Method and system for preventing collision between pusher and conveying chain of thrust member packaging pusher

Abstract

The present application relates to the technical field of automation packaging equipment control, and discloses a thrust member boxing push rod and conveying chain anti-collision protection method and system, which comprises the following steps: obtaining a chain backlash value by analyzing a stator current sequence, generating a virtual main shaft phase position in combination with a running speed; constructing an anti-collision braking strategy based on a torque current; extracting a vibration energy set to deduce a dynamic probability envelope boundary, generating an adaptive safe push-in window; and performing spatial clustering analysis on a collision history database to obtain a comprehensive position compensation amount. The present application realizes full-speed-domain dynamic phase compensation and millisecond-level tactile perception, converts hard extrusion into lossless elastic contact, and solves the collision problem caused by attitude drift.

Description

Technical Field

[0001] This invention relates to the field of automated packaging equipment control technology, and more specifically, to a method and system for anti-collision protection of the push rod and conveyor chain of the thrust member. Background Technology

[0002] As automated cartoning production lines evolve towards higher speeds and precision, the efficient packaging of irregularly shaped precision components such as crankshaft thrust washers has become crucial for increasing production capacity. However, traditional synchronous control methods generally face protection bottlenecks. Although data shows that the push rod and conveyor chain are synchronized, "soft scraping" or "hard collisions" still occur randomly during long-term high-speed operation or alternating cold and hot starts. Existing technologies mostly rely on linear mapping of rigid data models or static geometric boundary settings. They neglect the "breathing effect" caused by the chain pin clearance in flexible transmissions, i.e., the nonlinear hysteresis during acceleration and deceleration causes the actual physical position of the partition to decouple from the encoder feedback value; and in high-speed micro-vibration environments, asymmetrical crescent-shaped components are prone to "attitude drift," and the rotation caused by the shift in the center of gravity causes its sharp corners to protrude beyond the original safety envelope, making the logically determined "safety window" physically evolve into an "interference zone." Existing sensor detection methods are limited by signal delays, often triggering shutdown only after physical damage has occurred. Furthermore, conventional control strategies cannot quantify the dynamic boundary expansion induced by velocity and vibration in real time, leading to a "mathematical success, physical failure" dilemma for the control system. Therefore, how to shift from static position calibration to dynamic time-varying hysteresis compensation, transforming rigid control logic into real-time reconstruction and flexible sensing of nonlinear physical boundaries, and thus solving the dynamic interference problem in regions of position uncertainty, remains a key technical challenge in this field.

[0003] In the prior art, Chinese patent application CN105966693B discloses an automatic anti-collision device for a baling machine's pressure plate. This device includes a PF (Power Factor) drive chain, a C-hook, clamping claws, a photoelectric detection device, a PLC controller, and an external alarm device. The C-hook is suspended from the PF drive chain. A pre-reserved opening is provided on the top of the baling machine's pressure plate for the C-hook to pass through in a normal position. The photoelectric detection device is located directly above the pre-reserved opening. After the C-hook reaches the designated position and is clamped, detection is initiated. If the PLC controller detects that the C-hook is misaligned or deformed, it prevents the pressure plate from moving and triggers an audible and visual alarm, thus avoiding collisions between the pressure plate and the abnormal C-hook. Through a static protection logic of "photoelectric detection – logical judgment – ​​action interlocking," it improves the safety of the coordination between the transmission components and the actuator during baling operations. Chinese patent CN222859783U discloses a sword-piercing anti-collision mechanism for a baling machine. The mechanism comprises a main body, a sword-piercing frame, and the sword itself. The front end of the sword is connected to a crash barrier via a symmetrical linkage mechanism. An upper linkage is rotatably connected to the sword, while a lower linkage slides along the sword. When the crash barrier contacts an obstacle and is compressed, the upper linkage deflects, and the lower linkage slides along the sword, causing the crash barrier to move close to the end of the sword. This reduces the crash barrier's downward trajectory, preventing it from colliding with the bottom conveyor when retracted. By optimizing the mechanical transmission trajectory, it solves the spatial interference problem between the fixed crash barrier and the conveying system.

[0004] However, while the two existing technologies mentioned above have some value in terms of anti-collision protection and mechanical structure adaptation for packaging equipment, they fail to address the core pain point of dynamic interference in the case of boxing irregularly shaped precision components. Specifically, the patent with authorization announcement number CN105966693B relies on static position detection using photoelectric switches, which can only identify macroscopic position / shape anomalies of the C-hook and does not address nonlinear hysteresis compensation caused by the "breathing effect" of the conveyor chain. It cannot reconstruct the true dynamic position of the partition, and the photoelectric signal is subject to delay risks under high-speed conditions, making it difficult to cope with random collisions of the thrust member. The patent with authorization announcement number CN222859783U focuses on optimizing the mechanical trajectory of the piercing sword body and the anti-collision plate, only addressing spatial interference avoidance for fixed-shape components. It does not consider the "attitude drift" problem of the crescent-shaped thrust member and cannot quantify the dynamic boundary expansion induced by vibration. Both adopt a "static detection + rigid protection" logic, failing to achieve an upgrade from "passive response" to "dynamic prediction," and thus cannot meet the time-varying hysteresis compensation and dynamic boundary protection requirements for high-speed boxing of precision components such as crankshaft thrust plates. Summary of the Invention

[0005] This invention is applicable to automated cartoning production scenarios involving thrust components such as crankshaft thrust washers and thrust gaskets, and can meet the flexible anti-collision protection requirements under high-speed conveyor chain operation. It analyzes the chain backlash value using stator current sequence and generates a virtual spindle phase position based on chain speed, eliminating phase decoupling caused by the chain's "breathing effect." It utilizes micro-disturbance soft contact characteristics to identify and trigger an anti-collision braking strategy based on reverse torque release, transforming hard compression damage into non-destructive elastic contact and reducing the risk of damage to precision components. It constructs a dynamic probability envelope boundary based on vibration energy set and generates an adaptive safety push-in window, resolving spatial interference caused by material attitude drift. Finally, it calculates the comprehensive position compensation amount using a collision history database, achieving full lifecycle adaptive calibration for equipment aging and local mechanical defects, maintaining high precision and stability during long-term production line operation.

[0006] To achieve the above objectives, the present invention provides the following technical solution: The anti-collision protection method for the thrust member, the box-packing push rod, and the conveyor chain includes: The stator current sequence of the conveyor chain drive motor in the automated cartoning production scenario is obtained. Time-domain differentiation and energy integration analysis are performed on the stator current sequence to obtain the chain backlash value. The chain running speed is obtained. Nonlinear dynamic compensation calculation is performed on the chain backlash value based on the chain running speed to generate the virtual spindle phase position. The torque current is analyzed in real time based on the virtual spindle phase position. The anti-collision braking strategy is constructed based on the torque current. The system acquires real-time speed fluctuation signals during the operation of the conveyor chain, extracts features from the real-time speed fluctuation signals to obtain a vibration energy set, and performs dynamic attitude drift inference based on the vibration energy set to generate a dynamic probability envelope boundary. Dynamic window correction is performed based on dynamic probability envelope boundaries to generate an adaptive safety push-in window that adapts to material attitude drift. A collision history database is constructed based on the anti-collision braking strategy and the adaptive safety push-in window. Spatial clustering analysis is performed on the collision history database to obtain the comprehensive position compensation amount used to offset local mechanical defects in the conveyor chain.

[0007] Furthermore, the method for obtaining the chain backlash value includes: The current change rate is obtained by performing time-domain differentiation on the stator current sequence, the encoder feedback speed acceleration is obtained and the start-up excitation threshold is set, and the coupling stiffness coefficient is obtained by calculating the ratio of the current change rate to the encoder feedback speed acceleration. When the current change rate is greater than the start-up excitation threshold and the coupling stiffness coefficient is less than the rigid locking threshold, the conveyor chain is determined to be in the mechanical backlash elimination stage. During the mechanical backlash elimination phase, the no-load current is acquired. The no-load current refers to the current value of the conveyor chain drive motor when it is running at a constant speed without crankshaft thrust plates and thrust washers. The integral of the difference between the stator current sequence collected in real time and the no-load current is calculated, and the integral result is multiplied by a preset elastic conversion coefficient to obtain the chain backlash value.

[0008] Furthermore, the virtual spindle phase position includes: A speed-weighted drift factor is constructed based on the chain running speed. The speed-weighted drift factor includes a quadratic component of speed weighted by the centrifugal stretching coefficient and a linear component of speed weighted by the oil film rheological coefficient. The chain backlash value is dynamically corrected using a velocity-weighted drift factor to obtain the nonlinear position compensation amount; The physical encoder feedback value of the conveyor chain drive motor is obtained, and the difference between the physical encoder feedback value and the nonlinear position compensation amount is calculated using the vector superposition principle to obtain the virtual spindle phase position. The virtual spindle phase position represents the real physical phase coordinates of the partition plate loaded with crankshaft thrust plates and thrust washers on the conveyor chain along the conveying path.

[0009] Furthermore, the method for constructing the collision avoidance braking strategy includes: The torque current of the servo motor of the boxing push rod is collected in real time. Each collection corresponds to a sampling time. The torque current is arranged in time sequence to obtain the real-time torque waveform fingerprint. The standard empty carrier waveform is obtained. The difference between the real-time torque waveform fingerprint and the standard empty carrier waveform is calculated to obtain the residual waveform. The residual waveform is subjected to second-order differential operation to obtain acceleration characteristics. If the acceleration characteristics at multiple consecutive sampling times are greater than the soft contact derivative threshold, the micro-disturbance soft contact characteristics are identified, triggering the anti-collision braking strategy. This involves shielding the position command currently being executed by the box-packing push rod and cutting off the torque output in the pushing direction. A reverse torque command is generated and directly injected into the current loop of the box-packing push rod servo motor. The direction of the reverse torque command is opposite to the current movement direction of the box-packing push rod, and it is used to generate an active retraction action.

[0010] Furthermore, the vibration energy collection includes: Perform a fast Fourier transform on the real-time velocity fluctuation signal to obtain the vibration spectrum characteristics; The low-frequency swaying energy and the high-frequency fluttering energy located in the preset low-frequency range are extracted from the vibration spectrum characteristics. The low-frequency swaying energy represents the inertial force vibration component caused by the polygonal effect of the conveyor chain, and the high-frequency fluttering energy represents the high-frequency impact component caused by mechanical resonance or micro-friction. By encapsulating low-frequency shaking energy and high-frequency vibration energy, a vibration energy set is obtained.

[0011] Furthermore, the dynamic probability envelope boundary includes: The centrifugal sensitivity coefficient and excitation conversion efficiency coefficient of the crankshaft thrust washers and thrust shims are obtained. Combined with the chain running speed, low-frequency swaying energy and high-frequency vibration energy, the maximum predicted deflection angle is calculated. The ideal geometric center is established with the theoretical position center of the crankshaft thrust washers and thrust shims when no offset occurs, and a local coordinate system is established with the ideal geometric center as the origin. Obtain the static contour point cloud data of the crankshaft thrust plate and thrust washer, and rotate the static contour point cloud data around the ideal geometric center in the clockwise and counterclockwise directions respectively by the maximum predicted deflection angle to obtain the two extreme position contours. Perform a Boolean union operation on the closed region enclosed by the static contour point cloud data and the two extreme position contours in the local coordinate system, and define the edge boundary of the final geometric set obtained by the Boolean union operation as the dynamic probability envelope boundary.

[0012] Furthermore, the adaptive safe push window includes: Obtain the inner diameter width of the conveyor chain partition and the width of the boxing push rod, calculate the difference between the inner diameter width and the width of the boxing push rod, and define it as the mechanical allowable window; Calculate the projection width of the dynamic probability envelope boundary in the direction of the cassette pusher, and subtract the projection width from the mechanical allowable window using Boolean subtraction to obtain the remaining non-interference space region; Calculate the length of the remaining non-interference space region on the vertical axis of the local coordinate system, define it as the effective width, and define the product of the box pusher width and the preset safety margin coefficient as the safe passage threshold. If the effective width is greater than or equal to the safe passage threshold, obtain the starting boundary coordinates and ending boundary coordinates of the remaining non-interference space region. Divide the starting boundary coordinates and ending boundary coordinates by the chain running speed to obtain the starting time and ending time respectively. With the starting time as the starting point and the ending time as the ending point, construct a continuous time interval, which is defined as the adaptive safe push-in window.

[0013] Furthermore, the spatial clustering analysis includes: The collision history database is used to record abnormal records each time the anti-collision braking strategy is triggered. The abnormal records include the trigger phase coordinates and the single trigger deviation. The trigger phase coordinates are the virtual main axis phase positions at the moment the anti-collision braking strategy is triggered, and the single trigger deviation is the difference between the trigger phase coordinates and the preset ideal non-interference endpoint position. Set a spatial clustering radius, calculate the spatial distance between any two trigger phase coordinates in the collision history database, and group trigger phase coordinates whose spatial distance is less than the spatial clustering radius into the same anomaly cluster; The number of abnormal records contained in each abnormal cluster is counted and defined as the trigger frequency. An adaptive resetting threshold is set. Only when the trigger frequency of an abnormal cluster is greater than the adaptive resetting threshold, the arithmetic mean of all single trigger deviations in that abnormal cluster is calculated and defined as the permanent phase offset correction value.

[0014] Furthermore, the comprehensive position compensation amount includes: Extract the minimum and maximum coordinate values ​​of all trigger phase coordinates within the abnormal cluster. Subtract the spatial clustering radius from the minimum coordinate value to obtain the segment start boundary. Add the spatial clustering radius to the maximum coordinate value to obtain the segment end boundary. The segment start boundary and segment end boundary constitute the physical segment of the transport chain. The permanent phase offset correction value is fed back to the virtual spindle phase position generation logic. During the generation of the virtual spindle phase position, it is determined in real time whether the current virtual spindle phase position is within the physical segment of the conveyor chain. When the virtual spindle phase position enters the physical segment covered by the anomaly cluster, the corresponding permanent phase offset correction value is automatically superimposed on the original nonlinear position compensation amount to obtain the comprehensive position compensation amount.

[0015] A thrust-stop component box-packing push rod and conveyor chain anti-collision protection system, used to implement the above-mentioned thrust-stop component box-packing push rod and conveyor chain anti-collision protection method, the system comprising: Phase Reconstruction Module: Used to acquire the stator current sequence of the conveyor chain drive motor in automated cartoning production scenarios, perform time-domain differentiation and energy integration analysis on the stator current sequence to obtain the chain backlash value, acquire the chain running speed, perform nonlinear dynamic compensation calculation on the chain backlash value based on the chain running speed, generate virtual spindle phase position, analyze torque current in real time based on virtual spindle phase position, and construct anti-collision braking strategy based on torque current; Attitude Boundary Module: Used to acquire real-time speed fluctuation signals during the operation of the conveyor chain, extract features from the real-time speed fluctuation signals to obtain a vibration energy set, perform dynamic attitude drift inference based on the vibration energy set, and generate a dynamic probability envelope boundary; Window compensation module: It is used to perform dynamic window correction based on dynamic probability envelope boundary, generate an adaptive safety push-in window that adapts to material attitude drift, construct a collision history database based on anti-collision braking strategy and adaptive safety push-in window, perform spatial clustering analysis on collision history database, and obtain comprehensive position compensation amount to offset local mechanical defects of conveyor chain.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: This invention eliminates the nonlinear phase decoupling caused by the "breathing effect" of the conveyor chain by analyzing the chain backlash value and virtual spindle phase position obtained from the stator current sequence, thus solving the problem of blindness to the dynamic characteristics of the load end in traditional position loop control. It uses torque current to identify the soft contact characteristics of micro-disturbances and triggers an anti-collision braking strategy based on the release of reverse torque to achieve tactile perception, transforming hard compression damage into lossless elastic contact and avoiding physical damage caused by the delay of traditional sensors. Based on the dynamic probability envelope boundary and adaptive safety push-in window generated by the vibration energy set derivation, the unmeasurable random attitude drift is transformed into deterministic geometric constraints, solving the problem of safety space being encroached under high-speed vibration. Combined with the comprehensive position compensation amount obtained from the collision history database, it realizes full life cycle adaptive calibration of local mechanical defects of the conveyor chain, maintaining the long-term operating accuracy of the equipment. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart of a method for preventing collisions between the thrust member, the box-packing push rod, and the conveyor chain, provided in an embodiment of the present invention. Figure 2 A collision avoidance braking response timing diagram based on micro-perturbation soft contact feature recognition is provided in an embodiment of the present invention; Figure 3 This is a schematic diagram illustrating the generation of the dynamic probability envelope boundary of a crankshaft thrust washer and thrust shim, provided in an embodiment of the present invention. Figure 4 This is a functional template diagram of the anti-collision protection system for the box-packing push rod and conveyor chain provided in an embodiment of the present invention. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] Example 1 Please see Figure 1 As shown, this embodiment provides a method for preventing collisions between the thrust member, the box-packing push rod, and the conveyor chain, including: Step S10: Obtain the stator current sequence of the conveyor chain drive motor in the automated boxing production scenario; perform time-domain differentiation and energy integration analysis on the stator current sequence to obtain the chain backlash value; obtain the chain running speed; perform nonlinear dynamic compensation calculation on the chain backlash value based on the chain running speed to generate the virtual spindle phase position; analyze the torque current in real time based on the virtual spindle phase position; and construct an anti-collision braking strategy based on the torque current.

[0021] Further, step S10 includes: Step S11: Obtain the stator current sequence of the conveyor chain drive motor in the automated boxing production scenario, perform time-domain differentiation and energy integration analysis on the stator current sequence, and obtain the chain back gap value that characterizes the mechanical back gap phase lag.

[0022] In automated boxing production scenarios involving thrust components such as crankshaft thrust washers and thrust washers, these components are precision engine parts. The crankshaft thrust washers and thrust washers are transported at equal intervals via partitions mounted on a conveyor chain. When the conveyor chain drives a batch of thrust components to start and stop, physical backlash occurs due to the pin gaps within the chain. This causes a decoupling between the rotational phase of the conveyor chain drive motor and the actual physical phase of the partitions containing the thrust components. To eliminate this phase error caused by the mechanical structure and ensure that the boxing push rod accurately aligns with the crankshaft thrust washers, it is necessary to quantify the amount of backlash elimination during the start-up process in real time—the chain backlash value. The purpose is to use this chain backlash value as a physical reference for subsequent phase compensation.

[0023] Specifically, the stator current sequence of the conveyor chain drive motor is acquired in real time. This stator current sequence refers to the analog or digital sequence of instantaneous current in the motor stator windings, directly sensed and output by the Hall current sensor inside the servo driver of the conveyor chain drive motor. The acquisition of the stator current sequence follows a fixed time interval, defined as the sampling period. The value of the sampling period is determined based on the underlying carrier frequency of the servo control loop of the conveyor chain drive motor. The magnitude of the stator current sequence is directly proportional to the electromagnetic torque output by the conveyor chain drive motor, reflecting the load resistance overcome by the conveyor chain when driving the crankshaft thrust plates and thrust washers. The current change rate is obtained by performing time-domain differentiation on the stator current sequence. Specifically, the time-domain differential operation process is as follows: A sliding time window of length K is set, where K is a positive integer. K is determined based on the ratio between the electromagnetic noise frequency in the stator current sequence and the mechanical response bandwidth of the conveyor chain drive motor. The purpose is to filter out high-frequency noise while preserving the transient characteristics of the current step. For example, a value of 5 is used. At the end of each sampling period, the latest K stator current sequence values ​​within the sliding time window are extracted. The K stator current sequence values ​​are linearly fitted using the least squares method to obtain a local current trend line. The slope of the local current trend line is calculated, and the slope value is determined as the current change rate. The current change rate characterizes the speed at which the driving torque of the conveyor chain drive motor builds up per unit time at the instant of starting the crankshaft thrust plate and thrust washer.

[0024] At the instant the conveyor chain transitions from a relaxed to a tensioned state, the rotor of the conveyor chain drive motor begins to rotate against static friction. However, the partition plate containing the crankshaft thrust plates and thrust washers remains stationary because the chain gap has not yet been eliminated. At this time, the electromagnetic torque output by the conveyor chain drive motor is mainly used to stretch the chain, causing the stator current sequence to show a step increase before the speed response. Therefore, a starting excitation threshold is set. This starting excitation threshold is based on the maximum static friction torque characteristics of the conveyor chain fully loaded with crankshaft thrust plates and thrust washers during static startup. It is obtained by experimentally recording the current peak inflection points during multiple startup processes and taking the average value. At the same time, the encoder feedback speed of the conveyor chain drive motor is obtained, and the ratio of the current change rate to the encoder feedback speed acceleration is calculated and defined as the coupling stiffness coefficient. When the current change rate is detected to be greater than the starting excitation threshold and the coupling stiffness coefficient is less than the preset rigid locking threshold, it is determined that the conveyor chain is currently in the mechanical gap elimination stage. The rigid locking threshold is obtained based on the standard rigid response value of the coupling stiffness coefficient measured when the conveyor chain, fully loaded with crankshaft thrust plates and thrust washers, performs a starting action under physically fully tensioned conditions. For example, it is taken as 10% to 20% of the standard rigid response value. During the mechanical backlash elimination phase, energy integration analysis is performed on the real-time acquired stator current sequence to obtain the chain backlash value B. This chain backlash value characterizes the phase lag caused by mechanical backlash when the conveyor chain drags the crankshaft thrust plates and thrust washers. The formula for calculating the chain backlash value is: ,in, This indicates the starting time for determining whether the machine is entering the mechanical backlash elimination phase. The point at which the coupling stiffness coefficient recovers to a value greater than the rigid locking threshold. The values ​​represent the stator current sequence acquired in real time. A represents the no-load current of the conveyor chain drive motor when it is running at a constant speed without crankshaft thrust plates and thrust washers; A is the elastic conversion coefficient, which characterizes the physical elongation of the conveyor chain corresponding to the unit current integral. It is a mapping function obtained through offline calibration experiments. Specifically, in a laboratory environment, the load weight of different numbers of crankshaft thrust plates and thrust washers is simulated, the tensile deformation of the conveyor chain under different loads is recorded, and a conversion curve between the stator current difference integral value and the physical elongation of the conveyor chain is fitted. In actual operation, the elastic conversion coefficient is obtained by looking up the table according to the specifications and weights of the crankshaft thrust plates and thrust washers in the current production batch. The calculation formula for the chain backlash value is constructed as follows: The total electromagnetic torque output by the conveyor chain drive motor during the mechanical backlash elimination stage consists of two parts. One part is the no-load holding torque that overcomes the inertia of the motor rotor itself and the no-load friction, and the other part is the effective tensioning torque used to stretch the conveyor chain and eliminate the pin gap. According to the DC motor torque equation, the torque is proportional to the current. Therefore, the difference between the real-time acquired stator current sequence and the no-load current represents the effective current component used to generate the effective tensioning torque. During the mechanical backlash elimination stage, although the macroscopic speed is close to zero, the continuous action of the effective tensioning torque on the microscopic time scale causes the conveyor chain to undergo microscopic elastic deformation. The cumulative amount of this deformation corresponds to the amount of mechanical backlash elimination. Mathematically, the integral of the effective current component in the time domain represents the tensioning impulse injected into the mechanical system by the conveyor chain drive motor. By introducing a conversion coefficient that characterizes the stiffness characteristics of the mechanical structure, the tensioning impulse in the electrical dimension can be mapped to the physical displacement in the geometric dimension.

[0025] Step S12: Obtain the chain running speed of the conveyor chain drive motor, perform nonlinear dynamic compensation calculation on the chain backlash value based on the chain running speed, and generate the virtual spindle phase position.

[0026] After obtaining the chain backlash value, considering that automated boxing production is a dynamic process from static start-up to high-speed continuous operation, as the conveyor chain drive motor drives a batch of crankshaft thrust washers and thrust gaskets into the high-speed cruising phase, the physical length characteristics of the conveyor chain, as a flexible transmission medium, no longer depend solely on the static elimination of pin clearance, but are further modulated by the multi-physics coupling effect at high linear velocities. During high-speed rotation, the micro-elastic elongation of each chain link due to centrifugal force, and the rheological thinning of the pin lubricating oil film under high shear rates, collectively induce an additional dynamic drift that increases non-linearly with speed. To extend the static phase reference represented by the chain backlash value to a dynamic phase reference across the entire speed domain and eliminate the additional positional error induced by speed, a non-linear mapping mechanism with chain running speed as the independent variable is established, outputting a virtual spindle phase position that can reflect the real physical coordinates of the partition in real time.

[0027] Specifically, the rotor angular velocity of the conveyor chain drive motor is read in real time and converted into linear velocity units to obtain the chain running speed. This chain running speed characterizes the tangential motion rate of the conveyor chain along the conveying direction at the current moment. A speed-weighted drift factor is constructed based on the chain running speed. This speed-weighted drift factor is a dimensionless dynamic coefficient used to quantify the gain ratio of the centrifugal expansion of the conveyor chain at the current chain running speed relative to its static length. The formula for calculating the speed-weighted drift factor is: ;in, V represents the speed-weighted drift factor; V represents the chain speed. The centrifugal stretch coefficient characterizes the second-order nonlinear elongation weight caused by centrifugal force. The centrifugal stretch coefficient is proportional to the unit mass of the conveyor chain and the load mass of the crankshaft thrust plate and thrust washer. is the oil film rheological coefficient, which characterizes the weight of the first-order linear deviation caused by changes in lubrication state; and All of these are empirical constants obtained by performing position verification of the conveyor chain at different speed levels using a laser interferometer and then executing polynomial regression analysis. The calculation formula for the speed-weighted drift factor is constructed as follows: The centrifugal force experienced by the conveyor chain during high-speed rotation is proportional to the square of the velocity. According to Hooke's Law, elastic deformation is proportional to the force, therefore the elastic elongation caused by centrifugal force exhibits a quadratic function characteristic with respect to velocity. Simultaneously, the hydrodynamic lubrication effect between the pin and the sleeve makes the rate of change of oil film thickness approximately linear with respect to the relative sliding speed. This microscopic spacing change accumulates over the entire conveyor chain, exhibiting a linear function characteristic with respect to velocity. Superimposing these two physical effects allows for a complete description of the nonlinear dimensional evolution of the conveyor chain under dynamic operation.

[0028] A speed-weighted drift factor is used to dynamically correct the chain backlash value, calculating the nonlinear position compensation amount P. This nonlinear position compensation amount refers to the total physical lag distance between the partition at the end of the conveyor chain and the motor rotor at the current chain running speed. The formula for calculating the nonlinear position compensation amount is: The calculation formula for the nonlinear position compensation is constructed as follows: the chain backlash value reflects the basic hysteresis of the conveyor chain after the mechanical backlash is eliminated at the quasi-static start-up moment; when the conveyor chain accelerates to high speed, the speed-weighted drift factor, as a gain term, describes the ratio of the additional dynamic elongation induced by speed to the basic hysteresis; therefore, the nonlinear position compensation can extend the static dimension error model to the dynamic error model of the full speed domain, thus covering the total phase loss from start-up crawl to high-speed operation. The physical encoder feedback value of the conveyor chain drive motor is acquired synchronously. The physical encoder feedback value refers to the cumulative pulse count value output by the encoder of the conveyor chain drive motor, used to characterize the cumulative amount of the motor rotor's current theoretical position. Using the principle of vector superposition, the nonlinear position compensation is superimposed on the physical encoder feedback value to generate a virtual spindle phase position. The virtual spindle phase position characterizes the true physical phase coordinates of the partition plate on the conveyor chain, which is loaded with crankshaft thrust plates and thrust washers, along the conveying path. The virtual spindle phase position is the difference between the physical encoder feedback value and the nonlinear position compensation amount. The virtual spindle phase position is sent as a global synchronization reference signal to the servo drive unit of the boxing push rod, so that the motion control logic of the boxing push rod no longer follows the physical encoder feedback value with errors, but follows the virtual spindle phase position that has been reconstructed and eliminated static and dynamic gap errors, thereby realizing accurate tracking of the crankshaft thrust washers and thrust shims.

[0029] Step S13: Analyze the torque current in real time based on the virtual spindle phase position, and construct an anti-collision braking strategy based on the torque current.

[0030] After achieving precise phase synchronization between the box-packing push rod and the partition containing the crankshaft thrust plates and thrust washers by obtaining the virtual spindle phase position, the box-packing push rod begins to cut into and push the crankshaft thrust plates and thrust washers. However, the crankshaft thrust plates and thrust washers have asymmetrical crescent-shaped geometry, which causes their center of gravity to deviate from the geometric center. During the high-speed vibration of the conveyor chain, the crankshaft thrust plates and thrust washers are prone to rotational drift around their center of gravity inside the partition, causing their sharp edges to intrude into the pushing path of the box-packing push rod. At this point, even if the phase control of the box-packing push rod is perfectly accurate, the tip of the push rod still makes physical contact with the abnormally oriented crankshaft thrust plates and thrust washers. To prevent damage to the precision crankshaft thrust washers and thrust gaskets caused by abnormal material posture through hard compression, a tactile sensing mechanism based on the high-frequency response characteristics of the current loop is established. The aim is to identify abnormal contact signals at the initial stage of physical collision and actively release the reverse stress.

[0031] Specifically, during each push-in cycle of the carton pusher, the torque current of the carton pusher servo motor is collected in real time, with each collection corresponding to a sampling moment. The torque current characterizes the magnitude of the electromagnetic torque output by the carton pusher servo motor at the current moment to maintain the target motion trajectory. The collected series of time-varying torque currents are arranged sequentially to obtain a real-time torque waveform fingerprint. This real-time torque waveform fingerprint records the dynamic force process of the carton pusher overcoming friction, inertia, and external load resistance during its advancement. Simultaneously, a standard empty carrier waveform is retrieved. This standard empty carrier waveform is a current reference curve recorded when the carton pusher completes one standard push-in and retraction action under ideal conditions during equipment debugging, confirming that there are no crankshaft thrust plates or thrust washers within the conveyor chain partitions and no mechanical obstructions. The standard empty carrier waveform serves as a physical benchmark for judging normal operating conditions. The amplitude difference between the real-time torque waveform fingerprint and the standard empty carrier waveform at the same sampling moment on the time axis anchor point is calculated to obtain the residual waveform. The residual waveform removes the inherent frictional and acceleration / deceleration inertial components of the box-packing push rod mechanism, retaining only the disturbance torque component applied by the external abnormal load. Second-order differential operations are performed on the residual waveform to obtain the acceleration characteristics.

[0032] A soft contact derivative threshold is set, which is determined by experimentally measuring the rate of change of current of the packaging push rod when it contacts the flexible buffer material, based on the physical boundary that distinguishes air resistance fluctuations from solid contact collisions. A continuous confirmation counter N is set, where N is a positive integer and is determined based on the pulse width of random electromagnetic noise in the torque current, with the aim of filtering out single, occasional spike interference; for example, it is set to 3. A micro-perturbation soft contact feature is identified only when the acceleration characteristics at N consecutive sampling times are greater than the soft contact derivative threshold. The micro-perturbation soft contact feature refers to the pulse-like high-frequency fluctuation characteristics of the servo motor current loop generated in a very short time due to the sudden change in the stiffness of the contact surface at the moment the front end of the packaging push rod just touches the obstacle, characterizing a critical state where physical contact has occurred but mechanical plastic deformation has not yet formed. The judgment logic is as follows: The moment the front end of the box-packing pusher contacts the sharp corner of the crankshaft thrust plate and thrust washer, or the edge of the conveyor chain partition, where the posture is abnormal, the box-packing pusher has not yet experienced any visible displacement or stagnation, and its positional error has not even exceeded the conventional alarm limit. However, the contact surface stiffness abruptly changes from air to metal. To maintain the target speed, the box-packing pusher servo motor generates an extremely high-frequency pulse-like surge in control current. Since the transmission speed of electrical signals is much faster than the transmission speed of mechanical stress waves and the mechanical deformation speed, the contact event can be captured before the mechanical destructive stress forms, achieving advanced sensing. Upon identifying the micro-disturbance soft contact characteristics, an anti-collision braking strategy based on reverse torque release is triggered. The specific execution process is as follows: The currently executing closed-loop position command of the box-packing push rod is immediately blocked, cutting off the torque output in the pushing direction; a reverse torque command is generated, the direction of which is opposite to the current movement direction of the box-packing push rod, and the amplitude of the reverse torque command is set to a specific proportion of the rated torque of the box-packing push rod servo motor. The purpose is to use the large torque of instantaneous overload to quickly overcome the forward physical inertia of the motor rotor and mechanical transmission chain, and provide sufficient rebound energy. The reverse torque command is directly injected into the current loop of the box-packing push rod servo motor, forcing the box-packing push rod servo motor to generate a huge reverse acceleration in a very short time. By executing the anti-collision braking strategy based on the release of reverse torque, the box-packing push rod actively retracts upon contact with the crankshaft thrust plate and thrust washer. This active retraction not only cancels the forward physical inertia of the box-packing push rod mechanism, but also uses the reverse torque to cause a slight rebound of the box-packing push rod at the contact point, thereby transforming the hard collision that would otherwise cause plastic deformation of the crankshaft thrust plate and thrust washer into a lossless elastic contact. See also Figure 2This is a timing diagram of a collision avoidance braking response based on micro-perturbation soft contact feature recognition provided by an embodiment of the present invention. It contains three strictly aligned sub-graphs along the vertical axis, showing the complete dynamic process from the occurrence of abnormal contact to the release of reverse torque. The upper sub-graph shows a waveform comparison of the torque current of the push rod. The vertical axis represents the torque current amplitude. The gray dashed curve represents the standard empty carrier waveform, which is the benchmark recorded under ideal, unobstructed conditions; the black solid curve represents the real-time torque waveform fingerprint, exemplarily representing real-time acquired data. In the left part of the figure, the two are basically overlapping; at time L1, corresponding to the push rod tip contacting the crankshaft thrust plate or thrust washer with abnormal attitude, the real-time torque waveform fingerprint begins to deviate significantly from the standard empty carrier waveform, and the difference between the two is the perturbation component represented by the residual waveform. The middle sub-graph shows the feature evolution obtained after performing a second-order derivative on the residual waveform. The vertical axis represents the acceleration feature. The red dashed line represents the soft contact derivative threshold. When physical contact occurs, the feature curve rises rapidly and exceeds this soft contact derivative threshold. The three solid red dots in the diagram represent the continuous sampling moments corresponding to the continuous confirmation counter N. The lower sub-diagram illustrates the execution logic of the anti-collision braking strategy based on reverse torque release. Upon detecting a micro-disturbance soft contact characteristic, the position command, originally used in the closed-loop control mode to drive the push rod forward (shown as a gray dashed line), is immediately blocked. Immediately following, a reverse torque command is injected (shown as a green solid line pulse). This reverse torque command is in the opposite direction to the push rod's movement, aiming to quickly overcome mechanical inertia and provide rebound energy using the large torque of the instantaneous overload, thus achieving the active retraction of the box-packing push rod.

[0033] Step S10 addresses the nonlinear hysteresis problem of "motor rotation without load" caused by loose mechanical structure in the conveyor chain during automated cartoning production, as well as the rigid collision problem caused by phase decoupling and abnormal material posture during high-speed operation of the carton pusher, through stator current sequence, chain backlash value, virtual spindle phase position, and anti-collision braking strategy. This achieves digital quantification of mechanical transmission backlash, full-speed-domain dynamic phase compensation, and millisecond-level tactile sensing protection. Specifically, the chain backlash value transforms the "ineffective work" output by the motor into a quantifiable backlash elimination amount, solving the problem of "blindness" to the dynamic characteristics of the load end in traditional position loop control; the virtual spindle phase position eliminates high-speed position drift caused by centrifugal expansion and oil film rheology; and the anti-collision braking strategy transforms potential hard extrusion damage into non-destructive elastic contact.

[0034] Step S20: Obtain the real-time speed fluctuation signal during the operation of the conveyor chain, extract features from the real-time speed fluctuation signal to obtain the vibration energy set, and perform dynamic attitude drift inference based on the vibration energy set to generate a dynamic probability envelope boundary.

[0035] Further, step S20 includes: Step S21: Obtain the real-time speed fluctuation signal during the operation of the conveyor chain, perform a fast Fourier transform on the real-time speed fluctuation signal to obtain the vibration spectrum characteristics, extract the vibration spectrum characteristics to obtain the vibration energy set that characterizes the dynamic cause of the instability of the crankshaft thrust plate and thrust washer attitude.

[0036] After achieving precise phase tracking of the conveyor chain partition by obtaining the virtual spindle phase position, further attention is paid to the asymmetrical crescent shape of the crankshaft thrust plates and thrust washers within the partition to address their microscopic dynamic response. This asymmetrical geometry inherently deviates between the physical center of mass and the geometric center of the crankshaft thrust plates and washers. During high-speed operation of the conveyor chain, the crankshaft thrust plates and washers, as independent rigid bodies not rigidly fixed within the partition, are subject to dual constraints of inertial and contact friction fields. When the conveyor chain performs high-speed cruising or transient acceleration / deceleration, the excitation energy generated by the mechanical transmission system is transmitted to the partition, driving the crankshaft thrust plates and washers to spin or slide laterally around their physical center of mass, causing their sharp edges to protrude beyond the partition's safety boundary. To quantify this attitude drift trend induced by external excitation, a vibration source detection mechanism based on frequency domain energy analysis is constructed. The aim is to identify and separate the specific dynamic causes that lead to the instability of the material attitude and to transform the complex mechanical vibration signal into physical input parameters.

[0037] Specifically, real-time speed fluctuation signals are acquired during the operation of the conveyor chain. These real-time speed fluctuation signals refer to the microscopic instantaneous speed changes of the conveyor chain, superimposed on a macroscopically set speed, caused by mechanical structural defects or the external environment. The real-time speed fluctuation signals are acquired by collecting high-frequency torque pulsation signals from the servo driver integrated into the conveyor chain's drive motor. These signals record the dynamic vibration behavior of the conveyor chain in the time domain. A Fast Fourier Transform (FFT) is performed on the real-time speed fluctuation signals, decomposing them into a series of sinusoidal components of different frequencies. Combining all these sinusoidal components yields the vibration spectrum characteristics. These characteristics represent a set of frequency-domain energy distributions composed of sinusoidal components of different frequencies. Each sinusoidal component contains a specific frequency value, defined as the frequency component, and the corresponding amplitude intensity, defined as the energy amplitude. Low-frequency swaying energy and high-frequency flutter energy are extracted from the vibration spectrum characteristics. The low-frequency swaying energy refers to the sum of the amplitudes of vibration components within a preset low-frequency range. This low-frequency range is set based on the polygonal effect characteristic frequency of the conveyor chain. This characteristic frequency depends on the ratio of the number of sprocket teeth to the chain speed, and is obtained by calculating the chain link engagement period. It is used to cover the inherent long-wave velocity pulsations of chain drives, and is exemplarily set to 0.5 to 5 Hz. The low-frequency swaying energy mainly originates from the polygonal effect of the conveyor chain, i.e., the velocity pulsations caused by the periodic change in the effective turning radius of the chain due to the change in the angle between the chain and the sprocket when the chain links engage. The physical effect of the low-frequency swaying energy is to generate long-wave periodic inertial forces, which tend to disrupt the static friction balance between the crankshaft thrust plate and the thrust washer, leading to significant unidirectional slippage of the crankshaft thrust plate and the thrust washer within the partition. The high-frequency vibration energy refers to the sum of the amplitudes of vibration components within a preset high-frequency range. The high-frequency range is set based on the inherent frequency of the conveyor chain's mechanical structure and the frequency band distribution of external environmental noise, obtained through modal analysis experiments to determine the resonance frequency and the high-frequency noise frequency of guide rail friction. For example, a range above 20 Hz is used. High-frequency vibration energy originates from the microscopic unevenness of the conveyor chain guide rail surface, mechanical resonance, or external high-frequency impact. The physical effect of high-frequency vibration energy is to cause the crankshaft thrust plates and thrust washers to enter a "micro-suspended" state, greatly reducing the equivalent friction coefficient between the crankshaft thrust plates and thrust washers and the bottom surface of the partition plate, making the crankshaft thrust plates and thrust washers easily rotate and drift under extremely small torques. The low-frequency swaying energy and high-frequency vibration energy are encapsulated to obtain a vibration energy set. By separating and quantifying the low-frequency swaying energy and high-frequency vibration energy, the excitation source causing abnormal posture of the crankshaft thrust plates and thrust washers is precisely deconstructed, transforming the chaotic mechanical vibration signal into dynamic characteristic parameters with clear physical directionality.

[0038] Step S22: Perform dynamic attitude drift deduction based on vibration energy set to generate dynamic probability envelope boundary.

[0039] After obtaining the vibration energy set, in order to transform the vibration energy set into a visualized spatial geometric constraint, a dynamic attitude drift inference mechanism is constructed. The purpose is to predict the maximum rotation angle of the crankshaft thrust plate and thrust washer around their physical center of mass under the current working conditions, and to map the maximum rotation angle into a geometric envelope range.

[0040] Specifically, the dynamic property parameters of the crankshaft thrust plate and thrust washer are obtained. These dynamic property parameters refer to the set of physical quantities describing the motion characteristics of the crankshaft thrust plate and thrust washer in a mechanical field, including physical mass, moment of inertia, and interface static friction coefficient. Physical mass refers to the measured weight of the crankshaft thrust plate and thrust washer, obtained through an electronic scale, and its function is to quantify the magnitude of the inertial force. Moment of inertia refers to the inertia exhibited by the crankshaft thrust plate and thrust washer when rotating about the vertical axis containing their physical center of mass. The value of the inertia is calculated by retrieving the three-dimensional design model data of the crankshaft thrust plate and thrust washer and using a mass attribute integration algorithm, and its function is to quantify the angular acceleration response under torque. Interface static friction coefficient refers to the frictional resistance coefficient between the bottom material of the crankshaft thrust plate and thrust washer and the bearing surface material of the conveyor chain partition, obtained directly by consulting relevant material tribological property databases or standard engineering manuals, and its function is to quantify the damping force resisting attitude drift. The maximum predicted deflection angle of the crankshaft thrust washers and thrust shims is calculated based on low-frequency swaying energy, high-frequency vibration energy, and chain running speed. The formula for calculating the maximum predicted deflection angle is: ;in, Represents low-frequency vibration energy; Represents high-frequency vibration energy; The centrifugal sensitivity coefficient characterizes the amplification effect of the centrifugal force field generated by the chain's running speed on the rotational tendency of the crankshaft thrust washers and thrust shims. It is based on the asymmetric geometric characteristics of the crankshaft thrust washers and thrust shims, and is derived using the centrifugal torque formula in rigid body dynamics by calculating the eccentricity of their physical center of mass relative to their geometric center and their physical mass. The specific value is proportional to the eccentricity and physical mass. The excitation conversion efficiency coefficient represents the proportion of externally input vibration energy converted into the internal energy of the crankshaft thrust plate and thrust washer. It is based on the law of conservation of energy and the principle of frictional dissipation, calculated by the effect of the interface static friction coefficient on the loss of input energy. The specific value is inversely proportional to the interface static friction coefficient; that is, the higher the friction coefficient, the more energy is dissipated, and the lower the proportion converted into kinetic energy. The calculation formula for the maximum predicted deflection angle is constructed as follows: the rotational drift of the crankshaft thrust plate and thrust washer within the partition is mainly driven by two torques. The first part is the constant centrifugal torque generated by the high-speed rotation of the conveyor chain. The magnitude of this constant centrifugal torque is linearly positively correlated with the chain speed and is modulated by the uneven mass distribution of the crankshaft thrust plate and thrust washer themselves, i.e., the eccentricity. Therefore, it is used... The first part is used to characterize this steady-state rotational tendency; the second part is the transient excitation torque generated by random mechanical vibration. This torque originates from the low-frequency swaying energy and high-frequency vibration energy input from the outside. After overcoming the static friction work of the bottom surface, the remaining part of the low-frequency swaying energy and high-frequency vibration energy is converted into the rotational kinetic energy of the crankshaft thrust washers and thrust pads, causing them to deflect randomly. Therefore, it is used as... The term is used to characterize the dynamic rotational response induced by external energy injection; by linearly superimposing the steady-state centrifugal effect and the dynamic excitation effect, the maximum possible deflection of the crankshaft thrust washers and thrust shims under complex working conditions can be fully described.

[0041] A dynamic probability envelope boundary is generated using the maximum predicted deflection angle. Specifically, a local coordinate system is established with the ideal geometric center of the crankshaft thrust plate and thrust washer within the partition as the origin. The ideal geometric center refers to the center point of the geometric shape of the crankshaft thrust plate and thrust washer on the design drawing, i.e., the theoretical position center when no offset occurs. The local coordinate system is a two-dimensional coordinate system, with the horizontal axis parallel to the direction of movement of the conveyor chain and the vertical axis perpendicular to the direction of movement of the conveyor chain, used to describe the relative positional changes of the crankshaft thrust plate and thrust washer in the plane. Static contour point cloud data of the crankshaft thrust plate and thrust washer is acquired. The static contour point cloud data refers to a set of discrete coordinate points describing the edge contour shape of the crankshaft thrust plate and thrust washer in a static state, extracted by scanning and photographing them with a machine vision camera. Using a rotation matrix algorithm, the static contour point cloud data is rotated around the ideal geometric center by the maximum predicted deflection angle clockwise and counterclockwise, respectively, to obtain two extreme position contours. The extreme position profile refers to the transient edge morphology of the crankshaft thrust plate and thrust washer at the maximum predicted deflection angle, representing the farthest physical boundary that it may reach under vibration energy excitation. A Boolean union operation is performed on all spatial regions swept by the static profile point cloud data and the two extreme position profiles within the local coordinate system to obtain the dynamic probability envelope boundary. Specifically, within the local coordinate system, the closed region enclosed by the static profile point cloud data, the closed region enclosed by the clockwise rotated extreme position profiles, and the closed region enclosed by the counterclockwise rotated extreme position profiles are considered as three independent geometric sets. A logical union operation is performed on these three geometric sets; that is, for any spatial coordinate point within the local coordinate system, if the spatial coordinate point is geometrically located inside at least one of the three closed regions, then the spatial coordinate point is included in the final set, and the edge boundary of the final set is defined as the dynamic probability envelope boundary. The dynamic probability envelope boundary is physically represented as a virtual geometric region larger than the static contours of the crankshaft thrust plate and thrust washer, characterizing the spatial range where sharp edges of the crankshaft thrust plate and thrust washer may appear under the combined effect of the current vibration energy collection and chain speed. See also Figure 3This is a schematic diagram illustrating the generation of the dynamic probability envelope boundary of a crankshaft thrust plate and thrust washer according to an embodiment of the present invention. In the diagram, within a local coordinate system established with the ideal geometric center as the origin O, closed curves of different colors and line types clearly demonstrate the spatial geometric relationship before and after material attitude drift: S1, represented by the blue solid closed curve, represents the standard contour of the crankshaft thrust plate and thrust washer in a static state, i.e., the fitting line of the static contour point cloud data. S2, represented by the red dashed closed curve, represents the extreme position contour of the crankshaft thrust plate and thrust washer after rotating clockwise around the origin O at the maximum predicted deflection angle; S3, represented by the green dotted closed curve, represents the extreme position contour of the crankshaft thrust plate and thrust washer after rotating counterclockwise around the origin O at the maximum predicted deflection angle. The gray semi-transparent filled area in the diagram represents the union region obtained by performing a Boolean union operation on the three closed regions enclosed by S1, S2, and S3, i.e., the dynamic probability envelope boundary. It intuitively reflects the spatial encroachment of the sharp edges of the crankshaft thrust washers and thrust shims relative to the static profile under the current dynamic conditions.

[0042] Step S20, through real-time speed fluctuation signals, vibration energy sets, and dynamic probability envelope boundaries, solves the problem of traditional control strategies neglecting the encroachment effect of material attitude drift on the safety space under high-speed vibration conditions of the conveyor chain, leading to misalignment between the timing of the box-packing push rod action and the actual physical space. It achieves mathematical definition of the "random movement" range of the crankshaft thrust plates and thrust washers, and visualizes the prediction of potential collision risks. Specifically, the vibration energy set identifies specific dynamic causes leading to significant material slippage and micro-suspended rotation; the dynamic probability envelope boundary transforms the unpredictable random attitude drift problem into deterministic geometric envelope constraints.

[0043] Step S30: Based on the dynamic probability envelope boundary, perform dynamic window correction to generate an adaptive safety push-in window that adapts to the material attitude drift. Based on the anti-collision braking strategy and the adaptive safety push-in window, construct a collision history database. Perform spatial clustering analysis on the collision history database to obtain the comprehensive position compensation amount used to offset local mechanical defects in the conveyor chain.

[0044] Further, step S30 includes: Step S31: Perform dynamic window correction based on dynamic probability envelope boundary to generate an adaptive safe push-in window that adapts to material attitude drift.

[0045] After obtaining the dynamic probability envelope boundary, this spatial geometric constraint needs to be mapped back to the temporal dimension of the box-packing pusher's motion control logic. Traditional control strategies neglect the encroachment effect of material attitude drift on the safety space under high-speed vibration conditions. To eliminate this spatiotemporal misalignment risk, a spatiotemporal mapping mechanism is constructed to transform the spatial geometric properties of the dynamic probability envelope boundary into the temporal properties of the box-packing pusher's allowed actions, outputting an adaptive safety push-in window that pulsates in real time with the operating conditions.

[0046] Specifically, the mechanical allowable window is defined by the physical geometric dimensions of the conveyor chain partition. This mechanical allowable window refers to the maximum physical space within the conveyor chain partition that allows the box-packing push rod to pass without interference when the crankshaft thrust plate and thrust washer are in their ideal static positions. It is obtained by subtracting the width of the box-packing push rod from the inner diameter width of the partition. The width of the box-packing push rod refers to the maximum physical dimension of the push rod head on the vertical section in the pushing direction, which can be obtained by actual measurement with calipers. The projected width of the dynamic probability envelope boundary in the pushing direction of the box-packing push rod is calculated. Specifically, in the local coordinate system, the maximum and minimum ordinate values ​​of the dynamic probability envelope boundary in the longitudinal direction are extracted, and the difference between the maximum and minimum ordinate values ​​is defined as the projected width. This projected width characterizes the maximum occupancy of the crankshaft thrust plate and thrust washer on the cross-section of the box-packing push rod's pushing path under attitude drift conditions. Using Boolean subtraction logic, the projected width of the dynamic probability envelope boundary in the pushing direction of the box-packing push rod is subtracted from the mechanical allowable window. Its physical significance lies in marking all the space areas that may be occupied by the sharp edges of the crankshaft thrust plates and thrust washers due to attitude drift as "no-go zones" and eliminating them from the theoretically passable space, thereby obtaining the remaining interference-free space area.

[0047] Calculate the effective width of the remaining interference-free spatial region. The effective width refers to the geometric length of the remaining interference-free spatial region along the vertical axis. The calculation method is as follows: On the vertical axis of the local coordinate system, identify the upper and lower boundary points of the remaining interference-free spatial region. Extract the vertical coordinate value of the upper boundary point as the starting boundary coordinate, and extract the vertical coordinate value of the lower boundary point as the ending boundary coordinate. Calculate the difference between the ending boundary coordinate and the starting boundary coordinate to obtain the effective width. Set a safety margin coefficient, which is determined based on the machining tolerance and servo positioning error of the box-packing push rod. For example, a value of 1.1 to 1.2 is used. The product of the box-packing push rod width and the safety margin coefficient is defined as the safe passage threshold. If the effective width is less than the safe passage threshold, it indicates that under the current chain speed and vibration energy concentration, the attitude drift of the crankshaft thrust plate and thrust washer is too severe, and the remaining physical space is insufficient to support the safe passage of the boxing push rod. An invalid window marker is generated, forcibly skipping the boxing push rod insertion action at this station or sending a deceleration command to the conveyor chain drive motor until the energy amplitude of the monitored vibration energy concentration decays below the preset safe vibration threshold. The deceleration command refers to a signal that controls the conveyor chain drive motor to reduce its speed to decrease centrifugal force and vibration intensity; the safe vibration threshold refers to the maximum permissible vibration energy value, calibrated experimentally, that will not cause the crankshaft thrust plate and thrust washer to drift beyond the safe range. If the effective width is greater than or equal to the safe passage threshold, an adaptive safe insertion window is generated. Specifically: Obtain the starting and ending boundary coordinates of the remaining interference-free space region; using the chain running speed, divide the starting boundary coordinates by the chain running speed to obtain the starting time, and divide the ending boundary coordinates by the chain running speed to obtain the ending time; construct a continuous time interval with the starting time as the start point and the ending time as the end point, defined as the adaptive safety push-in window. The adaptive safety push-in window is a dynamic time interval that changes in real time with the operating state of the conveyor chain. Compared with the traditional fixed push-in sequence, the adaptive safety push-in window can automatically shrink or expand according to the spatial occupancy range of the dynamic probability envelope boundary of the crankshaft thrust plate and thrust washer.

[0048] Step S32: Construct a collision history database based on the anti-collision braking strategy and the adaptive safety push-in window, perform spatial clustering analysis on the collision history database, and obtain the comprehensive position compensation amount used to offset local mechanical defects in the conveyor chain.

[0049] After the boxing pusher performs its action according to the adaptive safety push-in window and the tactile sensing mechanism provides anti-collision braking protection, in order to further address the potential local mechanical wear or manufacturing defects that may occur in the conveyor chain during long-term operation, attention is paid to the triggering distribution pattern of the anti-collision braking strategy. Frequent anti-collision braking triggers suggest that certain segments of the conveyor chain have inherent, nonlinear phase deviations, which cannot be completely eliminated simply through global backlash observation or transient attitude prediction. To enable the "self-learning" capability of equipment aging and local damage, a feedback calibration mechanism based on historical data is constructed. The aim is to transform discrete abnormal triggering events into phase correction parameters for specific physical locations, thereby eliminating recurring systematic errors.

[0050] Specifically, a collision history database is constructed. This database is a structured data table stored in non-volatile memory, used to record detailed operating information each time the anti-collision braking strategy is triggered. When a micro-disturbance soft contact characteristic is detected and a reverse torque release is triggered, the virtual spindle phase position at the current moment is immediately captured and defined as the trigger phase coordinate. Simultaneously, the physical geometric dimensions of the conveyor chain partition are read to calculate the geometric center coordinates of the partition's inner cavity. These geometric center coordinates are then used as the ideal, unobstructed end point of the packing push rod's stroke, defined as the ideal interference-free end point position. The difference between the trigger phase coordinate and the ideal interference-free end point position is calculated and defined as the single trigger deviation. The peak characteristics of the chain running speed and stator current sequence at the trigger moment are recorded. The trigger phase coordinate and the single trigger deviation are stored as an anomaly record in the collision history database.

[0051] Spatial clustering analysis is performed on the collision history database. Specifically, a spatial clustering radius is set, which is determined based on the physical length of a single link in the conveyor chain; for example, it is set to 0.5 to 1 times the link length. All trigger phase coordinates in the collision history database are traversed. For any two trigger phase coordinates, the absolute value of their numerical difference is calculated to obtain the spatial distance. Using a density clustering algorithm, such as DBSCAN, trigger phase coordinates with a spatial distance less than the spatial clustering radius are grouped into the same anomaly cluster. The number of anomaly records contained in each anomaly cluster is counted and defined as the trigger frequency. An adaptive resetting threshold is set. The adaptive resetting threshold is determined based on the acceptable false alarm rate and maintenance cycle of the production line; for example, it is set to 5 to 10 times. Only when the trigger frequency of an anomaly cluster exceeds the adaptive resetting threshold is it determined that the physical segment of the conveyor chain covered by the anomaly cluster has inherent permanent mechanical deviations that cannot be compensated by the elastic model, such as chain link elongation or localized wear of the guide rail. The single trigger deviation corresponding to all anomaly records within the anomaly cluster is extracted, and the arithmetic mean of the single trigger deviations is calculated, defined as the permanent phase offset correction value. The physical segment of the conveyor chain refers to a continuous range of locations on the conveyor chain running path where there are concentrated mechanical defects or wear. Its determination logic is as follows: traverse all trigger phase coordinates contained within the anomaly cluster, extracting the minimum and maximum coordinate values; subtract the spatial clustering radius from the minimum coordinate value to obtain the segment's starting boundary, and add the spatial clustering radius to the maximum coordinate value to obtain the segment's ending boundary; define the closed numerical interval formed by the segment's starting boundary and ending boundary as the conveyor chain physical segment. This physical segment logically maps to specific geographical locations on the conveyor chain guide rail where wear is severe or chain link stretching deformation occurs, ensuring that the targeted compensation mechanism is activated only when the virtual spindle phase position enters the physical segment location. The permanent phase offset correction value represents the amount of additional position compensation that the cassette pusher needs to apply to compensate for the inherent mechanical defects of that particular physical segment.

[0052] The permanent phase offset correction value is fed back to the virtual spindle phase position generation logic in step S12. Specifically, during the operation of the conveyor chain, when the virtual spindle phase position enters the physical section covered by the abnormal cluster, the corresponding permanent phase offset correction value is automatically superimposed on the original nonlinear position compensation amount to obtain the comprehensive position compensation amount. The virtual spindle phase position is recalculated using the comprehensive position compensation amount, thereby generating a precise synchronization reference calibrated for local defects, ensuring that the box pusher can still achieve physical alignment with the center of the partition when passing through severely worn chain segments. The comprehensive position compensation amount is used to accurately compensate for the chain backlash, speed drift, and local mechanical damage of the conveyor chain throughout its entire life cycle.

[0053] Step S30, through an adaptive safety push-in window, a collision history database, and comprehensive position compensation, solves the problems of traditional fixed material pushing timing failing to adapt to dynamic changes in material posture, and the inability of a simple elastic model to compensate for repeatability deviations caused by localized permanent mechanical wear of the conveyor chain. This achieves dynamic breathing adjustment of the cartoning action timing and adaptive calibration of the control system throughout the entire lifecycle of equipment aging and localized damage. Specifically, the adaptive safety push-in window represents a qualitative leap from "blind execution" to "risk prediction"; the comprehensive position compensation ensures that the cartoning pusher can still achieve physical alignment with the center of the partition when passing through severely worn chain segments, maintaining high precision and stability during long-term equipment operation.

[0054] Example 2 This embodiment, based on embodiment 1, provides a thrust-stopping component, a box-packing push rod, and a conveyor chain anti-collision protection system, such as... Figure 4 As shown, it includes: Phase Reconstruction Module: Used to acquire the stator current sequence of the conveyor chain drive motor in automated cartoning production scenarios, perform time-domain differentiation and energy integration analysis on the stator current sequence to obtain the chain backlash value, acquire the chain running speed, perform nonlinear dynamic compensation calculation on the chain backlash value based on the chain running speed, generate virtual spindle phase position, analyze torque current in real time based on virtual spindle phase position, and construct anti-collision braking strategy based on torque current; Attitude Boundary Module: Used to acquire real-time speed fluctuation signals during the operation of the conveyor chain, extract features from the real-time speed fluctuation signals to obtain a vibration energy set, perform dynamic attitude drift inference based on the vibration energy set, and generate a dynamic probability envelope boundary; Window compensation module: It is used to perform dynamic window correction based on dynamic probability envelope boundary, generate an adaptive safety push-in window that adapts to material attitude drift, construct a collision history database based on anti-collision braking strategy and adaptive safety push-in window, perform spatial clustering analysis on collision history database, and obtain comprehensive position compensation amount to offset local mechanical defects of conveyor chain.

[0055] In the phase reconstruction module, the process involves acquiring the stator current sequence of the conveyor chain drive motor in an automated boxing production scenario, performing time-domain differentiation and energy integration analysis on the stator current sequence to obtain the chain backlash value, acquiring the chain running speed, performing nonlinear dynamic compensation calculation on the chain backlash value based on the chain running speed to generate a virtual spindle phase position, analyzing the torque current in real time based on the virtual spindle phase position, and constructing an anti-collision braking strategy based on the torque current, including: Step S11: Obtain the stator current sequence of the conveyor chain drive motor in the automated boxing production scenario, perform time-domain differentiation and energy integration analysis on the stator current sequence, and obtain the chain back gap value that characterizes the mechanical back gap phase lag. Step S12: Obtain the chain running speed of the conveyor chain drive motor, perform nonlinear dynamic compensation calculation on the chain backlash value based on the chain running speed, and generate the virtual spindle phase position; Step S13: Analyze the torque current in real time based on the virtual spindle phase position, and construct an anti-collision braking strategy based on the torque current.

[0056] In the attitude boundary module, the process of acquiring real-time speed fluctuation signals during the operation of the conveyor chain, extracting features from the real-time speed fluctuation signals to obtain a vibration energy set, and performing dynamic attitude drift deduction based on the vibration energy set to generate a dynamic probability envelope boundary includes: Step S21: Obtain the real-time speed fluctuation signal during the operation of the conveyor chain, perform a fast Fourier transform on the real-time speed fluctuation signal to obtain the vibration spectrum characteristics, extract the vibration spectrum characteristics to obtain the vibration energy set that characterizes the dynamic cause of the instability of the crankshaft thrust plate and thrust pad. Step S22: Perform dynamic attitude drift deduction based on vibration energy set to generate dynamic probability envelope boundary.

[0057] In the window compensation module, dynamic window correction is performed based on dynamic probability envelope boundaries to generate an adaptive safety push-in window that adapts to material attitude drift. A collision history database is constructed based on the anti-collision braking strategy and the adaptive safety push-in window. Spatial clustering analysis is performed on the collision history database to obtain a comprehensive position compensation amount used to offset local mechanical defects in the conveyor chain, including: Step S31: Based on the dynamic probability envelope boundary, perform dynamic window correction to generate an adaptive safe push-in window that adapts to the material attitude drift. Step S32: Construct a collision history database based on the anti-collision braking strategy and the adaptive safety push-in window, perform spatial clustering analysis on the collision history database, and obtain the comprehensive position compensation amount used to offset local mechanical defects in the conveyor chain.

[0058] In addition, the parts of the technical solutions provided in the embodiments of this application that are consistent with the implementation principles of the corresponding technical solutions in the prior art have not been described in detail, so as to avoid excessive elaboration.

[0059] The specific embodiments described above further illustrate the purpose, technical solution, and beneficial effects of the present invention. It should be understood that the above descriptions are merely specific embodiments of the present invention and are not intended to limit the invention. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for preventing collisions between the thrust member, the box-packing push rod, and the conveyor chain, characterized in that: The method includes: The stator current sequence of the conveyor chain drive motor in the automated cartoning production scenario is obtained. The current change rate is obtained by performing time-domain differentiation on the stator current sequence. The encoder feedback speed acceleration of the conveyor chain drive motor is obtained. The starting excitation threshold is set according to the current peak inflection point of the conveyor chain fully loaded with crankshaft thrust plates and thrust washers during static start-up. The coupling stiffness coefficient is obtained by calculating the ratio of the current change rate to the encoder feedback speed acceleration. When the current change rate is greater than the starting excitation threshold and the coupling stiffness coefficient is less than the rigid locking threshold determined based on the standard rigid response value measured by the conveyor chain under full tension, the conveyor chain is determined to be in the mechanical backlash elimination stage. During the mechanical clearance elimination phase, the no-load current is acquired. The no-load current refers to the current value of the conveyor chain drive motor when it is running at a constant speed without the crankshaft thrust plate and thrust washer installed. The integral of the difference between the stator current sequence collected in real time and the no-load current is calculated, and the integral result is multiplied by a preset elastic conversion coefficient to obtain the chain back clearance value. The elastic conversion coefficient represents the physical elongation of the conveyor chain corresponding to the unit current integral. The chain running speed is obtained, and nonlinear dynamic compensation calculation is performed on the chain backlash value based on the chain running speed to generate a virtual spindle phase position. The torque current is analyzed in real time based on the virtual spindle phase position, and an anti-collision braking strategy is constructed based on the torque current. The system acquires real-time speed fluctuation signals during the operation of the conveyor chain, extracts features from the real-time speed fluctuation signals to obtain a vibration energy set, and performs dynamic attitude drift inference based on the vibration energy set to generate a dynamic probability envelope boundary. Dynamic window correction is performed based on dynamic probability envelope boundaries to generate an adaptive safety push-in window that adapts to material attitude drift. A collision history database is constructed based on the anti-collision braking strategy and the adaptive safety push-in window. Spatial clustering analysis is performed on the collision history database to obtain the comprehensive position compensation amount used to offset local mechanical defects in the conveyor chain.

2. The anti-collision protection method for the push rod and conveyor chain of the thrust member as described in claim 1, characterized in that, The virtual spindle phase position includes: A speed-weighted drift factor is constructed based on the chain running speed. The speed-weighted drift factor includes a quadratic component of speed weighted by the centrifugal stretching coefficient and a linear component of speed weighted by the oil film rheological coefficient. The chain backlash value is dynamically corrected using a velocity-weighted drift factor to obtain the nonlinear position compensation amount; The physical encoder feedback pulse count value of the conveyor chain drive motor is obtained. The difference between the physical encoder feedback pulse count value and the nonlinear position compensation amount is calculated using the vector superposition principle to obtain the virtual spindle phase position. The virtual spindle phase position represents the real physical phase coordinates of the partition plate loaded with crankshaft thrust plates and thrust washers on the conveyor chain along the conveying path.

3. The anti-collision protection method for the push rod and conveyor chain of the thrust member as described in claim 2, characterized in that, The method for constructing the collision avoidance braking strategy includes: The torque current of the servo motor of the boxing push rod is collected in real time. Each collection corresponds to a sampling time. The torque current is arranged in time sequence to obtain the real-time torque waveform fingerprint. The standard empty carrier waveform is obtained. The standard empty carrier waveform is the current reference curve recorded when the boxing push rod completes the push-in and retraction actions in the state where no crankshaft thrust plate and thrust pad are loaded in the conveyor chain partition and there is no mechanical obstruction. The difference between the real-time torque waveform fingerprint and the standard empty carrier waveform is calculated to obtain the residual waveform. Perform second-order differential operation on the residual waveform to obtain acceleration characteristics. If the acceleration characteristics at multiple consecutive sampling times are greater than the soft contact derivative threshold set according to the physical boundary that distinguishes air resistance fluctuations from solid contact collisions, it is determined that a micro-disturbance soft contact characteristic has been identified, triggering an anti-collision braking strategy, that is, shielding the position command currently being executed by the box push rod and cutting off the torque output in the pushing direction. A reverse torque command is generated and directly injected into the current loop of the boxing push rod servo motor. The direction of the reverse torque command is opposite to the current movement direction of the boxing push rod, and is used to generate an active retraction action.

4. The anti-collision protection method for the push rod and conveyor chain of the thrust member as described in claim 3, characterized in that, The vibration energy collection includes: Perform a fast Fourier transform on the real-time velocity fluctuation signal to obtain the vibration spectrum characteristics; The low-frequency swaying energy and the high-frequency fluttering energy located in the preset low-frequency range are extracted from the vibration spectrum characteristics. The low-frequency swaying energy represents the inertial force vibration component caused by the polygonal effect of the conveyor chain, and the high-frequency fluttering energy represents the high-frequency impact component caused by mechanical resonance or micro-friction. By encapsulating low-frequency shaking energy and high-frequency vibration energy, a vibration energy set is obtained.

5. The anti-collision protection method for the push rod and conveyor chain of the thrust member as described in claim 4, characterized in that, The dynamic probability envelope boundary includes: The centrifugal sensitivity coefficient and excitation conversion efficiency coefficient of the crankshaft thrust plate and thrust washer are obtained. Combined with the chain running speed, low-frequency swaying energy and high-frequency vibration energy, the maximum predicted deflection angle is obtained. The centrifugal sensitivity coefficient represents the amplification effect of the centrifugal force field generated by the chain running speed on the rotation trend of the crankshaft thrust plate and thrust washer and is proportional to the centroid eccentricity and physical mass of the components. The excitation conversion efficiency coefficient represents the proportion of external vibration energy converted into the internal energy of the crankshaft thrust plate and thrust washer and is inversely proportional to the static friction coefficient of the interface between the bottom surface of the crankshaft thrust plate and thrust washer and the bearing surface of the conveyor chain partition. The ideal geometric center is established with the theoretical position center of the crankshaft thrust washers and thrust shims when no offset occurs, and a local coordinate system is established with the ideal geometric center as the origin. Obtain the static contour point cloud data of the crankshaft thrust plate and thrust washer, and rotate the static contour point cloud data around the ideal geometric center in the clockwise and counterclockwise directions respectively by the maximum predicted deflection angle to obtain the two extreme position contours. Perform a Boolean union operation on the closed region enclosed by the static contour point cloud data and the two extreme position contours in the local coordinate system, and define the edge boundary of the final geometric set obtained by the Boolean union operation as the dynamic probability envelope boundary.

6. The anti-collision protection method for the push rod and conveyor chain of the thrust member as described in claim 5, characterized in that, The adaptive safe push window includes: Obtain the inner diameter width of the conveyor chain partition and the width of the boxing push rod, calculate the difference between the inner diameter width and the width of the boxing push rod, and define it as the mechanical allowable window; Calculate the projection width of the dynamic probability envelope boundary in the direction of the cassette pusher, and subtract the projection width from the mechanical allowable window using Boolean subtraction to obtain the remaining non-interference space region; Calculate the length of the remaining non-interference space region on the vertical axis of the local coordinate system, define it as the effective width, and define the product of the box pusher width and the preset safety margin coefficient as the safe passage threshold. If the effective width is greater than or equal to the safe passage threshold, obtain the starting boundary coordinates and ending boundary coordinates of the remaining non-interference space region. Divide the starting boundary coordinates and ending boundary coordinates by the chain running speed to obtain the starting time and ending time respectively. With the starting time as the starting point and the ending time as the ending point, construct a continuous time interval, which is defined as the adaptive safe push-in window.

7. The anti-collision protection method for the push rod and conveyor chain of the thrust member as described in claim 6, characterized in that, The spatial clustering analysis includes: The collision history database is used to record abnormal records each time the anti-collision braking strategy is triggered. The abnormal records include the trigger phase coordinates and the single trigger deviation. The trigger phase coordinates are the virtual main axis phase positions at the moment the anti-collision braking strategy is triggered, and the single trigger deviation is the difference between the trigger phase coordinates and the preset ideal non-interference endpoint position. Set a spatial clustering radius, calculate the spatial distance between any two trigger phase coordinates in the collision history database, and group trigger phase coordinates whose spatial distance is less than the spatial clustering radius into the same anomaly cluster; The number of abnormal records contained in each abnormal cluster is counted and defined as the trigger frequency. An adaptive resetting threshold is set. Only when the trigger frequency of an abnormal cluster is greater than the adaptive resetting threshold, the arithmetic mean of all single trigger deviations in that abnormal cluster is calculated and defined as the permanent phase offset correction value.

8. The anti-collision protection method for the push rod and conveyor chain of the thrust member as described in claim 7, characterized in that, The comprehensive location compensation amount includes: Extract the minimum and maximum coordinate values ​​of all trigger phase coordinates within the abnormal cluster. Subtract the spatial clustering radius from the minimum coordinate value to obtain the segment start boundary. Add the spatial clustering radius to the maximum coordinate value to obtain the segment end boundary. The segment start boundary and segment end boundary constitute the physical segment of the transport chain. The permanent phase offset correction value is fed back to the virtual spindle phase position generation logic. During the generation of the virtual spindle phase position, it is determined in real time whether the current virtual spindle phase position is within the physical segment of the conveyor chain. When the virtual spindle phase position enters the physical segment covered by the anomaly cluster, the corresponding permanent phase offset correction value is automatically superimposed on the original nonlinear position compensation amount to obtain the comprehensive position compensation amount.

9. A thrust member box-packing push rod and conveyor chain anti-collision protection system, used to implement the thrust member box-packing push rod and conveyor chain anti-collision protection method according to any one of claims 1-8, characterized in that, The system includes: Phase Reconstruction Module: Used to acquire the stator current sequence of the conveyor chain drive motor in automated boxing production scenarios, perform time-domain differentiation on the stator current sequence to obtain the current change rate, acquire the encoder feedback speed acceleration of the conveyor chain drive motor, and set the start-up excitation threshold based on the current peak inflection point of the conveyor chain fully loaded with crankshaft thrust plates and thrust washers during static startup, calculate the ratio of the current change rate to the encoder feedback speed acceleration to obtain the coupling stiffness coefficient, and determine that the conveyor chain is in the mechanical backlash elimination stage when the current change rate is greater than the start-up excitation threshold and the coupling stiffness coefficient is less than the rigid locking threshold determined based on the standard rigidity response value measured by the conveyor chain under fully tensioned state; during the mechanical backlash elimination stage, the no-load current is acquired, which refers to the current value of the conveyor chain drive motor when it is not loaded with crankshaft thrust plates and thrust washers and is running at a constant speed, calculate the integral of the difference between the real-time acquired stator current sequence and the no-load current, and multiply the integral result by a preset elastic conversion coefficient to obtain the chain backlash value, where the elastic conversion coefficient represents the physical elongation length of the conveyor chain corresponding to the unit current integral; Attitude Boundary Module: Used to acquire real-time speed fluctuation signals during the operation of the conveyor chain, extract features from the real-time speed fluctuation signals to obtain a vibration energy set, perform dynamic attitude drift inference based on the vibration energy set, and generate a dynamic probability envelope boundary; Window compensation module: It is used to perform dynamic window correction based on dynamic probability envelope boundary, generate an adaptive safety push-in window that adapts to material attitude drift, construct a collision history database based on anti-collision braking strategy and adaptive safety push-in window, perform spatial clustering analysis on collision history database, and obtain comprehensive position compensation amount to offset local mechanical defects of conveyor chain.

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