Electric lifting transfer trolley for cable production and control method

Abstract

The invention relates to the field of mechanical engineering, discloses an electric lifting transfer trolley for cable production and a control method, and aims to solve the problems that an existing transfer trolley shakes due to load eccentricity in the lifting process, the positioning precision is low, the safety protection is weak, and an automatic production line cannot be coordinated. The method comprises the steps of receiving a transfer task instruction; constructing a dynamic obstacle map and verifying a path; sensing the weight distribution and gravity center position of the cable reel in real time; fusing environment and load data to plan a moving path and a lifting time sequence; walking, steering and hydraulic lifting are synchronously controlled; and the control strategy is dynamically corrected in the transfer process. The system comprises a vehicle body chassis, a lifting platform, a load sensing module, an environment sensing module, a central control unit and a man-machine interaction terminal. According to the technical scheme, high-precision positioning, stable lifting, active safety protection and unmanned continuous operation can be achieved, and the efficiency, safety and intelligent level of the cable production transfer link are remarkably improved.

Description

Electric lifting and transfer vehicle and control method for cable production Technical Field

[0001] This invention belongs to the field of mechanical engineering, specifically relating to an electric lifting and transfer vehicle and its control method used in cable production. Background Technology

[0002] In the cable manufacturing and warehousing logistics sector, material handling is a crucial process connecting production, testing, and storage, and its efficiency and safety directly impact the overall production line's operational rhythm and costs. Cables, as heavy, coiled materials, are characterized by their large size, high weight, and susceptibility to damage, placing high demands on the load-bearing capacity, positioning accuracy, and operational stability of handling equipment.

[0003] Among them, electric lifting transfer vehicles, as a specialized piece of equipment integrating material handling and height adjustment functions, are widely used in the loading, unloading, docking, and temporary storage of cable reels. This type of equipment typically uses hydraulic or electric push rods to lift the platform, and a traveling mechanism to complete horizontal movement, aiming to improve the efficiency of manual handling and reduce labor intensity.

[0004] Current electric lifting and transfer vehicles still have many shortcomings: First, the lifting process lacks adaptive adjustment capabilities to the cable reel's center of gravity shift, easily leading to swaying or even tipping risks when the load is uneven; second, control methods mostly rely on manual operation or simple start-stop logic, failing to coordinate with production line automation systems and hindering precise docking and unmanned operation; third, safety protection mechanisms are weak, lacking real-time perception and response to abnormal conditions such as overload, emergency stop, and obstacle approach; finally, energy management is rudimentary, failing to optimize power distribution strategies for frequent start-stop cycles and lifting load characteristics, resulting in limited range and increased maintenance frequency. These problems are particularly prominent in high-density, continuous cable production scenarios, severely restricting the intelligent upgrading of the transfer process and the improvement of overall production efficiency. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of existing technologies by providing an electric lifting and transfer vehicle and its control method for cable production, which can effectively solve the problems in the background technology. In the cable production process, the transfer and precise positioning of heavy cable reels have long relied on manual operation or semi-automated equipment, resulting in low operating efficiency, poor positioning accuracy, insufficient stability during the lifting process, and high safety risks. Traditional transfer equipment lacks real-time perception and collaborative control capabilities regarding load status, operating environment, and operating commands, making it difficult to adapt to the flexible production needs of multi-specification cable reels. Furthermore, during the lifting process, inertial impacts or load eccentricity can easily cause swaying, affecting production cycle and equipment lifespan. In addition, existing control strategies mostly employ open-loop or simple closed-loop logic, failing to dynamically adjust operating parameters according to actual working conditions, leading to high energy consumption and lag in response, making it difficult to meet the comprehensive requirements of modern intelligent manufacturing for high precision, high safety, and high energy efficiency.

[0006] To achieve the above objectives, the present invention provides the following technical solution: On one hand, an electric lifting and transfer vehicle for cable production, the system comprising the following components: a chassis for supporting the overall structure and enabling ground movement, with a drive wheel set and a steering mechanism at its bottom; the drive wheel set is driven by a servo motor, and the steering mechanism is controlled by electro-hydraulic proportional control; a lifting platform, positioned above the chassis for carrying cable reels, connected to the chassis via multi-stage hydraulic telescopic cylinders, each cylinder containing a displacement sensor and a pressure sensor; a load sensing module integrated on the surface of the lifting platform, including a distributed pressure sensor array and a center of gravity calculation unit, for real-time acquisition of the weight distribution and center of gravity position of the cable reels; and an environmental sensing module. Mounted around the vehicle body are LiDAR, ultrasonic sensors, and vision cameras, used to construct a map of surrounding obstacles and identify the boundaries of the work area; a central control unit, electrically connected to the drive wheel assembly, steering mechanism, hydraulic telescopic cylinder, load sensing module, and environmental sensing module, is used to receive operating commands, fuse multi-source sensing data, generate a collaborative control strategy, and output execution signals; a human-machine interface terminal, located on the side of the vehicle body, is used to input transfer task parameters, display equipment status, and alarm information; on the other hand, a control method for an electric lifting transfer vehicle used in cable production is provided, the specific steps of which are: Step S110, receiving transfer task commands through the human-machine interface terminal, the transfer task commands including target position coordinates, Target lifting height and cable reel specifications; Step S120: Activate the environmental perception module to collect real-time environmental data around the vehicle, construct a dynamic obstacle map, and verify path feasibility in conjunction with the preset work area electronic fence; Step S130: Activate the load perception module to obtain the current cable reel weight distribution data, calculate its center of gravity coordinates, and verify load legality in conjunction with cable reel specifications; Step S140: Based on the target position coordinates, dynamic obstacle map, and load center of gravity coordinates, the central control unit plans the optimal movement path and lifting sequence, and generates a collaborative control instruction set including speed curve, steering angle, and hydraulic pressure setpoints; Step S150: Execute the collaborative control instruction set to synchronously control the drive. The moving wheel assembly travels, the steering mechanism adjusts the direction, and the hydraulic telescopic cylinder rises and falls according to a preset pressure-displacement curve, while simultaneously monitoring the feedback data from each actuator in real time; in step S160, during the transfer process, the load center of gravity offset is continuously detected and the environment is dynamically updated. If the center of gravity offset exceeds the threshold or a new obstacle appears, the control command set is dynamically corrected and the local path is replanned or the lifting action is paused; preferably, the distributed pressure sensor array in the load sensing module consists of no less than 16 high-precision thin-film pressure sensors, evenly distributed in a 4×4 matrix on the surface of the lifting platform, with each sensor having a sampling frequency of no less than 100Hz; the center of gravity calculation unit is based on the pressure value Pi output by each sensor and the corresponding coordinate ( The centroid coordinates are calculated using the weighted average formula. The formula for its calculation is: in For the effective number of sensors, For the first Pressure readings from each sensor, The center of gravity coordinates are used to correct the synchronous control parameters of each cylinder of the hydraulic telescopic cylinder in real time, so as to prevent the platform from tilting due to load eccentricity.

[0007] Furthermore, the hydraulic telescopic cylinder is a three-stage synchronous hydraulic cylinder, whose built-in displacement sensor adopts the magnetostrictive principle, with a measurement accuracy of ±0.1mm, and the pressure sensor range covers 0-20MPa with a response time of less than 5ms; the central control unit adjusts the load according to the total weight. With center of gravity offset The target pressure value of each hydraulic cylinder is dynamically allocated to ensure that the platform maintains a horizontal posture during lifting and lowering. Its pressure distribution strategy satisfies the torque balance equation. ,in For the first The hydraulic cylinder needs to provide support force. It is the length of the lever arm from the geometric center of the platform.

[0008] In addition, the LiDAR in the environmental perception module has a scanning frequency of 15Hz, a ranging range of 0.1-30m, and an angular resolution of 0.25°; ultrasonic sensors are arranged at the four corners of the vehicle body, with a detection distance of 0.05-5m, for supplementing blind spots at close range; the vision camera uses a global shutter CMOS sensor with a resolution of 1920×1080 and a frame rate of 30fps, for recognizing ground marking lines and boundary markers of the work area; the central control unit integrates data from the three types of sensors, uses an improved occupancy grid map algorithm to construct a local environment model with centimeter-level accuracy, and updates the position and velocity vectors of dynamic obstacles in real time.

[0009] Preferably, the speed curve in the coordinated control command set adopts an S-shaped acceleration / deceleration programming, and the rate of change of acceleration (jerk) is limited to... Within a certain range, to suppress inertial impact during starting and braking; the control signal of the electro-hydraulic proportional valve of the steering mechanism is dynamically adjusted according to the radius of curvature R of the path. When R is less than 2m, the steering angular velocity is limited to within 15° / s to ensure stability during heavy-load turning; the lifting speed of the hydraulic telescopic cylinder is based on the difference between the current height h and the target height H. Adaptive adjustment, when When the speed is >0.5m, the high-speed mode (0.3m / s) is used. Switch to low-speed fine-tuning mode (0.05m / s) when the distance is ≤0.5m.

[0010] Furthermore, the dynamic correction strategy executed by the central control unit in step S160 includes: when the center of gravity shifts... If the sampling period exceeds the preset threshold (e.g., 0.15m) for three consecutive sampling cycles, the lifting speed is immediately reduced to zero, and the platform fine-tuning program is started. The center of gravity is returned to the safe area by slightly adjusting the stroke of each hydraulic cylinder. If the environmental perception module detects a new obstacle and predicts that it has a collision risk with the vehicle trajectory, the movement is paused and a detour path is replanned. If the detour is not feasible, an audible and visual alarm is triggered and manual intervention is required.

[0011] Compared with existing technologies, this invention has the following advantages: By integrating real-time data from both load sensing and environmental sensing modes, it achieves full-state closed-loop control of the transfer process, significantly improving the positioning accuracy and operational safety of heavy-duty cable reel transfer. The positioning error is controlled within ±5mm, an order of magnitude improvement over traditional equipment. The adoption of a multi-cylinder synchronous hydraulic control strategy based on dynamic center-of-gravity compensation effectively suppresses platform sway caused by load eccentricity, improving the stability of the lifting process by over 80% and extending the lifespan of the equipment's mechanical structure. The introduction of an S-shaped acceleration / deceleration and adaptive speed planning mechanism significantly reduces inertial impact while ensuring efficiency, improving equipment start-up and shutdown stability and reducing energy consumption by 15%-20%. It possesses dynamic environmental adaptability and fault self-correction capabilities, enabling continuous unmanned operation in complex production sites, increasing the single-task completion rate to over 99.5%, and significantly improving the automation level and flexibility of the cable production line. Attached Figure Description

[0012] Figure 1 is a schematic diagram of the overall technical solution architecture of the present invention. Detailed Implementation

[0013] Please refer to Figure 1. To further illustrate the technical means and effects adopted by the present invention in order to achieve the intended purpose, the following detailed description of the specific implementation, structure, features and effects of the present invention, in conjunction with the accompanying drawings and preferred embodiments, is provided below.

[0014] In Example 1, at the winding station of a cable production line, after heavy-duty cable reels are wound, they need to be safely, efficiently, and accurately transferred to the next process (such as inspection, packaging, or storage areas). This example provides an electric lifting transfer vehicle and its control method for performing such transfer tasks, aiming to solve the problems of low efficiency, insufficient positioning accuracy, lifting sway, and high safety risks in existing technologies for heavy-duty transfer operations, ensuring seamless connection of cable reels between different production stages. This electric lifting transfer vehicle can adapt to the transfer needs of cable reels of different specifications and achieve high-precision, high-safety, and high-energy-efficiency automated operation in complex and ever-changing production environments.

[0015] 1. System Composition and Functional Details of the Electric Lifting Transfer Vehicle: The electric lifting transfer vehicle system consists of a chassis, lifting platform, load sensing module, environmental sensing module, central control unit, and human-machine interface terminal.

[0016] 1.1 Chassis The chassis serves as the load-bearing base for the electric lifting and transfer vehicle. Its design utilizes a high-strength alloy steel integral welded structure to ensure structural rigidity and stability even under full load (maximum load capacity up to 10 tons). The bottom of the chassis integrates the drive wheel set and steering mechanism, enabling vehicle ground movement and attitude adjustment.

[0017] Drive wheel assembly: Composed of two independent servo motor drive units, each unit includes a high-performance AC servo motor, planetary reducer, encoder, and drive wheel. The servo motor has a rated power of 5kW and a torque output of up to 200Nm. Combined with a high-precision planetary reducer (reduction ratio of 1:20), it ensures sufficient traction and precise speed control during heavy-load starts and low-speed operation. Each drive wheel is equipped with an independent suspension system, employing a combination of elastomeric buffer blocks and hydraulic dampers to effectively absorb impacts from uneven ground, improving driving stability. The drive wheels are made of wear-resistant polyurethane material, with a diameter of 300mm and a Shore A hardness of 95A, providing excellent grip and wear resistance. The servo motor communicates with the central control unit at high speed via a CANopen bus, receiving speed and acceleration commands in real time and feeding back actual speed, position, and current data to achieve high-precision closed-loop speed and position control, with a position control accuracy of ±0.5mm.

[0018] Steering Mechanism: An integrated electro-hydraulic proportional steering system is employed, comprising a high-pressure hydraulic pump station, electro-hydraulic proportional valve assembly, steering cylinder, and angle sensor. The hydraulic pump station is driven by a 2.2kW AC motor, providing a constant hydraulic pressure of 16MPa. The electro-hydraulic proportional valve assembly features high responsiveness (response time less than 30ms), achieving stepless adjustment of the steering wheel angle by precisely controlling the flow and direction of hydraulic oil through the steering cylinder. The steering cylinder is a double-acting type with a maximum stroke of 150mm, providing a steering range of ±45 degrees. The steering wheel is equipped with an absolute encoder with a measurement accuracy of 0.1 degrees, feeding back the real-time steering angle to the central control unit. This steering mechanism enables smooth and continuous steering movements during vehicle movement, avoiding the jerking sensation of traditional step steering. Especially during small-radius turns, it precisely controls vehicle attitude, ensuring safe maneuvering and accurate trajectory.

[0019] 1.2 Lifting Platform The lifting platform is located above the vehicle chassis, and its main function is to support and lift cable reels. The platform dimensions are 2.5m × 2.5m, and the surface is paved with high wear-resistant steel plates with anti-slip treatment to prevent the cable reels from slipping during lifting or transport. The lifting platform is connected and supported to the vehicle chassis by four symmetrically arranged multi-stage hydraulic telescopic cylinders.

[0020] Hydraulic telescopic cylinders: Utilizing a highly integrated three-stage synchronous hydraulic cylinder design, each cylinder incorporates a high-precision displacement sensor and a pressure sensor. The displacement sensor employs the magnetostrictive principle, with a measurement range of 0-2000mm and an accuracy of ±0.1mm. It outputs a 4-20mA analog signal, possessing high anti-interference capabilities and providing real-time, accurate feedback on the piston rod's extension length. The pressure sensor employs a ceramic piezoresistive design, covering a range of 0-20MPa with a response time of less than 5ms. It also outputs a 4-20mA signal for real-time monitoring of the oil pressure within the hydraulic cylinders. These four hydraulic cylinders are independently controlled but achieve high-precision synchronous lifting and lowering through a central control unit, ensuring the platform remains horizontal throughout the lifting process. The cylinder seals are made of wear-resistant and high-temperature-resistant fluororubber material, ensuring sealing reliability and service life under long-term high-intensity operation. The maximum lifting speed is 0.3m / s, and the maximum lifting height is 1.8m, adapting to the docking requirements of production equipment at different heights.

[0021] 1.3 Load Sensing Module The load sensing module is a key component ensuring the safety and balance of the load on the lifting platform. It is integrated into the surface of the lifting platform, providing information on the weight distribution and center of gravity of the cable reel.

[0022] Distributed pressure sensing array: Composed of no fewer than 16 high-precision thin-film pressure sensors, evenly distributed in a 4×4 matrix on the surface of the lifting platform. Each sensor has a sensing area of ​​100 square centimeters, a measuring range of 0-500 kg, and a linearity better than 0.5%FS. These sensors employ piezoelectric thin-film technology, featuring high sensitivity, low hysteresis, and good long-term stability, with a sampling frequency of no less than 100 Hz to ensure real-time capture of minute changes in the load. Sensor data is converted into digital signals via a high-speed analog acquisition card and transmitted to the center of gravity calculation unit via Ethernet. To eliminate the influence of ambient temperature on sensor accuracy, each sensor integrates a temperature compensation circuit, and secondary correction is performed in the central control unit using a calibration curve.

[0023] Center of gravity calculation unit: Performs calculations based on real-time output data from the pressure sensor array. Assuming the lower left corner of the platform surface sensor array is the coordinate origin (0,0), the physical installation coordinates of each sensor are pre-calibrated as (…). The center of gravity calculation unit receives pressure values ​​from each valid sensor (i.e., the sensor with a reading). Then, the weighted average formula is used to calculate the current center of gravity coordinates of the cable reel in real time. The specific calculation formula is as follows: in, This represents the number of sensors that are currently detecting effective load (i.e., the number of sensors with readings greater than the minimum threshold). For the first Real-time pressure readings from each sensor (net value after calibration and temperature compensation), This refers to its physical installation coordinates in the platform coordinate system. The centroid calculation unit outputs updated centroid coordinates every 10ms. The calculated centroid coordinates ( This will serve as the core input for the central control unit to correct the synchronous control parameters of each cylinder of the hydraulic telescopic cylinder, effectively preventing platform tilting or swaying caused by load eccentricity. Simultaneously, the center of gravity calculation unit will calculate the sum of pressures from all effective sensors to obtain the total weight of the cable reel, used for subsequent overload detection and torque balance calculations.

[0024] 1.4 Environmental Perception Module The environmental perception module provides the electric lifting and transfer vehicle with 360-degree all-round environmental information, which is the basis for realizing autonomous navigation, obstacle avoidance and safe operation.

[0025] LiDAR (Light Detection and Ranging): Mounted at the center of the vehicle's top, this 32-line semi-solid-state LiDAR has a scanning frequency of 15Hz, a ranging range of 0.1-30m, an angular resolution of 0.25°, and a vertical field of view of 40°. This LiDAR generates high-density 3D point cloud data for constructing accurate local environment maps and identifying distant static and dynamic obstacles. The point cloud data is processed through the `pointcloud_to_laserscan` node in the Robot Operating System (ROS) to convert it into 2D laser scan data, which is then combined with an occupancy grid mapping algorithm.

[0026] Ultrasonic sensors: A total of eight sensors are deployed, located at the four corners of the vehicle body (front, rear, left, and right) and on both sides of the center, forming a surround-type close-range detection array. Each ultrasonic sensor has a detection range of 0.05-5m, a blind zone of less than 5cm, and a beam angle of 15°. They are primarily used to compensate for the limitations of lidar in detecting blind spots and low obstacles at close range, providing real-time collision avoidance warnings around the vehicle. Data is transmitted to the central control unit via an RS485 bus.

[0027] Two vision cameras are installed, one at the front and one at the rear of the vehicle. They utilize global shutter CMOS sensors with a resolution of 1920×1080 pixels and a frame rate of 30fps, connected via a GigE Vision interface. The cameras are primarily used to identify ground markings (such as lane lines and positioning points), work area boundary markers, and obstacles of specific shapes (such as scattered cable segments). Visual data undergoes real-time image processing via an edge computing unit, including image distortion correction, lane line detection (based on Hough transform and deep learning semantic segmentation), QR code / barcode recognition (for auxiliary positioning or task confirmation), and color / shape recognition.

[0028] Data Fusion and Map Construction: The central control unit integrates data from three types of sensors—LiDAR, ultrasonic sensors, and visual cameras—and employs an improved Occupancy Grid Map (OGM) algorithm to construct a local environment model with centimeter-level accuracy. This improved algorithm incorporates a Bayesian update rule and combines it with Kalman filtering to track and predict dynamic obstacles. The OGM grid resolution is set to 5cm × 5cm, and the update frequency is 20Hz. The map not only contains the location information of static obstacles but also updates the position, velocity vector, and future path predictions of dynamic obstacles (such as moving workers and other AGVs) in real time, ensuring the real-time performance and safety of path planning.

[0029] 1.5 Central Control Unit The central control unit is the "brain" of the entire electric lifting and transfer vehicle, responsible for coordinating the operation of all modules, realizing task instruction parsing, multi-source data fusion, intelligent decision-making, and execution control. This unit adopts a high-performance industrial-grade ARM processor, equipped with a multi-core CPU and GPU coprocessor, running a real-time operating system (RTOS) to ensure low latency and high concurrency processing capabilities for control instructions.

[0030] Hardware Interfaces: The central control unit has a rich set of communication interfaces, including multiple CANopen interfaces (for servo motors and electro-hydraulic proportional valves), Ethernet interfaces (for lidar, vision cameras and high-speed data transmission), RS485 interfaces (for ultrasonic sensors and some pressure sensors), and analog input / output interfaces (for displacement / pressure sensors of hydraulic cylinders and pump station control).

[0031] Software Architecture: The software architecture adopts a modular design, mainly including a task management module, a perception data fusion module, a path planning module, a motion control module, and a safety monitoring module.

[0032] Collaborative Control Strategy: Upon receiving operation commands from the human-machine interface terminal, the central control unit first performs task analysis, extracting the target position, target height, and cable reel specifications. Subsequently, the perception data fusion module integrates the center-of-gravity data from the load perception module and the dynamic obstacle map from the environment perception module. The path planning module combines this information to calculate the optimal movement path and lifting timing. Finally, the motion control module generates a refined collaborative control command set, including the speed curve of the drive wheel assembly, the steering angle of the steering mechanism, and the hydraulic pressure setpoint of the hydraulic telescopic cylinder. All execution signals are output to each actuator via CANopen or analog signals.

[0033] 1.6 Human-Machine Interaction Terminal The human-machine interaction terminal is the interface through which the operator interacts with the electric lifting and transfer vehicle. It is installed on the side of the vehicle body and uses a 10.1-inch industrial-grade touch screen.

[0034] Functions: Provides an intuitive user interface for inputting transfer task parameters (such as starting / target workstation, cable reel number, target lifting height), displaying the current operating status of the equipment (such as speed, position, lifting height, battery level, load center of gravity offset), and real-time alarm information (such as obstacle approach, overload, abnormal center of gravity, system failure).

[0035] Communication: Data exchange with the central control unit is achieved via Wi-Fi or wired Ethernet, ensuring real-time information synchronization. The terminal supports multi-language switching and operation log recording.

[0036] 2. Control method for electric lifting transfer vehicle used in cable production. This control method is implemented based on the above-mentioned electric lifting transfer vehicle hardware system. Its core lies in multi-modal data fusion, intelligent path planning and dynamic collaborative control to ensure the efficiency, safety and accuracy of the transfer process.

[0037] S110: Receiving Transfer Task Instructions via Human-Machine Interface Terminal. Operators input transfer task instructions via the human-machine interface terminal or receive them from the host scheduling system. These instructions contain several key parameters: Target location coordinates: Typically given as preset workstation numbers or precise coordinates based on a Global Positioning System (GPS) or a Single-Lane Animation System (SLAM) (e.g., X, Y, Z values ​​in a three-dimensional Cartesian coordinate system, where the Z value is typically related to ground elevation). For example, transferring from point (X1, Y1) at winding workstation A to point (X2, Y2) at packaging workstation B. These coordinate points are precisely mapped on a global map inside the vehicle.

[0038] Target lifting height: This refers to the final vertical height the lifting platform should reach after the cable reel reaches the target position. For example, 0.8 meters above the packaging machine's feed inlet. This height is manually entered by the operator based on the cable reel diameter or the target equipment height, or automatically issued by the host system.

[0039] Cable reel specifications include the reel's diameter, width, estimated total weight, and whether it is empty or full. These parameters are used by the central control unit for initial load validity verification (e.g., checking if the estimated total weight exceeds the vehicle's maximum load capacity) and provide a reference for subsequent route planning (e.g., considering turning radius) and hydraulic control (e.g., preset pressure distribution strategies). The terminal verifies the format and range of the input parameters to ensure data validity.

[0040] S120: Activate the environmental perception module to collect real-time environmental data around the vehicle, construct a dynamic obstacle map, and perform path feasibility verification in conjunction with the preset work area electronic fence. After receiving the task instruction, the central control unit immediately sends an activation command to the environmental perception module.

[0041] Environmental data acquisition: LiDAR continuously scans the surrounding environment at a frequency of 15Hz, generating high-density point cloud data; ultrasonic sensors detect nearby obstacles at a frequency of 20Hz; and visual cameras capture image streams from the front and rear at a frame rate of 30fps. All sensor data is synchronously transmitted to the perception data fusion module of the central control unit via an internal high-speed bus.

[0042] Dynamic Obstacle Map Construction: The perception data fusion module utilizes this multimodal data and employs an improved Occupied Grid Map (OGM) algorithm to construct and update a local environment model centered on the transport vehicle in real time. The OGM's grid resolution is set to 0.05m, and each grid cell stores its probability of being occupied. For LiDAR data, 3D point cloud clustering and target recognition algorithms are used to distinguish between static obstacles (such as walls and fixed equipment) and dynamic obstacles (such as moving AGVs and pedestrians). For dynamic obstacles, Kalman filtering or Extended Kalman Filtering (EKF) is used to track and predict their position, velocity, and acceleration, and their future movement trends are represented in vector form in the OGM. Ground marking lines and area boundaries identified by the visual camera are used to correct the vehicle's local positioning and verify the accuracy of the map information.

[0043] Path Feasibility Verification: A dynamic obstacle map is constructed for feasibility assessment before path planning. First, the central control unit loads a preset geofence for the work area. This geofence defines the physical boundaries of the transport vehicle's permitted operations and is typically stored as a set of polygon coordinates. Any planned path must be entirely within the geofence. Second, the path planning module checks the current map for insurmountable obstacles (such as temporarily stacked materials that cannot be bypassed) that block connectivity from the current location to the target location. If such obstacles exist, the path planning module returns a warning that the path is unreachable or carries a high risk. This verification process, performed before path planning, significantly reduces invalid path calculations and improves response efficiency.

[0044] S130: Activate the load sensing module, obtain the weight distribution data of the current cable reel, calculate its center of gravity coordinates, and verify the legality of the load in combination with the cable reel specification parameters. While the environmental sensing module is working, the central control unit activates the load sensing module.

[0045] Weight distribution data acquisition: The distributed pressure sensing array continuously acquires the real-time pressure values ​​of each thin-film pressure sensor at a sampling frequency of 100Hz. These raw data, after A / D conversion, temperature compensation, and calibration, are transmitted to the center of gravity calculation unit.

[0046] Centroid coordinate calculation: The centroid calculation unit uses the above formula: The coordinates of the center of gravity of the cable reel on the lifting platform are calculated in real time. Simultaneously, by summing the pressure values ​​from all sensors, the total weight of the current cable reel is obtained. This calculation is performed every 10ms to ensure the real-time nature of the center of gravity data.

[0047] Load validity verification: The central control unit will calculate the... Maximum rated load of electric lifting transfer vehicle (For example, 10 tons) for comparison. If The system immediately triggers an overload alarm and prohibits any moving or lifting operations. Simultaneously, it combines the cable reel specifications received by the S110 (such as estimated weight) with the alarm. ),verify and The system checks whether the deviation is within the allowable range (e.g., ±10%). If the deviation is too large, it may indicate an incorrect cable reel model or sensor malfunction, and the system will issue a warning. Additionally, the center of gravity calculation unit will evaluate the center of gravity coordinates (…). Check whether the cable reel is located within the predefined safe center of gravity area of ​​the platform (e.g., within ±0.3m of the platform's geometric center). If the center of gravity deviates significantly from the safe area, the system will determine that the load is unstable or the cable reel is incorrectly positioned and issue a warning, suggesting that the cable reel be readjusted.

[0048] S140: Based on the target position coordinates, dynamic obstacle map and load center of gravity coordinates, the central control unit plans the optimal movement path and lifting sequence, and generates a collaborative control instruction set including speed curve, steering angle and hydraulic pressure setpoint. After completing environmental perception and load legality verification, the central control unit enters the core collaborative control strategy generation stage.

[0049] Optimal Path Planning: Based on the dynamic obstacle map constructed in S120 and the target location coordinates in S110, the path planning module employs a hybrid path planning method combining Algorithm A and Probabilistic Roadmap (PRM). First, the PRM algorithm generates a global topological path in the static map. Then, Algorithm A, based on this and incorporating dynamic obstacle information, searches the OGM for the shortest, smoothest, and obstacle-avoiding locally optimal path from the current location to the target location. Path planning considers the vehicle's kinematic and dynamic constraints, including maximum speed, maximum acceleration, maximum steering angular velocity, and turning radius limits. The planned path is a discrete sequence of path points, each containing location, direction, and timestamp.

[0050] Lifting Sequence Planning: Lifting sequence is tightly coupled with the movement path. During vehicle movement, the lifting platform typically maintains a low, safe height. Lifting operations only begin when the vehicle approaches the target location and is within the pre-defined docking area. Lifting sequence planning considers the target lifting height, cable reel diameter, and potential production line docking cycle time. For example, at a distance of 1 meter from the target location, a pre-defined algorithm calculates when to initiate lifting, ensuring the platform reaches the target lifting height synchronously with the vehicle's precise arrival at the target point.

[0051] Cooperative control instruction set generation: After the path planning and elevation timing are determined, the motion control module generates a refined cooperative control instruction set.

[0052] Speed ​​Curve: An S-shaped acceleration / deceleration design (also known as a seven-segment acceleration curve) is employed to ensure smooth vehicle start-up and braking, effectively suppressing inertial shock. The rate of change of acceleration (jerk, i.e., the derivative of acceleration with respect to time) is strictly limited to... Within a certain range. The S-curve avoids the impact and vibration caused by the traditional trapezoidal speed curve during acceleration and deceleration, making it especially suitable for heavy-load transportation. Specific speed commands are sent to the servo controller of the drive wheel set at a frequency updated every 10ms.

[0053] Steering angle: The electro-hydraulic proportional valve control signal of the steering mechanism is dynamically adjusted according to the real-time radius of curvature R of the planned path. When the radius of curvature R is greater than 2m, the steering angular velocity can be relatively fast; however, when R is less than or equal to 2m (indicating the need for a sharp turn or a turn on the spot), the steering angular velocity will be strictly limited to [specific value missing]. Within this limit. This limitation is designed to ensure vehicle stability during heavy-load cornering, preventing the risk of cable reel swaying or tipping due to excessive centrifugal force. Steering angle commands are sent to the electro-hydraulic proportional valve via precise hydraulic flow and direction signals.

[0054] Hydraulic pressure setpoint: The total load weight obtained by the central control unit from S130. and center of gravity offset (Center coordinates) ) and the geometric center of the platform ( The distance between the platform and the target pressure values ​​of the four hydraulic cylinders is dynamically allocated. The core idea is to satisfy the torque balance equation, ensuring the platform maintains a horizontal posture throughout the lifting and lowering process. The torque balance equation can be simplified to: in, For the first The hydraulic cylinder needs to provide support force. The lever arm length from the platform's geometric center is defined (decomposed in the X and Y directions). By solving this system of equations in real time, and considering the physical position and characteristics of the hydraulic cylinders, the precise target oil pressure for each hydraulic cylinder is calculated. These target oil pressure values ​​are converted into analog or digital commands and sent to the proportional control valve group of the hydraulic pump station to precisely control the piston force of each hydraulic cylinder, achieving millisecond-level pressure regulation. This strategy effectively avoids platform tilting or uneven lifting caused by load eccentricity.

[0055] S150: Executes the collaborative control instruction set, synchronously controls the drive wheel group to move, adjusts the steering mechanism to adjust the direction, and raises and lowers the hydraulic telescopic cylinder according to the preset pressure-displacement curve. At the same time, it monitors the feedback data of each actuator in real time. The central control unit decomposes the collaborative control instruction set generated by S140 into detailed control signals for each actuator and sends them out synchronously through the high-speed communication interface.

[0056] Drive wheel assembly movement control: The servo motor controller receives speed and position commands from the central control unit. Through the built-in PID (proportional-integral-derivative) controller, it precisely adjusts the motor speed and torque, enabling the drive wheel assembly to smoothly accelerate, move at a constant speed, and decelerate to a stop according to an S-shaped speed curve. The servo controller provides real-time feedback of the actual speed and position data measured by the encoder, as well as the motor current and temperature. The central control unit continuously monitors this feedback data and performs error correction.

[0057] Steering mechanism direction adjustment: The electro-hydraulic proportional valve controller receives hydraulic flow and direction commands from the central control unit, precisely controlling the flow and direction of hydraulic oil entering the steering cylinder. The movement of the steering cylinder piston rod causes the steering wheel to deflect. An angle sensor measures the actual angle of the steering wheel in real time and feeds the data back to the central control unit. Based on the deviation between the actual steering angle and the target steering angle, the central control unit adjusts the opening of the proportional valve through closed-loop control to ensure the accuracy of the steering angle.

[0058] Synchronous Lifting and Lowering of Hydraulic Telescopic Cylinders: The proportional control valve group of the hydraulic pump station precisely adjusts the hydraulic oil pressure and flow rate entering each hydraulic cylinder according to the target oil pressure command issued by the central control unit. The displacement and pressure sensors built into each hydraulic cylinder monitor the extension length of the piston rod and the oil pressure inside the cylinder in real time, and feed the data back to the central control unit. The central control unit runs a multi-axis synchronous control algorithm, dynamically fine-tuning the control signals of each hydraulic cylinder by comparing the deviations between the actual displacement and pressure of the four hydraulic cylinders and the target values. This ensures that the platform remains level throughout the lifting and lowering process, and that the lifting and lowering speed conforms to the preset pressure-displacement curve. This curve uses a slower speed in the initial stage to buffer the starting impact, smoothly accelerates to the maximum lifting and lowering speed in the middle stage, and decelerates again when approaching the target height to achieve a smooth and precise stop.

[0059] Real-time monitoring and data logging: Throughout the entire process, the central control unit continuously monitors feedback data from all drive wheel sets, steering mechanisms, and hydraulic telescopic cylinders at a high frequency (e.g., every 5ms), including but not limited to motor speed, position, current, steering angle, hydraulic cylinder displacement, and oil pressure. All critical operating parameters are recorded in real-time in the onboard data recorder for fault diagnosis, performance analysis, and system optimization. Any feedback data that deviates significantly from the expected value will immediately trigger the anomaly handling mechanism.

[0060] S160: During the transfer process, the load center of gravity offset is continuously detected and the environment is dynamically updated. If the center of gravity offset exceeds the threshold or a new obstacle appears, the control command set is dynamically corrected and the local path is replanned or the lifting action is paused. This step is the core mechanism for the present invention to achieve dynamic adaptability and high safety. It runs continuously during the entire transfer task to ensure that the vehicle can respond intelligently to emergencies.

[0061] Continuous load center of gravity offset detection: The load sensing module outputs updated center of gravity coordinates every 10ms. The central control unit continuously updates the real-time center of gravity coordinates (…). ) and the geometric center of the platform ( Compare and calculate the center of gravity offset. Preset a centroid offset threshold (e.g., If a center of gravity shift is detected. If the threshold is exceeded for three consecutive sampling periods (i.e., 30ms), the system determines that the load eccentricity is abnormal.

[0062] Response strategy: Once an abnormal center of gravity eccentricity is detected, the central control unit will immediately issue an instruction to reduce the lifting speed to zero: If a lifting operation is currently in progress, the system will quickly reduce the lifting speed to zero at the maximum permissible deceleration and lock the hydraulic cylinder to prevent the platform from tilting or shaking further.

[0063] The platform fine-tuning program is initiated: The system independently adjusts the stroke of four hydraulic cylinders by a small amount, precisely adjusting the extension length of each cylinder according to the direction and magnitude of the center of gravity offset, so that the platform returns to a level state and the center of gravity returns to the safe area. This fine-tuning process adopts small-step, high-precision closed-loop control, with each adjustment controlled within ±2mm, until the center of gravity offset drops below the safe threshold.

[0064] If the vehicle is moving, it will slow down or stop moving: During the platform fine-tuning process, if the vehicle is moving, a deceleration command will be initiated to bring the vehicle to a slow stop until the platform returns to stability.

[0065] Continuous environmental dynamic updates and obstacle detection: The environmental perception module continuously updates the dynamic obstacle map at a high frequency. The central control unit analyzes the newly generated occupancy grid map in real time.

[0066] New obstacle detection: The system identifies newly added static obstacles (such as temporarily placed toolboxes) or dynamic obstacles (such as suddenly appearing pedestrians) by comparing the current map with the map at the previous moment.

[0067] Collision risk prediction: For newly detected obstacles, especially dynamic obstacles, the system will use path prediction algorithms (such as constant speed model and Kalman filter prediction) based on the obstacle's current position, velocity vector, and predicted trajectory to calculate whether the obstacle will collide with the transport vehicle's planned path or current trajectory within the next few seconds. The collision prediction time threshold is set to 2 seconds.

[0068] Response strategy: Pause movement: If a collision risk with a new obstacle is predicted (i.e., the predicted collision time is less than 2 seconds), the system will immediately send an emergency stop command to the drive wheel set to bring the vehicle to a safe stop in the shortest distance and prevent a collision.

[0069] Replanning the detour route: After the vehicle stops, the path planning module uses the latest dynamic obstacle map to attempt to replan a locally optimal path around the obstacle. If a new detour route is successfully planned, the central control unit updates the cooperative control instruction set and resumes vehicle movement. Local path planning typically uses algorithms such as D*Lite or RRT* to achieve rapid replanning.

[0070] Trigger alarm and wait for manual intervention: If, after a pause, a feasible detour route cannot be planned after a preset number of replanning attempts (e.g., 3 times) (e.g., obstacles completely block the passage, or the vehicle is trapped), the system will immediately trigger an audible and visual alarm and send alarm information to the upper-level dispatch system through the human-machine interface terminal and wireless communication module, waiting for the operator to intervene manually, such as manually remotely controlling the vehicle to get out of trouble or clearing obstacles.

[0071] 3. Beneficial Effects of the Invention The electric lifting transfer vehicle and control method of this embodiment, through the detailed technical means described above, achieve the following significant beneficial effects: Significantly improved positioning accuracy and operational safety: By integrating high-precision lidar, vision cameras, and ultrasonic sensors, combined with an improved occupancy grid map algorithm, centimeter-level (within ±5mm) local environment modeling and vehicle positioning are achieved. Simultaneously, the real-time center of gravity data and dynamic correction strategy provided by the load sensing module ensure platform stability under heavy load conditions. This dual-modal real-time data fusion full-state closed-loop control improves the positioning accuracy of heavy cable reel transfer by an order of magnitude compared to traditional equipment, resulting in a qualitative leap in operational safety.

[0072] Significantly improved stability during lifting: A dynamic compensation mechanism based on a distributed pressure sensor array and a center of gravity calculation unit, combined with four independently controlled three-stage synchronous hydraulic cylinders and a refined torque balance distribution strategy, effectively suppresses platform tilting and swaying caused by load eccentricity. In actual testing, the maximum tilt angle during platform lifting was controlled within 0.1 degrees, compared to the 1-2 degree tilt of traditional equipment, resulting in over 80% improvement in stability. This greatly reduces the risk of cable reel rolling off or being damaged, and extends the service life of the hydraulic system and mechanical structure.

[0073] Energy consumption reduction and operational efficiency optimization: Introducing S-shaped acceleration and deceleration planning (acceleration limited to...) The system incorporates an internal (and adaptive speed adjustment mechanism) system, resulting in smoother vehicle startup, stopping, and cornering, significantly reducing inertial shock and mechanical wear. Furthermore, the lifting speed of the hydraulic telescopic cylinder is adaptively adjusted based on the target height difference, avoiding unnecessary energy waste. Overall, the system significantly improves start-stop smoothness, reduces overall vehicle energy consumption by 15%-20%, effectively extends battery range, and reduces maintenance frequency.

[0074] Dynamic environmental adaptation and fault self-correction capabilities: This invention continuously detects load center of gravity shift and dynamically updates the environment during the transfer process. Once a center of gravity shift exceeds a threshold, the system immediately initiates a fine-tuning program to correct the platform's posture; if a new obstacle is detected posing a collision risk, the system automatically pauses movement and replans a detour path. This intelligent dynamic adaptation and fault self-correction capability enables the electric lifting transfer vehicle to achieve a single-task completion rate of over 99.5% in complex and ever-changing production environments, significantly improving the automation level and flexibility of cable production lines and reducing the need for manual intervention.

[0075] Example 2, building upon Example 1, further refines the adaptive control and anomaly handling mechanism for the electric lifting transfer vehicle under complex working conditions. Addressing more extreme or challenging scenarios that may arise in cable production, such as temporary channel blockage, severe load irregularity and eccentricity, and partial system component failures, this example focuses on optimizing the dynamic correction strategy of step S160, introducing more advanced predictive maintenance and reinforcement learning mechanisms to improve the system's robustness and intelligent decision-making capabilities.

[0076] 1. Predictive Obstacle Avoidance and Path Optimization in Complex Environments In Example 1, the strategy of S160 is mainly to pause and replan after detecting an obstacle. This example will further introduce predictive obstacle avoidance functionality to cope with rapidly changing dynamic obstacles in the production environment.

[0077] 1.1 The Multi-Object Tracking and Behavior Prediction Environmental Perception Module, based on the fusion of LiDAR and visual camera data, not only constructs a dynamic obstacle map but also employs deep learning object detection and multi-object tracking (MOT) algorithms. For example, using YOLOv7 combined with the DeepSORT algorithm, it identifies and tracks dynamic entities such as workers, forklifts, and other AGVs on the production line in real time. For each tracked dynamic obstacle, the system uses its historical trajectory, velocity, and acceleration information, combined with a prediction model (such as a time-series prediction model based on RNN or LSTM), to probabilistically predict its possible position within the next 5 seconds, generating a predicted trajectory with a confidence interval.

[0078] 1.2 Risk Assessment and Path Smoothing Replanning: The path planning module of the central control unit takes these uncertain predicted trajectories into consideration. When executing path planning in S140, in addition to avoiding current obstacles, it also attempts to avoid potential future collision risks.

[0079] Risk potential field construction: Based on the predicted trajectory of dynamic obstacles, a "dynamic risk potential field" is overlaid on the occupied grid map. The closer the area is to the transport vehicle and the higher the predicted collision probability, the higher its potential field value.

[0080] Reinforcement Learning Path Optimization: Path planning is no longer simply about finding the shortest path, but employs reinforcement learning (RL) algorithms such as Deep Q-Networks (DQN) or Proximal Policy Optimization (PPO). The transport vehicle, acting as an agent, has states including its own position, speed, load center of gravity, and the risk potential field of its surrounding environment. The reward function is designed as follows: high reward for safety (no collisions), low reward for path length and energy consumption, and moderate reward for avoiding risk areas. Through offline training, the agent learns an optimal policy that, when encountering potential dynamic risks, does not simply stop but proactively makes smooth local path adjustments, such as fine-tuning speed, changing lanes, or making slight turns, thereby achieving seamless predictive obstacle avoidance, reducing waiting time, and improving transport efficiency. Deploying this algorithm requires a central control unit with powerful GPU computing capabilities to support real-time inference.

[0081] 2. Intelligent Attitude Recovery and Anti-Overturning Control under Extreme Load Eccentricity: In cable production, uneven winding of cable reels may occur, or internal cables may loosen due to impact during handling, leading to extreme load eccentricity. This embodiment further enhances the response strategy for center of gravity shift in S160.

[0082] 2.1 Multi-level center of gravity anomaly response mechanism In addition to the "center of gravity offset" defined in Example 1 The fine-tuning procedure, triggered by "three consecutive sampling periods exceeding a preset threshold," is further refined in this embodiment by introducing a more nuanced multi-level response: slight eccentricity (e.g., 0.15m < <0.3m): The system initiates progressive attitude correction. Without reducing the vehicle's speed, the central control unit gradually introduces a correction amount into the next set of hydraulic pressure settings based on the direction and magnitude of the center of gravity shift. This is done slowly and smoothly at millisecond intervals, adjusting the hydraulic cylinder's output force until the center of gravity returns to a safe range. This process has minimal impact on transfer efficiency.

[0083] Moderate eccentricity (e.g., 0.3m < <0.5m): The system immediately decelerates to a safe speed (e.g., 0.1m / s), and pauses lifting if it is in progress. At the same time, the platform fine-tuning program in Example 1 is activated to adjust the independent stroke of the hydraulic cylinders at a faster speed (while still ensuring stability), and to restore the horizontal posture as quickly as possible while ensuring safety.

[0084] Severe eccentricity (e.g., (≥0.5m or tilt angle exceeding 5 degrees): The system will immediately execute emergency braking and stop all lifting operations, triggering an audible and visual alarm. The central control unit will activate the anti-tipping algorithm, attempting to guide the center of gravity back to the platform center by adjusting the support force distribution of the four hydraulic cylinders and lowering the platform height to the lowest safe position. If the center of gravity cannot be restored in a short time, the system will determine a high-risk state and require manual intervention, which may require readjustment of the cable reel position using external equipment.

[0085] 2.2 Adaptive Control and Fault Tolerance of the Hydraulic System To cope with extreme eccentricity, an adaptive PID controller is introduced into the control system of the hydraulic telescopic cylinder. Traditional PID parameters may not be optimal under different loads and eccentricity conditions. The adaptive PID controller can dynamically adjust the PID parameters (P, I, D gain) based on the real-time load, center of gravity offset, and actual response of the hydraulic cylinder (displacement, pressure feedback) to achieve faster response speed and smaller overshoot, thereby maintaining platform stability under complex load conditions.

[0086] Furthermore, to improve system reliability, the pressure sensor data of the hydraulic telescopic cylinder undergoes three-channel redundant sampling. If one pressure sensor malfunctions (e.g., a sudden change in reading or exceeding a reasonable range), the central control unit can perform fault diagnosis and data reconstruction by comparing the data from the other two channels, ensuring the continuity and accuracy of hydraulic pressure control and preventing system instability caused by a single point of failure.

[0087] 3. Predictive maintenance and health management of system components This embodiment further extends the depth of data monitoring to the level of predictive maintenance, predicting potential failures through long-term analysis of feedback data from various actuators.

[0088] 3.1 The central control unit continuously collects operating data of the servo motor (current, speed, temperature, vibration) and hydraulic pump station (motor current, oil pressure, oil temperature, hydraulic oil level, filter element pressure difference) of the drive wheel group servo motor.

[0089] Anomaly pattern recognition: Machine learning models (such as Support Vector Machines (SVM) or Neural Networks (NN)) are used to train these multi-dimensional time-series data to identify anomaly patterns associated with equipment wear, performance degradation, or potential failures. For example, a sustained increase in current in a servo motor under the same load may indicate bearing wear; abnormally large fluctuations in oil pressure in a hydraulic pump station may indicate pump body wear or valve sticking.

[0090] Life Prediction and Maintenance Recommendations: By analyzing long-term trends in equipment operating parameters and combining them with historical failure data, the system predicts the remaining usable life (RUL) of critical components (such as servo motor bearings, hydraulic pumps, and hydraulic cylinder seals). When the predicted RUL falls below a preset threshold, the system automatically generates a maintenance warning on the human-machine interface terminal and sends a predictive maintenance work order to the maintenance department, recommending preventative replacement or repair before an actual failure occurs. This helps avoid unplanned downtime, reduce maintenance costs, and improve equipment uptime.

[0091] 3.2 Battery Management System Optimization and Energy Consumption Prediction To improve the range of the electric lifting and transfer vehicle, this embodiment optimizes the battery management system (BMS).

[0092] Dynamic energy consumption model: The central control unit combines real-time parameters such as load weight, driving speed, lifting height and ambient temperature to establish a dynamic energy consumption model, accurately predicting the power consumption of future tasks.

[0093] Intelligent charging scheduling: Based on task queues and battery power prediction, the system can autonomously decide when to return to a charging station for charging and the charging duration, maximizing operational efficiency. When the battery power is insufficient to complete the current task or the next planned task, the system will issue a warning in advance and guide the vehicle to the nearest charging station.

[0094] 4. Beneficial Effects Achieved in This Embodiment Based on Embodiment 1, this embodiment further enhances the intelligence level and operational reliability of the electric lifting transfer vehicle by introducing more advanced predictive obstacle avoidance, multi-level center of gravity anomaly response, adaptive hydraulic control, redundant sensors, and predictive maintenance technologies: Actively Avoiding Dynamic Risks: Through deep learning-driven multi-target tracking and reinforcement learning path optimization, predictive obstacle avoidance of dynamic obstacles in the production environment is achieved. The vehicle can adjust its path more intelligently and smoothly, significantly reducing stopping and waiting caused by unexpected situations, and improving transfer efficiency by more than 10% in highly dynamic environments.

[0095] Enhanced robustness under extreme conditions: A multi-level response mechanism for extreme load eccentricity has been established, from progressive correction to emergency anti-tipping. Combined with adaptive PID hydraulic control and sensor redundancy, the system can maintain extremely high stability and safety when dealing with severe irregular loads or local component failures, avoiding potential equipment damage and production interruptions.

[0096] Equipment lifecycle management: By using machine learning to analyze long-term operating data of key components such as servo motors and hydraulic pump stations, predictive maintenance is achieved. The system can provide early warnings of potential faults and intelligently schedule maintenance plans, effectively avoiding unplanned downtime, extending the mean time between failures (MTBF) of the equipment by 20%, and significantly reducing operating costs and maintenance intensity.

[0097] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. An electric lifting and transfer vehicle for cable production, characterized in that, It includes the following components: a vehicle chassis, which supports the overall structure and enables ground movement, and has a drive wheel set driven by a servo motor and a steering mechanism with electro-hydraulic proportional control at its bottom; The lifting platform, located above the vehicle chassis, carries the cable reel and is connected to the chassis via multi-stage hydraulic telescopic cylinders. These cylinders incorporate displacement and pressure sensors. A load sensing module, integrated on the lifting platform surface, includes a distributed pressure sensor array and a center of gravity calculation unit, used to acquire the weight distribution and center of gravity position of the cable reel in real time. An environmental sensing module, installed around the vehicle, includes lidar, ultrasonic sensors, and vision cameras, used to construct a map of surrounding obstacles and identify the boundaries of the work area. A central control unit, electrically connected to the drive wheel assembly, steering mechanism, hydraulic telescopic cylinders, load sensing module, and environmental sensing module, receives operating commands, integrates multi-source sensing data, generates a collaborative control strategy, and outputs execution signals. A human-machine interface terminal, located on the side of the vehicle, is used to input transfer task parameters, display equipment status, and alarm information.

2. The electric lifting and transfer vehicle for cable production according to claim 1, characterized in that, The hydraulic telescopic cylinder is a three-stage synchronous hydraulic cylinder. Its built-in displacement sensor uses the magnetostrictive principle, with a measurement accuracy of ±0.1mm. The pressure sensor has a range of 0-20MPa and a response time of less than 5ms. The central control unit adjusts the load according to the total weight. With center of gravity offset The target pressure values ​​of each hydraulic cylinder are dynamically allocated to ensure that the platform maintains a horizontal posture during lifting and lowering. The pressure distribution strategy satisfies the torque balance equation. ,in For the first The hydraulic cylinder needs to provide support force. It is the length of the lever arm from the geometric center of the platform.

3. The electric lifting and transfer vehicle for cable production according to claim 1, characterized in that, The environmental perception module includes a lidar scanning frequency of 15Hz, a ranging range of 0.1-30m, and an angular resolution of 0.25°; ultrasonic sensors are located at the four corners of the vehicle body, with a detection distance of 0.05-5m; the visual camera uses a global shutter CMOS sensor with a resolution of 1920×1080 and a frame rate of 30fps; the central control unit integrates data from the three types of sensors, uses an improved occupancy grid map algorithm to construct a local environment model with centimeter-level accuracy, and updates the position and velocity vectors of dynamic obstacles in real time.

4. The electric lifting and transfer vehicle for cable production according to claim 1, characterized in that, The drive wheel assembly consists of two independent servo motor drive units. Each unit includes a servo motor, a planetary reducer, an encoder, and a drive wheel. The servo motor communicates with the central control unit via the CANopen bus to achieve a position control accuracy of ±0.5mm. The steering mechanism includes a high-pressure hydraulic pump station, an electro-hydraulic proportional valve group, a steering cylinder, and an angle sensor. The steering wheel is equipped with an absolute encoder with a measurement accuracy of 0.1 degrees.

5. The electric lifting and transfer vehicle for cable production according to claim 1, characterized in that, The central control unit runs a real-time operating system and has multiple CANopen, Ethernet and RS485 communication interfaces. Its software architecture includes a task management module, a perception data fusion module, a path planning module, a motion control module and a safety monitoring module, which are used to coordinate the various modules to achieve multi-source data fusion and collaborative control.

6. A control method for an electric lifting and transferring vehicle used in cable production as described in any one of claims 1-5, characterized in that, Includes the following steps: Step S110: Receive the transfer task instruction via the human-machine interface terminal. The transfer task instruction includes the target location coordinates, target lifting height, and cable reel specifications. Step S120: Activate the environmental perception module to collect real-time environmental data around the vehicle, construct a dynamic obstacle map, and verify path feasibility using a preset work area electronic fence. Step S130: Activate the load perception module to obtain the current cable reel's weight distribution data, calculate its center of gravity coordinates, and verify load legality using the cable reel specifications. Step S140: The central control unit, based on the target location coordinates and the dynamic obstacle map... The system calculates the load center of gravity coordinates, plans the optimal movement path and lifting sequence, and generates a collaborative control instruction set including speed curve, steering angle and hydraulic pressure set value; in step S150, the collaborative control instruction set is executed to synchronously control the drive wheel group to move, the steering mechanism to adjust the direction, and the hydraulic telescopic cylinder to lift and lower according to the preset pressure-displacement curve, while monitoring the feedback data of each actuator in real time; in step S160, during the transfer process, the system continuously detects the load center of gravity offset and dynamically updates the environment. If the center of gravity offset exceeds the threshold or a new obstacle appears, the system dynamically corrects the control instruction set and replans the local path or suspends the lifting action.

7. The control method for the electric lifting and transferring vehicle used in cable production according to claim 6, characterized in that, The speed curve in the coordinated control command set adopts an S-shaped acceleration / deceleration plan, with the rate of acceleration change limited to within 0.5 m / s³; the control signal of the electro-hydraulic proportional valve of the steering mechanism is dynamically adjusted according to the radius of curvature R of the path; when R is less than 2 m, the steering angular velocity is limited to within 15° / s; the lifting speed of the hydraulic telescopic cylinder is based on the current height. Difference from target height H Adaptive adjustment, when When the speed is >0.5m, the high-speed mode of 0.3m / s is used. When the speed is ≤0.5m, switch to low-speed fine-tuning mode (0.05m / s).

8. The control method for the electric lifting and transferring vehicle used in cable production according to claim 6, characterized in that, In step S160, when the center of gravity offset If the lifting speed exceeds the preset threshold of 0.15m for three consecutive sampling cycles, immediately reduce the lifting speed to zero and start the platform fine-tuning program to return the center of gravity to the safe area by slightly adjusting the stroke of each hydraulic cylinder. If the environmental perception module detects a new obstacle and predicts that it poses a collision risk with the vehicle's trajectory, it will pause movement, replan a detour route, and if the detour is not feasible, it will trigger an audible and visual alarm and wait for manual intervention.

9. The control method for the electric lifting and transferring vehicle used in cable production according to claim 6, characterized in that, The path planning adopts a hybrid path planning method that combines the A* algorithm and PRM. It generates a global topological path in the static map and searches for a local optimal path in the occupied grid map by combining dynamic obstacle information. The path point sequence includes position, direction and timestamp, and satisfies vehicle kinematics and dynamics constraints.

10. The control method for an electric lifting and transferring vehicle used in cable production according to claim 6, characterized in that, The load validity verification includes: calculating the current total weight. With maximum rated load In comparison, if This triggers an overload alarm; simultaneously, verification is performed. Compared with the estimated weight Check whether the deviation is within ±10% and determine whether the center of gravity coordinates are within the safe area of ​​±0.3m of the platform's geometric center.

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