Automatic running control method for tamping wagon

Abstract

The invention discloses an automatic running control method for a tamping wagon, which comprises the following steps of: S10) controlling a cart to establish a low-constant-speed running state under a continuous tamping running working condition; s11) controlling the trolley to accelerate from the rear position to establish a low constant speed operation state; s12) calculating the braking conversion point distance of the trolley; s13) after the trolley moves to a braking conversion point, applying a braking hydraulic force for braking until the low constant speed of the trolley and the trolley is established; s14) double-closed-loop PI control based on the position and the speed is carried out on the trolley; and in each tamping period, the trolley periodically pursues the cart from the rear position and advances to a brake switching point, then decelerates to keep uniform motion with the cart, and ensures that the whole walking duration is within the set time. The technical problem that an existing tamping wagon walking control mode is low in automation degree and operation efficiency can be solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of railway engineering electrical technology, and is applied to a railway large track maintenance machine, in particular to an automatic walking control method applied to tamping operation, especially continuous tamping. BACKGROUND

[0002] The tamping car is a typical large track maintenance machine (referred to as large machine), which is suitable for new line construction of railway line, screening operation after large and medium repair of existing line, and operation line maintenance operation. The tamping car is mainly used for automatic track leveling, track lifting, ballast tamping operation, improving the compactness of the track bed ballast, increasing the stability of the track, eliminating the track direction deviation, left and right horizontal deviation, and front and rear height deviation, so that the track line meets the requirements of the line design standard and the line maintenance rule, and ensures the safe operation of the train. The tamping car can be divided into single sleeper, double sleeper and four sleeper tamping cars according to the number of simultaneously tamping sleepers; can be divided into line and turnout tamping cars according to the operation object; can be divided into step-by-step and continuous walking tamping cars according to the operation walking mode; can be divided into multifunctional tamping cars and single-function tamping cars according to the operation function; in addition, there are dustproof, noiseproof and other tamping cars with special functions.

[0003] Among them, the continuous tamping car is a railway large track maintenance machine mainly used for line maintenance, which performs automatic track leveling, track lifting, ballast tamping operation, improves the compactness of the track bed ballast, increases the stability of the track, eliminates the track direction deviation, left and right horizontal deviation, and front and rear height deviation, so that the track line meets the requirements of the line design standard and the line maintenance rule, and ensures the safe operation of the train. The continuous tamping car installs the tamping device on the trolley, drives the cart to walk at a low constant speed during operation, and the trolley follows the movement of the cart and carries out tamping operation. During the continuous tamping operation of the continuous tamping car, the speed of the cart and the speed of the trolley can be manually adjusted. At present, for the continuous tamping car in the continuous tamping working condition, there is no technical scheme that can realize the maximum operation efficiency under the premise of ensuring the tamping comfort degree of the driver. In the prior art, when the road condition changes and other factors cause the system load characteristic to change greatly, the driver will obviously feel the change in the pace of tamping, and in severe cases, it will even affect the tamping accuracy and efficiency. At the same time, even if the control parameters of the cart walking and the trolley following are debugged, the operator cannot determine whether the operation efficiency is optimal at this time.

[0004] In the prior art, the following documents are most close to the present application: This document is a Chinese invention application of the applicant, which was filed on June 2, 2020 and published on August 7, 2020 with publication number CN111501433A. The invention discloses a tamping operation control system, which comprises an automatic tamping control host, a sleeper identification unit and an image acquisition and foreign matter identification unit. The automatic tamping control host obtains sleeper identification information through the sleeper identification unit, identifies the sleeper position in combination with the mileage signal of the measuring wheel, and obtains foreign matter identification information in the tamping area through the image acquisition and foreign matter identification unit, so as to provide a tamping down signal for the tamping vehicle to perform tamping operation, so as to realize automatic tamping operation of the tamping vehicle. When the current position of the tamping head of the tamping vehicle is in the ballast region and there is no foreign matter, the automatic tamping control host controls the tamping head to perform a tamping down action and realizes automatic walking. The invention can solve the technical problems of low automation degree and high labor intensity of the operator in the existing tamping operation mode.

[0005] However, this document mainly describes the automatic control of the tamping operation process, and has not yet involved the automatic walking control of the tamping vehicle. SUMMARY

[0006] Therefore, the purpose of the present application is to provide a tamping vehicle automatic walking control method to solve the technical problems of low automation degree and low running efficiency of the existing tamping vehicle walking control mode.

[0007] In order to achieve the above-mentioned purpose of the invention, the present application specifically provides a technical implementation scheme of a tamping vehicle automatic walking control method, which comprises the following steps under continuous tamping walking working conditions: S10) Control the cart to establish a low constant speed running state; S11) Control the trolley to accelerate from the rear position to establish a low constant speed running state; S12) Calculate the braking conversion point distance of the trolley; S13) After the trolley moves to the braking conversion point, apply brake hydraulic braking until the low constant speed of the large and small carts is established; S14) Perform double closed loop PI control of the trolley based on position and speed; In each tamping cycle, the trolley periodically chases the cart from the rear position and travels to the braking conversion point, then slows down to keep the uniform speed with the cart, and ensures that the entire walking time is within the set time.

[0008] Further, in the continuous tamping running condition, when the trolley completes the hydraulic braking to reduce the speed to the set speed, the trolley is controlled by a double closed loop PI control mode based on position and speed feedback. The relative position of the trolley output by the position sensor is taken as the input position PI control actual position of the outer ring, the front position is taken as the reference position, and the reference value of the speed PI control inner ring is generated to ensure that the trolley adjusts the speed in real time and keeps at the front position relative to the trolley.

[0009] Further, in the continuous tamping running condition, the trolley keeps a set speed and runs at a constant speed, the trolley periodically accelerates and then decelerates from the rear position to the vicinity of the front position, and maintains the constant speed running with the trolley until the driver steps on the tamping operation pedal. The trolley is stationary during the tamping operation and runs to the rear position relative to the trolley. The trolley keeps the constant speed running speed unchanged.

[0010] Further, the position of the braking conversion point is calculated so that the trolley starts hydraulic braking at the current speed until the deceleration distance when the speed of the trolley and the trolley approaches is equal to the position value of the current trolley minus the front position value of the trolley. The position value of the current trolley is the braking conversion point.

[0011] Further, in the step S12), the position of the braking conversion point is calculated according to the following formula:

[0012]

[0013] In the formula: - the braking conversion point position value, - the relative front position value, - the actual speed of the trolley before hydraulic braking, - the low constant speed target value of the trolley, - the running distance of the trolley in each speed interval during hydraulic braking, - the initial speed in the speed interval, - the final speed in the speed interval, - the speed interval time.

[0014] Further, in the step S13), the hydraulic braking current value is calculated according to the following formula:

[0015]

[0016] In the formula: - the proportional braking current value, - the braking current preset value,​​ - brake current calculation value, - trolley relative position value, - rear position constant, - front position constant, - calculation gain, - size car speed difference value.

[0017] Further, in the size car uniform running condition, the method comprises the following steps: S20) Control the large car to establish a low constant speed running state; S21) Calculate the start-up delay time of the trolley; S22) When the start-up delay time arrives, control the trolley to start and establish a low constant speed running state; S23) When the size car low constant speed establishment is completed, carry out position and speed-based double closed loop PI control on the trolley; In the size car uniform running process, the large car runs at a uniform speed, and the trolley is in the middle position and keeps the same speed to follow forward.

[0018] Further, in the size car uniform running condition, the size car low constant speed establishment adopts a PI control mode based on speed feedback, and after the low constant speed state of the large car and the trolley is established, a double closed loop PI control mode based on position and speed feedback is adopted for the trolley. Wherein, the relative position of the size car output by the position sensor is taken as the actual position of the position PI control outer ring input, the middle position is selected as the reference position, and the reference value of the speed PI control inner ring is generated to ensure that the trolley adjusts the speed in real time and keeps in the middle position relative to the large car.

[0019] Further, in the step S21), the trolley start-up delay time is calculated according to the following formula :

[0020]

[0021]

[0022] In the formula: - running distance of each speed interval interval of the large car low constant speed establishment, - running distance of each speed interval interval of the trolley low constant speed establishment, - size car uniform running target value, - trolley low constant speed running time, - distance between the initial position of the trolley and the middle position, - large car low constant speed establishment time, - trolley low constant speed establishment time, - low constant speed start delay time of the trolley, - initial speed in the speed interval, - final speed in the speed interval, - speed interval time.

[0023] Further, the position of the trolley relative to the car is detected, and the speed of the car is fed back in real time, the speed of the trolley is fed back in real time, and the working slope, oil temperature and oil pressure state are fed back, so as to control the acceleration and deceleration of the car and the trolley during the whole working process, realize the double closed loop PI control based on position and speed, and realize the acceleration of the trolley through the electro-hydraulic servo transmission system and the deceleration of the trolley through the hydraulic braking system.

[0024] Further, in the uniform speed running or continuous tamping running working condition, the output running proportional current control electro-hydraulic servo transmission system outputs torque to the forward axle of the trolley in the acceleration stage, and the running proportional current output adopts low constant speed PI control with different speed targets in different working conditions. In the deceleration stage, the brake proportional current is output to the hydraulic braking system of the trolley to brake the brake, and the brake proportional current is used to brake based on feedback when the trolley approaches the front or rear position relative to the car.

[0025] The application further specifically provides a technical implementation scheme of a computer device, including a memory, a processor and a computer program stored in the memory, and the processor executes the computer program to realize the steps of the above method.

[0026] The application further specifically provides a technical implementation scheme of a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to realize the steps of the above method.

[0027] The application further specifically provides a technical implementation scheme of a computer program product, including a computer program or instructions, which are executed by a processor to realize the steps of the above method.

[0028] By implementing the tamping car automatic running control method provided by the application, the following beneficial effects are achieved: (1) The tamping car automatic running control method provided by the application greatly improves the intelligent level of the continuous tamping car, improves the work efficiency of the workers, reduces the difficulty of parameter debugging of the car and the trolley and the operation difficulty of the on-site workers, changes the existing on-site construction organization mode, not only improves the tamping operation efficiency and the work comfort of the on-site workers, but also significantly improves the construction and economic benefits; (2) The automatic walking control method of the tamping vehicle in the present application sets the walking distance of the trolley relative to the walking distance of the wagon, the walking time of the trolley as the control target in a single tamping cycle, ensures that the changes of factors such as sleeper spacing, line slope, friction, system hydraulic oil temperature do not affect the pace of manual tamping, and there are trolley acceleration, deceleration, uniform speed following the wagon and tamping stages in each tamping beat; (3) The automatic walking control method of the tamping vehicle in the present application forms an experience database based on various line slopes, electro-hydraulic servo drive system parameters, maximum acceleration traction power and hydraulic braking deceleration resistance of the test trolley, uses the optimal acceleration to plan the acceleration and deceleration process according to the detection feedback of the tamping vehicle line and transmission system under actual operation conditions, ensures the highest overall operation efficiency without affecting the pace of manual tamping. BRIEF DESCRIPTION OF DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the embodiments or prior art description will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and those skilled in the art can obtain other embodiments according to these drawings without creative labor.

[0030] Figure 1 is a schematic diagram of the tamping vehicle and wagon related structure of the automatic walking control method of the tamping vehicle in the present application; Figure 2 is a control flow chart of a specific embodiment of the automatic walking control method of the tamping vehicle in the present application under continuous tamping walking conditions; Figure 3 is a control flow chart of a specific embodiment of the automatic walking control method of the tamping vehicle in the present application under continuous tamping walking conditions; Figure 4 is a schematic diagram of the position and speed double closed loop PI control in a specific embodiment of the automatic walking control method of the tamping vehicle in the present application; Figure 5 is a system structure composition block diagram of a specific embodiment of the automatic walking control device and system of the tamping vehicle based on the method in the present application.

[0031] Figure: 1 - large car, 2 - small car, 3 - buffer spring, 4 - tamping car automatic travel control device, 5 - large car odometer wheel, 6 - small car odometer wheel, 7 - position sensor, 8 - slope sensor, 9 - oil temperature sensor, 10 - electro-hydraulic servo drive system, 11 - oil pressure sensor, 12 - speed sensor, 13 - position and speed double closed loop PI control device, 14 - position PI control outer ring, 15 - speed PI control inner ring, 16 - large car speed control unit, 17 - small car start delay calculation unit, 18 - small car speed control unit, 19 - large and small car low constant speed establishment completion judgment unit, 20 - hydraulic braking system, 21 - brake switching point calculation unit, 22 - hydraulic braking control unit. DETAILED DESCRIPTION

[0032] For the sake of citation and clarity, the technical terms, abbreviations or acronyms used in the following are described as follows: CAN bus: Control Area Network bus, which is an ISO international standardized serial communication protocol, supporting distributed control or real-time control; PI control: Proportional-Integral Control, which is the abbreviation of proportional-integral control.

[0033] In order to make the purpose, technical scheme and advantages of the embodiments of the present application more clear, the technical scheme in the embodiments of the present application will be described clearly and completely in the following with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0034] As shown in the accompanying Figure 1 to the accompanying Figure 5 , the specific embodiments of the automatic travel control method of the tamping car are given, and the present application will be further described below with reference to the drawings and specific embodiments.

[0035] Embodiment 1 As shown in the accompanying Figure 1 , it is a schematic diagram of the large and small car associated structure of the tamping car automatic travel control method applied in the present embodiment. As shown in the accompanying Figure 1 A, it is the movable frame of the large car 1, which is also the movable space of the small car 2. Among them, the accompanying Figure 1 B, C, D three places are defined as follows: (mid-position of the large car): as shown in the accompanying Figure 1 C, it is the (relative) mid-position, which is the slightly forward set position at the geometric center line of the movable space A; (front-position of the large car): as shown in the accompanyingFigure 1 Position B: As shown in FIG. 2B, a position in front of the middle position relative to the direction of travel of the tamping vehicle; Position B: As shown in FIG. 2B, a position in front of the middle position relative to the direction of travel of the tamping vehicle; Figure 1 Position D: As shown in FIG. 2D, a position behind the middle position relative to the direction of travel of the tamping vehicle.

[0036] The automatic forward travel of the tamping vehicle is divided into two working conditions: I uniform speed travel of the large and small vehicles, and II continuous tamping working condition. The selection of the two working conditions corresponds to different work tasks required by the driver. The control target of the uniform speed travel of the large and small vehicles is the relative position and relative speed, i.e., the small vehicle 2 follows the uniform speed movement of the large vehicle 1 and always keeps in the middle position relative to the large vehicle 1, so as to ensure that the small vehicle 2 will not collide with the large vehicle. In the continuous tamping working condition, the small vehicle 2 needs to periodically chase the large vehicle 1 from the rear position to the front position, and then slow down to keep the uniform speed movement of the large vehicle 1, and in addition, the entire travel time is required to be within the set time (e.g., 1.8S) to ensure the working efficiency.

[0037] Position B: As shown in FIG. 2B, a position in front of the middle position relative to the direction of travel of the tamping vehicle; Figure 2 As shown in FIG. 3, an embodiment of the automatic travel control method of the tamping vehicle according to the present application, in the continuous tamping travel working condition, the method specifically includes the following steps: S10) Control the large vehicle 1 to establish a low constant speed running state; S11) Control the small vehicle 2 to accelerate from the rear position to establish a low constant speed running state; S12) Calculate the braking conversion point distance of the small vehicle 2; S13) After the small vehicle 2 moves to the braking conversion point, apply hydraulic braking until the low constant speed of the large and small vehicles is established; S14) Perform double closed loop PI control of the small vehicle 2 based on position and speed; In each tamping cycle, the small vehicle 2 periodically chases the large vehicle 1 from the rear position to the braking conversion point, and then slows down to keep the uniform speed movement of the large vehicle 1, and ensures that the entire travel time is within the set time.

[0038] Position B: As shown in FIG. 2B, a position in front of the middle position relative to the direction of travel of the tamping vehicle; Figure 4 As shown in FIG. 3, in the continuous tamping travel working condition, when the small vehicle 2 completes the hydraulic braking to reduce the speed to the set speed, the double closed loop PI control mode based on position and speed feedback is adopted for the small vehicle 2. Among them, the relative position of the large vehicle output by the position sensor 7 is used as the input position PI control actual position of the outer ring 14, the front position is selected as the reference position, and the reference value of the speed PI control inner ring 15 is generated to ensure that the small vehicle 2 adjusts the speed in real time and keeps in the front position relative to the large vehicle 1.

[0039] In the continuous tamping running mode, the main machine 1 keeps running at the set speed, the trolley 2 accelerates and then decelerates from the rear position to the front position, and keeps running at the same speed as the main machine 1 until the driver steps on the tamping pedal, the trolley 2 stops during the tamping operation and moves to the rear position relative to the main machine 1, and the main machine 1 keeps running at the set speed.

[0040] Braking conversion point The position of the braking conversion point is calculated so that the trolley 2 starts hydraulic braking at the current speed until the deceleration distance of the main machine 1 and the trolley 2 speed approaches is equal to the current position value of the trolley 2 minus the front position value of the main machine 1, and the current position value of the trolley 2 is the braking conversion point .

[0041] In step S12, the position of the braking conversion point is further calculated according to the following formula :

[0042]

[0043] In the formula: - the braking conversion point position value, - the relative front position value, - the actual speed of the trolley before hydraulic braking, - the low constant speed target value of the main machine, - the running distance of the trolley in each speed interval during hydraulic braking, - the initial speed in the speed interval, - the final speed in the speed interval, - the speed interval time.

[0044] In step S13, the hydraulic braking current value is further calculated according to the following formula :

[0045]

[0046] In the formula: - the proportional braking current value, - the braking current preset value, - the braking current calculation value, - the trolley relative position value, - the rear position constant, - the front position constant, - the calculation gain, - the speed difference between the main machine and the trolley.

[0047] As shown in the accompanying Figure 3As shown, the automatic walking control method of the tamping car under the uniform walking condition of the large car further comprises the following steps: S20) Control the large car 1 to establish a low constant speed running state; S21) Calculate the startup delay time of the trolley 2; S22) When the startup delay time arrives, control the trolley 2 to start and establish a low constant speed running state; S23) When the low constant speed of the large and small cars is established, carry out double closed loop PI control of the trolley 2 based on position and speed; During the uniform walking of the large and small cars, the large car 1 walks at a uniform speed, and the trolley 2 is in the middle position and keeps the same speed to follow forward.

[0048] Under the uniform walking condition of the large and small cars, the low constant speed establishment of the large and small cars is realized by using the PI control mode based on speed feedback. After the low constant speed state of the large car 1 and the trolley 2 is established, the double closed loop PI control mode based on position and speed feedback is adopted for the trolley 2. Among them, the relative position of the large and small cars output by the position sensor 7 is used as the actual position input of the position PI control outer ring 14, the middle position is selected as the reference position, and the reference value of the speed PI control inner ring 15 is generated to ensure that the trolley 2 adjusts the speed in real time and keeps in the middle position relative to the large car 1.

[0049] Among them, the speed PI control of the trolley 2 is calculated according to the following formula:

[0050] In the formula, - proportional current output value, - previous stage proportional current output value, - proportional current change amount of this stage, - proportional gain, - integral gain, - speed error value of this stage, - previous stage speed error value.

[0051] In step S21), the trolley startup delay time is further calculated according to the following formula :

[0052]

[0053]

[0054] In the formula, - running distance of each speed interval interval of the large car low constant speed establishment, - running distance of each speed interval interval of the trolley low constant speed establishment, - target value of uniform running speed of the trolley, - low constant speed running time of the trolley, - distance between initial position of the trolley and the middle position, - low constant speed establishing time of the trolley, - low constant speed establishing time of the trolley, - low constant speed starting delay time of the trolley, - initial speed in the speed interval, - final speed in the speed interval, - speed interval time.

[0055] The position of the trolley 2 relative to the trolley 1 is detected, and the speed of the trolley 1 is fed back in real time, the speed of the trolley 2 is fed back in real time, and the working slope, oil temperature and oil pressure state are fed back, so as to control the acceleration and deceleration of the trolley 1 and the trolley 2 during the whole working process, realize the double closed loop PI control based on position and speed, and realize the acceleration of the trolley 2 through the electro-hydraulic servo drive system 10 and the deceleration of the trolley 2 through the hydraulic brake system 20.

[0056] Under the uniform running or continuous tamping running condition of the trolley and the trolley, the accelerating stage outputs the running proportional current control to the electro-hydraulic servo drive system 10 to output the torque to the forward axle of the trolley 2, and the running proportional current output adopts the low constant speed PI control of different speed targets under different working conditions. The deceleration stage outputs the brake proportional current to the hydraulic brake system 20 of the trolley 2 to brake the brake, and the brake proportional current uses the speed difference between the trolley 1 and the trolley 2 to brake based on feedback when the trolley 2 approaches the front or rear position relative to the trolley 1.

[0057] The automatic running control method of the (continuous) tamping vehicle described in the embodiment is a major breakthrough in the intelligent upgrading of the tamping vehicle, greatly improves the intelligent level of the continuous tamping vehicle, and overcomes the technical difficulties of smooth tamping operation, maximization of tamping operation efficiency, self-adaptation of tamping operation parameters, and accumulates valuable technical experience in the field of tamping vehicle operation control. The automatic running control method of the continuous tamping vehicle can complete the transformation of the existing continuous tamping vehicle at a low cost, improve the work efficiency of the workers, and reduce the difficulty of parameter debugging of the trolley and the trolley, provide a new solution for the technical upgrading of the tamping vehicle, and has strong practicality. It is a potential economic growth point, and batch application will produce huge economic benefits. The automatic running control method of the continuous tamping vehicle greatly reduces the operation difficulty of the on-site operation personnel, greatly improves the tamping operation efficiency, and improves the work comfort of the on-site operation personnel. Its popularization and application will change the existing on-site construction organization mode, significantly improve the construction efficiency, and make an important contribution to the intelligent development of railway maintenance.

[0058] Embodiment 2 As shown in the accompanying Figure 2As shown, an embodiment of the automatic walking control device of the tamping car based on the method described in Embodiment 1 of the present application specifically comprises: a position and speed double closed loop PI control device 13, a cart speed control unit 16, a trolley speed control unit 18, a low constant speed establishment completion judgment unit 19, a brake switching point calculation unit 21, and a hydraulic brake control unit 22. Under the continuous tamping walking working condition, the cart speed control unit 16 controls the cart 1 to establish a low constant speed running state. The trolley speed control unit 18 controls the trolley 2 to accelerate from the rear position first to establish a low constant speed running state, and then calculates the distance of the brake switching point by the brake switching point calculation unit 21. After the trolley 2 moves to the brake switching point, the hydraulic brake control unit 22 applies a braking force until the low constant speed establishment completion judgment unit 19 judges that the cart 1 and the trolley 2 both establish a low constant speed running state, and then the position and speed double closed loop PI control device 13 performs double closed loop PI control based on position and speed. In each tamping cycle, the trolley 2 periodically chases the cart 1 from the rear position and travels to the brake switching point, then slows down to maintain uniform speed with the cart 1, and ensures that the entire walking time is within the set time.

[0059] Under the continuous tamping walking working condition (i.e. during the tamping car continuous walking tamping operation), the cart 1 maintains a set speed (such as 1 km / h) and walks at a uniform speed, the trolley 2 periodically accelerates from the rear position first, then slows down and reaches near the front position, and maintains uniform speed with the cart 1, until the driver steps on the tamping operation pedal. The trolley 2 is stationary during the tamping operation and moves to the rear position relative to the cart 1. The working device carried on the trolley 2 operates, while the cart 1 maintains the uniform walking speed unchanged.

[0060] Brake switching point The position calculation of the brake switching point makes the trolley 2 start hydraulic braking at the current speed until the deceleration distance of the cart 1 and the trolley 2 speed approaching is equal to the current position value of the trolley 2 minus the front position value of the cart 1, and the current position value of the trolley 2 is the brake switching point .

[0061] As shown in the accompanying Figure 3As shown, the automatic travel control device for the tamping machine also includes a trolley start delay calculation unit 17. Under the condition of uniform travel of both the trolley and trolley, the trolley speed control unit 16 controls the trolley 1 to establish a low constant speed operating state, and the trolley start delay calculation unit 17 calculates the trolley start delay time. When the start delay time is reached, the trolley speed control unit 18 controls the trolley 2 to start and establish a low constant speed operating state. When the judgment unit 19 determines that both the trolley 1 and trolley 2 have established a low constant speed operating state, the position and speed dual closed-loop PI control device 13 performs dual closed-loop PI control based on position and speed. Under the condition of uniform travel of both the trolley and trolley (i.e., during the non-operational period of the tamping machine's measurement travel), the trolley 1 travels at a uniform speed (the uniform travel speed can be set by a potentiometer, from 0 to 3.6 km / h), and the trolley 2 needs to be in the neutral position and maintain the same speed to follow. Otherwise, the trolley 1 will frequently collide with the trolley 2, thus wearing down the buffer spring 3. The tamping machine's main trolley 1 has a travel speed limit of less than 3.6 km / h. At the moment the main trolley 1 starts moving, the trolley 2 may be in any position on the main trolley 1.

[0062] Therefore, before the trolley low constant speed controller (i.e., trolley speed control unit 18) executes, the trolley low constant speed start delay is set according to its different positions and the response time relationship between the trolley and the large trolley in establishing low constant speed. Using the empirical curves of the response time of the trolley and the large trolley in establishing low constant speed under the current environment, the theoretical travel distance for establishing low constant speed is calculated by integration. Based on the theoretical travel distance and the initial relative positions of the trolley and the large trolley in establishing low constant speed, the time from the trolley's low constant speed travel to the large trolley establishing low constant speed is obtained. Finally, combining the low constant speed establishment time of the trolley and the large trolley with the trolley's constant speed travel time, the trolley low constant speed start delay is derived. The response time for establishing low constant speed of the trolley and the large trolley should be tested under different slopes in the factory, combined with different hydraulic pressure, oil temperature, and other circuit conditions and system states, to obtain empirical parameters under various conditions.

[0063] Under conditions of uniform or continuous tamping movement of both the trolley and the main trolley, the position and speed dual closed-loop PI control device 13 outputs a proportional current during acceleration to control the torque output of the electro-hydraulic servo transmission system 10 to the forward axle of the trolley 2. The proportional current output adopts low constant speed PI control with different speed targets under different working conditions. During deceleration, the position and speed dual closed-loop PI control device 13 outputs a proportional braking current to the hydraulic braking system 20 of the trolley 2 for brake application. When the trolley 2 approaches the position relative to the main trolley 1 at the front or rear, the proportional braking is performed based on feedback using the speed difference between the main trolley 1 and the trolley 2.

[0064] As attached Figure 4As shown, the position and speed dual-closed-loop PI control device 13 further includes a position PI control outer loop 14 and a speed PI control inner loop 15. Under the condition of constant speed travel of both the large and small vehicles, the establishment of a low constant speed for both vehicles is achieved using a speed feedback-based PI control method. After establishing the low constant speed state of the large vehicle 1 and the small vehicle 2, a dual-closed-loop PI control method based on position and speed feedback is applied to the small vehicle 2. Specifically, the position PI control outer loop 14 uses the relative position of the large and small vehicles output by the position sensor 7 as the actual position, selects the midpoint as the reference position, and generates the reference value for the speed PI control inner loop 15. The main purpose of the speed inner loop is to quickly respond to speed changes to ensure that the small vehicle 2 adjusts its speed in real time and maintains its midpoint position relative to the large vehicle 1.

[0065] In continuous tamping operation, when the trolley 2 completes hydraulic braking and its speed drops to the set speed, a dual closed-loop PI control method based on position and speed feedback is adopted for the trolley 2. Specifically, the outer loop 14 of the position PI control uses the relative position of the trolley and the main trolley output by the position sensor 7 as the actual position, selects the previous position as the reference position, and generates the reference value of the inner loop 15 of the speed PI control to ensure that the trolley 2 adjusts its speed in real time and maintains the previous position relative to the main trolley 1.

[0066] Therefore, in the continuous tamping travel phase, a low constant speed target is first set for the trolley - a fixed speed (e.g., 4 km / h), and the trolley 2 moves to the braking transition point. After positioning, hydraulic braking begins and continues until the speeds of the trolley and the large trolley are nearly equal. Then, the hydraulic braking is disengaged, and dual closed-loop PI control based on position and speed feedback is activated for trolley 2, maintaining trolley 2 in a position close to that of the large trolley 1. Braking transition point. Based on the empirical curve of hydraulic braking time response, the relative travel distance of the trolley to the front position of the main vehicle, and the trolley speed, the braking transition point needs to be derived. The point where the relative travel distance from when trolley 2 begins hydraulic braking until the speeds of the trolley and main vehicle are close equal to the relative travel distance of the current trolley position to the front position of the main vehicle is the braking transition point. .

[0067] Braking transition point calculation unit 21 further calculates the braking transition point according to the following formula. Location:

[0068]

[0069] In the formula: - Braking transition point position value, - Relative to the previous position value - Actual speed of the trolley before hydraulic braking -Target value for large vehicles at low constant speed - the running distance of the trolley hydraulic braking in each speed interval, - the initial speed in the speed interval, - the final speed in the speed interval, - the speed interval time.

[0070] In the trolley 2 braking phase, the hydraulic braking control unit 22 further calculates the hydraulic braking current value according to the following formula :

[0071]

[0072] wherein: - the proportional braking current value, - the braking current preset value, - the braking current calculation value, - the trolley relative position value, - the rear position constant, - the front position constant, - the calculation gain, - the trolley speed difference value.

[0073] When the hydraulic braking is completed so that the speed of the trolley 2 is reduced to about 1 km / h, the trolley 2 is enabled with the double closed-loop PI control based on the position and speed feedback, wherein the position outer ring (i.e. the position PI control outer ring 14) uses the trolley relative position output by the (trolley) position sensor 7 as the actual position, and selects the front position of the (trolley) as the reference position, which generates the reference value of the speed inner ring (i.e. the speed PI control inner ring 15), and the main purpose of the speed inner ring is to quickly respond to the speed change, so as to ensure that the trolley 2 adjusts the speed in real time and keeps at the front position relative to the trolley 1.

[0074] The trolley start-up delay calculation unit 17 further calculates the trolley start-up delay time according to the following formula :

[0075]

[0076]

[0077] wherein: - the running distance of the trolley low constant speed establishment in each speed interval, - the running distance of the trolley low constant speed establishment in each speed interval, - the trolley and trolley uniform speed running target value, - the trolley low constant speed driving time, - the distance between the trolley initial position and the midpoint, -Low constant speed setup time for large vehicles - Time required for the vehicle to maintain a low constant speed - Delay time for low-speed constant-speed start of the car -Initial velocity within the velocity interval range - Final velocity within the velocity interval -Speed ​​interval time.

[0078] Example 3 An embodiment of a tamping machine based on the device described in Embodiment 2 specifically includes: an automatic tamping machine travel control device 4 as described in Embodiment 2.

[0079] Example 4 As attached Figure 5 As shown, an embodiment of the automatic tamping machine travel control system based on the method described in Embodiment 1 of this application specifically includes: an automatic tamping machine travel control device 4 as described in Embodiment 2, and a main trolley odometer wheel 5, a trolley odometer wheel 6, a position sensor 7, a slope sensor 8, an oil temperature sensor 9, an electro-hydraulic servo transmission system 10, an oil pressure sensor 11, and a hydraulic braking system 20 connected to the automatic tamping machine travel control device 4. The position sensor 7 detects the position of the trolley 2 relative to the main trolley 1. The main trolley odometer wheel 5 provides real-time feedback on the speed of the main trolley 1, and the trolley odometer wheel 6 provides real-time feedback on the speed of the trolley 2. The slope sensor 8, oil temperature sensor 9, and oil pressure sensor 11 respectively provide feedback on the working slope, oil temperature, and oil pressure status, i.e., the working conditions and transmission system status. The electro-hydraulic servo transmission system 10 accelerates the trolley 2, and the hydraulic braking system 20 decelerates the trolley 2. The automatic tamping machine travel control device 4 controls the acceleration and deceleration of the main trolley 1 and the trolley 2 throughout the entire operation, and implements dual closed-loop PI (feedback) control based on position and speed. Among them, electro-hydraulic servo drive control uses hydraulic power and realizes signal transmission and control through electrical means. It is widely used in industrial control fields with high control precision and high output power.

[0080] The mileage wheel (the large car mileage wheel 5 and the small car mileage wheel 6) outputs 2500 groups of orthogonal pulses per rotation, and the differential pulse signal is directly connected to the small car running control host (i.e., the automatic running control device 4 of the tamping car), the resolution of the received mileage signal reaches 0.1 mm, and the mileage signal is transmitted to the small car running control host through the CAN bus network, and the communication period between the two is maintained within 2 ms. The slope, oil temperature, and oil pressure sensors (i.e., the slope sensor 8, the oil temperature sensor 9, and the oil pressure sensor 11) output analog signals to the small car running control host, the slope sensor reacts to the slope of the line, the resolution can reach 0.001°, the resolution of the oil temperature sensor reaches 0.1°, and the resolution of the oil pressure sensor reaches 1 kpa. After the uniform speed running and continuous tamping running control calculation of the large and small cars, the small car running control host outputs an analog running proportional current in the acceleration stage to control the electro-hydraulic servo drive system 10 to output torque to the front axle of the small car 2. The proportional current output in the acceleration stage adopts different speed target low constant speed PI control to achieve different speed targets under different working conditions. In the deceleration stage, the analog quantity brake proportional current is output to the hydraulic brake system 20 for brake holding, and the proportional brake current is used to brake based on feedback when the small car 2 approaches the front / rear position relative to the large car 1 by using the speed difference between the large and small cars. The analog output resolution of the small car running control host needs to reach 0.001 mA.

[0081] Example 5 On the basis of the above-mentioned examples, the present example provides a computer device, comprising a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method of the above-mentioned examples.

[0082] In some embodiments of the present example, a computer readable storage medium is provided, and the computer readable storage medium stores a computer program, wherein the computer program is executed by a processor to implement the steps of the method of the above-mentioned examples.

[0083] In some embodiments of the present example, a computer program product is provided, comprising a computer program / instruction, wherein the computer program / instruction is executed by a processor to implement the steps of the method of the above-mentioned examples.

[0084] The processor can include, but is not limited to, for example, one or more processors or microprocessors, etc. Each processor can be an Application Specific Integrated Circuit (ASIC), a Digital Signal Processor (DSP), a Digital Signal Processing Device (DSPD), a Programmable Logic Device (PLD), a Field Programmable Gate Array (FPGA), a controller, a microcontroller, a microprocessor, or other electronic elements implemented for performing the methods in the above-described embodiments.

[0085] The computer-readable storage medium can be implemented by any type of volatile or non-volatile storage devices or a combination thereof, and can include, but is not limited to, for example, a random access memory (RAM), a read only memory (ROM), a flash memory, an EPROM memory, an EEPROM memory, a register, a computer storage medium (such as a hard disk, a floppy disk, a solid state disk, a removable disk, a CD-ROM, a DVD-ROM, a Blu-ray disk, etc.).

[0086] The computer-readable storage medium can also store at least one computer executable program / instruction, such as computer readable instructions. The computer-readable storage medium includes, but is not limited to, for example, a volatile memory and / or a non-volatile memory. The volatile memory can include, for example, a random access memory (RAM) and / or a cache, etc. The computer-readable storage medium can include, for example, a read only memory (ROM), a hard disk, a flash memory, etc. For example, the non-transitory computer-readable storage medium can be connected to a computing device, such as a computer, and then, in the case where the computing device runs the computer readable instructions stored on the computer-readable storage medium, the various methods described above can be performed.

[0087] In addition, the computer device can also include, but is not limited to, a data bus, an input / output (I / O) bus, a display, and an input / output device (such as a keyboard, a mouse, a speaker, etc.), etc.

[0088] The processor can communicate with an external device via a wired or wireless network through the I / O bus.

[0089] In an embodiment, the at least one computer-executable instruction can also be compiled or composed into a software product / computer program product, in which one or more computer-executable instructions, when executed by a processor, perform the steps of the various functions and / or methods described in the embodiments of the present technology.

[0090] Those skilled in the art will appreciate that embodiments of the present application can be supplied as a method, a system, or a computer program product. Accordingly, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application can take the form of a computer program product on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROMs, optical storage devices, etc.) embodying computer-readable program code.

[0091] The present application is described in reference to flow diagrams and / or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each block of the flow diagrams and / or block diagrams, and combinations of blocks in the flow diagrams and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, embedded processing device, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions / acts specified in the flow diagrams and / or block diagrams. Figure 1 one or more functions specified in the flow diagram and / or block diagram. Figure 1 one or more functions specified in the flow diagram and / or block diagram.

[0092] These computer program instructions can also be stored in a computer- readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instructions which implement the flow diagrams and / or block diagrams. Figure 1 one or more functions specified in the flow diagram and / or block diagram. Figure 1 one or more functions specified in the flow diagram and / or block diagram.

[0093] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer-implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the flow diagrams and / or block diagrams. Figure 1 one or more functions specified in the flow diagram and / or block diagram. Figure 1 one or more functions specified in the flow diagram and / or block diagram.

[0094] In the description of the specification, the description of the terms "one embodiment", "an example", "a specific example" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0095] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, not to limit them, although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand: the specific embodiments of the present application can be modified or replaced by the same, without departing from the spirit and scope of the present application, any modification or equivalent replacement, which should be covered in the protection scope of the claims of the present application.

[0096] By implementing the technical solutions of the automatic walking control method of the tamping vehicle described in the embodiments of the present application, the following technical effects can be achieved: (1) The automatic walking control method of the tamping vehicle described in the embodiments of the present application greatly improves the intelligent level of the continuous tamping vehicle, reduces the difficulty of parameter debugging and the operation difficulty of the on-site operator, changes the existing on-site construction organization mode, not only improves the tamping operation efficiency and the work comfort of the on-site operator, but also significantly improves the construction and economic benefits; (2) The automatic walking control method of the tamping vehicle described in the embodiments of the present application sets the walking distance of the trolley relative to the walking distance of the trolley in a single tamping cycle, the walking time of the trolley, and ensures that the changes of the sleeper spacing, the line slope, the friction, the system hydraulic oil temperature and other factors do not affect the artificial tamping rhythm, and each tamping beat can have the operation stages of trolley acceleration, deceleration, uniform speed following the trolley and tamping; (3) The automatic walking control method of the tamping vehicle described in the embodiments of the present application forms an experience database based on various line slopes, electro-hydraulic servo transmission system parameters, maximum acceleration traction power and hydraulic braking deceleration resistance of the test trolley, and uses the optimal acceleration to plan the acceleration and deceleration process according to the detection feedback of the tamping vehicle line and transmission system under actual operation conditions, so as to ensure the highest overall operation efficiency without affecting the artificial tamping rhythm.

[0097] Each embodiment in the specification is described in a progressive manner, and each embodiment focuses on the difference from other embodiments. The same or similar parts between each embodiment can be referred to each other.

[0098] The above descriptions are only the preferred embodiments of the present application, not intended to limit the present application in any form. Although the present application has been disclosed as above with the preferred embodiments, it is not intended to limit the present application. Any person skilled in the art, without departing from the spirit and technical solutions of the present application, can make many possible changes and modifications to the technical solutions of the present application, or modify equivalent embodiments with equivalent changes. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments according to the technical essence of the present application, without departing from the technical solutions of the present application, still belongs to the protection scope of the technical solutions of the present application.

Claims

1. A method for automatic travel control of a tamping machine, characterized in that, Under continuous tamping travel conditions, the method includes the following steps: S10) Control the trolley (1) to establish a low constant speed running state; S11) Control the trolley (2) to accelerate from the rear position to establish a low constant speed running state; S12) Calculate the braking transition point distance of the trolley (2); S13) After the trolley (2) moves to the braking transition point, apply hydraulic braking until the low constant speed of the trolley and the trolley is established; S14) Perform dual closed-loop PI control on the car (2) based on position and speed; During each tamping cycle, the trolley (2) periodically chases the main vehicle (1) from the rear position and moves in parallel to the braking transition point, then decelerates to maintain the uniform speed of the main vehicle (1) and ensures that the entire travel time is within the set time.

2. The automatic travel control method for a tamping machine according to claim 1, characterized in that: In continuous tamping travel conditions, when the trolley (2) completes hydraulic braking and its speed drops to the set speed, a dual closed-loop PI control method based on position and speed feedback is adopted for the trolley (2). The relative position of the trolley and the trolley output by the position sensor (7) is used as the actual position of the input position PI control outer loop (14). The previous position is selected as the reference position to generate the reference value of the speed PI control inner loop (15) so as to ensure that the trolley (2) adjusts its speed in real time and maintains the position of the trolley (1) in front of the trolley.

3. The automatic travel control method for a tamping machine according to claim 1 or 2, characterized in that: In continuous tamping operation, the trolley (1) maintains a set speed and travels at a constant speed. The trolley (2) periodically accelerates and decelerates from the rear position to the vicinity of the front position and maintains a constant speed with the trolley (1) until the driver presses the tamping operation pedal. During the tamping operation, the trolley (2) remains stationary and moves to the rear position relative to the trolley (1). The trolley (1) maintains a constant speed.

4. The automatic travel control method for a tamping machine according to claim 3, characterized in that: The calculation of the position of the braking transition point is such that the deceleration stroke of the trolley (2) at the current speed until the speed of the large vehicle (1) and the trolley (2) are close is equal to the current position value of the trolley (2) minus the previous position value of the large vehicle (1). The current position value of the trolley (2) is the braking transition point.

5. The automatic travel control method for a tamping machine according to claim 4, characterized in that, In step S12), the braking transition point is calculated according to the following formula. Location: In the formula: - Braking transition point position value, - Relative to the previous position value - Actual speed of the trolley before hydraulic braking -Target value for large vehicles at low constant speed - The distance traveled by the trolley within each speed interval using hydraulic braking. -Initial velocity within the velocity interval range - The final velocity within the velocity interval range -Speed ​​interval time.

6. The automatic travel control method for a tamping machine according to claim 5, characterized in that, In step S13), the hydraulic braking current value is calculated according to the following formula. : In the formula: -Proportional braking current value, -Preset value for braking current - Calculated braking current - Relative position value of the vehicle -Constant located at the end -Constants in the first position - Calculate the gain -Speed ​​difference between large and small vehicles.

7. The automatic travel control method for a tamping machine according to claim 1, 2, 4, 5 or 6, characterized in that, Under the condition that the large and small vehicles are traveling at a constant speed, the method includes the following steps: S20) Control the trolley (1) to establish a low constant speed running state; S21) Calculate the start-up delay time of the trolley (2); S22) When the start delay time is reached, control the trolley (2) to start and establish a low constant speed running state; S23) When the low constant speed of the large and small vehicles is established, the small vehicle (2) is subjected to dual closed-loop PI control based on position and speed; During the uniform movement of the large and small vehicles, the large vehicle (1) moves at a constant speed, while the small vehicle (2) is in the middle position and follows along at the same speed.

8. The automatic travel control method for a tamping machine according to claim 7, characterized in that: Under the condition of uniform speed travel of the large and small vehicles, the low constant speed of the large and small vehicles is established by PI control based on speed feedback. After the low constant speed state of the large vehicle (1) and the small vehicle (2) is established, the small vehicle (2) is subjected to a dual closed-loop PI control based on position and speed feedback. The relative position of the large and small vehicles output by the position sensor (7) is used as the actual position input of the outer loop (14) of the position PI control. The middle position is selected as the reference position to generate the reference value of the inner loop (15) of the speed PI control, so as to ensure that the small vehicle (2) adjusts its speed in real time and maintains the middle position relative to the large vehicle (1).

9. The automatic travel control method for a tamping machine according to claim 8, characterized in that, In step S21), the vehicle start-up delay time is calculated according to the following formula. : In the formula: -The large vehicle maintains a low constant speed to establish the running distance within each speed interval range. -The trolley maintains a low constant speed to establish the travel distance within each speed interval. -Target value for uniform speed operation of both large and small vehicles - Time spent driving at a low constant speed in a small car - Initial position and median distance of the trolley -Low constant speed setup time for large vehicles - Time required for the vehicle to maintain a low constant speed - Delay time for low-speed constant-speed start of the car -Initial velocity within the velocity interval range - Final velocity within the velocity interval -Speed ​​interval time.

10. The automatic travel control method for a tamping machine according to claim 1, 2, 4, 5, 6, 8, or 9, characterized in that: The position of the trolley (2) relative to the main vehicle (1) is detected, and the speed of the trolley (2) is fed back in real time based on the speed of the main vehicle (1), as well as the working slope, oil temperature and oil pressure status. The acceleration and deceleration control of the main vehicle (1) and the trolley (2) during the entire operation is carried out, and the dual closed-loop PI control based on position and speed is realized. The trolley (2) is accelerated through the electro-hydraulic servo transmission system (10), and the trolley (2) is decelerated through the hydraulic braking system (20).

11. The automatic travel control method for a tamping machine according to claim 10, characterized in that: Under the conditions of uniform or continuous tamping, the proportional current output of the travel control electro-hydraulic servo transmission system (10) outputs torque to the forward wheel axle of the trolley (2) during the acceleration phase. The proportional current output of the travel control adopts low constant speed PI control with different speed targets under different working conditions. During the deceleration phase, the proportional current output of the braking system (20) of the trolley (2) is used to perform brake braking. When the trolley (2) approaches the front or rear position relative to the trolley (1), the proportional braking based on feedback is performed using the speed difference between the trolley (1) and the trolley (2).

12. A computer device, comprising a memory, a processor, and a computer program stored in the memory, characterized in that: The processor executes the computer program to implement the steps of the method according to any one of claims 1 to 11.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that: When executed by a processor, the computer program performs the steps of the method described in any one of claims 1 to 11.

14. A computer program product, comprising a computer program or instructions, characterized in that: When the computer program or instructions are executed by a processor, they implement the steps of the method described in any one of claims 1 to 11.

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