Stacking deviation rectifying device in linear walking direction and method thereof

Abstract

The invention relates to a linear walking direction stacking deviation rectifying device and a method thereof, and belongs to the technical field of logistics storage equipment.The method comprises the steps that S1, a stacking machine walking system is arranged; s2, constructing a contact stress characteristic value when the guide wheel is pressed; s3, executing dead zone judgment based on a steady-state interval; and S4, performing active deviation correction through cooperation of the execution force and the displacement. By arranging the floating type main wheel deflection base and the micro-deflection driving mechanism, a traditional rigid connection mode is changed, when it is detected that the vehicle body deviates, the main walking wheels are driven to generate a micro yaw angle, the vehicle body is pushed back to the center of a rail through transverse component force generated by kinetic energy generated by advancing of the stacking machine, and the vehicle body is driven to move forwards. In this way, violent extrusion between the guide wheel and the rail is avoided, generation of metal dust and operation noise are effectively reduced, and the service life of the guide wheel is prolonged.

Description

Technical Field

[0001] This invention relates to the field of logistics and warehousing equipment, specifically to a stacking correction device and method for straight-line walking direction. Background Technology

[0002] In existing stacker crane operating technologies, the single-column structure's traveling system typically uses a design where the main wheel axle is directly and rigidly fixed to the trolley frame. This structure relies on the mechanical restraint of the guide wheels and rails to maintain straight-line movement. Due to minor errors in rail installation or factors such as the shift in the center of gravity of goods during storage and retrieval at high-level locations, the trolley is prone to serpentine movement during operation, resulting in hard compression between the guide wheels and rails. This passive adaptation leads to continuous hard friction between the guide wheels and rails, causing severe wear on the wheel flanges, generating metal dust and operating noise. It also affects the accuracy of storage and retrieval at high-level locations due to mechanical vibration. Traditional rigid connection methods lack the ability to actively adjust the travel vector and cannot eliminate offset through self-adjustment. Long-term operation can lead to fatigue damage of equipment components and shorten the overall service life of the equipment.

[0003] The information disclosed in the background section is only intended to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0004] The purpose of this invention is to provide a stacking correction device and method for straight-line walking direction, so as to solve the problems mentioned in the background art. Specifically, the technical solution of this invention is as follows:

[0005] A method for correcting stacking deviations in a straight-line walking direction includes:

[0006] S1. A stacker crane traveling system is set up, the stacker crane traveling system includes a ground car and a single column, wherein a floating main wheel deflection base is installed at the bottom of the ground car, the main traveling wheel is supported on the floating main wheel deflection base, a micro deflection drive mechanism is connected to one side of the floating main wheel deflection base, and guide wheel sets are respectively set on both sides of the ground car, and a pressure sensing component is set in the support structure of the guide wheel set;

[0007] S2. Start the stacker crane to run in a straight line, and use the pressure sensing component to collect the contact pressure values ​​of the left guide wheel and the right guide wheel on the track in real time, and construct the contact stress characteristic value of the guide wheel under pressure;

[0008] S3. Execute dead zone judgment based on steady-state interval. The controller calculates the contact pressure difference between the left and right guide wheels in real time. When the contact pressure difference is within the preset passive adaptive dead zone threshold, the micro-deflection drive mechanism is kept stationary, and mechanical damping is used to maintain stable operation.

[0009] S4. Active correction with coordinated execution force and displacement: When the contact pressure difference exceeds the passive adaptive dead zone threshold, it is determined that the vehicle body has deviated. The micro-deflection drive mechanism is driven to push the floating main wheel deflection base to generate a slight rotation, so that the main traveling wheel forms a yaw angle opposite to the direction of deviation. The kinetic energy of the stacker crane forward generates a lateral component force to push the vehicle body back to the center of the track until the contact pressure difference falls back to the dead zone range.

[0010] Preferably, in step S1, the floating main wheel deflection base is connected to the frame of the ground vehicle through a flexible hinge structure, and the floating main wheel deflection base has a micro-deflection degree of freedom about the vertical axis independent of the frame.

[0011] Preferably, step S4 includes:

[0012] S4.1 Introduce a speed-correlated gain strategy to monitor the current operating speed of the stacker crane in real time;

[0013] S4.2 According to the pressure-deflection angle negative feedback control algorithm, the contact pressure difference is mapped to the target deflection angle of the main travel wheel. Wherein, when the contact pressure difference is the same, the higher the current running speed, the smaller the target deflection angle, so as to prevent excessive correction at high speed.

[0014] Preferably, in step S4, the micro-deflection drive mechanism adopts a combination structure of electric push rod and eccentric shaft. When the electric push rod is activated, it pushes one side of the sub-plate of the floating main wheel deflection base, thereby changing the travel vector direction of the main travel wheel.

[0015] A stacking correction device for straight-line travel direction includes:

[0016] The ground vehicle, as the mobile carrier of the stacker crane, is connected to a single column;

[0017] A floating main wheel deflection base is installed on the bottom of the vehicle via a flexible connector, and a main travel wheel that provides power is installed on the floating main wheel deflection base;

[0018] A micro-deflection drive mechanism is installed between the ground vehicle and the floating main wheel deflection base, and is used to drive the floating main wheel deflection base to deflect at an angle;

[0019] The guide wheel assembly includes a left guide wheel and a right guide wheel located on both sides of the track;

[0020] A pressure sensing component is installed in the support structure of the guide wheel assembly to monitor the lateral compressive force between the guide wheel and the track;

[0021] The controller is electrically connected to the main traveling wheel, the micro-deflection drive mechanism and the pressure sensing component, respectively, and is used to execute the correction control logic.

[0022] Preferably, the floating main wheel deflection base includes a micro-deflection base with a flexible hinge structure, and the main traveling wheel is mounted on a sub-plate that can rotate slightly around a vertical axis.

[0023] Preferably, the micro-deflection drive mechanism is a combination structure of an electric push rod and an eccentric shaft, wherein the output end of the electric push rod acts on the side of the floating main wheel deflection base to generate a yaw angle.

[0024] Preferably, the pressure sensing component is a thin-film pressure sensor or a strain gauge, and the pressure sensing component is embedded in the root of the mounting shaft of the guide wheel assembly.

[0025] This invention provides an improved stacking correction device and method for straight-line walking direction, which has the following improvements and advantages compared with the prior art:

[0026] 1. By setting a floating main wheel deflection base and a micro-deflection drive mechanism, the traditional rigid connection mode is changed. When the vehicle body deviates, the main traveling wheel is driven to generate a small yaw angle. The lateral force generated by the forward kinetic energy of the stacker crane itself is used to push the vehicle body back to the center of the track. This method avoids the severe squeezing between the guide wheel and the track, effectively reduces the generation of metal dust and operating noise, and extends the service life of the guide wheel.

[0027] 2. The floating main wheel deflection base is connected to the vehicle frame using a flexible hinge structure. The flexible hinge utilizes the elastic deformation of the material itself to transmit motion, featuring gapless and lubrication-free operation, ensuring the minute rotational precision of the main travel wheel around its vertical axis. Simultaneously, the elastic restoring force of the flexible hinge assists the main travel wheel in automatically returning to center after the drive mechanism stops, improving the system's response speed and control accuracy.

[0028] 3. A speed-correlated gain strategy is adopted to dynamically adjust the correction amplitude based on the real-time operating speed. At high speeds, the target deflection angle is automatically reduced to prevent over-correction from causing vehicle swaying; at low speeds, the deflection angle is increased to ensure the correction effect. This mechanism solves the problem of varying sensitivity to correction response at different speeds, ensuring the stability and safety of the equipment at both high and low speeds.

[0029] 4. By setting a passive adaptive dead zone threshold based on the rated load capacity of the guide wheels, the system can filter out pressure fluctuations caused by minor local unevenness of the track or normal mechanical vibration. Active correction is only initiated when the contact pressure difference indicates a substantial deviation of the vehicle body, thus avoiding frequent actuator movements and reducing system energy consumption. The pressure sensing component is embedded at the root of the guide wheel assembly mounting shaft, rather than directly on the wheel surface. This location is where bending moment and stress are most concentrated, enabling sensitive detection of micro-deformation while avoiding direct exposure of the sensor to external impacts and wear. Measuring the internal stress field of the shaft accurately reflects the macroscopic contact pressure, improving the durability of the detection system.

[0030] 5. The micro-deflection drive mechanism adopts an electric push rod combined with an eccentric shaft structure. Utilizing the principle of eccentric levers, only a small linear thrust is needed to convert it into the torque required to drive the main travel wheel deflection. Compared to the high-power servo motor that drives the entire bogie, this structure reduces hardware costs, and the self-locking characteristic of the electric push rod helps maintain angle stability after correction. Attached Figure Description

[0031] The present invention will be further explained below with reference to the accompanying drawings and embodiments:

[0032] Figure 1 This is a schematic diagram of the overall structure of the device;

[0033] Figure 2 This is a schematic diagram of the connection structure between the floating main wheel deflection base and the guide wheel assembly;

[0034] Figure 3 This is a schematic diagram of the process flow of the method of the present invention.

[0035] In the diagram: 100, ground vehicle; 110, single column; 200, floating main wheel deflection base; 210, main traveling wheel; 220, micro-deflection drive mechanism; 300, guide wheel assembly; 310, pressure sensing component. Detailed Implementation

[0036] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0037] Example 1:

[0038] Please see Figure 1-3 This invention provides a method for correcting stacking deviations in a straight-line walking direction, comprising:

[0039] S1. A stacker crane travel system is set up, which includes a ground car 100 and a single column 110. A floating main wheel deflection base 200 is installed at the bottom of the ground car 100. The floating main wheel deflection base 200 carries the main travel wheel 210. A micro deflection drive mechanism 220 is connected to one side of the floating main wheel deflection base 200. Guide wheel sets 300 are respectively set on both sides of the ground car 100. A pressure sensing component 310 is set in the support structure of the guide wheel set 300.

[0040] S2. Start the stacker crane to run in a straight line. Use the pressure sensing component 310 to collect the contact pressure values ​​of the left and right guide wheels on the track in real time, and construct the contact stress characteristic values ​​of the guide wheels under pressure.

[0041] S3. Execute dead zone judgment based on steady-state interval. The controller calculates the contact pressure difference between the left and right guide wheels in real time. When the contact pressure difference is within the preset passive adaptive dead zone threshold, the micro-deflection drive mechanism 220 is kept stationary, and mechanical damping is used to maintain stable operation.

[0042] S4. Active correction with coordinated execution force and displacement: When the contact pressure difference exceeds the passive adaptive dead zone threshold, it is determined that the vehicle body has deviated. The micro-deflection drive mechanism 220 is driven to push the floating main wheel deflection base 200 to generate a small rotation, so that the main traveling wheel 210 forms a yaw angle opposite to the direction of deviation. The kinetic energy of the stacker crane forward is used to generate a lateral component force to push the vehicle body back to the center of the track until the contact pressure difference falls back to the dead zone range.

[0043] In the straight-line travel correction method for stacker cranes, step S1 establishes the hardware foundation with active adjustment capabilities. In existing technologies, when the single-column 110 structure of a stacker crane is used for storage and retrieval at high-level cargo locations, due to installation errors or cargo center of gravity shifts, the ground car 100 is prone to slight serpentine movements during operation, leading to hard friction wear between the guide wheels and the track. This embodiment, by setting a floating main wheel deflection base 200 in S1, changes the traditional design where the main wheel axle is directly and rigidly fixed to the ground car 100 frame, providing the main traveling wheel 210 with a degree of freedom for fine-tuning independent of the frame. In step S2, the introduction of the pressure sensing component 310 transforms the guide wheel assembly 300 from a simple mechanical limiting component into a sensing component. When the stacker crane is running, the contact state between the guide wheels and the track is fed back in real time through pressure values, constructing contact stress characteristic values ​​that reflect the vehicle body posture. Step S3 sets a passive adaptive dead zone threshold, which can filter out pressure fluctuations caused by minor unevenness in the track or normal mechanical vibrations, avoiding frequent operation of the actuator, reducing energy consumption, and extending equipment life.

[0044] The preset passive adaptive dead zone threshold is not fixed, but rather a force range set based on the rated load capacity of the guide wheel, for example, 5% to 10% of the rated load of the guide wheel. The logic behind setting this range is to cover the minor uneven impact force at the track joint and the slight shaking generated during the normal acceleration and deceleration of the stacker crane. Only when the contact pressure difference continuously exceeds this threshold range, indicating that the car body has undergone substantial deviation against mechanical damping, will the controller determine that active correction needs to be initiated, thereby avoiding frequent malfunctions of the actuators.

[0045] The physical significance of this threshold lies in defining the critical point between elastic deformation and rigid displacement. When the pressure difference is within this range, the system determines that the guide wheel is only in the elastic contact stage and can absorb energy by relying on the natural damping of the mechanical structure. Only when the pressure difference exceeds this threshold is it determined that the vehicle body has generated an irreversible rigid offset trend, thereby triggering active correction.

[0046] Step S4 is the core of this method. When the contact pressure difference indicates that the vehicle body has undergone substantial deviation, the micro-deflection drive mechanism 220 actuates, causing the main traveling wheels 210 to generate a yaw angle. Utilizing the enormous kinetic energy of the stacker crane's own forward movement, a lateral force is generated through the friction between the wheels and the ground, smoothly pushing the vehicle body back to the center of the track. This method avoids severe compression between the guide wheels and the track, reduces the generation of metal dust and operating noise, and achieves a flexible deviation correction effect through dynamic braking.

[0047] In step S1, the floating main wheel deflection base 200 is connected to the frame of the ground vehicle 100 through a flexible hinge structure. The floating main wheel deflection base 200 has a micro-deflection degree of freedom about the vertical axis independent of the frame.

[0048] The floating main wheel deflection base 200 is connected to the chassis 100 frame using a flexible hinge structure. This flexible hinge structure utilizes the elastic deformation of the material itself to transmit motion. Compared to traditional mechanical bearing connections, it features zero clearance and requires no lubrication. During installation in step S1, this structure ensures that the main travel wheel 210 can rotate at a small angle around its vertical axis, typically within ±2 degrees. This micro-deflection freedom allows the main travel wheel 210 to precisely change its travel vector direction when performing correction actions, without needing to steer the entire massive chassis 100 structure. The elastic restoring force of the flexible hinge also assists the main travel wheel 210 in automatically returning to center after the micro-deflection drive mechanism 220 stops, further improving the system's response speed and control precision. This structure solves the problem of traditional rigid connection methods that cannot actively adjust the travel direction and can only rely on the guide wheel to passively resist, thereby reducing wheel flange wear.

[0049] The steps in S4 include:

[0050] S4.1 Introduce a speed-correlated gain strategy to monitor the current operating speed of the stacker crane in real time;

[0051] S4.2 According to the pressure-deflection angle negative feedback control algorithm, the contact pressure difference is mapped to the target deflection angle of the main travel wheel 210. Wherein, when the contact pressure difference is the same, the higher the current running speed, the smaller the target deflection angle, so as to prevent excessive correction at high speed.

[0052] The speed-correlated gain strategy introduced in step S4 is to address the issue of varying sensitivity of the stacker crane to correction response at different operating speeds. In S4.1, the current operating speed of the stacker crane is monitored in real time using an encoder or laser rangefinder.

[0053] In the S4.2 pressure deflection angle negative feedback control algorithm, the controller, such as a Siemens S7-1500 PLC or a Mitsubishi FX series controller, performs logic operations to convert the collected contact pressure difference into action commands for the micro-deflection drive mechanism 220. This algorithm not only considers the magnitude of the pressure difference but also introduces speed as an adjustment factor. Specifically, when the stacker crane is operating at high speed, such as exceeding 160 meters per minute, the same yaw angle will produce a large lateral displacement in a short time. Therefore, under the premise of the same contact pressure difference, the algorithm will output a smaller target deflection angle. Conversely, at low speeds, it outputs a larger target deflection angle to ensure the correction effect. This dynamic adjustment mechanism prevents the vehicle body from shaking violently or generating new offsets due to excessively large correction angles at high speeds, ensuring the stability and safety of the stacker crane across the entire speed range.

[0054] The specific operation process of the control logic is as follows: The controller has a pre-set lookup table of gain coefficients that are negatively correlated with speed or an inverse proportional function model. The system sets a reference cutoff speed. (e.g., the maximum operating speed of the stacker crane) and basic deflection gain The specific calculation logic consists of three steps:

[0055] Step 1, Normalization Processing: The controller will collect the current running speed in real time. Compared with the system's preset reference cutoff speed Compare and generate a speed normalization factor. ;

[0056] Step 2, Gain Attenuation Calculation: Based on a preset linear negative correlation model, such as... ,in Based on the gain, The attenuation coefficient and ; here and The units are all deg / N, and the preset parameters must meet the following requirements. That is, the base gain is greater than the maximum possible attenuation, to ensure The gain coefficient remains positive throughout the entire speed range to prevent reverse bias caused by a negative gain coefficient. This step ultimately calculates the current dynamic gain coefficient. This coefficient is designed to simulate the inertial hysteresis characteristics of a physical system at high speeds; the higher the speed, the greater the normalization factor. The larger it is, the more it leads to The smaller the value;

[0057] Step 3, Target Generation: The contact pressure difference... With the calculated dynamic gain coefficient Multiplication, that is The final output is the target deflection angle of the main traveling wheel 210 at that moment.

[0058] In step S4, the micro-deflection drive mechanism 220 adopts a combination structure of electric push rod and eccentric shaft. When the electric push rod is activated, it pushes one side of the sub-plate of the floating main wheel deflection base 200, thereby changing the travel vector direction of the main travel wheel 210.

[0059] The specific action process of the micro-deflection drive mechanism 220 in step S4 depends on the combination of the electric push rod and the eccentric shaft. The electric push rod can be an industrial-grade DC linear actuator, which has the characteristics of small size and large thrust. When the controller issues a correction command, the electric push rod is energized to extend or retract, and its linear motion acts on the side of the sub-plate of the floating main wheel deflection base 200. Since the sub-plate is installed through the eccentric shaft or a similar fulcrum structure, the linear thrust of the push rod is converted into the rotational torque of the sub-plate around the vertical axis. This tiny rotation causes the main travel wheel 210 installed on the sub-plate to deflect at an angle.

[0060] In terms of connection, the end of the telescopic rod of the electric actuator is connected to the connecting lug on the side of the floating main wheel deflection base 200 via a spherical bearing, such as a fisheye joint. Since the movement trajectory of the side connection point of the sub-plate is an arc when it rotates around the vertical axis, while the electric actuator moves in a straight line, the spherical bearing can utilize its free rotation characteristics to automatically compensate for the radial displacement difference and angular deviation between the linear and arc movements. This prevents mechanical jamming or excessive wear during the push-pull process, ensuring effective transmission of driving force.

[0061] Compared to directly using a high-power servo motor to drive the entire bogie, this eccentric push rod structure can achieve fine adjustment of the main wheel angle with a smaller force, reducing hardware costs and energy consumption. At the same time, the self-locking characteristic of the electric push rod helps to maintain the angle stability after correction is completed until the next adjustment command is issued, thereby changing the travel vector direction of the main travel wheel 210 and correcting the vehicle trajectory.

[0062] Example 2:

[0063] Please see Figure 1-2 A stacking correction device for straight-line travel direction, comprising:

[0064] The ground vehicle 100, as the mobile carrier of the stacker crane, is connected to a single column 110;

[0065] The floating main wheel deflection base 200 is installed on the bottom of the ground vehicle 100 through a flexible connector, and the main traveling wheel 210 that provides power is installed on the floating main wheel deflection base 200.

[0066] The micro-deflection drive mechanism 220 is installed between the ground car 100 and the floating main wheel deflection base 200, and is used to drive the floating main wheel deflection base 200 to deflect at an angle.

[0067] The guide wheel assembly 300 includes a left guide wheel and a right guide wheel located on both sides of the track;

[0068] The pressure sensing component 310 is disposed in the support structure of the guide wheel assembly 300 and is used to monitor the lateral extrusion force between the guide wheel and the track.

[0069] The controller is electrically connected to the main walking wheel 210, the micro-deflection drive mechanism 220 and the pressure sensing component 310, respectively, and is used to execute the correction control logic.

[0070] The stacker crane's straight-line travel correction device integrates mechanical execution, sensing and detection, and a logic control unit. The ground car 100 serves as the main load-bearing component, connected to the cargo storage and retrieval mechanism via a single column 110. The floating main wheel deflection base 200 breaks the limitations of traditional rigid connections, enabling the main traveling wheel 210 to actively adjust its posture through flexible connectors. The micro-deflection drive mechanism 220, as the actuator, can accurately respond to control commands, driving the base to produce a slight deflection. The guide wheel assembly 300, while maintaining the basic function of preventing derailment, combines with the pressure sensing component 310 to form the system's tactile sensing front end. The pressure sensing component 310 converts the lateral pressure between the guide wheel and the track into an electrical signal in real time and transmits it to the controller. The controller, as the data processing center, receives the pressure signal and the speed signal of the main traveling wheel 210. After internal algorithm calculation, it sends control commands to the micro-deflection drive mechanism 220. The coordinated work of all components allows the stacker crane to actively return to its correct position using its own power when it shows a tendency to deviate, reducing mechanical wear on the guide wheel and track and minimizing the impact of vibration on the accuracy of high-level cargo storage and retrieval.

[0071] The floating main wheel deflection base 200 includes a micro-deflection base with a flexible hinge structure, and the main travel wheel 210 is mounted on a sub-plate that can rotate slightly around a vertical axis.

[0072] The main body of the floating main wheel deflection base 200 adopts a flexible hinge structure design. The base consists of a mother plate fixed to the frame of the ground vehicle 100 and a daughter plate that carries the main traveling wheel 210. The two are connected by spring steel sheets or a thin-walled flexible link that is machined in one piece. This structure allows the daughter plate to rotate slightly about the vertical axis in the horizontal plane relative to the mother plate, while limiting vertical displacement and torsion. Specifically, in order to withstand the huge self-weight of the stacker crane and maintain vertical rigidity under heavy load, the micro-deflection base with flexible hinge structure adopts a cross spring pivot structure.

[0073] Of course, the micro-deflection base with a flexible hinge structure is not limited to the form of cross-spring plates. In other embodiments, a circular arc-shaped flexible hinge or a single-piece leaf spring hinge can also be used, as long as it meets the anisotropic mechanical characteristics of high stiffness in the vertical direction and low stiffness in the horizontal rotation direction. The structure is composed of two or more sets of high-yield-strength spring steel plates arranged in an X-shape and connected between the mother plate and the daughter plate. Utilizing the extremely high stiffness characteristics of the cross-spring plates in the tensile and compressive directions, the structure can bear vertical loads without gaps, preventing the base from being crushed; at the same time, the spring steel plates can be used in bending... The low stiffness of the curved direction provides the sub-plate with the ability to rotate smoothly around the intersection point, i.e., the virtual vertical axis, thereby decoupling the load-bearing and steering functions; it ensures the stability of the main travel wheel 210's pressure on the ground. When the driving force is applied to the sub-plate, the flexible hinge undergoes elastic deformation, causing the main travel wheel 210 to deflect. This design eliminates the friction gap and wear problems of traditional mechanical hinges, improves the repeatability and positioning accuracy of the correction action, and at the same time, the damping characteristics of the flexible structure can absorb some of the high-frequency vibrations caused by uneven road surfaces, improving the stress condition of the main travel wheel 210.

[0074] The micro-deflection drive mechanism 220 is a combination structure of an electric push rod and an eccentric shaft. The output end of the electric push rod acts on the side of the floating main wheel deflection base 200 to generate a yaw angle.

[0075] The micro-deflection drive mechanism 220 adopts a combined structure of an electric push rod and an eccentric shaft. The electric push rod is fixed to the frame of the ground vehicle 100, and its telescopic rod end is connected to the side of the floating main wheel deflection base 200 sub-plate via a spherical bearing. This side position has a certain lever arm length relative to the rotation center of the sub-plate. When the electric push rod moves, the generated linear thrust or pull force is converted into a torque around the rotation center through the lever arm, overcoming the elastic resistance of the flexible hinge and driving the sub-plate and the main traveling wheel 210 to deflect. The eccentric shaft structure can serve as a rotation fulcrum or limiting mechanism for the sub-plate, assisting in adjusting the specific position of the rotation center. This structural scheme utilizes the advantages of the electric push rod's good stroke controllability and large thrust, combined with the eccentric lever principle, to realize the conversion of small linear displacement into precise angle adjustment, meeting the small yaw angle control requirements of the stacker crane for correction.

[0076] The pressure sensing component 310 is a thin-film pressure sensor or strain gauge, and the pressure sensing component 310 is embedded in the root of the mounting shaft of the guide wheel assembly 300.

[0077] The pressure sensing component 310 uses a thin-film pressure sensor or a resistive strain gauge as the core sensing element. These sensors are embedded at the root of the mounting shaft of the guide wheel assembly 300. The root of the mounting shaft is chosen because when the guide wheel is subjected to lateral compression from the track, the mounting shaft undergoes a small deformation like a cantilever beam. The root is the area where bending moment and stress are most concentrated, and the thin-film pressure sensor or strain gauge can sensitively capture this micro-deformation or direct pressure change caused by the force.

[0078] In the specific physical implementation, a blind hole is axially formed at the center of the mounting shaft of the guide wheel assembly 300. Strain gauges are attached to the bottom of this blind hole and located in the stress neutral layer of the mounting shaft. When the guide wheel is subjected to lateral compression from the track, the mounting shaft, acting as a cantilever beam, undergoes slight bending deformation. The strain gauge at the bottom of the blind hole subsequently experiences tensile or compressive deformation, causing a change in its resistance value. In conjunction with a Wheatstone bridge circuit, this resistance change is converted into a voltage signal output. This built-in measurement method not only protects the sensor from external environmental interference but also accurately reflects the macroscopic contact pressure between the guide wheel and the track by measuring the stress field inside the shaft.

[0079] Compared to mounting sensors directly on the wheel surface, this arrangement avoids the sensors directly bearing the impact and wear, improving the reliability and durability of the measurement system. By detecting stress changes at the root of the mounting shaft, the system can linearly calculate the actual contact pressure between the guide wheel and the track, providing accurate data support for the controller's correction algorithm, thus enabling the correction process to be initiated in time before hard friction occurs.

[0080] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A method for correcting stacking deviation in a straight-line walking direction, characterized in that, include: S1. A stacker crane traveling system is set up, the stacker crane traveling system includes a ground car (100) and a single column (110), wherein a floating main wheel deflection base (200) is installed at the bottom of the ground car (100), the floating main wheel deflection base (200) carries the main traveling wheel (210), a micro deflection drive mechanism (220) is connected to one side of the floating main wheel deflection base (200), and guide wheel sets (300) are respectively set on both sides of the ground car (100), and a pressure sensing component (310) is set in the support structure of the guide wheel set (300). S2. Start the stacker to run in a straight line, and use the pressure sensing component (310) to collect the contact pressure value of the left guide wheel and the right guide wheel on the track in real time, and construct the contact stress characteristic value of the guide wheel under pressure; S3. Execute dead zone judgment based on steady state interval. The controller calculates the contact pressure difference between the left and right guide wheels in real time. When the contact pressure difference is within the preset passive adaptive dead zone threshold, the micro deflection drive mechanism (220) is kept stationary and the mechanical damping is used to maintain stable operation. S4. Active correction of the vehicle body in coordination with the force and displacement: When the contact pressure difference exceeds the passive adaptive dead zone threshold, it is determined that the vehicle body has deviated. The micro deflection drive mechanism (220) is driven to push the floating main wheel deflection base (200) to generate a small rotation, so that the main traveling wheel (210) forms a yaw angle opposite to the deflection direction. The kinetic energy of the stacker crane forward generates a lateral component force to push the vehicle body back to the center of the track until the contact pressure difference falls back to the dead zone range.

2. The method for correcting stacking deviation in a straight-line walking direction according to claim 1, characterized in that, In step S1, the floating main wheel deflection base (200) is connected to the frame of the ground vehicle (100) through a flexible hinge structure, and the floating main wheel deflection base (200) has a micro-deflection degree of freedom about the vertical axis independent of the frame.

3. The method for correcting stacking deviation in a straight-line walking direction according to claim 1, characterized in that, The steps in S4 include: S4.1 Introduce a speed-correlated gain strategy to monitor the current operating speed of the stacker crane in real time; S4.2 According to the pressure-deflection angle negative feedback control algorithm, the contact pressure difference is mapped to the target deflection angle of the main travel wheel (210). Wherein, when the contact pressure difference is the same, the higher the current running speed, the smaller the target deflection angle, so as to prevent excessive correction at high speed.

4. The method for correcting stacking deviation in a straight-line walking direction according to claim 1, characterized in that, In step S4, the micro-deflection drive mechanism (220) adopts a combination structure of electric push rod and eccentric shaft. When the electric push rod is activated, it pushes one side of the sub-plate of the floating main wheel deflection base (200), thereby changing the travel vector direction of the main traveling wheel (210).

5. A stacking correction device for straight-line walking direction, used to implement the stacking correction method for straight-line walking direction as described in any one of claims 1 to 4, characterized in that, include: The ground vehicle (100), as the mobile carrier of the stacker crane, is connected to a single column (110). A floating main wheel deflection base (200) is installed on the bottom of the ground vehicle (100) via a flexible connector, and a main walking wheel (210) providing power is installed on the floating main wheel deflection base (200). A micro-deflection drive mechanism (220) is installed between the ground vehicle (100) and the floating main wheel deflection base (200) to drive the floating main wheel deflection base (200) to deflect at an angle; The guide wheel assembly (300) includes a left guide wheel and a right guide wheel located on both sides of the track; A pressure sensing component (310) is disposed in the support structure of the guide wheel assembly (300) for monitoring the lateral extrusion force between the guide wheel and the track; The controller is electrically connected to the main walking wheel (210), the micro-deflection drive mechanism (220) and the pressure sensing component (310) respectively, and is used to execute the correction control logic.

6. A stacking correction device for straight-line walking direction according to claim 5, characterized in that, The floating main wheel deflection base (200) includes a micro-deflection base with a flexible hinge structure, and the main traveling wheel (210) is mounted on a sub-plate that can rotate slightly around a vertical axis.

7. A stacking correction device for straight-line walking direction according to claim 5, characterized in that, The micro-deflection drive mechanism (220) is a combination structure of an electric push rod and an eccentric shaft. The output end of the electric push rod acts on the side of the floating main wheel deflection base (200) to generate a yaw angle.

8. A stacking correction device for straight-line walking direction according to claim 5, characterized in that, The pressure sensing component (310) is a thin-film pressure sensor or strain gauge, and the pressure sensing component (310) is embedded in the root of the mounting shaft of the guide wheel assembly (300).

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