Multi-port matching rapid equalization loading station based on laser point cloud vision

Abstract

The utility model relates to a kind of multi-port deployment fast equalization loading station based on laser point cloud vision, including, steel structure frame, steel structure frame is sequentially arranged from top to bottom: belt conveyor head, buffer bin, two horizontal heights same and independent ration bin and chute matched with ration bin are set in buffer bin lower, chute lower is loading passage, the entrance and exit of loading passage are respectively equipped with entrance barrier gate and exit barrier gate, along loading passage, multiple laser radars for tracking trailer tail, tracking carriage front beam, identifying carriage and car head, measuring carriage side beam height, carriage width, carriage bottom height are set. The utility model sets two ration bins and corresponding chute, accurately analyzes the entire loading process during the entire design process, accurately calculates the accurate position between carriage and two chutes, simultaneously according to the length of truck carriage or two sections or three sections evenly discharging, makes the entire loading process fast, balanced, efficient by fast weighing and using gravity.

Description

Technical Field

[0001] This utility model relates to a multi-port dispatching and rapid equalization loading station based on laser point cloud vision. It is a device for automated intelligent transportation machinery and a loading station for automated intelligent loading of bulk materials for freight trucks. Background Technology

[0002] With the rapid development of the material transportation industry, loading efficiency and loading quality have become key factors affecting logistics operating costs and transportation safety. Especially in the storage and loading of materials such as coal and ore, achieving efficient and uniform loading operations is a core task of the storage, transportation, and loading system.

[0003] In recent years, with the rapid development of digital technology, the development of intelligent loading systems has been remarkable. However, the efficiency and effectiveness of unmanned loading are both goals pursued by loading systems and contradictory issues. That is, if loading efficiency is improved, the loading effect may be less than ideal, or the loading effect may be improved, resulting in a decrease in loading efficiency. Therefore, how to satisfy both loading efficiency and ensure loading effect has been a goal that scientific and technological workers have been pursuing.

[0004] Existing intelligent truck loading systems mainly come in two forms:

[0005] 1. Rapid and quantitative loading method:

[0006] A 40-ton hopper scale, also known as a quantitative hopper, is installed above the truck loading lane. Above the quantitative hopper is a buffer hopper (100 tons). By controlling the feeding gate of the buffer hopper, the quantitative hopper is pre-filled with the required amount. When the truck bed arrives at the unloading point below the quantitative hopper, the quantitative hopper has already been filled before the truck is aligned. By controlling the telescopic chute to extend above the truck bed, close to the top of the truck bed, the unloading gate of the quantitative hopper is fully opened. The material is then discharged into the truck bed quickly through the large opening of the unloading gate in a high-flow-rate free-fall manner. Once the material fills the chute and the space in the truck bed below the chute, the truck is directed to move slowly. The lower edge of the chute is close to the upper edge of the truck bed, allowing for scraping and loading while moving. The advantages are short loading time, no spillage, low maintenance, and low driver cooperation requirements. The disadvantages are that when loading large-volume trucks, the presence of tie rods and steel cables at most truck openings prevents the chute from reaching inside the truck to scrape material, easily leading to uneven loading (front heavier than rear). Alternatively, in an attempt to avoid uneven loading, the drive wheels may not bear enough weight, creating a safety hazard. If material mainly accumulates at the front of the truck, the rear three wheels may not bear enough weight, causing slippage and fishtailing during braking. If material mainly accumulates in the middle of the truck, the drive wheels (front two wheels) may not bear enough weight, easily leading to slippage / insufficient driving force.

[0007] 2. Sprinkling type weighbridge weighing and loading method:

[0008] The loading volume is measured in real time on a weighbridge below the loading lane, and the material is then poured into the truck bed using unloading mechanisms (gate, pusher, scraper conveyor, coal feeder, etc.). The advantage is that the loading effect is controllable, but the disadvantage is that the loading process, which involves weighing and measuring simultaneously, is time-consuming (and inefficient).

[0009] One method of loading trucks using a mobile track-mounted weighbridge involves parking the truck on a reciprocating weighbridge while the system handles the spraying and loading. The advantages are that the driver doesn't need to operate the truck, requiring less driver cooperation, and the loading effect is controllable. The disadvantages are low spraying and loading efficiency, and the reciprocating movement of the weighbridge increases waiting time for following trucks, thus reducing overall loading efficiency.

[0010] The loading efficiency of Method 2 is limited by its physical characteristics. Simultaneous weighing and loading can only be achieved through slow scattering (reducing the unloading flow rate), which cannot reach the loading efficiency of Method 1. Method 1, the rapid quantitative loading method, can meet the loading efficiency requirements, but a different approach is needed to improve the loading effect. One method is to use a pile loading method, unloading the material in multiple piles according to the truck bed volume and position, which can achieve an ideal loading effect that meets driving safety requirements. The disadvantage is that multiple unloading in piles requires multiple weighing and unloading operations, inevitably lengthening the loading time and reducing loading efficiency.

[0011] How to load cars in a balanced, efficient, and rapid manner is a problem that needs to be solved in the design of loading stations. Summary of the Invention

[0012] To overcome the problems of existing technologies, this utility model proposes a multi-port dispatching and rapid equalization loading station based on laser point cloud vision. The loading station is a truck loading station with two or more quantitative bins and corresponding chutes. It utilizes gravity weighing for loading, increasing loading speed, and loads trucks in sections according to the length of the truck bed, making loading more balanced and avoiding uneven loading.

[0013] The purpose of this utility model is achieved as follows: a multi-port dispatching and rapid equalization loading station based on laser point cloud vision includes a steel structure frame. The steel structure frame is arranged from top to bottom as follows: a belt conveyor head and a buffer bin. At least two independent quantitative bins with the same horizontal height and chutes matching the quantitative bins are arranged below the buffer bins. The loading channel is located below the chutes. The loading channel is equipped with an entrance gate and an exit gate, respectively. Multiple laser radars are arranged along the loading channel for tracking the rear of the car, tracking the front rail of the car, identifying the car and the front of the car, and measuring the height of the side rails, the width of the car, and the height of the car floor.

[0014] Furthermore, there are two quantitative bins, which are at the same horizontal height and are arranged sequentially along the loading channel.

[0015] Furthermore, the chute is a telescopic chute.

[0016] Furthermore, the laser radar is installed at the outlet of the chute and above the loading channel, arranged in one or two rows along the loading channel.

[0017] The advantages and beneficial effects of this utility model are as follows: This utility model is equipped with two quantitative bins and corresponding chutes. The entire design process accurately analyzes the entire loading process and accurately calculates the precise position between the truck bed and the two chutes. By rapidly weighing and utilizing gravity to drop the material, the loading speed is accelerated. At the same time, the loading is carried out in sections according to the length of the truck bed, or the material is evenly released in two or three sections, making the entire loading process fast, balanced and efficient. Attached Figure Description

[0018] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0019] Figure 1 This is a schematic diagram of the overall structure of the loading station described in Embodiment 1 of this utility model;

[0020] Figure 2 This is a schematic diagram of the two-section loading station described in Embodiment 2 of this utility model;

[0021] Figure 3 This is a schematic diagram of the three-section loading station described in Embodiment 2 of this utility model;

[0022] Figure 4 This is a flowchart of the method described in Embodiment 5 of this utility model;

[0023] Figure 5 This is a schematic diagram of the initial material loading in a two-dimensional coordinate system according to the method described in Embodiment 5 of this utility model;

[0024] Figure 6 This is a schematic diagram of the fully loaded method in a two-dimensional coordinate system according to Embodiment 5 of this utility model;

[0025] Figure 7 This is a schematic diagram of the loading effect of the double chute unloading method described in Embodiment 5 of this utility model;

[0026] Figure 8 This is a schematic diagram of the double-chute unloading method described in Embodiment 5 of this utility model, where there is an off-center load.

[0027] Figure 9 This is a schematic diagram illustrating the prediction of the two-stage loading effect of the method described in Embodiment 5 of this utility model;

[0028] Figure 10 This is a schematic diagram illustrating the effect of filling the gap between the two sections of the loading process described in Embodiment 5 of this utility model;

[0029] Figure 11 This is a schematic diagram of the loading effect of the method with two large gaps in Embodiment 5 of this utility model;

[0030] Figure 12 This is a schematic diagram of the loading effect of filling the two gaps in the method described in Embodiment 5 of this utility model;

[0031] Figure 13 This is a schematic diagram of the three-stage loading effect of the method described in Embodiment 5 of this utility model. Detailed Implementation

[0032] Example 1:

[0033] This embodiment is a multi-port dispatching and fast equalization loading station based on laser point cloud vision, such as... Figure 1 As shown. This embodiment includes a steel structure frame 1, which is arranged from top to bottom as follows: a belt conveyor head 2, a buffer bin 3, and at least two independent quantitative bins 4 with the same horizontal height and a chute 5 matching the quantitative bins below the buffer bin. The chute is located below a loading channel, and the loading channel is equipped with an entrance barrier 6 and an exit barrier 7 at its entrance and exit, respectively. Multiple lidar sensors 8 are installed along the loading channel to track the rear of the vehicle, track the front rail of the vehicle, identify the vehicle and the front of the vehicle, and measure the height of the side rails, the width of the vehicle, and the height of the floor of the vehicle.

[0034] This embodiment utilizes multiple quantitative silos for coordinated unloading and loading, improving loading efficiency while ensuring even loading, preventing uneven load distribution, and guaranteeing safe load-bearing capacity for the truck's front and rear axles. The basic idea is to employ a highly efficient quantitative silo loading method: first, quantitative silos are used for material dispensing and weighing; then, chutes are used to scrape the material close to the truck bed for loading, ensuring high efficiency. Multiple quantitative silos at the same horizontal level are set up for weighing and unloading, and a truck bed is divided into multiple sections. Multiple quantitative silos and chutes are used to unload each section of the truck bed at different times or simultaneously, achieving rapid and even loading. In a special case, a loading station may have only two quantitative silos and chutes. Loading is done at different times or simultaneously for the front and rear halves of a truck bed. If there is a gap between the two sections of material piles that is not filled, material is added again to either of the two quantitative silos to fill the gap, thus meeting the safe load-bearing capacity requirements for the truck's front and rear axles.

[0035] In this embodiment, the steel structure frame is the main body of the loading station. The belt conveyor lifts the material to the top of the steel structure frame and pours it into the buffer bin. The buffer bin stores a certain amount of material so that the material can be continuously dispensed into each quantitative bin during the loading process of multiple trucks to meet the loading requirements.

[0036] A buffer silo can dispense ingredients from multiple quantitative silos simultaneously, or multiple buffer silos can be set up in the order of the quantitative silos to dispense ingredients from the corresponding quantitative silos, making the dispensing process faster.

[0037] A crucial element in this embodiment is the lidar system. LiDAR is used to monitor the size and dynamic position of the loading trucks. Deploying more lidar units allows for more accurate point cloud information, leading to more precise control of the loading process. LiDAR units can be evenly distributed along the top of the loading aisle, with dedicated lidar units at the bottom of the chute for monitoring its movement.

[0038] Example 2:

[0039] This embodiment is an improvement upon Embodiment 1, detailing the number of quantitative bins. This embodiment uses two quantitative bins, both at the same horizontal height, arranged sequentially along the loading channel.

[0040] This embodiment sets up two quantitative bins. Based on the order in which trucks enter the loading channel, the bins that reach the front of the truck bed are quantitative bin 1 and chute 1, respectively. Figure 2 , 3 In section 401 and 501, the first quantitative bins that the trucks arrive at before entering the loading lane are designated as quantitative bin 2 and chute 2, respectively. Figure 2 , 3 402 and 502. Quantitative bin 1 and chute 1 are specifically for loading the front half of the car's material pile 1, where the material pile 1 is located... Figure 2 , 3 The label 901 indicates that the quantitative bin 2 and chute 2 are specifically used to load the rear half of the car body's material pile 2. The material pile 2 is located in... Figure 2 , 3 The label is 902. When the loading method is three-section, an inverted triangular pile 3 will also appear between pile 1 and pile 2 (pile 3 is in...). Figure 2 , 3 The number in the middle is 903)

[0041] Example 3:

[0042] This embodiment is an improvement upon the above embodiment, and a refinement of the chute described in the above embodiment. The chute described in this embodiment is a telescopic chute.

[0043] Since the trucks are stationary when loading begins, the chute does not need to be tilted; it can simply move up and down. Using a telescopic chute is relatively simple.

[0044] Example 4:

[0045] This embodiment is an improvement upon the above embodiment, detailing the laser radar setup. In this embodiment, the laser radar is positioned at the outlet of the chute and above the loading channel, arranged in one or two rows along the loading channel.

[0046] Because the point clouds acquired by each lidar need to be closely correlated, a relatively large number of lidars are required. This implementation example... Figure 1 As shown, lidar is installed along the truck's direction of travel throughout the loading lane, covering the entire lane. This allows for the identification of the truck's cab, length, front and rear sills of the cargo box, as well as the side sills and height of the cargo box. This enables precise calculation of the cargo box's volume and real-time monitoring of the loading process.

[0047] Example 5:

[0048] This embodiment presents a multi-port dispatching and rapid equalization loading station design method based on laser point cloud vision. The process is as follows: Figure 4 As shown:

[0049] Step 1, Loading Application Real-Scenario Analysis: Analyze various commonly used trucks, classify the length of the truck bed according to the load capacity, size and volume of the truck bed, and prepare for determining the overall structure of the loading station;

[0050] Based on the number of axles, trucks are classified into four-axle trucks and six-axle trucks. The vast majority of trucks used in applications are six-axle trucks, as research has shown:

[0051] The length of the six-axle truck body ranges from 8.0 to 13.3 meters, the height from 2.7 to 3.7 meters, the width from approximately 2.5 meters, and the floor height from 1.2 to 1.6 meters. The volume of the truck body varies. The approved gross vehicle weight for trucks on the road is 49 tons. However, due to the varying tare weights of trucks, the actual load capacity (standard load) is around 32 tons. Generally, the longer and taller the truck body (larger volume), the greater the tare weight, the smaller the load capacity, and the more severe the uneven loading.

[0052] Let's take a six-axle vehicle as an example.

[0053] To ensure balanced loading of the wagons, a stacked loading method must be adopted without affecting loading time. To this end, a multi-port allocation and rapid balanced material unloading method is proposed, which uses multiple quantitative bins to ensure that at least one quantitative bin is unloading at the same time to guarantee loading efficiency. Multi-point unloading is carried out in a synchronous or asynchronous manner to ensure balanced loading.

[0054] The conversion from a single fixed-volume hopper to multiple fixed-volume hoppers must first be analyzed from an economic perspective. Replacing the original single fixed-volume hopper (whose volume must meet a 40-ton load requirement) with N fixed-volume hoppers reduces the volume of each hopper to 40 / N, thus lowering the vertical height occupied by each hopper. With the same buffer hopper roof height, reducing the fixed-volume hopper height can either increase the buffer hopper height or maintain a lower buffer hopper height within the same buffer hopper capacity. This improves buffer hopper energy efficiency or reduces construction costs, and the gains essentially offset the increased cost of converting from a single fixed-volume hopper to multiple hoppers (primarily the cost of the additional weighing system).

[0055] From a technical perspective, 2-4 quantitative loading bins are ideal. A larger number makes it easier to achieve balanced loading, but for short-carriage loading, the bins near the rear gate have lower utilization rates and are often left vacant. Taking all factors into consideration, using two quantitative loading bins for synchronous or asynchronous balanced loading achieves a balance between economics and technology, satisfying the requirements for balanced loading while improving loading efficiency and equipment utilization.

[0056] The basic requirements for multi-compartment loading are that all compartments have the same capacity and height, and can be adapted to various existing vehicle models. The space arrangement needs to be adapted to a vehicle model with the worst cargo box dimensions (smallest volume), using the shortest cargo box length of 8.0 meters as a reference. The loading effect is as follows: Figure 4 As shown, the chutes of the two quantitative bins can load the car body of this model simultaneously, with each quantitative bin dispensing half of the standard load.

[0057] Based on the above analysis, the basic structure of a loading station is as follows: Figure 1 As shown. To address the varying lengths of existing truck bodies, the truck body length is categorized into long-body and short-body types. At least two independent quantitative bins and their chutes capable of simultaneous material dispensing and weighing are designed to form the basic structure of the loading station. Through analysis of these basic structures, the loading process is determined to be either two-stage or three-stage loading. Specifically, two-stage loading involves unloading material at the front and rear of the truck body using different chutes, forming two material piles, such as... Figure 2 As shown, the three-stage loading involves unloading material from the front and rear sections of the car using different chutes, followed by a third unloading in the middle of the car to achieve balanced loading. Figure 3 As shown.

[0058] Step 2, Determining the number of chutes and the location of (quantitative bins): Based on the analysis of the loading trucks, determine the number of chutes at the loading station and the corresponding quantitative bins, and determine the loading plan based on the number of chutes.

[0059] Assume the truck bed volume is sufficient to meet the standard load requirements. Assume the shortest six-axle truck bed length is 8.0 meters, the minimum front rail height is 2.7 meters, and the floor height is 1.5 meters. Establish a two-dimensional coordinate system with the intersection of the front rail and the floor as the zero point. Figure 5 Line segment ABCD represents the boundary of the rectangular car body from a side view angle. The lengths of segments AB, CD, and EF are 2.7 - 1.5 = 1.2 meters. Segment EF is the centerline of the car body. Point H is the leading edge of the lower opening of chute 1, and point P is the leading edge of the lower opening of chute 2. The angle of repose of the material pile is set at 60 degrees. To avoid collision between the lower opening of the chute and the reinforcing pipes or wire ropes near the upper opening of the car body, the lower opening of the chute should be 0.1 to 0.2 meters higher than the upper opening of the car body. Figure 5 Point P has a y-axis coordinate value 0.1-0.2 greater than point E, and point H has a y-axis coordinate value 0.1-0.2 greater than point C. Chute 1 starts discharging material from the front sill of the car. To prevent material from spilling from above the front sill, a distance of 0.1 to 0.2 meters needs to be maintained. Figure 5 The x-axis coordinate value of point H is 0.1-0.2 greater than that of point C.

[0060] like Figure 6 The material is loaded into the car body by two quantitative bins and unloaded evenly. The length of the PE section in the x-axis direction is ((1.2+0.1) / 2 / tan60=0.375 m) and the length of the PH section is (0.375+4=4.375 m).

[0061] After determining the locations of the two chutes (quantitative bins), the unloading schemes for the two chutes were then determined. Chute 2 is used to load the rear part of the truck bed, and chute 1 is used to load the front part of the truck bed. When the front rail of the truck bed is aligned with the front opening of chute 1, the truck stops, and both chutes simultaneously unload equal weights of material into the truck bed. When the material fills the chutes and the portion of the truck bed below the chutes, the truck starts and begins the scraping and loading operation.

[0062] Before loading, it is necessary to first determine whether the truck's volume is sufficient. If the ratio of the standard load to the material density is greater than the measured volume, loading will not be allowed and a warning will be issued. This method uses several lidar sensors to scan the truck bed and obtain the length, width, and height (volume) data.

[0063] Step 3, deploy lidar: Set up two barriers in the loading lane. Use the entrance barrier to allow trucks to enter, and use the exit barrier to block trucks and restrict their parking area.

[0064] One barrier gate is arranged at the entrance of the loading channel (on the left side of the truck driving channel); in front of the loading channel (the "front" described in the method refers to the direction of truck travel as a reference), below the loading chute 1, one barrier gate is arranged at the farthest distance from the front windshield of the truck head corresponding to the loading starting position (the front carriage edge aligns with the front edge of the front chute opening). The barrier gate at the entrance is used to prevent rear vehicles from entering (which affects the position tracking of the rear carriage edge), and the barrier gate in front of chute 1 is used to prevent the truck from deviating from the loading area, both of which are intended to improve the accuracy and reliability of subsequent three-dimensional scanning of the carriage.

[0065] A plurality of lidars are arranged at different spatial positions of the loading channel, which are used for tracking the tail of the truck, tracking the front carriage edge, identifying the carriage / truck head, and measuring the height of the side carriage edge, the width of the carriage, the height of the carriage bottom plate, etc.

[0066] The laser scanning radar for tracking the truck tail is arranged at the barrier gate at the entrance of the loading channel (the side of the loading channel facing the chute, that is, the right side of the channel), and after the whole carriage passes through the barrier gate, it measures the spatial position coordinates of the rear carriage edge in real time;

[0067] One or more laser scanning radars are arranged above the loading channel beside each chute, which are used for identifying whether it is a carriage or a truck head and measuring data such as the height of the upper edge of the side carriage edge, the height of the carriage bottom plate and the width of the carriage.

[0068] A point cloud processing server collects the laser point clouds collected by a plurality of lidars via Ethernet, and calculates the three-dimensional data of the carriage through steps such as point cloud denoising, effective point screening, feature value matching and target value extraction.

[0069] The process of the method for measuring the three-dimensional data of the carriage is as follows:

[0070] A. Establish a spatial coordinate system: take the center line of the ground channel where the truck travels as the x-axis (the driving direction is the positive direction of the x-axis), take the point where the entrance barrier gate projects onto the x-axis as the origin of the spatial coordinates, take the connecting line between the entrance barrier gate and the origin as the y-axis, and take the line vertically upward from the origin perpendicular to the ground as the z-axis;

[0071] B. Point cloud denoising: screen out jumping discrete point clouds, such as laser points with jumping three-dimensional data, scattered outlier points, etc.;

[0072] C. Effective point screening (following the above step B, screening from the denoised point cloud): based on the general size of carriages—the width of the carriage is about 2.5 m, the height of the carriage is 2.7-3.7 m, and the field measurement distance—the maximum distance between the truck head and the entrance barrier gate is 20 m, screen out the laser points falling on the truck according to the condition that the xyz coordinates of the point cloud satisfy 0.0 < x < 20.0, -1.8 < y < 1.8, 1.1 < z < 3.9;

[0073] The positioning on the x-axis is based on the x-axis range of the carriage to be scanned in the loading passage; the positioning on the y-axis is based on meeting the requirement of the maximum width of the carriage. Since the truck travels in a straight line during loading, and the vehicle width is about 2.5 meters, ±1.8 in the y-axis direction can cover the range of the carriage in the y-axis direction; the positioning in the z-axis direction is based on covering from the carriage floor (minimum 1.2 meters) to the highest position of the truck (maximum 3.9 meters).

[0074] D. Eigenvalue matching (following step C above, performed in the filtered point cloud):

[0075] D1 Rear carriage point cloud matching: Find N1 laser points in the point cloud of the rear tracking radar (N1 is a matching threshold, related to the line density of the laser radar), the x-value difference between every two of the N1 laser points is less than 0.05, and there are no other valid points screened in step C between the N laser points and the coordinate origin in the x-axis direction. If the number of point clouds is greater than N1, they are identified as rear carriage point clouds, and subsequent point cloud matching is performed.

[0076] D2 Truck head point cloud matching (distinguished from the carriage): Search for multiple laser points in the point cloud filtered in step C sent by the laser radar above the loading passage, the quantity threshold is N2, and the z-value thereof satisfies 3.5 < z < 3.9 (the height of the truck head is between 3.5 meters and 3.8 meters). If the quantity is greater than N2 (the quantity threshold), this batch of point clouds is the point cloud falling on the truck head. After the truck head point cloud is identified, if all x-values of this point cloud are greater than the x-value of the front chute in the three-dimensional space, it indicates that the truck head has passed the front chute, and subsequent point cloud matching is performed.

[0077] D3 Front carriage side board point cloud matching: Search in the point cloud filtered in step C sent by the laser radar above the loading passage, and search towards the negative direction of the x-axis from the truck head point cloud obtained in D2 (take the point with the minimum x-value in the truck head point cloud as x1) for multiple laser points satisfying x < (x1 - 1.0). The value "1.0" comes from the minimum distance of 1.0 meter between the truck head and the carriage, the quantity threshold is N3, the z-value thereof satisfies 1.7 < z < 3.0 (upward from the carriage floor, along the positive direction of the z-axis), and the x-value difference between every two laser points is less than 0.05. If the number of point clouds is greater than N3, they are identified as front carriage side board point clouds, and subsequent point cloud matching is performed.

[0078] D4 Carriage floor point cloud matching: Search for multiple laser points in the point cloud filtered in step C sent by the laser radar above the loading passage, the quantity threshold is N4, the z-value thereof satisfies 1.2 < z < 1.7 (the height of the carriage floor is between 1.2 meters and 1.7 meters), and the x-value thereof is between the x-values of the rear side board and the front side board of the carriage in the x-axis direction. If the number of point clouds is greater than N4, they are identified as carriage floor point clouds, and subsequent point cloud matching is performed.

[0079] D5 Side Barrier Point Cloud Matching: Search for multiple laser points in the point cloud sent by the LiDAR above the loading channel after filtering in item C. The x-value of the laser point is located between the point cloud of the rear barrier and the point cloud of the front barrier of the vehicle in the x-axis direction. Find the point with the largest z-value in the z-axis direction. The z-value is the height of the barrier. Find the point with the largest y-value and the point with the smallest y-value in the positive and negative y-axis directions respectively. The difference between their y-values ​​is the width of the vehicle.

[0080] E. Target value extraction: According to item D, find the value of the target to be measured in the points after feature value matching. For example, D1 is the average value of the x-value of the rear point cloud - the position of the rear of the vehicle; D3 is the average value of the x-value of the front sill point cloud - the position of the front sill; D4 is the average value of the x-value of the floor point cloud - the height of the floor; D5 is the maximum z-value of the side sill point cloud - the height of the side sill; D5 is the difference between the maximum and minimum y-values ​​of the side sill point cloud - the width of the vehicle body.

[0081] The 3D data of the truck bed was measured when the truck was near the loading position (the point cloud of the truck front was close to the exit gate) and nearly stationary. This was to avoid data deviation in time and space caused by the movement of the truck bed.

[0082] Step 4: Calculate the volume of the wagon and determine the loading conditions:

[0083] The three-dimensional dimensions of the truck body are obtained from LiDAR scanning. Let the standard load capacity of the truck be G. n The bulk density of the material is ρ (unit: t / m³). 3 The material's angle of repose is α, and the length of the carriage scanned by the lidar is L. n The height H of the side rails (panels) of the carriage n Width W n .

[0084] Depend on Figure 6 We can obtain:

[0085] G n =L n ×(H n +0.1)×W n ×ρ Equation 1

[0086] Loading is permitted only when the volume of the truck bed is greater than the volume of the materials to be loaded, as shown in Equation 2 (which can be derived from Equation 1).

[0087]

[0088] Due to variations in car length and height—that is, when the car length and height are increased—simultaneous discharge from both chutes can still result in uneven loading. Figure 7 The materials inside the carriage were piled in two heaps, which basically met the loading requirements, but if Figure 8 Although the materials inside the carriage were piled in two heaps, the load at the rear of the carriage was still too low.

[0089] The above-mentioned equal loading of the double chute cannot fully meet the requirements of balanced loading. It is necessary to appropriately move the unloading position of chute 2 to the rear of the truck bed according to the length and height of the truck bed. That is, after the truck is in place, unload the material with chute 1 first, start chute 1 to scrape the material and load the truck, and after the truck has moved a certain distance, stop the truck and start chute 2 to unload (scrape the material) and load the truck.

[0090] Therefore, determining the truck's position when loading into chute 2 requires geometric calculations. However, the difficulty in determining the geometric shape of the material piles between stockpiles 1 and 2 increases the complexity of these calculations. To address this, we can assume that chute 2 loads from the rear of the truck, similar to how chute 1 loads from the front of the truck towards the rear of the cargo box, thus determining the location of the unloading point P of chute 2.

[0091] like Figure 9 In contrast to Figure 6 The dimensions of the carriage, when the volume of the carriage increases, create an inverted triangular gap between stockpiles 1 and 2; for example... Figure 10 As the volume of the car continues to increase (the height of the car increases), a complete inverted triangular gap is separated between stockpile 1 and stockpile 2. The apex of the inverted triangle coincides with the bottom of the car. At this time, the x-coordinate of the unloading point P2 of chute 2 is derived as follows.

[0092] Let the length of segment A2P2 be x.

[0093] Multiplying the volume of stockpile 2 by its density gives half the standard load:

[0094]

[0095] From equation 3, we can find x and get:

[0096]

[0097] From Equation 3, the x-coordinate of P2 can be obtained as:

[0098]

[0099] From geometric figures, it is not difficult to derive the relationship between standard load capacity and car dimensions (volume) as shown in Equation 6:

[0100]

[0101] Unload at point P2, as shown in equation 5. As the volume of the car body continues to increase (the length of the car body increases), increase it to the following position: Figure 11 As shown, relation 7 can be obtained from equation 6:

[0102]

[0103] If the length of the carriage is further increased, the following will occur: Figure 8The off-center loading situation is shown. To overcome this problem, it can be done as follows: Figure 10 The two piles of materials were loaded separately at the front and rear of the truck bed, with the loading effect as follows: Figure 11 As shown, the problem seems to be solved. However, if the volume of the truck bed continues to increase, the empty space in the middle of the bed will become increasingly larger. Although this meets the requirement of balanced loading at the front and rear, the excessive weight at the rear will still affect the truck's ability to climb hills. Therefore, it is necessary to find a way to remove an equal amount of weight from the rear of stockpile 1 and the rear of stockpile 2, and load it into the middle of the truck bed, such as... Figure 12 and Figure 13 The shaded area, like this Figure 13 The loading effect is very scientific, that is, the front two axles of the carriage have sufficient load, and the situation where the center of gravity of the carriage is biased towards the rear three axles is alleviated (that is, the weight at the rear of the carriage is reduced).

[0104] like Figure 13 The weights of material pile 1 and material pile 2 are the same. Material pile 1 is fed and loaded from the front of the car by chute 1, and material pile 2 is fed and loaded from P4 by chute 2. The x-coordinate of P4 can be obtained as shown in Equation 5. Figure 12 , 13 The weight of the shaded area is weighed by the metering bin 1 and discharged from the chute 1 at point E4 in the middle of the car. The weight of the shaded area will now be determined.

[0105] Figure 13 The weight of the shaded area, i.e., the weight of the second batching in chute 1, can be taken as... Figure 11 The weight of material G that can be filled into the half-volume space in the middle of the carriage that is not fully filled. t That is, the weight that the carriage can carry minus the standard load capacity, then divided by 2, as shown in Formula 8:

[0106] G t =(L n *(H n +0.1)*W n *ρ-G n Formula 8 () / 2

[0107] Let the weight of the first batch of materials in chute 1 be G1, and the weight of the first batch of materials in chute 2 be G2.

[0108] G1 = G n / 2-G t / 2 = 0.75 * G n -0.25*L n *(H n +0.1)*W n *ρ Equation 9

[0109] G2 = G1 = G n / 2-G t / 2 = 0.75 * G n-0.25*L n *(H n +0.1)*W n *ρ Formula 10

[0110] Step 5, determine the loading segments: If the car body volume is large enough to accommodate the standard load capacity, determine whether the car will be loaded in two or three piles according to the relationship between the material volume and the three-dimensional dimensions (volume) of the car body as represented by Equation 7. If the relationship of Equation 7 is satisfied, then load in three piles; otherwise, load in two piles.

[0111] Step 6, Segmented Loading: Regardless of whether the material is loaded in two or three piles, (Quantitative Bin 1) chute 1 scrapes the material and loads it near the front sill of the car, (Quantitative Bin 2) chute 2 loads the material according to formula 5 x G The material is scraped and loaded onto the truck at the coordinate location.

[0112] If the material is loaded in two piles, the material in quantitative bin 1 and quantitative bin 2 shall be dispensed at half the standard load capacity respectively.

[0113] If the material is loaded in three piles, the first batching of quantitative bin 1 and the first batching of quantitative bin 2 are carried out according to formulas 9 and 10 respectively. When the weight of quantitative bin 1 is 0 (indicating that quantitative bin 1 has completed the first unloading), the second batching is carried out according to formula 8 (starting the second batching). When the middle position of the car is aligned with the leading edge of the lower opening of chute 1, the second unloading of quantitative bin 1 is started.

[0114] Example 6:

[0115] This embodiment is an improvement upon Embodiment 5, and a refinement of the segmented loading process in Step 6 of Embodiment 5. The segmented loading process described in this embodiment includes the following steps:

[0116] Two piles loaded onto the truck:

[0117] Sub-step 1.1: Dispense materials into each of the two quantitative bins at half the standard load capacity;

[0118] Since the loading is done in two batches, each of the two pre-load bins will be filled with half of the standard load for this loading. The standard load refers to the amount to be loaded in this shipment, determined based on factors such as the commercial contract or the amount to be loaded on other trucks.

[0119] Sub-step 1.2: Instruct the truck to be loaded to move forward until the front of the truck bed is aligned with the chute 1 and then stop;

[0120] The wagons to be loaded pass through the entrance gate into the loading channel and, under the guidance of the loading station system, proceed to the first stopping position, namely: the position where the front rail of the wagon is aligned with chute 1. Figure 5 Point H in the diagram.

[0121] Sub-step 1.3: Chute 1 extends to the top edge of the car and begins to unload and load material, as follows: Figure 5As shown, it should be noted that, Figure 5 It is a special case that when chute 1 reaches point H, chute 2 just reaches point P. This is a special case. Under normal circumstances, when chute 1 reaches point H, chute 2 may not have reached point P or may have exceeded point P. This requires adjusting the position of the car when discharging material from chute 2.

[0122] Sub-step 1.4: When the height of the material pile in the truck reaches the top edge of the truck (at this time, when the real-time weight of quantitative bin 1 decreases by 8-12 tons, determine whether the bottom of quantitative bin 1 and the truck are filled with material according to the height and width of the truck), direct the truck to move forward slowly;

[0123] Sub-step 1.5: When the carriage reaches the position of chute 2:

[0124] When in position, direct the truck to stop, extend chute 2 to the top edge of the truck bed, release material from metering bin 2 and scrape the material to load the truck. When the material pile in the truck bed reaches the top edge of the truck bed (when the real-time weight of metering bin 2 decreases by 8-12 tons, determine whether the space between the bottom of metering bin 1 and the truck bed is filled with material based on the height and width of the truck bed), direct the truck to move forward slowly.

[0125] Sub-step 1.6: When the rear slab of the vehicle passes over chute 1, the chute is lifted, and the loading is completed;

[0126] Three piles loaded onto the truck:

[0127] The three-pile loading is implemented based on the two-pile loading method. Initially, the two-pile loading method is set up: one pile is loaded near the front of the car, and another pile is loaded near the rear. A portion of material from the rear of each pile is then unloaded in the middle of the car. The unloading position of chute 2 is determined according to the two-pile unloading method, such as... Figure 11 The coordinates of P4 are the unloading position of chute 2, and their coordinates can be obtained according to formula 5. Calculate the weight of the second batching of quantitative bin 1 (material is released in the middle of the car), and determine the weight of the first batching of quantitative bin 1 and the weight of the first batching of quantitative bin 2.

[0128] Sub-step 2.1: The first batching of quantitative bin 1 and the batching of quantitative bin 2 are respectively carried out according to the formula:

[0129] G3 = G n / 2-G t / 2 = 0.75 * G n -0.25*L n *(H n +0.1)*W n *ρ

[0130] and the formula:

[0131] G4 = G3 = G n / 2-G t / 2 = 0.75 * G n -0.25*L n *(H n +0.1)*W n *ρ

[0132] Prepare the ingredients;

[0133] Sub-step 2.2: Instruct the truck to be loaded to move forward until the front of the truck bed is aligned with the chute 1 and then stop;

[0134] Sub-step 2.3: The chute 1 extends to the upper edge of the car body and begins to unload and load materials;

[0135] Sub-step 2.4: When the height of the material pile in the truck reaches the top edge of the truck (at this time, when the real-time weight of quantitative bin 1 decreases by 8-12 tons, determine whether the bottom of quantitative bin 1 and the truck are filled with material according to the height and width of the truck), direct the truck to move forward slowly;

[0136] Sub-step 2.5: When the carriage reaches the position of chute 2:

[0137] When in position, chute 2 extends to the upper edge of the car body, metering bin 2 discharges material and scrapes the material for loading;

[0138] Sub-step 2.6: When the height of the material pile in the truck reaches the top edge of the truck, (when the real-time weight of quantitative bin 2 decreases by 8-12 tons, determine whether the bottom of quantitative bin 1 and the truck are filled with material according to the height and width of the truck), direct the truck to move forward slowly;

[0139] Sub-step 2.7: When the first unloading of quantitative silo 1 is completed (the weight of material in quantitative silo 1 is 0), the second batching is started. The second batching of quantitative silo 1 is carried out according to the following formula:

[0140] G t =(L n *(H n +0.1)*W n *ρ-G n ) / 2;

[0141] Sub-step 2.8: When the middle position of the carriage is aligned with the leading edge of the lower opening of chute 1 ( Figure 12 (At position E4), direct the truck to stop and start the second discharge of quantitative silo 1. When the material pile in the truck reaches the top edge of the truck, direct the truck to move slowly forward until quantitative silo 1 is emptied (the weight of the material in quantitative silo 1 is 0).

[0142] The material pile formed by the second unloading of quantitative silo 1 is an inverted triangle (pile 3), sandwiched between pile 1 and pile 2, as shown below. Figure 12 As shown.

[0143] Sub-step 2.9: When the rear sill of the car passes chute 1, the system controls the chute to lift, and the loading is completed.

[0144] Finally, it should be noted that the above is only used to illustrate the technical solution of this utility model and not to limit it. Although this utility model has been described in detail with reference to the preferred arrangement, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solution of this utility model (such as the structural form of the loading station, the application of various formulas, the order of steps, etc.) without departing from the spirit and scope of the technical solution of this utility model.

Claims

1. A multi-port dispatching and rapid equalization loading station based on laser point cloud vision, comprising a steel structure frame, wherein the steel structure frame is arranged from top to bottom as follows: a belt conveyor head and a buffer bin, characterized in that, Below the buffer compartment, at least two independent quantitative compartments of the same horizontal height and chutes matching the quantitative compartments are provided. Below the chutes is a loading channel. The loading channel is equipped with an entrance gate and an exit gate, respectively. Multiple lidar units are installed along the loading channel to track the rear of the vehicle, track the front rail of the vehicle, identify the vehicle and the front of the vehicle, and measure the height of the side rails, the width of the vehicle, and the height of the floor of the vehicle.

2. The loading station according to claim 1, characterized in that, The quantity of the quantitative bins is two, and the two quantitative bins are at the same horizontal height and are arranged sequentially along the loading channel.

3. The loading station according to claim 2, characterized in that, The chute in question is a telescopic chute.

4. The loading station according to claim 3, characterized in that, The laser radar is installed at the outlet of the chute and above the loading channel, arranged in one or two rows along the loading channel.

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