] It should be explained that the vehicle swing phase difference indicates the amplitude and direction of the vehicle's swaying relative to the pulley. When the vehicle swing phase difference is positive, it means that the vehicle is swaying in the direction of the pulley's movement. When the vehicle swing phase difference is negative, it means that the vehicle is swaying in the opposite direction of the pulley's movement.

[0054] In one possible implementation, in the application scenario of an accumulating overhead conveyor, to improve space utilization, the conveyor track consists of straight tracks of various lengths and curved tracks of various radii. If the length of the straight track between two curved tracks is short, the data acquisition time is limited. To accurately capture the dynamic changes in real-time operating parameters, the data acquisition frequency of the real-time operating parameters needs to be dynamically adjusted. Specifically: obtain the length of the straight track before the current curve and the length of the curve the vehicle is about to pass; then calculate the length ratio of the straight track length before the curve to the curve track length; finally, based on the length ratio, query the acquisition frequency of the real-time operating parameters from a preset data acquisition frequency table. This preset data acquisition frequency table stores the correspondence between length ratios and the acquisition frequencies of various data types. It should be noted that when the length ratio is large, the system has sufficient time to acquire various required data, and the acquisition frequency of various data can be appropriately reduced to save computing resources. When the length ratio is small, the system has less time to acquire data, and the acquisition frequency of various data needs to be increased to capture key dynamic changes in the data.

[0055] S102. The bending impact energy is calculated based on the real-time operating parameters.

[0056] In the above steps, before the pulley passes the bend, the high temperature environment causes thermal expansion between the pulley and the track, generating thermal stress. Furthermore, as the length of the straight track increases before the bend, the contact friction time between the pulley and the track lengthens, further enhancing this thermal stress through frictional heat generation. During the bend, the stable thermal stress originally along the straight track direction is abruptly transformed into elastic deformation energy perpendicular to the track's side due to the abrupt change in the trajectory, creating an instantaneous impact on the inner wall of the track curve. To quantify this impact, this application first calculates the temperature difference between the track and the pulley before the pulley passes the bend, thereby obtaining the temperature difference between the pulley and the track. The amount of thermal stress accumulated between the tracks is then measured. This temperature difference is then compared to a preset temperature difference threshold. If the temperature difference is less than the threshold, it indicates that the thermal stress at the contact interface between the pulley and the track has not yet reached a level that significantly affects structural stability, and the impact during bending is relatively weak. However, due to the high impact frequency in the transport scenario, there is still a risk of derailment under continuous impact. In this case, it is necessary to combine key physical parameters such as the temperature difference, the thermal expansion coefficients of the pulley and track, and the elastic modulus of the material, and calculate the bending deformation energy using the thermal stress-deformation energy conversion formula. The specific thermal stress-deformation energy conversion formula is as follows:

[0057]

[0058] in, For bending deformation energy, The coefficient of thermal expansion of the pulley is 1. is the coefficient of thermal expansion of the orbital. For the equivalent elastic modulus, This refers to the temperature difference.

[0059] In the above formula, the deformation difference between the pulley and the track caused by thermal stress is first calculated based on the temperature difference and the thermal expansion coefficients of the pulley and the track. The specific formula is as follows:

[0060]

[0061] Then, according to Hooke's law, the elastic strain of the material With stress It should meet the following requirements: , and = Substitute the values ​​into the formula to calculate the thermal stress between the pulley and the track: = Among them, according to the equivalent stiffness principle of the series spring model, =(1 / ).

[0062] Finally, according to the thermal stress-deformation energy conversion formula By substituting the parameters, the bending deformation energy can be obtained, which is then used as the bending impact energy. This formula quantifies the impact of the pulley on the track when bending by calculating the bending impact energy accumulated before the pulley enters the track. This serves as an effective basis for subsequent adjustment of the bending speed. It can be understood that the greater the difference in thermal expansion coefficients between the pulley and the material, the greater the temperature difference will become as the temperature continues to rise, resulting in stronger bending impact energy.

[0063] In one possible implementation, when the temperature difference between the pulley and the track is greater than or equal to a preset temperature difference threshold, it indicates that the thermal stress at the contact interface between the pulley and the track is strong. This will cause the pulley to vibrate strongly, and the vibration force generated by this vibration will further amplify the impact on the track, thereby increasing the risk of the pulley derailing. Therefore, when the temperature difference between the pulley and the track is large, this application also determines the bending vibration energy by acquiring the vibration signal of the pulley. Specifically:

[0064] First, the detected pulley vibration signal is subjected to a Fourier transform to obtain the frequency domain signal of the pulley vibration signal; then, based on Passevar's theorem, which states that the energy of a signal in the time domain is equal to its energy in the frequency domain, the bending vibration energy of the pulley is calculated using the following formula:

[0065]

[0066] in, For the energy of vibration during bending, Let i be the amplitude at the i-th frequency point. is the frequency interval between adjacent frequency points, and n is the total number of frequency points.

[0067] In the above formula, This characterizes the frequency energy corresponding to the i-th frequency point. By summing over all frequency points, the vibration energy of the pulley vibration signal in the frequency domain can be obtained. Furthermore... This determines the accuracy of vibration energy. The larger the frequency, the more frequency points will be swallowed up, and the lower the accuracy of the calculation will be. For example, for vibrations at frequencies of 50Hz, 51Hz, and 55Hz, if... If the frequency is 1Hz, then the vibration energy of all three frequencies can be calculated, and when... When the frequency is 5Hz, only the vibration energy of 50Hz and 55Hz can be calculated. 51Hz is essentially merged and swallowed up. Due to the lack of vibration energy at this frequency, the accuracy of the overall vibration energy calculated will decrease.

[0068] Finally, the bending vibration energy and bending deformation energy are combined as the bending impact energy of the pulley when it passes through the curve of the track.

[0069] S103. Calculate the cornering risk coefficient based on the cornering impact energy, the critical threshold set of cornering safety energy, and the vehicle swing phase difference.

[0070] In the above steps, the bending impact energy includes bending deformation energy and bending vibration energy. The set of critical thresholds for bending safety energy can be understood as the upper limit of various energy impacts that the track can withstand. Specifically, it includes the deformation limit energy and vibration limit energy of the curve. The deformation limit energy characterizes the upper limit of energy required for the structural deformation of the track due to thermal deformation, and the vibration limit energy characterizes the upper limit of energy required for fatigue vibration of the track due to resonance.

[0071] Then, by combining the cornering impact energy with the vehicle's sway phase difference, the cornering risk coefficient is calculated. The specific calculation method is as follows:

[0072]

[0073] Where k is the cornering risk coefficient. For bending deformation energy, For the energy of vibration during bending, The deformation limit energy is the critical threshold energy for safe cornering. The vibration limit energy is the set of critical threshold values ​​for safe bending energy. This represents the phase difference of the vehicle's oscillation.

[0074] In the above formula, through Quantify the deformation risk of the orbit, through The vibration risk of the track is quantified, and then the two are added together to determine the total risk of track deformation plus vibration. Then, when the pulley carries cargo, the cargo will sway due to inertia during its movement. If the swaying direction is the same as the pulley's movement direction, it will amplify the impact energy of the bend on the track, thus increasing the risk of derailment. If the swaying direction is opposite to the pulley's movement direction, it will weaken the impact energy of the bend on the track, thus reducing the risk of derailment. Therefore, the total risk of track deformation plus vibration is multiplied by... This describes the amplification or weakening relationship between the swaying of the load and the impact force on the track.

[0075] S104. Determine the target cornering speed based on the preset benchmark cornering speed and cornering risk coefficient.

[0076] In the above steps, the preset benchmark cornering speed is the cornering speed of the pulley on the track at room temperature. After obtaining the cornering adjustment coefficient, if the cornering risk coefficient is less than or equal to 1, it indicates that the cornering risk is low. In this case, the current cornering speed can be maintained as the target cornering speed. If the cornering risk coefficient is greater than 1, it indicates that the cornering risk is high. In this case, the cornering speed needs to be reduced to reduce the cornering risk. Specifically, the adjustment coefficient can be calculated using the following formula:

[0077]

[0078] Where s is the cornering adjustment coefficient. This refers to the risk factor when cornering.

[0079] Understandably, when k is greater than 1, the value of s ranges from 0 to 1. Finally, the preset baseline cornering speed is multiplied by the cornering adjustment coefficient to obtain the target cornering speed.

[0080] S105. Send a speed adjustment command to the drive unit to control the drive unit to dynamically adjust the cornering speed to the target cornering speed.

[0081] In the above formula, since the laying length of the accumulating suspended conveyor line is relatively long, centralized single-point control would result in a slow system response. Therefore, the conveyor line is usually divided into multiple track segments, and a drive unit is configured in each track segment. This drive unit can be understood as an edge processor, which is controlled by the central control system to improve the real-time response speed of the cornering speed. Therefore, after obtaining the target cornering speed, this application sends a speed adjustment command to the drive unit. The drive unit adjusts the target cornering speed according to the adjustment command, thereby reducing the cornering risk.

[0082] In one possible implementation, in actual conveyor line scenarios, the tracks and pulleys age and deteriorate rapidly due to frequent transport operations. To maintain production efficiency, maintenance is often delayed as long as safety standards are met, leading to potential deviations between the actual and target bending speeds, thus increasing the risk of derailment. To address this, this application acquires the real-time bending speed of the load-bearing pulleys during bending and determines whether it falls within the allowable error range of the target bending speed. If it does, no adjustment to the drive unit's power is needed; otherwise, the degree of speed deviation is determined based on the speed difference between the real-time and target bending speeds. The drive unit's power is then adjusted incrementally, continuously monitoring the real-time bending speed of subsequent load-bearing pulleys until it equals the target bending speed. At this point, the drive unit's power adjustment is stopped, thereby reducing the risk of derailment and avoiding sudden stress changes on the track caused by rapid speed adjustments.

[0083] Reference Figure 2 This application also provides an intelligent control system for an accumulation-type overhead conveyor. This system is a central control system, comprising an acquisition module 1, a processing module 2, and a control module 3, wherein:

[0084] The acquisition module 1 is used to acquire real-time operating parameters, including track temperature, pulley temperature and vehicle swing phase difference;

[0085] The processing module 2 is used to calculate the cornering impact energy based on the real-time operating parameters; calculate the cornering risk coefficient based on the cornering impact energy, the set of critical thresholds for cornering safety energy, and the vehicle swing phase difference; and determine the target cornering speed based on the preset benchmark cornering speed and the cornering risk coefficient.

[0086] The control module 3 is used to send a speed adjustment command to the drive unit, and control the drive unit to dynamically adjust the cornering speed to the target cornering speed.

[0087] In one possible implementation, obtaining real-time operating parameters further includes:

[0088] Obtain the length of the straight track before the curve and the length of the curve track;

[0089] Calculate the ratio of the length of the straight track before the curve to the length of the curved track;

[0090] Based on the length ratio, the acquisition frequency of the real-time operating parameters is retrieved from the preset data acquisition frequency table.

[0091] In one possible implementation, the bending impact energy is calculated based on real-time operating parameters, specifically:

[0092] Calculate the temperature difference between the track temperature and the pulley temperature;

[0093] Determine whether the temperature difference is greater than or equal to a preset temperature difference threshold.

[0094] If not, calculate the bending deformation energy based on the temperature difference;

[0095] The deformation energy during bending is used as the impact energy during bending.

[0096] In one possible implementation, determining whether the temperature difference is greater than or equal to a preset temperature difference threshold further includes:

[0097] If the temperature difference is greater than or equal to the temperature difference threshold, then the pulley vibration signal is acquired;

[0098] Calculate the bending vibration energy based on the pulley vibration signal;

[0099] The bending vibration energy and bending deformation energy are used as the bending impact energy.

[0100] In one possible implementation, the set of critical thresholds for safe cornering energy includes the deformation limit energy and vibration limit energy of the curve.

[0101] In one possible implementation, the cornering risk coefficient is calculated based on the cornering impact energy, the cornering safety energy threshold, and the vehicle sway phase difference, specifically as follows:

[0102]

[0103] Where k is the cornering risk coefficient. For bending deformation energy, For the energy of vibration during bending, The deformation limit energy is the critical threshold energy for safe cornering. The vibration limit energy is the set of critical threshold values ​​for safe bending energy. This represents the phase difference of the vehicle's oscillation.

[0104] In one possible implementation, after sending a speed adjustment command to the drive unit and controlling the drive unit to dynamically adjust the cornering speed to the target cornering speed, the method further includes:

[0105] Get real-time cornering speed;

[0106] Determine whether the real-time cornering speed is within the allowable deviation range of the target cornering speed;

[0107] If not, the power of the drive unit is adjusted based on the speed difference between the real-time cornering speed and the target cornering speed.

[0108] It should be noted that the above embodiments of the apparatus are only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. In addition, the apparatus and method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0109] This application also discloses an electronic device. (See reference...) Figure 3 , Figure 3 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of this application. The electronic device 300 may include: at least one processor 301, at least one network interface 304, a user interface 303, a memory 305, and at least one communication bus 302.

[0110] The communication bus 302 is used to enable communication between these components.

[0111] The user interface 303 may include a display screen and a camera. Optionally, the user interface 303 may also include a standard wired interface and a wireless interface.

[0112] The network interface 304 may optionally include a standard wired interface or a wireless interface (such as a Wi-Fi interface).

[0113] The processor 301 may include one or more processing cores. The processor 301 connects to various parts of the server using various interfaces and lines, and performs various server functions and processes data by running or executing instructions, programs, code sets, or instruction sets stored in memory 305, and by calling data stored in memory 305. Optionally, the processor 301 may be implemented using at least one hardware form of Digital Signal Processing (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 301 may integrate one or a combination of several of the following: Central Processing Unit (CPU), Graphics Processing Unit (GPU), and modem. The CPU primarily handles the operating system, user interface, and applications; the GPU is responsible for rendering and drawing the content required for display; and the modem handles wireless communication. It is understood that the modem may also not be integrated into the processor 301 and may be implemented as a separate chip.

[0114] The memory 305 may include random access memory (RAM) or read-only memory. Optionally, the memory 305 may include a non-transitory computer-readable storage medium. The memory 305 may be used to store instructions, programs, code, code sets, or instruction sets. The memory 305 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function (such as touch function, sound playback function, image playback function, etc.), instructions for implementing the above-described method embodiments, etc.; the data storage area may store data involved in the above-described method embodiments, etc. Optionally, the memory 305 may also be at least one storage device located remotely from the aforementioned processor 301. (Refer to...) Figure 3 The memory 305, which serves as a computer storage medium, may include an operating system, a network communication module, a user interface module, and an application program for an intelligent control method of an accumulating overhead conveyor.

[0115] exist Figure 3In the illustrated electronic device 300, the user interface 303 is mainly used to provide an input interface for the user and acquire user input data; while the processor 301 can be used to call an application program stored in the memory 305 for an intelligent control method of an accumulating overhead conveyor. When executed by one or more processors 301, the electronic device 300 performs one or more of the methods described in the above embodiments. It should be noted that, for the foregoing method embodiments, for the sake of simplicity, they are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, because according to this application, some steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also understand that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to this application.

[0116] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0117] In the various embodiments provided in this application, it should be understood that the disclosed apparatus can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some service interface; the indirect coupling or communication connection between apparatuses or units may be electrical or other forms.

[0118] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0119] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0120] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage device (CMD). Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a memory and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned memory includes various media capable of storing program code, such as USB flash drives, portable hard drives, magnetic disks, or optical disks.

[0121] The above description is merely an exemplary embodiment of this disclosure and should not be construed as limiting the scope of this disclosure. Any equivalent changes and modifications made in accordance with the teachings of this disclosure shall still fall within the scope of this disclosure. Other embodiments of this disclosure will be readily apparent to those skilled in the art upon consideration of the specification and the disclosure of practical truths.

[0122] This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not described in this disclosure. The specification and embodiments are to be considered exemplary only, and the scope and spirit of this disclosure are defined by the claims.

Claims

1. An intelligent control method for an accumulation-type overhead conveyor, characterized in that, When applied to a central control system, the method includes: Acquire real-time operating parameters, including track temperature, pulley temperature, and vehicle swing phase difference; Based on the aforementioned real-time operating parameters, the bending impact energy is calculated as follows: Calculate the temperature difference between the track temperature and the pulley temperature; Determine whether the temperature difference is greater than or equal to a preset temperature difference threshold; If not, calculate the bending deformation energy based on the temperature difference. The bending deformation energy is taken as the bending impact energy; If the temperature difference is greater than or equal to the temperature difference threshold, then the pulley vibration signal is acquired; Calculate the bending vibration energy based on the pulley vibration signal; The bending vibration energy and the bending deformation energy are used as the bending impact energy; The cornering risk coefficient is calculated based on the cornering impact energy, the critical threshold set for cornering safety energy, and the vehicle swing phase difference. The target cornering speed is determined based on the preset benchmark cornering speed and the cornering risk coefficient. A speed adjustment command is sent to the drive unit to control the drive unit to dynamically adjust the cornering speed to the target cornering speed.

2. The method according to claim 1, characterized in that, The acquisition of real-time operating parameters specifically includes: Obtain the length of the straight track before the curve and the length of the curved track; Calculate the length ratio of the straight track length before the curve to the curve track length; Based on the length ratio, the acquisition frequency of the real-time operating parameters is retrieved from the preset data acquisition frequency table.

3. The method according to claim 1, characterized in that, The set of critical thresholds for safe cornering energy includes the deformation limit energy and vibration limit energy of the curve.

4. The method according to claim 3, characterized in that, The cornering risk coefficient is calculated based on the cornering impact energy, the cornering safety energy threshold, and the vehicle sway phase difference, specifically as follows: Where k is the cornering risk coefficient. For bending deformation energy, For the energy of vibration during bending, The deformation limit energy is the critical threshold energy for safe cornering. The vibration limit energy is the set of critical threshold values ​​for safe bending energy. This refers to the phase difference of the vehicle's swing.

5. The method according to claim 1, characterized in that, After sending a speed adjustment command to the drive unit to control the drive unit to dynamically adjust the cornering speed to the target cornering speed, the method further includes: Get real-time cornering speed; Determine whether the real-time cornering speed is within the allowable deviation range of the target cornering speed; If not, the power of the drive unit is adjusted based on the speed difference between the real-time cornering speed and the target cornering speed.

6. An intelligent control system for an accumulation-type overhead conveyor, characterized in that, The system is used to execute an intelligent control method for an accumulation-type overhead conveyor as described in any one of claims 1-5. The system is a central control system, and the system includes an acquisition module (1), a processing module (2), and a control module (3), wherein: The acquisition module (1) is used to acquire real-time operating parameters, including track temperature, pulley temperature and vehicle swing phase difference; The processing module (2) is used to calculate the cornering impact energy based on the real-time operating parameters; calculate the cornering risk coefficient based on the cornering impact energy, the set of critical thresholds for cornering safety energy and the vehicle swing phase difference; and determine the target cornering speed based on the preset benchmark cornering speed and the cornering risk coefficient. The control module (3) is used to send a speed adjustment command to the drive unit and control the drive unit to dynamically adjust the cornering speed to the target cornering speed.

7. An electronic device, characterized in that, The device includes a processor (301), a memory (305), a user interface (303), and a network interface (304). The memory (305) is used to store instructions. The user interface (303) and the network interface (304) are used to communicate with other devices. The processor (301) is used to execute the instructions stored in the memory (305) to cause the electronic device (300) to perform the method as described in any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores instructions that, when executed, perform the method as described in any one of claims 1 to 5.

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