An intelligent control system for a planar moving lifting parking garage

Abstract

This invention relates to the field of intelligent control technology, and in particular to an intelligent control system for a planar moving lifting automated parking system. It includes a data acquisition module for acquiring vehicle mass and characteristic parameters of the drive mechanism; a state assessment module for determining whether the drive mechanism requires special attention based on the operating state deterioration coefficient; a braking assessment module for determining whether the braking accuracy of the drive mechanism meets the standard, and calculating the expected stop point offset coefficient if it does not; a braking compensation module for compensating the braking torque of the first drive motor based on the offset coefficient; a compensation detection module for acquiring the actual stop point accuracy after compensation and calculating the stability recovery coefficient to determine whether the control is qualified; and an optimization module for optimizing the braking compensation factor based on the deviation between the stability recovery coefficient and the preset value when the control is unqualified. This invention solves the technical problem of decreased braking accuracy and inability to adaptively compensate for mechanical wear of the drive mechanism in existing automated parking systems.

Description

Technical Field

[0001] This invention relates to the field of intelligent control technology, and in particular to an intelligent control system for a planar moving lifting parking garage. Background Technology

[0002] While planar moving lift parking systems are widely used due to their extremely high space utilization, their core actuators—the drive mechanism—inevitably experience progressive wear, aging, or loosening of their mechanical structures, such as the wheels and transmission mechanisms, during long-term, high-frequency operation. Traditional parking system control systems generally lack the ability to precisely quantify the health status of individual drive mechanisms, only able to passively alarm when serious malfunctions occur or rely on periodic maintenance, unable to identify and assess this gradual performance degradation early. Especially in the critical braking stage that determines the accuracy of the vehicle platform's stopping point, the actual braking torque and deceleration caused by wear will deviate from the preset control curve.

[0003] Existing technologies cannot quantify this dynamic deviation, nor can they predict the resulting parking position error in advance. As a result, the positioning accuracy decreases with the aging of the equipment, leading to safety risks and creating a vicious cycle of "increased wear and tear - deterioration of accuracy," which significantly increases maintenance costs and system unreliability.

[0004] Therefore, there has long been a pressing technical problem in this field: how to enable an automated parking system to autonomously sense the performance degradation of the drive mechanism and dynamically adjust the braking control strategy online without relying on frequent manual inspections and component replacements, so as to actively compensate for the loss of positioning accuracy caused by wear, thereby significantly extending the effective service life of the equipment while ensuring safety and accuracy throughout the process.

[0005] Chinese Patent Publication No. CN117831326A discloses a planar mobile three-dimensional parking garage system, relating to the field of three-dimensional parking garage technology. The system includes a parking space acquisition module, a control center, an instruction upload module, an instruction analysis module, and a vehicle transport module. The parking space acquisition module collects parking space data within the three-dimensional parking garage of a residential community. The instruction upload module allows users to send parking and retrieval instructions to the control center via a smart terminal. The instruction analysis module analyzes the received parking and retrieval instructions from the control center, generating a priority table for processing these instructions to improve data processing efficiency. Upon receiving the parking and retrieval instructions, the control center parses the instruction content and generates control signals, which are then sent to the vehicle transport module to control the vehicle's entry and exit from the three-dimensional parking garage. The vehicle transport module also collects real-time environmental information and vehicle weight information from outside the module to determine the transport speed, effectively reducing vehicle swaying and making vehicle transport smoother and safer.

[0006] Therefore, it can be seen that the aforementioned planar mobile three-dimensional vehicle storage and retrieval system has the following problems: 1. Its system is completely incapable of monitoring the long-term health status of the core mechanical components of the drive mechanism. It neither records the cumulative running time of a single drive mechanism nor monitors its historical abnormal vibration frequency, resulting in the inability to identify high-risk components and the loss of fault warning capabilities.

[0007] 2. Its control logic is static and reactive, adjusting the single running speed according to the current environment and load. However, the braking control curve is fixed and preset, and cannot be dynamically adjusted according to the degradation of equipment performance, resulting in increasingly larger errors in the stopping point position and high maintenance costs. Summary of the Invention

[0008] Therefore, the present invention provides an intelligent control system for a planar moving lifting parking garage, which overcomes the problem in the prior art that the braking accuracy of the parking garage is reduced due to mechanical wear of the drive mechanism and that it cannot adaptively compensate.

[0009] To achieve the above objectives, the present invention provides an intelligent control system for a planar moving lifting parking garage, comprising: The data acquisition module is used to acquire the real-time mass value of the vehicle to be stored, as well as the cumulative running time of the drive mechanism and the frequency of historical vibration exceedance records. The status assessment module is used to determine the operating status deterioration coefficient of the drive mechanism based on the cumulative running time and the frequency of historical vibration exceedance records, so as to determine whether the drive mechanism needs to be given special attention. The braking evaluation module is used to determine the braking impedance coefficient of the drive mechanism during the braking phase based on the real-time mass value and the preset motion acceleration curve of the drive mechanism, so as to determine whether the braking operation accuracy of the drive mechanism meets the standard, and calculate the expected stop point offset coefficient of the vehicle board after braking by the drive mechanism if it does not meet the standard. A braking compensation module is used to determine, based on the expected stop point offset coefficient, to compensate the braking torque of the drive mechanism with a first braking compensation factor and a second braking compensation factor. The compensation detection module is used to obtain the actual stopping point accuracy coefficient of the compensated vehicle plate and determine the stability recovery coefficient based on the theoretical stopping point accuracy coefficient under standard braking conditions, so as to determine whether the compensation of the drive mechanism is qualified. An optimization module is used to optimize the currently executed first braking compensation factor or second braking compensation factor by using a first optimization intensity factor and a second optimization intensity factor, based on the absolute deviation value between the stability recovery coefficient and the preset recovery coefficient, when it is determined that the compensation for the drive mechanism is unqualified.

[0010] Furthermore, the status assessment module determines that the drive mechanism needs special attention because the degradation coefficient of its operating status is greater than a preset degradation coefficient.

[0011] Furthermore, in response to the need for special attention to the drive mechanism, the braking evaluation module determines that the braking operation accuracy of the drive mechanism is substandard based on the fact that the braking impedance coefficient is greater than the preset braking impedance coefficient, and calculates the expected stop point offset coefficient of the vehicle plate assembly after braking by the drive mechanism.

[0012] Furthermore, in response to the failure of braking operation accuracy, the braking compensation module determines to compensate the braking torque of the first drive motor of the drive mechanism with a first braking compensation factor based on the fact that the expected stop point offset coefficient is less than or equal to a preset offset coefficient.

[0013] Furthermore, in response to the expected stop point offset coefficient being greater than a preset offset coefficient, the braking compensation module determines to compensate the braking torque of the first drive motor of the drive mechanism with a second braking compensation factor.

[0014] Furthermore, the compensation detection module determines that the compensation for the drive mechanism is unqualified based on the stability recovery coefficient being less than a preset recovery coefficient.

[0015] Furthermore, in response to the failure of compensation for the drive mechanism, the optimization module determines to optimize and compensate the currently executed first braking compensation factor or second braking compensation factor with the first optimization intensity factor, based on the fact that the absolute deviation value is less than or equal to a preset absolute deviation value.

[0016] Furthermore, based on the absolute deviation value being greater than a preset absolute deviation value, the optimization module determines to optimize and compensate the currently executed first braking compensation factor or second braking compensation factor using the second optimization intensity factor, wherein... The first braking compensation factor is 1 plus the product of the slight compensation gain coefficient and the expected stop point offset coefficient; The second braking compensation factor is 1 plus the product of the enhanced compensation gain coefficient and the offset excess.

[0017] Furthermore, the first braking compensation factor is obtained by calculating the first product of the slight compensation gain coefficient and the expected stop point offset coefficient, and then calculating the sum of the value 1 and the first product. The second braking compensation factor is obtained by calculating the difference between the expected stop point offset coefficient and the preset offset coefficient to obtain the offset excess, calculating the second product of the enhanced compensation gain coefficient and the offset excess, and then calculating the sum of the value 1 and the second product.

[0018] Furthermore, the first optimization intensity factor is obtained by calculating the third product of the first optimization gain coefficient and the absolute deviation value, and then calculating the sum of the value 1 and the third product. The second optimization intensity factor is obtained by calculating the difference between the absolute deviation value and the preset absolute deviation value, calculating the fourth product of the second optimization gain coefficient and the difference, and then calculating the sum of the value 1 and the fourth product.

[0019] Compared with existing technologies, the beneficial effects of this invention are as follows: By collecting the cumulative running time of the drive mechanism and the frequency of historical vibration exceeding the standard, and calculating the deterioration coefficient of the operating state, this invention can actively identify drive mechanisms that have entered the performance degradation period. Using the real-time mass value applied to the vehicle platform and the actual acceleration curve of the drive mechanism, it calculates the braking impedance coefficient of the drive mechanism during the braking phase, determines whether the braking accuracy of the drive mechanism meets the standard, and calculates the expected stop point offset coefficient under non-compliance conditions, thereby initiating a compensation strategy for the braking torque of the first drive motor. After the adjustment is complete, it calculates the actual stop point accuracy coefficient of the vehicle platform and determines the stability recovery coefficient by comparing it with the theoretical stop point accuracy coefficient, thereby determining whether the compensation is qualified. Under non-compliance conditions, it executes an optimization strategy for the compensation factor based on the degree of deviation. This allows for targeted dynamic compensation to restore the final stop point accuracy of severely worn drive mechanisms to an acceptable safe range, effectively extending the service life of the drive mechanism without interrupting operation or replacing parts, and improving the overall reliability and safety of garage operation.

[0020] Furthermore, this invention accurately acquires vehicle mass through weighing sensors, and combines this with an independently operating time counter and a triaxial acceleration vibration sensor built into each drive mechanism to achieve quantitative acquisition of fatigue accumulation and abnormal vibration of the drive mechanism. Based on the cumulative running time and the frequency of historical vibration exceeding the standard, the operating state deterioration coefficient of the drive mechanism is calculated and compared with the preset deterioration coefficient. This allows the system to automatically identify which drive mechanisms require special attention due to excessive cumulative running time or abnormally frequent vibration. This enables the system to locate the problem in advance before the braking accuracy of the drive mechanism deteriorates significantly and causes a safety accident, providing a precise decision-making basis for subsequent targeted braking compensation and realizing a shift from post-event adjustment to pre-event prevention.

[0021] Furthermore, this invention targets drive mechanisms requiring close monitoring. By calculating the deviation between the actual braking torque, actual deceleration, and ideal braking torque and preset deceleration values ​​collected in real time, the braking impedance coefficient is obtained. This precisely quantifies the braking performance degradation caused by mechanical wear of the drive mechanism, directly reflecting the operational accuracy of the transmission system during the braking phase. Furthermore, under conditions where accuracy is insufficient, the expected stop point offset coefficient is calculated, enabling the severity of inaccurate stopping to be predicted before braking begins. Based on the expected stop point offset coefficient, a slight compensation strategy and a stronger compensation strategy are initiated. For minor offsets, the torque is finely adjusted by multiplying the first braking compensation factor by the actual braking torque. For severe offsets, the braking torque is significantly increased by multiplying the second braking compensation factor by the actual braking torque, and the preset deceleration value is temporarily increased simultaneously. This ensures that even with severely worn drive mechanisms, the final stop point accuracy can be effectively corrected, resolving the inaccurate actual stop point position of the vehicle platform caused by drive mechanism performance degradation and the resulting safety hazards.

[0022] Furthermore, this invention measures the actual stopping point position of the adjusted vehicle platform using a high-precision laser rangefinder sensor and calculates the actual stopping point accuracy coefficient. This, combined with the theoretical stopping point accuracy coefficient, yields a stability recovery coefficient. The stability recovery coefficient reflects the actual compensation effect of the compensation strategy and is compared with a preset recovery coefficient. If the effect is substandard, different optimized compensation strategies are selected based on the absolute deviation between the stability recovery coefficient and the preset recovery coefficient. For minor deviations, a first optimization intensity factor is used to moderately optimize the braking compensation factor in the currently executed compensation strategy. For significant deviations, a second optimization intensity factor is used to further strengthen and correct the braking compensation factor in the currently executed compensation strategy. This enables adaptive maintenance of the braking performance of the drive mechanism throughout its entire lifespan, effectively slowing down the performance degradation rate caused by wear and significantly reducing the maintenance frequency and long-term operating costs of the automated parking system. Attached Figure Description

[0023] Figure 1 This is a functional module connection diagram of the intelligent control system for a planar moving lifting parking garage according to an embodiment of the present invention; Figure 2 This is a logic block diagram illustrating how the drive mechanism needs special attention based on the deterioration coefficient of its operating state, according to an embodiment of the present invention. Figure 3 This is a logic block diagram of an embodiment of the present invention for determining compensation for the drive mechanism based on the expected stop point offset coefficient; Figure 4 This is a logic block diagram illustrating how the drive mechanism is optimized based on the absolute deviation between the stability recovery coefficient and the preset recovery coefficient, according to an embodiment of the present invention. Detailed Implementation

[0024] To make the objectives and advantages of the present invention clearer, the present invention will be further described below with reference to embodiments; it should be understood that the specific embodiments described herein are merely for explaining the present invention and are not intended to limit the present invention.

[0025] Preferred embodiments of the present invention will now be described with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0026] It should be noted that in the description of this invention, the terms "upper", "lower", "left", "right", "inner", "outer", etc., which indicate directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and is not intended to indicate or imply that the device or element must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this invention.

[0027] Please see Figure 1 As shown, it is a functional module connection diagram of the intelligent control system for a planar moving lifting parking garage according to an embodiment of the present invention.

[0028] The present invention provides an intelligent control system for a planar moving lifting parking garage, comprising: The data acquisition module is used to acquire the real-time mass value of the vehicle to be accessed, as well as the cumulative running time of the drive mechanism and the frequency of historical vibration exceedance records. The status assessment module, which is connected to the data acquisition module, is used to calculate the operating status deterioration coefficient of the drive mechanism based on the cumulative running time and the frequency of historical vibration exceeding the standard records, and to determine whether the drive mechanism needs to be given special attention based on the operating status deterioration coefficient. The braking evaluation module, which is connected to the data acquisition module and the state evaluation module respectively, is used to calculate the braking impedance coefficient of the drive mechanism during the braking phase based on the real-time mass value and the preset motion acceleration curve of the drive mechanism when the drive mechanism is under the condition that it needs to be focused on. Based on the braking impedance coefficient, it determines whether the braking operation accuracy of the drive mechanism meets the standard, and calculates the expected stop point offset coefficient of the vehicle board after braking by the drive mechanism if it does not meet the standard. A braking compensation module, which is connected to the braking evaluation module, determines the compensation for the drive mechanism based on the expected stop point offset coefficient; The compensation detection module, which is connected to the data acquisition module and the braking compensation module, is used to acquire the actual stopping point accuracy coefficient of the vehicle plate under the condition that the strategy control module executes the control strategy, and calculate the stability recovery coefficient based on the theoretical stopping point accuracy coefficient under the standard braking condition, and determine whether the compensation of the drive mechanism is qualified according to the stability recovery coefficient. An optimization module, which is connected to the compensation detection module and the braking compensation module respectively, is used to determine the optimization of the drive mechanism based on the absolute deviation between the stability recovery coefficient and the preset recovery coefficient when it is determined that the compensation for the drive mechanism is unqualified.

[0029] Specifically, this invention actively identifies drive mechanisms entering a performance degradation phase by collecting the cumulative running time and historical vibration exceedance records of the drive mechanism and calculating the operating state degradation coefficient. Using the real-time mass value applied to the vehicle platform and the actual acceleration curve of the drive mechanism, it calculates the braking impedance coefficient of the drive mechanism during the braking phase to determine whether the braking accuracy of the drive mechanism meets the standard. If it does not meet the standard, it calculates the expected stop point offset coefficient and then initiates a compensation strategy for the braking torque of the first drive motor. After the adjustment is complete, it calculates the actual stop point accuracy coefficient of the vehicle platform and compares it with the theoretical stop point accuracy coefficient to determine the stability recovery coefficient, thereby determining whether the compensation is qualified. If it does not meet the standard, it executes an optimization strategy for the compensation factor based on the degree of deviation. This allows for targeted dynamic compensation to restore the final stop point accuracy of severely worn drive mechanisms to an acceptable safe range, effectively extending the service life of the drive mechanism without interrupting operation or replacing parts, and improving the overall reliability and safety of garage operation.

[0030] In this embodiment of the invention, the real-time mass value is obtained by a weighing sensor integrated inside the four wheels, and the unit is kg.

[0031] In this embodiment of the invention, the specific process for obtaining the accumulated running time is as follows: First, taking the moment when the drive mechanism completes installation and debugging, is put into normal operation, and moves for the first time on a vehicle as the starting point for accumulation, an independently operating duration counter is set for each drive mechanism board; when the drive mechanism is in motion, the motion state includes the drive mechanism's driving and braking, and the duration counter accumulates the time based on a high-precision clock source, such as the system clock; when the drive mechanism is in a stationary waiting state, the timing is paused; the motion state is determined by the displacement sensor signal integrated inside the drive mechanism, and the unit is h.

[0032] In this embodiment of the invention, the frequency of historical vibration exceeding the standard is obtained by analyzing historical data from a triaxial acceleration vibration sensor integrated inside the first drive motor. Specifically, the acquisition process is as follows: First, at least one triaxial acceleration vibration sensor is installed on the main structure of the first drive motor to monitor the vibration acceleration in each direction during operation. Then, a vibration acceleration threshold is set, for example, 2.5 m / s². 2 When the peak vibration acceleration of the first drive motor in any direction continuously exceeds the vibration acceleration threshold and reaches a preset time window, such as 100ms, it is recorded as a vibration exceeding the standard event. A vibration exceeding the standard event counter is set for each first drive motor. The value of the counter is incremented by 1 each time an exceeding the standard event occurs. The total number of vibration exceeding the standard events in 1000 cycles of the first drive motor is recorded.

[0033] Please see Figure 2 As shown, it is a logic block diagram of an embodiment of the present invention for determining whether the drive mechanism needs special attention based on the deterioration coefficient of the operating state.

[0034] Specifically, the status assessment module calculates the operating status deterioration coefficient of the drive mechanism based on the cumulative running time and the frequency of historical vibration exceedance records. It then determines whether the drive mechanism requires special attention based on a comparison between this operating status deterioration coefficient and a preset deterioration coefficient. If the degradation coefficient of the operating state is less than or equal to the preset degradation coefficient, then the drive mechanism does not need to be given special attention. If the degradation coefficient of the operating state is greater than the preset degradation coefficient, then the drive mechanism needs to be given special attention.

[0035] In this embodiment of the invention, the operating state degradation coefficient is calculated according to the following formula: ; In the formula, The deterioration coefficient of the operating condition. The cumulative runtime is expressed in hours (h). For reference, the runtime is 5000 hours. As the first weighting coefficient, this invention uses 0.4. The frequency of the historical vibration exceeding the standard is recorded. The threshold for vibration exceeding the standard frequency is set at 200 times / 1000 cycles in this invention. The second weighting coefficient is 0.6 in this invention.

[0036] The reference running time is a baseline value determined based on the design life and reliability test of the drive mechanism; the vibration exceeding frequency threshold is the maximum value of the allowable vibration exceeding frequency within a statistical period.

[0037] In this embodiment of the invention, the preset degradation coefficient ranges from 0.5 to 1.5, with a preferred value of 1.0. The preferred range and preferred value can be determined according to actual conditions, and are not specifically limited here.

[0038] Specifically, this invention accurately acquires vehicle mass through weighing sensors, and combines this with an independently operating time counter and a triaxial acceleration vibration sensor built into each drive mechanism to achieve quantitative acquisition of fatigue accumulation and abnormal vibration of the drive mechanism. Based on the cumulative running time and the frequency of historical vibration exceeding the standard, the system calculates the deterioration coefficient of the drive mechanism's operating state and compares it with a preset deterioration coefficient. This automatically identifies which drive mechanisms require special attention due to excessive cumulative running time or abnormally frequent vibration. This allows the system to locate the problem in advance before the braking accuracy of the drive mechanism deteriorates significantly and causes a safety accident, providing a precise decision-making basis for subsequent targeted braking compensation and realizing a shift from post-event adjustment to pre-event prevention.

[0039] Specifically, when the braking evaluation module determines that the drive mechanism is under conditions requiring close monitoring, it calculates the braking impedance coefficient of the drive mechanism during the braking phase based on the real-time mass value and the preset acceleration curve of the drive mechanism. Based on the comparison between the braking impedance coefficient and the preset braking impedance coefficient, it determines whether the braking accuracy of the drive mechanism meets the standard. If the braking impedance coefficient is less than or equal to the preset braking impedance coefficient, then the braking operation accuracy of the drive mechanism is determined to be up to standard. If the braking impedance coefficient is greater than the preset braking impedance coefficient, then the braking operation accuracy of the drive mechanism is determined to be substandard.

[0040] In this embodiment of the invention, the braking resistance coefficient is calculated according to the following formula: ; In the formula, The braking resistance coefficient is... This is the actual braking torque, expressed in N·m. The real-time mass value is expressed in kg. This is the actual deceleration value, in m / s². 2 , The ideal braking torque is expressed in N·m. This is the preset deceleration value, in m / s². 2 .

[0041] The actual braking torque is acquired in real time by a torque sensor integrated on the output shaft of the drive motor; the actual deceleration value is acquired in real time by an accelerometer set on the vehicle body; the ideal braking torque is obtained by offline calibration of the first drive motor; and the preset deceleration value is extracted from the preset motion acceleration curve.

[0042] The specific process of the offline calibration is as follows: when the drive mechanism is in a brand new and unloaded state, braking is performed with the preset deceleration value. At this time, the braking torque value collected by the torque sensor is the ideal braking torque corresponding to the preset deceleration value.

[0043] In this embodiment of the invention, the preset braking impedance coefficient ranges from 0.1 to 0.3, preferably 0.2. The preferred range and preferred value can be determined according to the actual situation, and are not specifically limited here.

[0044] In this embodiment of the invention, the expected stopping point offset coefficient is calculated according to the following formula: ; In the formula, The expected stop point offset coefficient, This is the actual braking distance. This is the theoretical braking distance.

[0045] In this embodiment of the invention, the theoretical braking distance is calculated according to the following formula: ; In the formula, The theoretical braking distance, The initial braking velocity, This is the preset deceleration value.

[0046] The initial braking velocity is extracted from the preset motion acceleration curve and is a preset velocity value at the moment the braking command is issued.

[0047] In this embodiment of the invention, the actual braking distance is calculated according to the following formula: ; In the formula, This is the actual braking distance. The initial braking velocity, This is the equivalent deceleration.

[0048] In this embodiment of the invention, the equivalent deceleration is calculated according to the following formula: ; In the formula, For equivalent deceleration, For the preset deceleration value, The braking impedance coefficient is denoted as .

[0049] Please see Figure 3 As shown, it is a logic block diagram of the drive mechanism compensation determined according to the expected stop point offset coefficient in an embodiment of the present invention.

[0050] Specifically, the braking compensation module determines the compensation for the drive mechanism based on the comparison result between the expected stop point offset coefficient and the preset offset coefficient, wherein, If the expected stop point offset coefficient is less than or equal to the preset offset coefficient, then the first compensation strategy is determined to be executed on the drive mechanism. If the expected stop point offset coefficient is greater than the preset offset coefficient, then the second compensation strategy is determined to be executed on the drive mechanism.

[0051] In this embodiment of the invention, the preset offset coefficient ranges from 0.01 to 0.10, preferably 0.05. The preferred range and preferred value can be determined according to the actual situation, and are not specifically limited here.

[0052] In this embodiment of the invention, the first compensation strategy is to slightly compensate the braking torque of the first drive motor based on a first braking compensation factor. First, a slight compensation gain coefficient is set, ranging from 0.1 to 0.5; in one embodiment, this value is 0.3. Then, the first product of the slight compensation gain coefficient and the expected stop point offset coefficient is calculated. Next, the sum of the first product and the value 1 is calculated to obtain the first braking compensation factor. Finally, the first braking torque after slight compensation based on the first braking compensation factor is calculated according to the following formula. ; In the formula, The first braking torque, This is the actual braking torque. This is the first braking compensation factor.

[0053] In this embodiment of the invention, the second compensation strategy is to enhance the braking torque of the first drive motor based on a second braking compensation factor and increase the preset deceleration value. First, the difference between the expected stop point offset coefficient and the preset offset coefficient is calculated to obtain the offset excess. Then, an enhanced compensation gain coefficient is set, with a value ranging from 0.5 to 1.5. In one embodiment of the invention, the value is 1. Then, the sum of the value 1 plus the second product of the offset excess and the enhanced compensation gain coefficient is calculated to obtain the second braking compensation factor. Finally, the second braking torque after enhanced compensation based on the second braking compensation factor and the increased temporary preset deceleration value are calculated according to the following formula. ; ; In the formula, This is the second braking torque. This is the actual braking torque. As the second braking compensation factor, To temporarily preset the deceleration value, This is the torque-deceleration matching coefficient, used to coordinate the ratio of the adjustment ranges of the two, and is set to 0.5 in one embodiment.

[0054] Specifically, this invention targets drive mechanisms requiring close monitoring. By calculating the deviation between the actual braking torque, actual deceleration, and ideal braking torque and preset deceleration values ​​collected in real time, it obtains the braking impedance coefficient. This precisely quantifies the braking performance degradation caused by mechanical wear of the drive mechanism, directly reflecting the operational accuracy of the transmission system during the braking phase. Furthermore, it calculates the expected stop point offset coefficient when accuracy is insufficient, enabling the prediction of the severity of inaccurate stopping before braking begins. Based on the expected stop point offset coefficient, it initiates a slight compensation strategy and a stronger compensation strategy. For minor offsets, it fine-tunes the torque by multiplying the first braking compensation factor by the actual braking torque. For severe offsets, it significantly increases the braking torque by multiplying the second braking compensation factor by the actual braking torque, and simultaneously temporarily increases the preset deceleration value. This ensures that even with severely worn drive mechanisms, the final stop point accuracy can be effectively corrected, resolving the inaccurate actual stop point position of the vehicle platform caused by drive mechanism performance degradation and the resulting safety hazards.

[0055] Specifically, the compensation detection module acquires the actual stopping point accuracy coefficient of the compensated vehicle platform, calculates the stability recovery coefficient based on the theoretical stopping point accuracy coefficient under standard braking conditions, and determines whether the compensation for the drive mechanism is qualified based on the comparison result of the stability recovery coefficient and the preset recovery coefficient. If the stability recovery coefficient is less than the preset recovery coefficient, the compensation for the drive mechanism is determined to be unqualified. If the stability recovery coefficient is greater than or equal to the preset recovery coefficient, then the compensation for the drive mechanism is deemed qualified.

[0056] In this embodiment of the invention, the specific process for obtaining the actual stopping point accuracy coefficient is as follows: First, after the braking compensation module has completed its operation and the vehicle platform has come to a complete stop, the high-precision laser ranging sensor measures the straight-line distance deviation between the final stopping position of the vehicle platform and the preset target garage. Then, the actual stopping point accuracy coefficient is calculated according to the following formula. ; In the formula, The actual stopping point accuracy coefficient is... The straight-line distance deviation is... This represents the maximum permissible stop position tolerance.

[0057] In this embodiment of the invention, the stability recovery coefficient is obtained by calculating the ratio of the actual stopping point accuracy coefficient to the theoretical stopping point accuracy coefficient.

[0058] The standard braking condition refers to the condition where the drive mechanism is in a brand new state, unloaded and operating in an ideal environment. The theoretical stopping point accuracy coefficient is calibrated experimentally, and the value of this invention is 1.0.

[0059] In this embodiment of the invention, the preset recovery coefficient ranges from 0.85 to 0.95, preferably 0.9. The preferred range and preferred value can be determined according to the actual situation, and are not specifically limited here.

[0060] Please see Figure 4 As shown, it is a logic block diagram of an embodiment of the present invention for optimizing the drive mechanism based on the absolute deviation between the stability recovery coefficient and the preset recovery coefficient.

[0061] Specifically, when the optimization module determines that the compensation for the drive mechanism is unqualified, it determines to optimize the drive mechanism based on a comparison between the absolute deviation of the stability recovery coefficient and the preset recovery coefficient and the preset absolute deviation value. If the absolute deviation value is less than or equal to the preset absolute deviation value, then it is determined that the first optimization compensation strategy will be executed on the drive mechanism. If the absolute deviation value is greater than the preset absolute deviation value, then it is determined that the second optimization compensation strategy will be executed on the drive mechanism.

[0062] In this embodiment of the invention, the absolute deviation value is the absolute value of the difference between the stability recovery coefficient and the preset recovery coefficient.

[0063] In this embodiment of the invention, the preset absolute deviation value ranges from 0.02 to 0.08, preferably 0.05. The preferred range and preferred value can be determined according to the actual situation, and are not specifically limited here.

[0064] In this embodiment of the invention, the first optimization compensation strategy is to optimize the first braking compensation factor and the second braking compensation factor based on the first optimization intensity factor. First, a first optimization gain coefficient is set, with a value range of 0.5 to 1.5, preferably 1.0. Then, the sum of the third product of the value 1 and the first optimization gain coefficient and the absolute deviation value is calculated to obtain the first optimization intensity factor. Finally, if the compensation strategy currently being executed is the first compensation strategy, the product of the first braking compensation factor and the first optimization intensity factor is calculated to obtain the optimized first braking optimization compensation factor. If the compensation strategy currently being executed is the second compensation strategy, the product of the second braking compensation factor and the first optimization intensity factor is calculated to obtain the second braking optimization compensation factor. The first braking optimization compensation factor and the second braking optimization compensation factor are used to calculate the braking torque of the first drive motor in the next heavy-duty braking stage.

[0065] In this embodiment of the invention, the second optimization compensation strategy is to optimize the first braking compensation factor and the second braking compensation factor based on the second optimization intensity factor. First, a second optimization gain coefficient is set, with a value range of 1.5 to 2.5, preferably 2.0. Then, the difference between the absolute deviation value and the preset absolute deviation value is calculated. Next, the sum of the value 1 plus the fourth product of the second optimization gain coefficient and the difference is calculated to obtain the second optimization intensity factor. Finally, if the compensation strategy currently being executed is the first compensation strategy, the product of the first braking compensation factor and the second optimization intensity factor is calculated to obtain the optimized third braking optimization compensation factor. If the compensation strategy currently being executed is the second compensation strategy, the product of the second braking compensation factor and the second optimization intensity factor is calculated to obtain the fourth braking optimization compensation factor. The third braking optimization compensation factor and the fourth braking optimization compensation factor are used to calculate the braking torque of the first drive motor in the next heavy-duty braking stage.

[0066] Specifically, this invention uses a high-precision laser rangefinder to measure the actual stopping point position of the adjusted vehicle platform and calculates the actual stopping point accuracy coefficient. This is combined with the theoretical stopping point accuracy coefficient to obtain a stability recovery coefficient. The stability recovery coefficient reflects the actual compensation effect of the compensation strategy and is compared with a preset recovery coefficient. If the effect is not satisfactory, different optimized compensation strategies are selected based on the absolute deviation between the stability recovery coefficient and the preset recovery coefficient. For slight deviations, a first optimization intensity factor is used to moderately optimize the braking compensation factor in the currently executed compensation strategy. For significant deviations, a second optimization intensity factor is used to more significantly strengthen and correct the braking compensation factor in the currently executed compensation strategy. This enables adaptive maintenance of the braking performance of the drive mechanism throughout its entire lifespan, effectively slowing down the performance degradation rate caused by wear and significantly reducing the maintenance frequency and long-term operating costs of the automated parking system.

[0067] The technical solution of the present invention has been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of the present invention.

Claims

1. An intelligent control system for a planar moving lifting parking garage, characterized in that, include, The data acquisition module is used to acquire the real-time mass value of the vehicle to be stored, as well as the cumulative running time of the drive mechanism and the frequency of historical vibration exceedance records. The status assessment module is used to determine the operating status deterioration coefficient of the drive mechanism based on the cumulative running time and the frequency of historical vibration exceedance records, so as to determine whether the drive mechanism needs to be given special attention. The braking evaluation module is used to determine the braking impedance coefficient of the drive mechanism during the braking phase based on the real-time mass value and the preset motion acceleration curve of the drive mechanism, so as to determine whether the braking operation accuracy of the drive mechanism meets the standard, and calculate the expected stop point offset coefficient of the vehicle board after braking by the drive mechanism if it does not meet the standard. A braking compensation module is used to determine, based on the expected stop point offset coefficient, to compensate the braking torque of the drive mechanism with a first braking compensation factor and a second braking compensation factor. The compensation detection module is used to obtain the actual stopping point accuracy coefficient of the compensated vehicle plate and determine the stability recovery coefficient based on the theoretical stopping point accuracy coefficient under standard braking conditions, so as to determine whether the compensation of the drive mechanism is qualified. An optimization module is used to optimize the currently executed first braking compensation factor or second braking compensation factor by using a first optimization intensity factor and a second optimization intensity factor, based on the absolute deviation value between the stability recovery coefficient and the preset recovery coefficient, when it is determined that the compensation for the drive mechanism is unqualified.

2. The intelligent control system for a planar moving lifting parking garage according to claim 1, characterized in that, The status assessment module determines that the drive mechanism needs special attention if the degradation coefficient of its operating status is greater than a preset degradation coefficient.

3. The intelligent control system for a planar moving lifting parking garage according to claim 2, characterized in that, The braking evaluation module responds to the need for special attention to the drive mechanism, and determines that the braking operation accuracy of the drive mechanism is substandard based on the fact that the braking impedance coefficient is greater than the preset braking impedance coefficient. It then calculates the expected stop point offset coefficient of the vehicle plate assembly after braking by the drive mechanism.

4. The intelligent control system for a planar moving lifting parking garage according to claim 1, characterized in that, In response to the failure of braking operation accuracy, the braking compensation module determines to compensate the braking torque of the first drive motor of the drive mechanism with a first braking compensation factor based on the expected stop point offset coefficient being less than or equal to a preset offset coefficient.

5. The intelligent control system for a planar moving lifting parking garage according to claim 4, characterized in that, The braking compensation module responds to the expected stop point offset coefficient being greater than a preset offset coefficient by determining to compensate the braking torque of the first drive motor of the drive mechanism with a second braking compensation factor.

6. The intelligent control system for a planar moving lifting parking garage according to claim 1, characterized in that, The compensation detection module determines that the compensation for the drive mechanism is unqualified based on the stability recovery coefficient being less than the preset recovery coefficient.

7. The intelligent control system for a planar moving lifting parking garage according to claim 1, characterized in that, In response to the failure of the compensation for the drive mechanism, the optimization module determines to optimize and compensate the currently executed first braking compensation factor or second braking compensation factor with the first optimization intensity factor, based on the fact that the absolute deviation value is less than or equal to a preset absolute deviation value.

8. The intelligent control system for a planar moving lifting parking garage according to claim 7, characterized in that, The optimization module, based on the absolute deviation value being greater than a preset absolute deviation value, determines to optimize and compensate the currently executed first braking compensation factor or the second braking compensation factor using the second optimization intensity factor, wherein... The first braking compensation factor is 1 plus the product of the slight compensation gain coefficient and the expected stop point offset coefficient; The second braking compensation factor is 1 plus the product of the enhanced compensation gain coefficient and the offset excess.

9. The intelligent control system for a planar moving lifting parking garage according to claim 5, characterized in that, The first braking compensation factor is obtained by calculating the first product of the slight compensation gain coefficient and the expected stop point offset coefficient, and then calculating the sum of the first product plus the value 1. The second braking compensation factor is obtained by calculating the difference between the expected stop point offset coefficient and the preset offset coefficient to obtain the offset excess, calculating the second product of the enhanced compensation gain coefficient and the offset excess, and then calculating the sum of the value 1 and the second product.

10. The intelligent control system for a planar moving lifting parking garage according to claim 8, characterized in that, The first optimization intensity factor is obtained by calculating the third product of the first optimization gain coefficient and the absolute deviation value, and then calculating the sum of the value 1 and the third product. The second optimization intensity factor is obtained by calculating the difference between the absolute deviation value and the preset absolute deviation value, calculating the fourth product of the second optimization gain coefficient and the difference, and then calculating the sum of the value 1 and the fourth product.

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