Wheel parameter detection method, system and controller of air transport vehicle

Abstract

The invention discloses a wheel parameter detection method and system for an air transport vehicle and a controller, and the method comprises the following steps: respectively obtaining encoder values fed back by a servo driver when determining that the air transport vehicle moves to a first mark point and a second mark point on a track; determining the current diameter of the traveling wheel of the air transport vehicle according to the encoder values obtained at the first mark point and the second mark point and the following formula; d < when > = N < when > * d < initial > / N < initial >. According to the scheme, the current diameter of the walking wheel can be determined in real time in the process that the air transport vehicle moves along the track, the real-time performance of detection is better, additional detection equipment does not need to be arranged, the detection cost is reduced, the process that the air transport vehicle periodically moves to the detection equipment for detection is omitted, and the detection efficiency is improved. And the working efficiency of a single air transport vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of semiconductor equipment, and in particular to a method, system, and controller for detecting wheel parameters of an air transport vehicle used for transporting semiconductor devices. Background Technology

[0002] Overhead Hoist Transport (OHT) equipment is a core automated material handling system in semiconductor manufacturing processes. It enables the intelligent transport of critical materials such as wafers and chips via elevated tracks. This equipment not only improves production efficiency but also effectively saves production space, reduces costs, and provides a solid foundation for the automated integration of the entire production line. However, with the rapid development of the semiconductor manufacturing industry, OHT equipment faces a series of new challenges and demands in terms of control systems.

[0003] OHT equipment moves by rolling along elevated tracks using wheels. However, these wheels can wear out and become damaged over time. Damaged wheels can seriously affect the safety of product handling and cause incalculable losses. Therefore, wear detection of the wheels on OHT equipment is necessary.

[0004] Patent document CN114733848B discloses an on-orbit cleaning and inspection machine for overhead cranes. This solution uses an image-grabbing mechanism to capture images of the four traveling wheels of the overhead crane and analyzes them to determine the diameter of the traveling wheels.

[0005] In this scheme, the overhead crane needs to be periodically moved to the on-orbit cleaning and inspection machine for inspection, making real-time inspection impossible. In addition, a dedicated on-orbit cleaning and inspection machine needs to be set up, and the process of moving the overhead crane to the on-orbit cleaning and inspection machine is added, which affects the operating efficiency of the overhead crane. Summary of the Invention

[0006] The purpose of this invention is to solve the above-mentioned problems in the prior art and to provide a method, system and controller for detecting wheel parameters of an air transport vehicle.

[0007] The objective of this invention is achieved through the following technical solution: The method for detecting wheel parameters of an air transport vehicle includes the following steps: When the air transport vehicle moves to the first marker point on the track, the encoder value fed back by the servo drive is obtained; When it is determined that the air transport vehicle has moved to a second marker downstream of the first marker, the encoder value fed back by the servo drive is obtained; The current diameter of the wheels of the air transport vehicle is determined based on the encoder values ​​obtained at the first and second marker points and the following formula; d当 =N 当 ×d 初 / N 初 ; Where, d 当 N is the current diameter of the traveling wheel; 当 The increment of the current encoder value is determined based on the encoder values ​​obtained at the first and second marker points; d 初 N is the initial diameter of the wheel before it wears out. 初 The standard encoder value increment is the distance the air transport vehicle travels from the first marker point to the second marker point when the wheels are not worn.

[0008] Preferably, each of the marked points is provided with a reflective part and an identification code or electronic note located next to the reflective part.

[0009] Preferably, the encoder value when the air transport vehicle moves to the first and second marker points is determined based on the encoder value fed back by the servo drive of the air transport vehicle when the air transport vehicle moves to the first and second marker points and for a period of time before and after.

[0010] Preferably, when it is determined that the air transport vehicle passes through the first and second marker points at a constant speed, the encoder value fed back by the servo driver is obtained and / or when the air transport vehicle moves from the first marker point to the second marker point at a constant speed, the current diameter of the traveling wheel is determined.

[0011] Preferably, based on the current position of the air transport vehicle, a detection window is determined for the n consecutive marker points it will pass through, where n≥3; The diameter of the wheels of the air transport vehicle when it passes two adjacent marker points is determined based on the encoder values ​​when the air transport vehicle passes two adjacent marker points of the detection window; the upstream marker point is the first marker point and the downstream marker point is the second marker point; The final value of the current diameter of the wheels of the air transport vehicle is determined based on the current diameter of the multiple wheels obtained during the detection window.

[0012] Preferably, when it is determined that the final value of the current diameter of the walking wheel obtained from several consecutive detection windows is lower than a set threshold, the walking wheel is determined to be abnormal.

[0013] Preferably, the standard encoder value increment and the current encoder value increment are corrected based on the track temperature.

[0014] Preferably, the encoder value increment is corrected according to the following formula: N 校 =N 增 / [1+α×(T测 –T 标 )]; Where: N 校 To correct the encoder value increment to the standard reference temperature; N 增 The encoder value increment; α is the linear thermal expansion coefficient of the track; T 测 The track temperature measured when the encoder value increment is determined; T 标 This is the standard reference temperature.

[0015] The wheel parameter detection system for the air transport vehicle includes: The first acquisition unit is used to acquire the encoder value fed back by the servo drive when it is determined that the air transport vehicle has moved to the first marker point on the track; The second acquisition unit is used to acquire the encoder value fed back by the servo drive when it is determined that the air transport vehicle has moved to the second marker point downstream of the first marker point; The current diameter determination unit determines the current diameter of the traveling wheels of the air transport vehicle based on the encoder values ​​obtained at the first and second marker points and the following formula; d 当 =N 当 ×d 初 / N 初 ; Where, d 当 N is the current diameter of the traveling wheel; 当 The increment of the current encoder value is determined based on the encoder values ​​obtained at the first and second marker points; d 初 N is the initial diameter of the wheel before it wears out. 初 The standard encoder value increment is the distance the air transport vehicle travels from the first marker point to the second marker point when the wheels are not worn.

[0016] The controller includes a memory and a processor, wherein the memory stores a program that can be executed by the processor, and when the program is executed, it implements any of the detection methods described above.

[0017] The advantages of the technical solution of this invention are mainly reflected in: The present invention can determine the diameter of the wheels by using the markers set on the track and the encoder data on the air transport vehicle as it moves along the track. This results in better real-time detection, eliminates the need for additional detection equipment, reduces detection costs, and saves the air transport vehicle from the process of periodically moving to the detection equipment for detection, thus improving the operating efficiency of a single air transport vehicle.

[0018] When acquiring encoder data for each marker point, this invention acquires encoder data over a period of time before and after the air transport vehicle passes the marker point, rather than data from a single point. This effectively avoids the problem of abnormal data acquisition due to various faults when acquiring data from a single point. This design provides spatial data redundancy, ensuring that the temporary failure or local interference of a single marker point will not cause the system to "go blind," thus laying a reliable data foundation for determining the diameter of the traveling wheels.

[0019] This invention collects encoder values ​​when the air transport vehicle passes through a marked point only while it is moving at a constant speed. This can effectively filter out abnormal data during acceleration and deceleration, thus ensuring the accuracy of the basic data.

[0020] When making anomaly judgments, this invention is based on multiple diameters determined by multiple consecutive marker points, and anomalies are only determined when the average of the detection results of multiple consecutive detection windows is lower than a threshold, which can effectively avoid misjudgments caused by a single abnormal result.

[0021] This invention further incorporates track temperature compensation when determining the encoder value increment, which helps to reduce the impact of track size changes caused by temperature variations on the encoder value increment, improves the calculation accuracy of the encoder value increment, and thus ensures the accuracy of wheel parameter detection. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the position markings at the marker points on the track of the present invention; Figure 2 This is a flowchart of the method of the present invention; Figure 3 This is a flowchart of the method of the present invention with a temperature correction process; Figure 4 This is a flowchart of the method of the present invention for anomaly judgment based on the detection window. Detailed Implementation

[0023] The objectives, advantages, and features of this invention will be illustrated and explained through the following non-limiting description of preferred embodiments. These embodiments are merely typical examples of applying the technical solutions of this invention, and all technical solutions formed by equivalent substitutions or equivalent transformations fall within the scope of protection claimed by this invention.

[0024] In the description of the solution, it should be noted that the terms "center," "upper," "lower," "left," "right," "front," "rear," "vertical," "horizontal," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience and simplification of description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0025] Example 1 The wheel parameter detection method for an aerial transport vehicle disclosed in this invention will be described below with reference to the accompanying drawings. The wheel parameter detection method for the aerial transport vehicle is based on an aerial transport vehicle system, which, like existing aerial transport vehicle systems, includes a track suspended in the air and a group of aerial transport vehicles moving along the track. The specific structures of the track and the aerial transport vehicles are known technologies and will not be described in detail here.

[0026] To facilitate determining the specific location and stopping position of the air transport vehicle on the track, markers are set at predetermined locations on the track. These markers are equipped with location markers, such as electronic tags storing the location information of the marker, like RFID tags or NFC tags. Alternatively, identification codes, such as barcodes or QR codes, can be used instead of electronic tags. In this embodiment, as shown in the attached... Figure 1 As shown, the location markers set at each marker point include a reflective part and an identification code located next to the reflective part. The reflective part is, for example, a reflective sticker, a reflector, a reflector mirror, etc., and the identification code is preferably a barcode.

[0027] Each air transport vehicle is equipped with a trigger sensor for detecting the reflective part, such as a self-reflective photoelectric sensor. Simultaneously, an information reader is also installed on the air transport vehicle to read information from the identification code or electronic tag next to the reflective part. When the trigger sensor of the air transport vehicle detects the reflective part, it can be determined that the air transport vehicle has moved to the marked point. At this time, the information reader can read the information from the identification code or electronic tag next to the reflective part, thus enabling the air transport vehicle's controller to accurately determine which marked point it has currently moved to.

[0028] Since the distance between the markers is fixed, the diameter of the air transport vehicle's wheels can be determined based on the change in the encoder value increment as the air transport vehicle moves from one marker to another.

[0029] Specifically, when the traveling wheel wears down, its diameter decreases, and the current circumference of the traveling wheel decreases relative to its initial state (unworn). Therefore, when the air transport vehicle moves from one marker point to another, the actual number of rotations of the traveling wheel increases relative to the initial state. Correspondingly, the increment of the encoder value collected at the two marker points increases relative to the increment of the encoder value collected at those two points in the initial state. Thus, the current diameter of the traveling wheel can be determined based on the change in the increment of the two encoder values ​​collected when the air transport vehicle moves from one marker point to another.

[0030] Correspondingly, as shown in the appendix Figure 2 As shown, the wheel parameter detection method for the aerial transport vehicle includes the following steps: The controller of the air transport vehicle controls the air transport vehicle to move along the track according to the movement path determined by the upper-level scheduling system. Furthermore, the controller of the air transport vehicle can determine its real-time position based on the encoder value fed back by the servo drive on the air transport vehicle, and can know the marker points it needs to pass through based on the movement path.

[0031] When the air transport vehicle moves to the first marker point on the track, the encoder value (number of pulses) fed back by the servo drive is obtained. When it is determined that the air transport vehicle has moved to a second marker downstream of the first marker, the encoder value fed back by the servo drive is obtained; The current encoder value increment N for the air transport vehicle moving from the first marker point to the second marker point is determined based on the two encoder values ​​obtained at the first and second marker points. 当 That is, the encoder value obtained at the first marker point is subtracted from the encoder value obtained at the second marker point to obtain the current encoder value increment; The current diameter of the wheels of the air transport vehicle is determined according to the following formula; d 当 =N 当 ×d 初 / N 初 ; Where, d 当 N is the current diameter of the traveling wheel; 当 Increment of the current encoder value; d 初 N is the initial diameter of the wheel before it wears out. 初 The standard encoder value increment is the increment of the air transport vehicle when it moves from the first marker point to the second marker point, assuming the wheels are not worn. The specific calculation method is the same as the calculation method of the current encoder value increment, and will not be repeated here.

[0032] The first marker point and the second marker point can be two adjacent marker points on the track, and can be any two adjacent marker points on the track. Of course, this is not mandatory. The first marker point and the second marker point can also have at least one other marker point between them, that is, the first marker point and the second marker point are not adjacent.

[0033] In a preferred embodiment, the first and second marker points are adjacent marker points, and they are located on the same straight segment of the track. If there are three marker points on a straight segment, the wheel parameters need to be calculated twice according to the above detection method when the air transport vehicle moves past the three marker points in sequence. Furthermore, the second marker point in the first calculation is the first marker point in the second calculation.

[0034] Of course, in other embodiments, the first and second marker points can be selected from all marker points. For example, one marker point can be selected from all marker points on each straight segment as the first marker point, and another as the second marker point. This can appropriately reduce the detection frequency. Alternatively, all adjacent marker points on the track that are located on the same straight segment can be used as the first and second marker points. This way, the above detection process can be performed once each time the air transport vehicle moves from a first marker point to a second marker point, ensuring the timeliness of the detection.

[0035] Because the air transport vehicle frequently accelerates and decelerates while moving along the track, if the air transport vehicle moves to a marker point during acceleration and deceleration and the encoder value fed back by the servo driver at that marker point is collected, errors may be introduced. Therefore, in a preferred embodiment, the controller of each air transport vehicle can only acquire the encoder value fed back by the servo driver when it is determined that the air transport vehicle has passed through the first and second marker points at a constant speed. This can effectively reduce the risk of data anomalies. Of course, this is not mandatory.

[0036] Simultaneously, the controller can determine the current diameter of the wheels only when it confirms that the air transport vehicle has moved at a constant speed from the first marker point to the second marker point. Conversely, if the air transport vehicle does not move at a constant speed throughout its movement from the first marker point to the second marker point—for example, if the air transport vehicle decelerates and then accelerates back to a constant speed and passes the second marker point at a certain position between the first and second marker points—then only the encoder value at the moment the transport vehicle moves to the first and second marker points needs to be determined, without determining the current diameter of the wheels. Of course, this is not mandatory.

[0037] When the wheels are unworn, the standard encoder increment of the air transport vehicle moving from the first marker point to the second marker point can be measured in advance and stored in memory for later retrieval. Before the air transport vehicle is officially put into use, one or more air transport vehicles can be driven on the track to calibrate the standard encoder increment. Furthermore, the corresponding encoder value can be recorded as the air transport vehicle moves at a constant speed past each marker point on the straight section. Subsequently, the standard encoder increment of the air transport vehicle moving from the first marker point to the second marker point can be calculated based on the actual positions of the determined first and second marker points and the encoder values ​​obtained at the corresponding positions. Alternatively, the standard encoder increment between two adjacent marker points on the straight section can be determined in advance. If the determined first and second marker points are not adjacent, the sum of the standard encoder increments between all adjacent marker points between the first and second marker points can be calculated. The initial diameter of the wheels when unworn can be measured using tools such as micrometers and vernier calipers.

[0038] Furthermore, if the encoder value fed back by the servo drive is only acquired once when the air transport vehicle arrives at the first and second marker points, various abnormal situations may occur, leading to inaccurate encoder values, or even the risk of not effectively acquiring encoder values.

[0039] Therefore, in a preferred embodiment, the encoder value when the air transport vehicle moves to the first and second marker points can be determined based on the encoder value fed back by the servo drive of the air transport vehicle obtained when the air transport vehicle moves to the first and second marker points and for a period of time before and after.

[0040] For example, the controller can determine the real-time position of the air transport vehicle on the track by acquiring encoder values ​​from the servo driver in real time, and determine the distance between the real-time position of the air transport vehicle on the track and a first marker point it is about to pass on its movement path. When the distance between the real-time position of the air transport vehicle and the first marker point it is about to pass reaches a certain set distance, the controller can start acquiring encoder values ​​fed back by the servo driver at a predetermined period. The set distance is, for example, 10mm, 20mm, etc., and can be determined according to specific needs, without limitation here. The predetermined period is, for example, 1 millisecond, 5 milliseconds, 10 milliseconds, etc., and can be set according to specific needs, without limitation here. Furthermore, after the trigger sensor determines that the air transport vehicle has reached the first marker point, the controller continues to acquire encoder values ​​fed back by the servo driver at the predetermined period, for a period of time, for example, 100 milliseconds, 50 milliseconds, etc., and can be determined according to specific needs, without limitation here.

[0041] Then, the final encoder value N when the air transport vehicle arrives at the first marker point can be determined based on a set of encoder values ​​collected when the air transport vehicle arrives at the first marker point, as well as before and after that point. 终 For example, a linear relationship between encoder values ​​and time can be obtained by fitting a set of encoder values ​​and their corresponding timestamps. Then, the timestamp when the trigger sensor is triggered can be determined, and the encoder value obtained by substituting it into the linear relationship can be used as the final encoder value N when the air transport vehicle arrives at the first marker point. 终 This ensures the accuracy of the acquired encoder values. The specific method for determining the encoder values ​​at the second marker point of the air transport vehicle is the same as above and will not be repeated here.

[0042] Furthermore, since the air transport vehicle moves on a track, and the track's length changes due to thermal expansion and contraction caused by temperature variations, high-precision temperature sensors can be placed at appropriate locations to minimize the impact of temperature changes. For example, temperature sensors can be placed at each or selected straight sections of the track, or at track sections where the air transport vehicle can move at a constant speed. Alternatively, temperature sensors can be placed near straight sections of the track, depending on the specific needs; no limitation is made here. Alternatively, the real-time ambient temperature can be detected by temperature sensors as the real-time track temperature. This allows for the correction of the encoder value increment determined when the air transport vehicle moves from the first marker point to the second marker point based on the real-time determined track temperature. The encoder value increment can be a standard encoder value increment determined during calibration, or a current encoder value increment determined in real-time.

[0043] Specifically, the encoder value increment determined by the encoder values ​​obtained by the air transport vehicle at the first and second marker points can be corrected according to the following formula: N 校 =N 增 / [1+α×(T 测 –T 标 )]; Where: N 校 To correct the encoder value increment to the standard reference temperature; N 增 The encoder value increment; α is the linear thermal expansion coefficient of the track; T 测 To determine the track temperature measured during the encoder value increment, the average temperature measured during the encoder value increment process can be taken. 增 Increment N of standard encoder value 初 When, then T 测 To determine N 初 The temperature measured at time N 增 Current encoder value increment N 当 When, then T测 To determine N 当 Temperature measured at time; T 标 This is the standard reference temperature, which is determined according to specific needs, for example, 25℃.

[0044] Furthermore, the standard encoder value increment between adjacent marker points can be corrected in advance according to the above formula and stored in the system so that it can be directly called later to determine the standard encoder value increment when the air transport vehicle moves from the first marker point to the second marker point after being corrected to the standard reference temperature.

[0045] As attached Figure 3 As shown, after determining the current encoder value increment when the air transport vehicle moves from the first marker point to the second marker point, it can be corrected according to the above formula, and the current diameter of the traveling wheel can be determined according to the temperature-corrected current encoder value increment and the standard encoder value increment.

[0046] As attached Figure 2 Appendix Figure 3 As shown, after detecting the current diameter of the wheels of the air transport vehicle, the wear condition of the wheels can be determined based on the current diameter. For example, the current diameter of the wheels can be compared with a set threshold. If the current diameter of the wheels is not less than the set threshold, the wheels are considered to be normal, and the current diameter of the wheels and the determination of whether the wheels are normal can continue to be made in the above manner.

[0047] If the current diameter of the running wheel is less than a set threshold, the running wheel is determined to be abnormal and requires repair or replacement. The air transport vehicle can report the running wheel abnormality and / or issue a repair request to the higher-level dispatch system. The higher-level dispatch system plans a movement path for the air transport vehicle to the repair station and instructs the air transport vehicle to move to the repair station according to the movement path for repair.

[0048] Of course, in other embodiments, each air transport vehicle may also feed back the current diameter of its wheels to the upper-level scheduling system, which will then determine the wear condition of the wheels. When the upper-level scheduling system determines that an air transport vehicle's wheels need to be replaced based on the current diameter of the wheels, it can directly plan a movement path for the air transport vehicle to the maintenance station and instruct it to move there. Furthermore, the upper-level scheduling system can schedule each air transport vehicle based on the wear condition of its wheels. For example, when a new transport task needs to be performed, the upper-level scheduling system can prioritize selecting the air transport vehicle with the least wear on its wheels from among the available vehicles. Alternatively, it can determine the distance or time required for each available air transport vehicle to move from its current position to the starting point of the transport task using known methods, and then fine-tune the determined distance or time based on the wear condition of each vehicle's wheels. For example, after determining the distance or time from an available air transport vehicle to the starting point, it adds the product of the wear condition of the corresponding wheels of the air transport vehicle and a certain weighting coefficient to obtain an integrated value. Finally, it selects the air transport vehicle with the smallest integrated value from among multiple integrated values ​​to perform the transport task. This effectively balances efficiency and the wear condition of the wheels.

[0049] Furthermore, if the wear condition of the wheel is determined solely by the current diameter of the wheel at a single measurement, misjudgments are likely to occur.

[0050] Therefore, in a preferred embodiment, as shown in the appendix Figure 4 As shown, the controller of the air transport vehicle can determine a detection window consisting of n consecutive marker points that the air transport vehicle will pass through, where n ≥ 3, based on the air transport vehicle's current position. The controller can determine the air transport vehicle's real-time position (current position) based on its initial position or position information determined when passing a marker point, and the travel distance determined by the encoder data fed back from the servo driver. Simultaneously, the air transport vehicle determines the marker points it will pass ahead of its current position based on the movement path planned for it by the upper-level scheduling system. Furthermore, the current diameter of multiple wheels during a detection window can be determined only after it is determined that the air transport vehicle can reach n consecutive marker points at a constant speed; however, this is not mandatory.

[0051] The current diameter of the wheels of the air transport vehicle is determined based on the encoder values ​​when the air transport vehicle passes two adjacent marker points in the detection window, indicating that the vehicle moves from one of the two adjacent marker points to the other. The upstream marker point is designated as the first marker point, and the downstream marker point as the second marker point. Within a single detection window, the current diameter of at least two wheels is calculated.

[0052] The final value of the current diameter of the wheels of the air transport vehicle is determined based on the current diameters of multiple wheels obtained during the detection window. For example, the average of the current diameters of multiple wheels obtained during the detection window can be directly calculated; or, outliers in the current diameters of multiple wheels obtained during the detection window can be removed before calculating the average; of course, other methods can also be used to calculate the final value, which are not limited here.

[0053] For example, a detection window has four marker points, which are defined as marker point 1, marker point 2, marker point 3, and marker point 4 in the direction of movement of the air transport vehicle. Marker points 1 and 2 are defined as the first detection interval, marker points 2 and 3 are defined as the second detection interval, and marker points 3 and 4 are defined as the third detection interval. For the first detection interval, marker point 1 is the first marker point and marker point 2 is the second marker point; for the second detection interval, marker point 2 is the first marker point and marker point 3 is the second marker point; for the third detection interval, marker point 3 is the first marker point and marker point 4 is the second marker point.

[0054] Assuming that the current diameter of the traveling wheel is 100mm in the first detection interval, 98mm in the second detection interval, and 102mm in the third detection interval, the average of the three (100mm) can be calculated as the final value of the current diameter of the traveling wheel determined by the air transport vehicle in this detection window.

[0055] Finally, the final value can be compared with a set threshold. If the final value is lower than the set threshold, the wheel is determined to be abnormal. Conversely, if the final value is not less than the set threshold, the wheel is determined to be normal.

[0056] To further avoid misjudgments, it can be determined whether the final value of the current diameter of the wheel obtained from several consecutive detection windows is lower than a set threshold. If the final value of the current diameter of the wheel obtained from several consecutive detection windows is lower than the set threshold, the wheel is determined to be abnormal. For example, if there are three consecutive detection windows, and the final value obtained from all three windows is lower than the set threshold, the wheel is determined to be abnormal and requires repair. Conversely, if two consecutive detection windows detect abnormalities, but the third detection window detects normal results, the diameter of the wheel cannot be determined to be abnormal, and further observation is required.

[0057] Example 2 This embodiment discloses a wheel parameter detection system for an air transport vehicle, including: The first acquisition unit is used to acquire the encoder value fed back by the servo drive when it is determined that the air transport vehicle has moved to the first marker point on the track; The second acquisition unit is used to acquire the encoder value fed back by the servo drive when it is determined that the air transport vehicle has moved to the second marker point downstream of the first marker point; The current diameter determination unit is used to determine the current diameter of the running wheels of the air transport vehicle based on the encoder values ​​obtained at the first and second marker points and the following formula; d 当 =N 当 ×d 初 / N 初 ; Where, d 当 N is the current diameter of the traveling wheel; 当 The increment of the current encoder value is determined based on the encoder values ​​obtained at the first and second marker points; d 初 N is the initial diameter of the wheel before it wears out. 初 The standard encoder value increment is the distance the air transport vehicle travels from the first marker point to the second marker point when the wheels are not worn.

[0058] Example 3 This embodiment discloses a controller, including a memory and a processor. The memory stores a program that can be executed by the processor. When the program is executed, it implements any of the detection methods described above.

[0059] This invention has many other embodiments, and all technical solutions formed by equivalent transformation or equivalent transformation fall within the protection scope of this invention.

Claims

1. A method for detecting wheel parameters of an aerial transport vehicle, characterized in that, Includes the following steps: When the air transport vehicle moves to the first marker point on the track, the encoder value fed back by the servo drive is obtained; When it is determined that the air transport vehicle has moved to a second marker downstream of the first marker, the encoder value fed back by the servo drive is obtained; The current diameter of the wheels of the air transport vehicle is determined based on the encoder values ​​obtained at the first and second marker points and the following formula; d 当 =N 当 ×d 初 / N 初 ; Where, d 当 N is the current diameter of the traveling wheel; 当 The increment of the current encoder value is determined based on the encoder values ​​obtained at the first and second marker points; d 初 N is the initial diameter of the wheel before it wears out. 初 The standard encoder value increment is the distance the air transport vehicle travels from the first marker point to the second marker point when the wheels are not worn.

2. The method for detecting wheel parameters of an aerial transport vehicle according to claim 1, characterized in that: Each of the marked points is provided with a reflective part and an identification code or electronic note located next to the reflective part.

3. The method for detecting wheel parameters of an aerial transport vehicle according to claim 1, characterized in that: The encoder values ​​when the air transport vehicle moves to the first and second marker points are determined based on the encoder values ​​fed back by the servo drive of the air transport vehicle when it moves to the first and second marker points and for a period of time before and after.

4. The method for detecting wheel parameters of an aerial transport vehicle according to claim 1, characterized in that: When it is determined that the air transport vehicle passes through the first and second marker points at a constant speed, the encoder value fed back by the servo driver is obtained and / or when the air transport vehicle moves from the first marker point to the second marker point at a constant speed, the current diameter of the traveling wheel is determined.

5. The method for detecting wheel parameters of an aerial transport vehicle according to claim 1, characterized in that: Based on the current position of the air transport vehicle, determine a detection window consisting of n consecutive marker points that it will pass through, where n≥3; The diameter of the wheels of the air transport vehicle when it passes two adjacent marker points is determined based on the encoder values ​​when the air transport vehicle passes two adjacent marker points of the detection window; the upstream marker point is the first marker point and the downstream marker point is the second marker point; The final value of the current diameter of the wheels of the air transport vehicle is determined based on the current diameter of the multiple wheels obtained during the detection window.

6. The method for detecting wheel parameters of an aerial transport vehicle according to claim 5, characterized in that: If the final value of the current diameter of the walking wheel obtained from several consecutive detection windows is lower than a set threshold, the walking wheel is determined to be abnormal.

7. The method for detecting wheel parameters of an aerial transport vehicle according to any one of claims 1-6, characterized in that: The standard encoder value increment and the current encoder value increment are corrected based on the track temperature.

8. The method for detecting wheel parameters of an aerial transport vehicle according to claim 7, characterized in that: The encoder value increment is corrected according to the following formula: N 校 =N 增 / [1+α×(T 测 –T 标 )]; Where: N 校 To correct the encoder value increment to the standard reference temperature; N 增 The encoder value increment; α is the linear thermal expansion coefficient of the track; T 测 The track temperature measured when the encoder value increment is determined; T 标 This is the standard reference temperature.

9. A wheel parameter detection system for an aerial transport vehicle, characterized in that, include: The first acquisition unit is used to acquire the encoder value fed back by the servo drive when it is determined that the air transport vehicle has moved to the first marker point on the track; The second acquisition unit is used to acquire the encoder value fed back by the servo drive when it is determined that the air transport vehicle has moved to the second marker point downstream of the first marker point; The current diameter determination unit is used to determine the current diameter of the running wheels of the air transport vehicle based on the encoder values ​​obtained at the first and second marker points and the following formula; d 当 =N 当 ×d 初 / N 初 ; Where, d 当 N is the current diameter of the traveling wheel; 当 The increment of the current encoder value is determined based on the encoder values ​​obtained at the first and second marker points; d 初 This is the initial diameter of the wheel when it is not worn. N 初 The standard encoder value increment is the distance the air transport vehicle travels from the first marker point to the second marker point when the wheels are not worn.

10. A controller, comprising a memory and a processor, wherein the memory stores a program executable by the processor, characterized in that: When the program is executed, it implements the detection method as described in any one of claims 1-8.

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