Method for optimising the wrapping of palletized loads with film or band

Abstract

A method for determining a wrapping configuration (A) of a film or band (50) around a group of products (L) to form a palletized load (C) to be transported along a defined road route (PR) by a vehicle (100), comprising the steps of processing the route (PR) by means of a routing system associated with a digital mapping and cartography system; identifying the route (PR) as a sequence of straight (Tr,i), curved (Tc,i), roundabout (To,i) sections identified by a sequence of ultimate points (Pf,i); creating a data file (FD) containing the ultimate points (Pf,i) to which respective geographical coordinates (x, y) are associated on a reference plane (X, Y), altitude (z) and first road geometric data and metadata; analysing and processing the data file (FD) and synthesizing the route (PR) as a composition of a plurality of road segments of a straight type (Sr,i) and / or curved type (So,i) and / or roundabout type (So,i); calculating for each road segment (Sr,i, Sc,i, So,i) and for each travel instant (tj) a speed (vj) and local accelerations (at,j, an,j, a z',j) acting on the vehicle (100) with reference to a local reference system (t, n, z') of the vehicle (100); identifying on the route (PR) a plurality of critical road segments (Sr,k, Sc,k, So,k) in which the values of the local accelerations (at,j, an,j, az',j) are higher and storing them in a set of maximum accelerations (G_amax); positioning the palletized load (C) on a motion platform (10) and inputting the values of the set of maximum accelerations (G_amax) as driving data of the motion platform (10) and operating it to perform a simulation of movements and / or stresses acting on the palletized load (C); or creating a digital model of the palletized load (C) and starting a simulation of movements and / or stresses acting on the digital model using the values of the set of maximum accelerations (G_amax) as kinematic stress data to perform a simulation of movements and / or stresses acting on the palletized load (C); at the end of the simulation on a motion platform (10) or by means of the digital model, verifying whether the palletized load (C) wrapped with the film or band (50) according to the defined wrapping configuration (A) has remained stable and / or compact and / or rigid.

Description

[0001] Method for optimising the wrapping of palletized loads with film or band

[0002] The invention relates to methods and systems for wrapping goods and products arranged on a pallet with a film or band of plastic and / or paper material and / or of fabric.. In particular, the invention relates to a method for verifying and / or determining an optimal wrapping configuration of a film or band wrapped around a palletized load formed by a group of products arranged on a pallet and intended to be moved and / or transported along a defined road route.

[0003] It is well known and widespread in the industrial packaging sector the use of films of cold stretchable plastic material to wrap and fix to a pallet a plurality of products or articles suitably superimposed and grouped so as to form a palletized load that can be easily handled by a forklift and loaded on different types of transport means. In particular, the products are wrapped and fixed to each other and to the pallet by distributing the film so as to form a plurality of strips or bands of films superimposed on each other and intertwined with a helical trend.

[0004] The plastic film, before being wrapped around the products, is generally stretched or elongated, in an elastic and / or plastic manner.

[0005] Typically, the plastic film is elastically stretched by a predetermined amount or percentage for it to be used at its best and acquire physical-mechanical characteristics such as to make it more suitable to withstand the forces acting on the load, in particular when it is moved and transported. More precisely, when the stretching force imparted to the film to elongate it ceases, the elastic return of the film results in a clamping force on the load that allows it to retain and contain the products that compose it and to constrain the latter firmly to the underlying pallet. Contributing to this containment and wrapping effect is also the tension or wrapping force imparted to the film during wrapping around the load.

[0006] The stretching or elongation of the film is generally expressed as a percentage of the ratio between the elongation of the film (difference between the final length of the stretched film and the original length) and the original length. Typically the elongation imparted to the plastic film is between 50 and 400 %, while the elongation imparted to the paper or fabric films is lower or even zero.

[0007] The stretching or pre-stretching force further allows to considerably reduce the thickness of the film (typically from about 25-20 pm to about 6-7 pm) so as to proportionately increase the length thereof in order to wrap a greater load perimeter with the same initial amount of unwound film. This allows to limit the consumption of film and therefore the packaging costs. The pre-stretching force also allows the mechanical characteristics of the film itself to be changed. In fact, the appropriately stretched material of the latter may change from an elastic type behaviour, in which the film tends to recover the original size thereof upon cessation of the stress, to a plastic type behaviour, in which the film undergoes a permanent deformation and does not recover the initial size thereof upon cessation of the stress. In the latter case, the plastic film behaves as a flexible and inextensible element, similar to a rope or belt, and can be used, for example, to wrap groups of unstable products which must be held firmly together.

[0008] To achieve an effective and stable wrapping, it is therefore necessary to choose a suitable plastic film (composition, initial thickness) and determine the correct wrapping parameters (percentage of pre-stretch, wrapping force, number of wraps of the film around the load, percentage of overlap of the strips of film, arrangement of the wraps) depending on both the characteristics of the load (type of product - fragile, deformable - number of products, composition of the rows and layers of the grouped products) and the type and transport route (by road by truck, by ship, by air, etc.) to which the latter must be subjected.

[0009] It is also known and increasingly widespread to use for wrapping palletized loads bands of paper or paper material, which allow to reduce the use and consumption of plastic films which, as is known, if not correctly managed and above all disposed of, contribute significantly to environmental pollution. Paper is instead an eco-friendly and eco-sustainable material obtainable both from recycling pre-existing paper and from sustainable productions. In particular, the use of Kraft-type paper, also called wrapping paper, is widely used, since this paper is characterized by a high resistance, in particular to traction and punctures and tears, and longitudinal and transverse elasticity. Kraft paper can be smooth or have creases or micro-creases that accentuate the extensibility thereof.

[0010] Unlike plastic films, paper bands are stretched or elongated in an elastic and / or plastic way before being applied to the load in a quantity less than that of the plastic film while achieving a significant elastic containment force, due to the different construction characteristics of the paper compared to the plastic. Also in this case, in order to create a firm and stable wrapping, it is necessary to choose, in addition to a suitable paper band (composition and thickness), the correct wrapping parameters, which include wrapping force, number of wraps of the band around the load, percentage of overlap of the band strips and arrangement of the wraps around the load.

[0011] While the characteristics of the load and the products or articles that compose it are known, the stresses to which it is subjected during transport are generally unknown, which is why, as is known, a significant percentage of palletized loads (in particular in the case of fragile or easily deformable products, such as plastic bottles for beverages) are irreparably damaged during transport due to the dynamic stresses (linear, angular accelerations / decelerations, vibrations, oscillations, etc.) to which they are subjected. The palletized load can in fact tilt, bend laterally, deform and collapse locally as a result of the stresses, thereby resulting in the damage, crushing and breakage of the individual products.

[0012] In addition to the deterioration and damage of the products, the improper and correct wrapping of the palletized loads and therefore their failure and / or deformation is the cause of even serious accidents during transport, in particular in the case of road transport.

[0013] To overcome these drawbacks, a solution adopted is to wrap the load as tightly as possible (compatible with the characteristics of the products contained) and with a very high number of wraps, based on the experience acquired and empirical procedures. However, problem- free wrapping is not always obtained and, in addition, the consumption of plastic film or paper band increases considerably, significantly affecting packaging costs.

[0014] The need to optimise the wrapping or winding cycles of palletized loads is therefore very much felt in the packaging sector in order to obtain optimal containment and stabilisation of the palletized load and, at the same time, a reduction in the amount of film or band used, depending on both the characteristics of the load and the type and route of transport of the load.

[0015] Currently, manufacturers of wrapping machines and / or production companies carry out numerous tests on palletized loads to verify the quality of the wrapping and at the same time try to identify the optimal wrapping parameters for each type of load. However, these tests are quite long, laborious and expensive and are not able to provide information about the behaviour of the same palletized load that must be handled and transported along new and different routes from those known and tested. In the absence of such information, the loads may be banded insufficiently or excessively.

[0016] It is also known to measure stresses (displacements, rotations, speeds, accelerations) by means of sensors fixed to the means of transport (truck, ship, plane, etc.) on which the load will be placed or fixed externally to the load. The data of the measured physical quantities are recorded and used to calculate empirically and on the basis of previous tests and analyses the wrapping parameters that can be used for wrapping similar loads that must be transported on similar means and along similar transport routes.

[0017] The results thus obtained are in any case imprecise and in any case cannot be used in the case of different transport routes or different types of load. Furthermore, in the case of the sensors applied to the means of transport, the measured data are inaccurate because they do not take into account the composition and structure of the load transported, while in the case of the sensors fixed externally to the products it is observed that their positioning can affect the same measurements (since the sensors modify the structure, weight, the dynamic behaviour of the load itself). The sensors for the fixing mode can be subject to particular stresses (vibrations) to which the entire load is not subjected.

[0018] US 2020 / 165017 discloses a method for determining the wrapping configuration of a film wrapped around products to form a palletized load to be displaced along a route. The method involves using a defined wrapping configuration, measuring the physical quantities acting on the load following movements and / or stresses when the load is displaced along different test routes, obtaining a route as an appropriate composition of basic elementary route sections, obtaining the physical quantities acting on the load along the route as physical quantities associated with the basic elementary route sections, positioning the load on a motion platform, driving the motion platform based on the physical quantities so as to simulate movements and / or stresses acting on the load displaced along the route, verifying whether the load has remained stable and / or compact, changing the wrapping configuration if the load has not remained stable and / or compact, and repeating the steps.

[0019] US 2014 / 223863 describes a method for profiling a packaging material to generate an attribute of incremental containment force per revolution (ICF) represented by a variable function as a function of the wrapping force. The performance of different packaging materials, e.g., in terms of speed or cost, can be compared for a particular load by simulating wrapping operations based on the size of the load and a desired load containment force requirement for the load.

[0020] US 2021 / 331833 describes a measuring system that can be associated with a group of products that can be wrapped with a plastic film to form a palletized load. The system comprises a support frame provided with a rest plane for the group of products, a first and a second detection module housed inside the support frame and provided with a first and a second sensor unit for detecting and measuring a first and a second physical quantity acting on the palletized load during its handling and / or transport, a processing module having a first and a second calculation unit and a first and a second memory unit positioned on the rest plane, inserted between the products and having dimensions and weight comparable to those of one of the products. The first and second computing units, the first and second memory units, and the first and second detection modules form the first and second measurement chains of the first and second physical quantities.

[0021] It is an object of the present invention to improve the methods and systems known for calculating and optimizing the wrapping processes with plastic and / or paper material film or band of palletized loads.

[0022] Another object is to provide a method that allows to calculate in a precise and accurate manner dynamic stresses, in particular accelerations, acting on a given palletized load during transport along a defined road route identifiable by a routing system of a known type associated with a digital mapping and cartography system.

[0023] A further object is to provide a method that allows an optimal wrapping configuration to be calculated for any type of load and for any road transport route that ensures the necessary containment and fixing of the load and the lowest consumption of film or band.

[0024] Still another object is to provide a method that is based on environmental sustainability and that allows to minimize and almost eliminate the consumption of raw materials and energy in the calculation of the optimal wrapping configuration for a load along a road transport route.

[0025] These objects and others are achieved by a method for determining a wrapping configuration of a film or band around a palletized load according to claim 1.

[0026] The invention can be better understood and implemented with reference to the attached drawings which illustrate an exemplary and non-limiting embodiment thereof, wherein:

[0027] - Figure 1 is a view of a digital map on which a road route for transporting a palletized load processed by a routing system of the method of the invention is highlighted;

[0028] - Figure 2 is an enlarged detail of the digital map of Figure 1 illustrating straight and curved sections of the route;

[0029] Figure 3 is an enlarged detail of the digital map of Figure 1 illustrating interpolated straight and curved sections of the road route;

[0030] - Figure 4 is a data representation of a data file containing the sequence of the ultimate points forming the route, wherein for each ultimate point respective geographical coordinates and first road geometric data and metadata are provided;

[0031] - Figure 5 is a chart on a reference plane illustrating a portion of the route in which straight, curved and roundabout road segments have been identified;

[0032] - Figure 6 is a graph like that of Figure 5 in which second road geometric data and metadata associated with the various road segments are illustrated;

[0033] - Figure 7 is a graph illustrating the trend of the cruising speeds of a vehicle in the various road segments that make up the route; - Figure 8 is a graph illustrating the trend of the vehicle speeds in a plurality of road segments considering relative acceleration and / or deceleration ramps present in each road segment;

[0034] - Figure 9 is a graph illustrating the trend of the speeds along the entire route considering the acceleration and / or deceleration ramps present in the road segments that make up the route;

[0035] - Figure 10 is a graph illustrating the trend of the speed over time and that of its derivative with respect to time while travelling along the route;

[0036] - Figure 11 is a graph illustrating the trend of the speed in a road segment;

[0037] - Figure 12 is a graph showing the geographical coordinates on a reference plane of the sequence of ultimate points forming the route;

[0038] - Figure 13 is a graph illustrating the trend over time of the speeds;

[0039] - Figure 14 is a graph illustrating the trend over time of the three local accelerations acting on the vehicle;

[0040] - Figure 15 illustrates a road segment of the route on the horizontal reference plane and a vehicle that travels along this segment and to which a local reference system is associated along whose directions local accelerations develop;

[0041] - Figure 16 illustrates the road segment of Figure 15 on a vertical reference plane with the vehicle and its local reference system;

[0042] - Figure 17 is a graph showing the geographical coordinates in the reference plane of the sequence of ultimate points that form the route in which they are highlighted by critical road segments in which the values of local accelerations are higher;

[0043] - Figure 18 is a perspective view of a motion platform;

[0044] - Figure 19 is a front view of a digital model of a palletized load formed by a group of products superimposed on multiple layers on a pallet and wrapped with a plastic and / or paper film or band with a defined wrapping configuration.

[0045] The method according to the invention provides for determining a wrapping configuration A of a film or band 50 of plastic and / or paper material and / or fabric wrapped around a group of products L to form a palletized load C intended to be moved and / or transported from the starting point Pp to an arrival point Pa along a defined road route or path PR. More precisely, the method of the invention allows to ascertain which wrapping configuration of the film or band 50 around the palletized load C ensures that the latter remains stable and / or compact and / or rigid when moved along a defined road transport route PR, for example by truck.

[0046] Stable and / or compact and / or rigid load means a load whose final configuration, i.e. after being displaced and / or transported along a predetermined route, is substantially the same as its initial configuration, i.e. before being displaced and / or transported.

[0047] The configuration comprises the overall shape and dimensions of the palletized load and the relative position of the stacked products / elements with a defined pattern and order on the pallet, in particular the relative position of the different superimposed layers of products. Therefore, a palletized load is stable and / or compact and / or rigid when it maintains almost its initial rectangular cuboid shape, that is, when the four side walls remain almost orthogonal to the lower side (resting on the upper surface of the pallet) and the arrangement and order of the stacked products remain unchanged without sliding of one or more layers of products or between the products of the same layer, without damage to products or escape of material.

[0048] The term "stable" means in fact "firmly fixed and not likely to move or change" and the term compact means "made up of parts positioned together tightly or in an orderly manner, using as little space as possible".

[0049] The EUMOS 40509:2020 regulation issued by the AISBL European Safe Logistic Association, which defines a method for testing the stability of a palletized load along a specific direction when subjected to an inertial force in this direction, defines "rigid" the load that, subjected to a specific acceleration along a specific direction, undergoes deformation and / or relative movements between the parts (i.e. between products or articles that compose it) that are less than acceptable upper limits and defined in the regulation itself (2. Terms and definitions). In particular, the rigidity of a load is expressed as the maximum acceleration of the test loading platform, on which the load is placed, along the specific direction that does not cause unacceptable deformations or unacceptable relative movements between the parts of the load without damaging it (3. Aim). Paragraph 5.3 (Test evaluation criteria) of the regulation specifies the three criteria that the load must meet in order to be defined as rigid and pass the test.

[0050] However, EUMOS 40509 regulation only applies to a test that involves the application on the test platform of a horizontal acceleration and along a specific direction and not subjected to a complex of linear and angular accelerations to which a palletized load is subject when it is transported / moved along a road route.

[0051] Wrapping configuration A means a set of wrapping parameters that, with the same film or band used, define the wrapping process of the load and comprise, for example, wrapping force of the film or band around the load, number of wraps or strips of film or band around the load, percentage of overlap of the strips, arrangement of the wraps (overlap at the base and / or at the top of the load, etc.), percentage of pre-stretch applied to the film or band, if it is made of stretchable material, before wrapping.

[0052] The wrapping configuration is also a function of the characteristics of the palletized load C, i.e. of the products L that compose it (fragile, deformable), of their number, of their composition in rows and superimposed layers and / or of the environmental conditions (temperature, humidity, pressure) to which the palletized load is subjected.

[0053] The method of the invention provides the steps described below.

[0054] In a first step, the method involves processing the defined route PR by means of a routing system associated with a digital mapping and cartography system equipped with a road geometry and metadata database.

[0055] For example, the routing system may comprise the well-known Open Source Routing Machine (OSRM) associated with the Open Street Map (OSM) road geometry and metadata database (Figure 1). Other known and commercially available databases can be used to extract data and metadata to be associated with the various sections of the route PR, including Open Topo Data, Google Elevation API.

[0056] Other known routing systems can also alternatively be used to calculate the desired road route PR from the starting point Pp to the arrival point Pa.

[0057] In a second step it is envisaged to identify and define the defined route PR processed by the routing system as a sequence of a plurality of straight sections Trj, curved sections Tcj and roundabout sections T0,i identified by a sequence of ultimate points Pfj and then create a data file FD containing said sequence of discrete ultimate points Pfj, wherein at each discrete ultimate point Pfj there are associated respective geographical coordinates x, y on a horizontal reference plane X-Y, altitude z and respective first road geometric data and metadata.

[0058] The data file FD is for example a text file in CVS (Comma-separated values) format.

[0059] More precisely, the first step of processing the defined route PR, in particular a minimum cost or shorter or faster route, using the routing system and the second step of identifying and defining the defined route PR comprise: identifying a plurality of discrete initial points Pin, to which respective first road geometric data and metadata are associated and which approximately identify a sequence of rough straight sections Trgj, rough curved sections Tcgj and rough roundabout sections Tog,i of the defined route PR; refining the rough straight sections Trgj, the rough curved sections Tcgj and the rough roundabout sections Tog,i by means of an interpolation process, of a known type, for example by linear interpolation and / or interpolation by Bezier curves and / or interpolating polynomials and / or splines, in particular by setting a desired precision and sampling distance in the digital map, so as to obtain the straight sections Trj, the curved sections Tcj and the roundabout sections T0,i identified and defined by the sequence of ultimate points Pfj.

[0060] The first road geometric data and metadata, originally associated with the discrete initial points Pin,i of the route PR processed by the routing system, and therefore associated with the ultimate points Pfj contained in the data file FD, comprise for each ultimate point Pfj at least one of the maximum speed limit, cruising travel speed, road curvature on the horizontal reference plane X-Y, type of road, road surface conditions, belonging to a straight Trj or curved Tcj or roundabout T0,i section.

[0061] In a next step the method comprises analysing and processing the data of the data file FD and synthesizing the defined route PR as a composition of a plurality of road segments of straight type Srj, of curved type Scj, of roundabout type S0,i, each road segment Srj, Scj, S0,i being associated with respective second road geometric data Li, Gi, CCRi, Ri.

[0062] The synthesis of the defined route PR as a composition of the plurality of road segments Srj, Sc,i, S0,i is created by a parsing program of known type that analyses and processes the data of the data file.

[0063] The second road geometric data and metadata associated with each road segment Sr,i, Sc,i, S0,i comprise in particular for each road segment Srj, Scj, S0,i at least one of the overall length Lj, vertical slope Gi, slope CCRi on the reference plane X-Y, curvature radius Ri on the reference plane X-Y, maximum speed limit, cruising travel speed, road curvature on the reference plane X, Y, road type, road surface conditions.

[0064] With particular reference to Figure 5, of each ultimate point Pfj with coordinates x-y-z are in fact known from the data file FD as belonging to a straight section (blue colour), a curved section (red colour) or a roundabout section (yellow colour). In particular, the ultimate points Pf i those belonging to a straight section are separated and grouped into appropriate straight segments according to the slope Gi in the plane X-Y. For the segments of curved type Sc,i and roundabout type Soj, the respective curvature radii Ri are determined.

[0065] The path or route PR is then synthesized into a finite number of road segments Srj, Scj, Soj, each i-th segment Srj, Scj, Soj being characterized by the overall length Lj if it is a straight segment Srj or by the curvature radius Ri if it is a curved segment Scj or a roundabout segment Soj. In addition to these, the vertical slope Gi and the slope CCRi in the reference plane X,Y (Fig. 6) are added.

[0066] In a subsequent step, for each road segment Srj;Sc. i;Soj of the sequence of road segments Sr,i, Scj;Soj in which the route PR is divided is calculated, based on respective cruising speeds Vdesj and effective acceleration or deceleration ramps aeffj, deffj of the vehicle 100, the respective second road geometric data and metadata Lj, Gi, CCRi, Ri and the geographical coordinates x, y and altitude z of the ultimate points Pfj that make up the aforementioned road segment Srj, Scj, Soj, for each travel instant tj of the vehicle 100 in said road segment Srj, Scj, Soj a speed Vj and local accelerations atj, an,j, az’ j acting on the vehicle 100 and with reference to a local reference system t, n, z ’ of said vehicle.

[0067] More precisely, after having synthesized, in particular by means of the parsing program, the defined route PR as a composition of a defined plurality of road segments Srj, Scj, Soj, the method provides for associating to each road segment Srj, Scj, Soj a respective cruising speed Vdesj, a theoretical acceleration adesj and / or a theoretical deceleration ddesj of the vehicle 100 in that section. The values of cruising speed Vdesj, theoretical acceleration atdes,i and / or theoretical deceleration ddes,i can be derived from the literature as a function of the geometric and road characteristics of the specific road segment Srj, Scj, Soj.

[0068] In particular, it is envisaged that the cruising speed Vdesj, the theoretical acceleration adesj and / or the theoretical deceleration ddesj associated with each road segment Srj, Scj, Soj are obtained and recalculated based on the second road geometric data and metadata Lj, Gi, CCRi, Ri associated with the road segment, in particular as a function of a respective overall length Li, vertical slope Gi, slope CCRi on the reference plane X-Y, curvature radius Ri, maximum speed limit, cruising travel speed (fig. 7).

[0069] The method also provides for calculating for each road segment Srj, Scj, Soj the effective acceleration and / or deceleration ramps aeffj, deffj so as to connect a cruising speed Vdesj in that road segment Srj, Scj, Soj with a travel speed Vdes,i-b Vdes,i+i of an adjacent road segment Sr,i-i, Sc,i-L S0,i-i; Sr,i+i, Sc,i+i, S0,i+i, in particular previous Sr,i-i, Scj-i, S0,i-i or subsequent Srj+i, Scj+i, S0,i+i one, and as a function of the theoretical accelerations adesj and / or theoretical decelerations ddes, in the aforementioned adjacent road segments so as to obtain a trend in the travel speed f(v, 1) of the vehicle 100 along the defined route PR (fig. 8 and 9).

[0070] Once the trend f(v, 1) of the speed v as a function of the displacement 1, i.e. the length of the road route PR, has been obtained, this trend is converted as a function of time by calculating the acceleration / deceleration times and the cruising times in each road segment Sr,i, Sc,i, S0,i. For this purpose, it is envisaged to calculate for each road segment Srj, Scj, Soj of overall length Li, at least one intermediate length Lcj of the section of the road segment Sr,i, Sc,i, S0,i, i travelled at cruising speed Vdes,i (fig- H).

[0071] The method then provides for calculating for each road segment Srj, Scj, S0,i on the basis of at least the respective cruising speeds Vdes,i, of the cruising speeds Vdes,i-L Vdes,i+i of the adjacent road segments Srj.i, Scj-i, S0,i-i; Srj+i, Scj+i, S0,i+i, of the effective acceleration and / or deceleration ramps aeff,i, deff,i and of the intermediate length Lcj of the aforementioned road segment Sr,i, Sc,i, S0,i a respective travel time tperc,i and then obtain a trend f(v, t) of the speed v as a function of the time t taken to travel the entire route PR (fig. 10) and associate it with the geographical coordinates x, y and the altitudes z of the ultimate points Pfj of the sequence of ultimate points Pfj which form the route PR so as to calculate for each travel instant tj of the vehicle 100 in each road segment Srj, Scj, S0,i and at the respective ultimate point Pfj where the vehicle is located at said travel instant ti a corresponding speed Vj of the vehicle 100 and the local accelerations atj, an,j, aZ Jacting on it.

[0072] More precisely, and with reference to Figure 11 which illustrates a generic i-th road segment Sr,i, the travel time tacc,i of the initial acceleration ramp travelled with acceleration aaesj is equal to: where VM is the speed in the front road segment Sr,i-i, i.e. preceding the i-th road segment Sr,i-

[0073] The travel time tc,i of the section travelled at cruising speed Vdesj, almost constant, of length

[0074] LC;iis equal to: the travel time tdcc.i of the final deceleration ramp travelled with deceleration d cs.i is equal to: where Vi+i is the speed in the subsequent road segment Sr,i+i .

[0075] It is therefore possible to calculate the total travel time tperc,i of the road segment Srj, having an overall length Lj known as the sum of the travel times of the acceleration / decel eration ramps and the section travelled at cruising speed: tpcrc.i=taccj + tc,i + tdecj

[0076] By calculating the travel times of the entire sequence of road segments Sr,i, Sc,i, S0,i forming the route PR it is thus possible to obtain the trend f(v, t) of the speed v of the vehicle 100 as a function of the time t taken to travel the entire route PR (fig. 10).

[0077] By associating said speed trend as a function of time f(v, t) with the geometric coordinates of the route PR in the reference plane X-Y (fig. 12), i.e. with the coordinates x, y of the sequence of ultimate points Pfj that form the aforementioned route PR, it is possible to calculate for each travel instant tj of the vehicle 100 in each road segment Sr,i, Sc,i, S0,i and at the respective ultimate point Pfj in which the vehicle is located at said travel instant tj a corresponding speed vj of the vehicle 100 and therefore the local accelerations atj, an,j, az’,j acting on it with reference to the local reference system t, n, z ’ of said vehicle.

[0078] More precisely, with reference to Figures 15 and 16, the speed vj of the vehicle at each instant tj is directed along a tangential direction t of the local reference system t, n, z ’ with respect to the trajectory of the road segment travelled.

[0079] The speed vector vj at the instant tj therefore has orientation concordant with the tangential versor t and modulus equal to the calculated value vj calculated above according to the formula:

[0080] Yi = Vj t To calculate the acceleration vector aj it is necessary, as is known, to derive the speed vector vj over time: the derivative over time of the tangential versor t (dt / dt) is given by the following formula: where: vj: the modulus of the speed at instant tj;

[0081] Rj: the curvature radius at the ultimate point Pfj of the road segment at time tj; n. the normal versor along the normal direction / / , orthogonal to the tangential direction t. Therefore, the acceleration vector a in the reference plane X-Y can then be written according to its tangential and normal components as follows:

[0082] The vertical component az’ j of the acceleration vector a along the vertical direction z’ is the projection of the gravity acceleration g along the aforementioned vertical direction z’ (fig. 16), i.e. it depends on the vertical slope Gj at the ultimate point Pfj of the road segment at time tj, for example according to the formula: az’ j = g cos a where a= arctg (Gj)

[0083] The method of the invention further comprises identifying on the route PR obtained as a composition of the plurality of road segments Srj, Scj, S0,i identified above a plurality of critical road segments Sr,k, SC;k, S0,k or of portions of critical road segments Sr,k, SC;k, S0,k in which the values of the local accelerations atj, anj, az\j acting on the vehicle 100 are higher and storing in a set of maximum accelerations G_amax the aforementioned accelerations atj, anj, az’ j having higher values.

[0084] The method then comprises positioning the palletized load C, consisting of the group of products L placed on a pallet and wrapped with the film or band 50 of plastic and / or paper material according to the predefined wrapping configuration A, on a motion platform 10 suitable for supporting and moving the latter and introduce the values of the set of maximum accelerations G_amax as driving data of the motion platform 10 and operate the latter to perform a simulation of movements and / or stresses acting on the palletized load C moved and / or transported along the defined route PR.

[0085] Alternatively, it is possible to realize a digital model 30 (digital twin) of the palletized load C and start a simulation of movements and / or stresses acting on said digital model using the values of the set of maximum accelerations kinematic stress data to perform a simulation of movements and / or stresses acting on the palletized load C moved and / or transported along the defined route PR.

[0086] At the end of the simulation of movements and / or stresses on the motion platform 10 or by means of a digital model, it is envisaged to verify whether the palletized load C wrapped with the film or band 50 according to the defined wrapping configuration A has remained stable and / or compact and / or rigid.

[0087] The method further provides for: modifying the defined wrapping configuration A if the palletized load C or the respective digital model 30 has not remained stable and / or compact and / or rigid after the simulation of movements and / or stresses; repeating the simulation on the motion platform 10 or by means of a digital model and / or modifying the wrapping configuration A until the palletized load C is stable and / or compact and / or rigid; storing a wrapping configuration Asof stability of the film or band 50 wrapped around the palletized load C adapted to maintain the latter stable and / or compact and / or rigid when moved and / or transported along the defined route PR.

[0088] The stability wrapping configuration Asis stored in a special database.

[0089] It is also envisaged to wrap with a wrapping machine the film or band 50 around a group of products substantially equal to the determined group of products L so as to form a palletized load intended to be moved and / or transported along the defined route PR using the aforementioned wrapping configuration Asof stability of the film or band 50.

[0090] The wrapping configuration A of the film or band 50 around the palletized load C comprises wrapping parameters, in particular wrapping force of the film or band around the load, number of wraps of the film or band around the load, percentage of overlap of the wraps, arrangement of the wraps, percentage of pre-stretch of the film or band if of extensible material.

[0091] The wrapping parameters are selected as a function of the characteristics of the palletized load C and / or the defined transport and / or movement route PR.

[0092] In particular, the characteristics of the palletized load C comprise type of products L, resistance and / or deformability of products L, number of products L, composition in rows and superimposed layers of grouped products L.

[0093] The motion platform 10 is, in particular, an oscillating or vibrating platform provided with three or more degrees of freedom and capable of supporting and moving the palletized load C on the basis of the accelerations acting on the palletized load C along the defined route PR, in particular the maximum accelerations G amax calculated with the method of the invention. In other words, the suitably programmed and controlled motion platform 10 replicates at least partially movements, oscillations, vibrations to which the palletized load C would be subjected if moved and / or transported on a vehicle from the starting point Pp to the arrival point Pa along the defined road route PR.

[0094] The motion platform 10 may for example comprise a parallel kinematic robot, in particular a robot with six extendable legs 11 also known as a Gough-Steward platform. This motion platform has high dynamic performance, great rigidity of the structure and high precision of movements.

[0095] More specifically, the motion platform 10 comprises a lower base 12 fixable to the ground and substantially triangular in shape, to the vertices of which the linear actuators 11 constituting the extendable legs are fixed by means of lower joints 13. More precisely, at each vertex of the lower base 12, the lower ends of two respective linear actuators 11 are fixed.

[0096] The motion platform 10 also comprises an upper movable base 15 that connects the extendable legs 11 and is provided with an upper platform 16 to which the palletized load C. More precisely, the upper movable base 15 is fixed to the upper ends of the linear actuators 11. In particular, the upper base 15 is fixed to three upper joints 14 each of which is arranged to connect the upper ends of two linear actuators 11 whose lower ends are fixed to the two adjacent vertices of the lower base 12.

[0097] The lower 13 and upper 14 joints allow rotation according to two degrees of freedom. Alternatively, the motion platform may comprise a linearly movable acceleration slide. In this case the palletized load C is subjected to direct accelerations along a single direction, for example the tangential components atj or the normal components an,j of the set of maximum accelerations G_amax-

[0098] Creating the digital model 30 or digital twin of the palletized load C includes in particular: mechanically characterizing the constituent elements of the palletized load C and the interactions between the aforementioned constituent elements, in particular said constituent elements comprising the products L, the film or band 50, a pallet 60 on which the products L are arranged and the interactions comprising frictions between the products, wrapping tension of the film or band around the products, damping of the film or band; modeling by CAD the constituent elements of the palletized load C and relative interactions between the aforementioned constituent elements and subsequently validating the digital models thus obtained in the FEM environment; modeling by parametric CAD the overall palletized load.

[0099] Thanks to the method of the invention, it is therefore possible to determine a stability wrapping configuration Asof a film or band 50 wrapped around a group of products L to form a palletized load C capable of keeping the latter stable and / or compact and / or rigid when moved and / or transported along any desired road transport route PR from a starting point Pp to an arrival point Pa.

[0100] A defined road route, for example of minimum or shorter or faster cost, can in fact be processed by the routing system associated with a digital mapping and cartography system provided with a database of geometry and road metadata and identified and defined as composition of a plurality of road segments of straight type Sr,i and / or curved type Sc,i and / or roundabout type S0,i identified by a sequence of ultimate points Pfj having respective geographical coordinates in the horizontal and altitude reference plane X-Y. Each road segment Srj, Scj, S0,i is associated with road geometric data and metadata Li, Gi, CCRi, Ri and cruising speed Vdcs.i and effective acceleration or deceleration ramps aeff,i, deff, i, which allow to calculate a trend f(v, 1) of the speed v as a function of a displacement s of the vehicle 100 along the route PR and a trend f(v, t) of the speed v as a function of a time t taken to travel the route PR. By associating the aforementioned speed trends as a function of displacement f(v, 1) and time f(v, t) with the geographical coordinates x, y and altitude z of the ultimate points Pfj which make up a corresponding road segment Sr,i, Sc,i, S0,i, for each travel instant tj of the vehicle 100 in said road segment Srj, Scj, S0,i it is possible to calculate a speed vj of the vehicle and local accelerations atj, an,j, az’,j acting on the vehicle 100 with reference to a local reference system t, n, z ’ of the vehicle 100 itself.

[0101] In particular, at each instant tj at the corresponding ultimate point Pfj of the road route PR it is possible to calculate the components atj, an,j, aZof the acceleration a acting on the vehicle along tangential t, normal n and vertical z’ directions of the local reference system t, n, z The highest values of the local accelerations atj, an,j, az’ j acting on the vehicle at critical road segments Sr,k, Sc,k, S0,k can be stored in a set of maximum accelerations G amax and used to perform simulations of movements and / or stresses on the palletized load C arranged on a motion platform 10, for example an oscillating or vibrating platform provided with three or more degrees of freedom or an acceleration slide, or on a digital model of the palletized load C made by mechanically characterizing the constituent elements of the palletized load C and the interactions between them and modeling by CAD the constituent elements and their interactions and then parametric CAD modeling the overall palletized load.

[0102] At the end of the simulation, it is possible to verify whether the palletized load C according to the defined wrapping configuration A has remained stable and / or compact and / or rigid. If the load has remained stable and / or compact and / or rigid this wrapping configuration can be stored. Otherwise it is possible to change the wrapping configuration A, repeat the simulation on the motion platform or by digital model and / or change the defined wrapping configuration A until the palletized load C is stable and / or compact and / or rigid.

[0103] The method of the invention therefore allows to calculate in a precise and accurate manner dynamic stresses, in particular accelerations, acting on a given palletized load during transport along a defined road route, identifiable by means of a routing system of a known type associated with a digital mapping and cartography system. The method also allows to calculate for any type of load and for any road transport route an optimal wrapping configuration A that ensures the necessary containment and fixing of the load and the lowest consumption of film or band.

[0104] The method of the invention is also strongly based on environmental sustainability since it allows to minimize and almost eliminate the consumption of raw materials and energy in the calculation of an optimal wrapping configuration for a load along a defined road transport route. In particular, the method of the invention does not require destructive tests, which involve the destruction of real products and the use of large amounts of film and / or band, and the need to perform transport tests using vehicles (trucks) along road routes on which to load the palletized loads to be tested.

Claims

CLAIMS1. Method for determining a wrapping configuration (A) of a film or band (50) made of plastic and / or paper and / or fabric material wrapped around a group of products (L) to form a palletized load (C) intended to be moved and / or transported from a starting point (Pp) to an arrival point (Pa) along a defined road route (PR) by a vehicle (100), said method comprising the steps of:- processing said defined route (PR) by means of a routing system associated with a digital mapping and cartography system provided with a road geometry and metadata database;- identifying and defining said defined route (PR) processed by said routing system as a sequence of a plurality of straight sections (Trj), curved sections (Tcj) and roundabout sections (T0,i) identified by a sequence of ultimate points (Pfj);- creating a data file (FD) containing said sequence of ultimate points (Pf,i), in which each ultimate point (Pfj) is associated with respective geographical coordinates (x, y) on a reference plane (X, Y), altitude (z) and respective first road geometric data and metadata;- analysing and processing the data of said data file (FD) and synthesizing said defined route (PR) as a composition of a plurality of road segments of straight type (Sr,i) and / or curved type (Scj) and / or roundabout type (S0,i), each road segment (Srj, Scj, S0,i) being associated with respective second road geometric data and metadata (Li, Gi, CCRi, Ri);- calculating for each road segment (Srj, Scj, S0,i), based on respective cruising speeds (Vdes,i-L Vdesj, Vdes,i+i) and effective acceleration or deceleration ramps (aeff,i, deff,i), respective second road geometric data and metadata (Li, Gi, CCRi, Ri) and geographical coordinates (x, y) and altitude (z) of the ultimate points (Pfj) that make up said road segment (Sr,i, Sc,i, S0,i), for each travel instant (tj) of the vehicle (100) along said road segment (Srj, Scj, S0,i) a speed (vj) and local accelerations (atj, an,j, az’,j) acting on said vehicle (100) and with reference to a local reference system (t, n, z ’) of said vehicle (100);- identifying on said defined route (PR) obtained as a composition of said plurality of road segments (Srj, Scj, S0,i) a plurality of critical road segments (Sr,k, SC;k, S0,k) orportions of critical road segments (Sr,k, Sc, S0,k) in which the values of said local accelerations (atj, an,j, az’,j) acting on said vehicle (100) are higher and saving in a set of maximum accelerations (G_amax) said accelerations (atj, anj, az’j) having higher values;- positioning said palletized load (C) on a motion platform (10) suitable for supporting and moving the palletized load and inputting the values of said set of maximum accelerations (G_amax) as driving data of said motion platform (10) and operating the motion platform to perform a simulation of movements and / or stresses acting on said palletized load (C) moved and / or transported along said defined route (PR); or- creating a digital model of said palletized load (C) and starting a simulation of movements and / or stresses acting on said digital model using the values of said set of maximum accelerations as kinematic stress data to perform a simulationof movements and / or stresses acting on said palletized load (C) moved and / or transported along said defined route (PR);- at the end of said simulation on a motion platform (10) or by means of said digital model, verifying whether said palletized load (C) wrapped with said film or band (50) according to said defined wrapping configuration (A) has remained stable and / or compact and / or rigid.

2. Method according to claim 1, comprising:- modifying said defined wrapping configuration (A) if said palletized load (C) or the respective digital model has not remained stable and / or compact and / or rigid;- repeating said simulation on a motion platform or by means of digital model and / or modifying said defined wrapping configuration (A) until said palletized load (C) is stable and / or compact and / or rigid;- storing a stability wrapping configuration (As) of said film or band (50) wrapped around said palletized load (C) adapted to maintain the palletized load stable and / or compact and / or rigid when moved and / or transported along said defined route (PR).

3. Method according to claim 1 or 2, wherein processing said defined route (PR) by means of said routing system comprises:- identifying a plurality of initial points (Pin,i) to which respective first road geometric data and metadata are associated and which approximately identify rough straight sections (Trgj), rough curved sections (Tcgj) and rough roundabout sections (Togj) ofsaid defined route (PR);- refining said rough straight sections (Trgj), said rough curved sections (Tcgj) and rough roundabout sections (Togj) by interpolation, in particular by linear interpolation and / or interpolation by Bezier curves, in particular by setting a desired precision and sampling distance in the digital map, so as to obtain said straight sections (Trj), curved sections (Tcj) and roundabout sections (Toj) identified by said sequence of ultimate points (Pfj).

4. Method according to any preceding claim, wherein said first road geometric data and metadata comprise for each ultimate point (Pfj) of said sequence of ultimate points (Pfj) contained in said data file (FD) at least one of the maximum travel speed limit, cruising travel speed, road curvature on a reference plane (X, Y), type of road, road surface conditions, belonging to a straight (Trj) or curved (Tcj) or roundabout section (T0,i).

5. Method according to any preceding claim, comprising after said synthesizing, in particular by means of a parsing program, said defined route (PR) as a composition of said plurality of road segments (Srj, Scj, Soj), associating to each road segment (Srj, Sc,i, So j) a respective cruising speed (Vdesj), a theoretical acceleration (adesj) and / or a theoretical deceleration (ddesj) of said vehicle (100).

6. Method according to claim 5, wherein cruising speed (Vdesj), theoretical acceleration (adesj) and theoretical deceleration (ddesj) associated with each road segment (Srj, Scj, Soj) are obtained and recalculated based on the second road geometric data and metadata (Li, Gi, CCRi, Ri) associated with said road segment, in particular as a function of a respective overall length (Li), vertical slope (Gi), slope (CCRi) on the reference plane (X, Y), curvature radius (Ri), maximum speed limit, cruising travel speed.

7. Method according to claim 5 or 6, comprising further calculating for each road segment (Sr,i, Sc,i, S0,i) effective acceleration and / or deceleration ramps (aeffj, deffj) in order to connect a cruising speed (Vdesj) in such road segment (Srj, Scj, Soj) with a cruising speed (Vdes,i-L Vdes,i+i) of an adjacent road segment (Srj-i, Scj-i, S0j-i; Srj+i, Scj+i, Soj+i) in particular previous or subsequent, and as a function of the theoretical accelerations (adesj) and / or theoretical decelerations (ddes ) in said adjacent road segments so as to obtain a trend (f(v, 1)) of the speed (v) as a function of a displacement(1) of said vehicle (100) along said defined route (PR).

8. Method according to claim 7, further comprising calculating for each road segment (Srj, Sc,i, S0,i) of overall length (Li) at least one intermediate length (Lcj) of a central section of said road segment (Srj, Sc,i, S0,i) travelled at cruising speed (Vdesj)-9. Method according to claim 8, comprising for each road segment (Srj, Scj, S0,i) based on respective cruising speed (Vdesj), cruising speeds (Vdesj-i, Vdes,i+i) of adjacent road segments (Srj-i, Scj-i, S0,i-i ; Srj+i, Scj+i, Soj+i), respective effective acceleration and / or deceleration ramps (aeffj, deffj) and corresponding intermediate length (Lcj) of said central section, calculating a respective travel time (tperc,i) and then obtaining a speed trend (f(v, t)) as a function of a time taken to travel said route (PR) and associating said speed trend (f(v, t)) as a function of time with geographical coordinates (x, y) and the altitudes (z) of the ultimate points (Pfj) which form said route (PR) so as to calculate for each travel instant (tj) of the vehicle (100) in each road segment (Srj, Scj, Soj) and at the respective ultimate point (Pfj) in which said vehicle (100) is located at said travel instant (tj) a corresponding speed (vj) of the vehicle (100) and local accelerations (atj, anj, az’j) acting on it.

10. Method according to claim 9, wherein said speed (vj) is directed along a tangential direction ( / ) of the local reference system (Z, n, z ’) associated with said vehicle (100) and with reference to the trajectory of said road segment (Srj, Scj, Soj) and said accelerations (atj, anj, az’j) are components along the tangential ( / ), normal ( / / ) and vertical (z ’) directions of said local reference system (Z, n, z ’) of an acceleration vector (aj) acting on the vehicle (100).

11. Method according to claim 10, wherein the components (atj, anj) along the tangential (Z) and normal (n) directions of said acceleration vector (aj) are calculated based on said speed (vj), its derivative in time (dv / dt) and a curvature radius (Rj) at the ultimate point (Pfj) of the road segment at time (tj) and the component (az’ j) along the vertical direction (z’) of said acceleration vector (aj) is calculated based on gravitational acceleration (g) and vertical slope (Gj) at said ultimate point (Pfj) of the road segment at time (tj).

12. Method according to any preceding claim, wherein said routing system comprises the Open Source Routing Machine (OSRM) associated with Open Street Map (OSM) roadgeometry and metadata database.

13. Method according to any preceding claim, wherein said second road geometric data and metadata associated with each road segment (Sr,i, Sc,i, S0,i) comprise for each road segment (Srj, Scj, Soj) at least one of overall length (Li), vertical slope (Gi), slope (CCRi) on the reference plane (X, Y), curvature radius (Ri) on the reference plane (X, Y), maximum speed limit, cruising travel speed, road curvature on the reference plane (X, Y), type of road, road surface conditions.

14. Method according to any preceding claim, wherein said wrapping configuration (A) of said film or band (50) around said palletized load (C) comprises wrapping parameters, in particular wrapping force of the film or band around the load, number of wraps of the film or band around the load, overlapping percentage of the wraps, arrangement of the wraps, percentage of pre-stretch of the film or band if made of stretchable material, said wrapping parameters being a function of characteristics of said palletized load (C) and / or of said defined route (PR).

15. Method according to claim 14, wherein the characteristics of said palletized load (C) comprise type of products (L), resistance and / or deformability of products (L), number of products (L), composition in rows and superimposed layers of said grouped products (L).

16. Method according to any preceding claim, wherein said motion platform (10) comprises a parallel kinematic robot, in particular a robot with six extendable legs (11), in particular said motion platform (10) comprising a movable base (15) connectable to said extendable legs (11) and provided with an upper platform (16) on which to position said palletized load (C).

17. Method according to any preceding claim, wherein said creating said digital model of said palletized load (C) comprises- mechanically characterizing constituent elements of said palletized load (C) and interactions between said constituent elements, in particular said constituent elements comprising said products (L), said film or band (50), a pallet (60) on which said products (L) are arranged and said interactions comprising frictions between said products, wrapping force of the film or band, damping of the film or band;- modeling by CAD said constituent elements of the palletized load (C) and relative interactions between said constituent elements and subsequently validating said digital models in a FEM environment;modeling by parametric CAD the overall palletized load.

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