A heavy-duty steam turbine rotor transfer flatcar and its operation method

Abstract

This invention relates to a heavy-duty steam turbine rotor transfer flatcar and its operating method, mainly applied to the transfer of steam turbine rotors in a high-speed dynamic balancing test system. The front and rear traveling wheels are connected; a hinge shaft seat and a first fixed pin seat are mounted on the driven frame; one end of a fixed pin is connected to the hinge shaft seat, and the other end is connected to both the second and first fixed pin seats; the driving and driven flatcars are connected via an adjustable connecting rod; a left-handed nut is fixed to the driven flatcar, and a right-handed nut is fixed to the driving flatcar; both ends of a connecting rod are connected to a left-handed screw and a right-handed screw, respectively; the connecting rod is movably mounted on a support frame; support wheels are mounted on the support frame; two sets of alignment sensors are mounted on the driving and driven flatcars respectively; a driven flatcar limit sensor is mounted on the driven flatcar; two sets of fixed pin sensing sensors are mounted, one set on the second fixed pin seat and the other set on the driven flatcar; a control system is mounted on the driving flatcar.

Description

Technical Field

[0001] This invention relates to a heavy-duty steam turbine rotor transfer flatcar and its operation method, which is mainly used for the transfer of steam turbine rotors in high-speed dynamic balancing test systems, and can also be used for the transfer of large shaft parts and slender workpieces. Background Technology

[0002] High-speed dynamic balancing tests on flexible rotors have become a routine process, as exemplified by Chinese patent application number 201110283840.X. With the development of large-scale thermal power units and nuclear power units in my country, manufacturing enterprises have successively established large-scale high-speed dynamic balancing test stations. Shanghai Electric Lingang Heavy Machinery Equipment Co., Ltd. and Dongfang Turbine Co., Ltd. have successively established 350t high-speed dynamic balancing test stations.

[0003] To reduce the drive power of the high-speed dynamic balancing test device, the high-speed dynamic balancing test of the test rotor is conducted inside a vacuum chamber. The test rotor enters and exits the vacuum chamber using a rail-mounted flatcar. The workpiece end of the vacuum chamber is sealed by a transverse vacuum chamber door, as described in Chinese Patent No. 201910024254.X. The transverse vacuum chamber door runs perpendicular to the workpiece's entry and exit direction, thus requiring a tilting bridge to connect the workshop and vacuum chamber tracks, as described in Chinese Patents Nos. 201420052819.8 and 201620336738.X. When the tilting bridge is tilted up, the transverse vacuum chamber door can move to open and close the vacuum chamber; when the tilting bridge is reset, the track on the tilting bridge connects the workshop track and the vacuum chamber track, allowing the rotor transport flatcar to enter and exit the vacuum chamber.

[0004] The existing experimental station has the following problems with its current transfer flatcar structure and operation mode:

[0005] 1. Problems with two-wheel drive. All the transfer flatcars at the test stations are two-wheel drive. To complete one work process, the transfer flatcar needs to pass through the workshop track, the tipping bridge track, and the vacuum chamber track. There are gap deviations, centering deviations, and joint height differences at the joints of the three track sections. This causes the drive wheels of the two-wheel drive transfer flatcar to slip or get stuck at the track joints, making the transfer flatcar unable to operate normally or unstable. The causes and effects of track joint deviation are as follows: (1) The tilting bridge works by rotating in the vertical plane, so both joints must have a relatively large gap; (2) There are multiple links that can cause joint errors, such as civil construction, foundation settlement, installation and deformation of each section of track, and installation and deformation of the tilting bridge; (3) The tilting bridge track joint, which already has a large gap, will move to one side during actual operation, resulting in one side having no gap and the other side having an excessive gap; (4) Under load operation conditions, the section of track with a large load will inevitably deform downward at the joint, resulting in a height difference between the two sections of track. When the track in front of the transport flatcar is high, the transport flatcar needs to "climb" onto the section of track in front, which makes it easier to get stuck; when the track in front of the transport flatcar is low, the transport flatcar will "jump" off the section of track in front, making the transport flatcar run unstable. Since the transfer flatcar operates under bidirectional load, this problem is difficult to solve; (5) Although the design takes into account multiple track adjustment links, the transfer flatcar has multiple operating conditions such as heavy load, light load, and no load. Often, the result of adjusting the track cannot be applied to different load conditions; (6) The transfer flatcar runs on two parallel tracks. The difference between the two tracks will cause the driving wheel on one side to be suspended. This state is more likely to occur at the track joint; (7) The manufacturing error of the transfer flatcar itself will also cause the driving wheel on one side to be suspended. This state is also more likely to occur at the track joint.

[0006] After a deviation occurs at the track joint, the track needs to be adjusted. However, after a period of operation, the joint deviation occurs again, and the transfer flatcar cannot maintain steady operation for a long time.

[0007] The above problems are even more pronounced in the test station for heavy-duty steam turbine rotors. For a 350-ton steam turbine rotor, the self-overlapping weight of the rotor, the weight of the rotor supports (front and rear swing frames), and the weight of the transfer flatcar result in an actual load of 470 tons on the track. If the transfer flatcar cannot operate normally, the entire test station will be shut down, which will not only affect normal production but also result in a significant waste of production resources.

[0008] 2. The problem of reliably keeping the driven flatcar within the vacuum chamber. In general, during high-speed dynamic balancing tests of small and medium-sized steam turbine rotors, the transport flatcar leaves the vacuum chamber. However, for heavy-duty steam turbine rotors, due to the large blade diameter, the driven flatcar cannot exit the vacuum chamber and must remain inside. Raising the turbine rotor to allow the flatcar to exit would undoubtedly increase the diameter of the vacuum chamber, resulting in enormous costs (the inner diameter of the vacuum chamber in a 350t high-speed dynamic balancing test station reaches 10 meters). The minimum pressure within the vacuum chamber during high-speed dynamic balancing tests is typically 133 Pa absolute pressure. During vacuum extraction and devastation, the pressure causes the driven flatcar to move. Heavy-duty steam turbine rotors can weigh up to 350 tons and are ultra-high-precision components; if the movement of the driven flatcar causes damage to the turbine rotor, the losses would be enormous. The driven flatcar is unpowered (the driving flatcar is larger than the driven flatcar and cannot be placed near the rear wall of the vacuum chamber), so it is impossible to keep the driven flatcar stationary by means of a brake motor or other means; and the rail clamp is too large to be used on the driven flatcar; in addition, there are many specifications of turbine rotors, and the parking position of the driven flatcar is different for each specification, so it is impossible to solve the problem of fixing the driven flatcar in the vacuum chamber by fixed-point fixing.

[0009] 3. Unsafe factors exist in operation. The drive end of the high-speed dynamic balancing test for the turbine rotor is located at the rear wall of the vacuum chamber. Due to the long transfer distance, existing transfer flatcars all operate automatically. The transfer of the turbine rotor is complex; operators need to observe the operation of both the active and driven flatcars as they cross the tilting bridge and enter the vacuum chamber, the condition of the workpiece, and the surrounding environment. However, the overall size of the transfer flatcar carrying the rotor is large (length can exceed 16 meters, height can exceed 7 meters, and turbine rotor diameter can exceed 6.5 meters), and the manual area within the vacuum chamber is small, making observation and operation inconvenient. If, due to operator negligence or failure to observe, the automatically operating transfer flatcar collidees with the drive end of the high-speed dynamic balancing test, the damage would be enormous. Currently, none of the existing transfer flatcars have corresponding safety protection measures.

[0010] 4. Alignment Issues of the Lifting System. Corresponding to the lifting rods of the transfer flatcar lifting mechanism, grooves are cut into the bottom plane of the two swing frames. The transfer flatcar transports the turbine rotor into and out of the vacuum chamber while the swing frames are lifted. After the lifting mechanism lowers the swing frames, the transfer flatcar leaves the vacuum chamber. At this point, the position of the swing frames often does not meet the requirements of the high-speed dynamic balancing test of the turbine rotor, requiring adjustment of the swing frame position using the vacuum chamber facilities (the swing frame adjustment device configured in the vacuum chamber). When the test is completed and the transfer flatcar transports the turbine rotor out of the vacuum chamber, the lifting rods and the grooves on the bottom plane of the swing frames have become misaligned. If manual observation and adjustment of the swing frames are used for alignment, the limited manual area in the vacuum chamber and the positional constraints of the lifting rods and grooves make observation difficult and operation inconvenient. The existing transfer flatcars all use a method of installing convex V-blocks on the swing frame and corresponding concave V-blocks on the flatcar to forcibly pull the transfer flatcar off-center to align the push rod with the groove of the swing frame. This method has the following problems: (1) The lateral component of the driving force of the transfer flatcar is insufficient to pull the transfer flatcar laterally into alignment. (2) The limitation of the wheel flange makes alignment impossible. (3) If V-blocks are installed on one flatcar, due to the large distance between the two cars, it is very likely that one flatcar will be aligned while the other flatcar cannot be aligned; if V-blocks are installed on both flatcars, it may cause the transfer flatcar to be over-aligned. (4) It causes damage to the V-blocks and wear on the wheel flanges.

[0011] 5. Troubleshooting Hydraulic System Faults. Due to size limitations of the transfer flatcar, existing transfer flatcars place the hydraulic system entirely between the front and rear wheels of the frame, which is the horizontal projection area of ​​the swing frame. When lifting the swing frame inside the vacuum chamber, if the lifting mechanism's push rod enters the swing frame's groove but does not lift the swing frame to a height where the transfer flatcar can operate safely, and a hydraulic system fault occurs at this time, preventing the push rod from rising or falling, and because the vacuum chamber is not equipped with heavy lifting equipment, it is impossible to remove the rotor and swing frame, thus making it impossible to troubleshoot the hydraulic system. Summary of the Invention

[0012] The purpose of this invention is to overcome the above-mentioned deficiencies in the prior art and to provide a heavy-duty steam turbine rotor transfer flatcar with a reasonable structural design and its operation method. It adopts multi-wheel drive, which can reliably keep the driven flatcar in the vacuum chamber. The jacking system is accurate and convenient to align, and hydraulic system faults are easy to troubleshoot.

[0013] The technical solution adopted by this invention to solve the above problems is: a heavy-duty steam turbine rotor transfer flatcar, comprising an active flatcar, a driven flatcar, and a control system; the active flatcar includes an active frame, a drive system, traveling wheels, and an active flatcar lifting mechanism; the drive system is mounted on the active frame; the traveling wheels are mounted on the active frame; the drive system is connected to the traveling wheels and drives the traveling wheels to rotate; the active flatcar lifting mechanism includes an active flatcar hydraulic jack and an active flatcar hydraulic system; the active flatcar hydraulic jack is vertically mounted on the active frame; the active flatcar hydraulic system is connected to the active flatcar hydraulic jack and drives the active flatcar hydraulic jack to perform lifting and lowering actions; the driven flatcar includes a driven frame, driven wheels, and a driven flatcar lifting mechanism. The structure includes: driven wheels mounted on a driven frame; a driven flatcar lifting mechanism comprising a driven flatcar hydraulic jack and a driven flatcar hydraulic system; the driven flatcar hydraulic jack is vertically mounted on the driven frame; the driven flatcar hydraulic system is connected to and drives the driven flatcar hydraulic jack to perform lifting and lowering actions; characterized in that: it further includes an adjustable connecting rod, a positioning sensor, a driven flatcar limit sensor, a driven flatcar position sensing sensor, and a driven flatcar fixing pin sensing sensor; the traveling wheels include front traveling wheels and rear traveling wheels, which are arranged front and rear, and connected; the active flatcar hydraulic system is installed inside the active frame and located at the water level on the active flatcar. Outside the horizontal projection area; the driven flatcar also includes a fixing device, which includes a hinge shaft, a hinge shaft seat, a first fixing pin seat, a second fixing pin seat, a fixing pin rod, and a fixing pin; the hinge shaft seat and the first fixing pin seat are mounted on the driven car frame, and the second fixing pin seat is used for mounting inside the vacuum chamber; one end of the fixing pin rod is connected to the hinge shaft seat via the hinge shaft, and the other end is detachably connected to the second fixing pin seat and the first fixing pin seat via the fixing pin; the hydraulic system of the driven flatcar is installed inside the driven car frame and is located outside the horizontal projection area of ​​the front swing frame on the driven flatcar; the driving flatcar and the driven flatcar are connected by an adjustable connecting rod; the adjustable connecting rod includes a left-hand nut, a left-hand screw, a connecting rod, a support frame, a right-hand screw, a right-hand nut, and a support wheel; the left-hand... The nut is fixed to the driven flatcar, and the right-hand nut is fixed to the driving flatcar; the left-hand screw is connected to the left-hand nut, and the right-hand screw is connected to the right-hand nut; both ends of the connecting rod are fixedly connected to the left-hand screw and the right-hand screw respectively; the connecting rod is movably mounted on the support frame; the support wheel is mounted on the support frame; there are two sets of alignment sensors, which are mounted on the driving flatcar and the driven flatcar respectively; the driven flatcar limit sensor is mounted on the driven flatcar; the driven flatcar position sensing sensor is used to be mounted on the rear wall panel of the vacuum chamber; there are two sets of fixing pin sensing sensors, one set is mounted on the second fixing pin seat, and the other set is mounted on the driven flatcar, located near the first fixing pin seat; the control system is mounted on the driving flatcar.The drive system, the active flatcar hydraulic system, the driven flatcar hydraulic system, the positioning sensor, the driven flatcar limit sensor, and the fixing pin sensing sensor mounted on the driven flatcar are all electrically connected to the control system.

[0014] Each set of alignment sensors described in this invention includes two No. 2 reflective photoelectric switches for detecting front and rear positions and two No. 1 reflective photoelectric switches for detecting left and right positions. The two No. 2 reflective photoelectric switches are respectively installed on the left and right sides of the flatcar body, and the two No. 1 photoelectric switches are also respectively installed on the left and right sides of the flatcar body, used to sense whether the top rod of the lifting mechanism is accurately aligned with the groove of the swing frame.

[0015] The present invention describes two driven flatcar limit sensors, which are installed on the end face of the driven flatcar near the rear wall panel of the vacuum chamber, and the two driven flatcar limit sensors are connected in parallel.

[0016] The present invention comprises two driven flatcar position sensing sensors, which are connected in parallel.

[0017] The active flatcar of the present invention also includes a sprocket assembly, which includes a primary sprocket assembly and a secondary sprocket assembly. The front and rear wheels are connected through the secondary sprocket assembly, and either the front or rear wheel is connected to the drive system through the primary sprocket assembly.

[0018] The active flatcar hydraulic jacks of the present invention consist of three parts, arranged in a triangular shape, with each jack corresponding to a groove on the bottom plane of the rear swing frame.

[0019] The hydraulic push rods of the driven flatcar described in this invention are three in a triangular arrangement, with each push rod corresponding to a groove on the bottom plane of the front swing frame.

[0020] The adjustable connecting rod of the present invention further includes a locking device; the left-hand screw and the left-hand nut are locked and fixed by the locking device, and the right-hand screw and the right-hand nut are locked and fixed by the locking device.

[0021] The driven wheel of the present invention includes a front driven wheel and a rear driven wheel, which are arranged one in front of the other.

[0022] A method for operating a heavy-duty steam turbine rotor transfer flatcar, characterized by the following steps:

[0023] I. Transferring the turbine rotor to the vacuum chamber:

[0024] (1) Transfer flatcar operation: The transfer flatcar moves with load towards the vacuum chamber. When the driven flatcar limit sensor senses that the distance between the driven flatcar and the rear wall of the vacuum chamber is less than the set value, it sends a signal to the control system, and the control system stops the active flatcar operation.

[0025] (2) Alignment of rotor and drive end: Use a jog transfer flatcar to align.

[0026] (3) Positioning of the pendulum frame: The hydraulic jacks of the active flatcar and the hydraulic jacks of the driven flatcar descend synchronously, so that the pendulum frame lands on the vacuum chamber test base. The position of the pendulum frame is adjusted to meet the test requirements using the vacuum chamber equipment, and the pendulum frame is fixed. The vacuum chamber equipment here refers to the pendulum frame adjustment device configured in the vacuum chamber.

[0027] (4) Exiting the transfer flatcar and fixing the driven flatcar: Depending on the condition of the test rotor, if the transfer flatcar can exit the vacuum chamber as a whole, then under the control of the control system, the driving flatcar and the driven flatcar will leave the vacuum chamber together; if the driven flatcar cannot exit the vacuum chamber, the other end of the fixing pin rod will be inserted into the second fixing pin seat through the fixing pin, so that the fixing pin rod is fixed on the second fixing pin seat, thereby fixing the driven flatcar in the vacuum chamber. Then, the adjustable connecting rod will be removed, and under the control of the control system, the driving flatcar will leave the vacuum chamber alone.

[0028] (5) Start the high-speed dynamic balancing test: Before starting the high-speed dynamic balancing test, if the driven flatcar position sensor senses that the driven flatcar is stationary in the vacuum chamber, and the fixing pin sensor on the second fixing pin seat senses that a fixing pin is not inserted into the second fixing pin seat, the main control system cannot start the high-speed dynamic balancing test; if the driven flatcar position sensor senses that the driven flatcar is not stationary in the vacuum chamber, the high-speed dynamic balancing test can be started at this time without the signal of the fixing pin sensor.

[0029] II. Transferring turbine rotors to the workshop: This can be divided into two scenarios: whole vehicle operation and single vehicle operation;

[0030] In the operation of the entire vehicle, the transfer flatcar moves unloaded towards the vacuum chamber. When the alignment sensor detects that the front and rear positions of the active and driven hydraulic jacks are aligned with the grooves on the front and rear swing frames, the lifting operation of the active and driven hydraulic jacks will proceed. If the position of any jack is not aligned with the groove of the swing frame, the control system will lock and the lifting action of the active and driven hydraulic jacks will not be executed. The position of the swing frame with misalignment will be adjusted using the vacuum chamber adjustment facilities to achieve left-right alignment. The distance between the active and driven flatcars will be adjusted using the adjustable connecting rod to achieve front-rear alignment. This continues until the alignment sensor detects that the front and rear positions of the active and driven hydraulic jacks are aligned with the grooves on the front and rear swing frames. The active and driven hydraulic jacks will then lift the swing frame, and the transfer flatcar will leave the vacuum chamber. Similarly, a fixing pin sensing sensor is required to detect the signal of the fixing pin being inserted into the first fixing pin seat; otherwise, the control system will lock and the departure operation will not be executed.

[0031] In single-vehicle operation, the alignment process of the active flatcar is the same as that of the whole vehicle operation described above. After adjusting the positions of the active flatcar and the rear swing frame, the active flatcar and the driven flatcar are connected by an adjustable connecting rod. Then, the fixing pin is pulled out from the second fixing pin seat, the fixing pin is reset, and the fixing pin is inserted into the first fixing pin seat to fix the fixing pin to the driven frame. If there is a misalignment between the hydraulic push rod of the driven flatcar and the groove on the front swing frame, the front swing frame and the driven flatcar are adjusted in the same way as the whole vehicle operation adjustment described above until the alignment sensor detects that the front, rear, left and right positions of the hydraulic push rods of the active flatcar and the driven flatcar are aligned with the positions of the grooves on the front and rear swing frames. The hydraulic push rods of the active flatcar and the driven flatcar are then operated to lift the swing frame, and the transfer flatcar is started to leave the vacuum chamber.

[0032] Compared with the prior art, this invention has the following advantages and effects: As a special equipment, it fully meets the requirements for turbine rotor transfer, conforms to the operating environment and process requirements of the high-speed dynamic balancing test station, makes the operation of the transfer flatcar and the test station equipment safer, the multi-wheel drive makes the operation more stable and reliable, and can realize the safe parking of the driven flatcar in all parking positions in the vacuum chamber. The lifting mechanism has stronger alignment operability through alignment detection. The hydraulic system is reasonably arranged, which facilitates the troubleshooting of hydraulic system faults. It has a compact structure, a high degree of automation, and is easy to operate. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the structure of an embodiment of the present invention.

[0034] Figure 2 for Figure 1 A top-view structural diagram. Detailed Implementation

[0035] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. The following embodiments are explanations of the present invention, but the present invention is not limited to the following embodiments.

[0036] See Figure 1 and Figure 2 The embodiments of the present invention include an active flatcar 1, a driven flatcar 2, an adjustable connecting rod 3, an alignment sensor 4, a driven flatcar limit sensor 5, a driven flatcar position sensing sensor 6, a driven flatcar fixing pin sensing sensor 7, and a control system 8.

[0037] The active flatcar 1 and the driven flatcar 2 are connected by an adjustable connecting rod 3, forming a single unit. The distance between the two flatcars is adjusted by the adjustable connecting rod 3 to accommodate the length of the turbine rotor. The driven flatcar 2 is located on the side closest to the rear wall panel 9 of the vacuum chamber. The transfer flatcar is driven by the active flatcar 1 and is used to transport the turbine rotor and the front and rear swing frames supporting the rotor together in and out of the vacuum chamber. After removing the adjustable connecting rod 3, the active flatcar can operate independently.

[0038] The active flatcar 1 includes an active frame 11, a drive system 12, a sprocket set, traveling wheels 16, and an active flatcar lifting mechanism 14. The drive system 12, traveling wheels 16, and active flatcar lifting mechanism 14 are all mounted on the active frame 11.

[0039] The drive system 12 is mounted on the active frame 11 and includes a variable frequency brake motor 121 and a reducer 122. The variable frequency brake motor 121 is connected to the reducer 122, and the variable frequency brake motor 121 outputs power through the reducer 122.

[0040] The traveling wheels 16 are mounted on the active frame 11. The traveling wheels 16 include front traveling wheels 161 and rear traveling wheels 162, which are arranged one in front of the other. There are two front traveling wheels 161, which are mounted on both sides of the active frame 11; there are two rear traveling wheels 162, which are mounted on both sides of the active frame 11.

[0041] The drive system 12 is connected to the traveling wheels 16 via a sprocket assembly. The sprocket assembly includes a primary sprocket assembly 13 and a secondary sprocket assembly 15. The front traveling wheel 161 and the rear traveling wheel 162 are connected via the secondary sprocket assembly 15. Either the front traveling wheel 161 or the rear traveling wheel 162 is connected to the drive system 12 via the primary sprocket assembly 13. Thus, the power of the drive system 12 is applied to the four traveling wheels 16 by the primary sprocket assembly 13 and the secondary sprocket assembly 15, enabling one drive system 12 to drive four traveling wheels 16. The primary sprocket assembly 13 and the secondary sprocket assembly 15 are installed on the left and right sides of the flatcar's centerline, with two sets on each side.

[0042] The active flatcar lifting mechanism 14 includes an active flatcar hydraulic jack 141 and an active flatcar hydraulic system 142. The active flatcar hydraulic jack 141 is vertically mounted on the active car frame 11. The active flatcar hydraulic system 142 is mounted on the active car frame 11 and connected to the active flatcar hydraulic jack 141. Power is provided by the active flatcar hydraulic system 142 to drive the jack 141 to perform lifting and lowering actions, causing the rear swing frame to rise and fall. There are three active flatcar hydraulic jacks 141 arranged in a triangular pattern, each jack 141 corresponding to a groove on the bottom plane of the rear swing frame. The active flatcar hydraulic system 142 is installed inside the active car frame 11 and located outside the horizontal projection area 11 of the rear swing frame on the active flatcar 1. This ensures that if the active flatcar hydraulic system 142 malfunctions under load, troubleshooting and repair are easy. In this embodiment, the lifting action of the active flatcar lifting mechanism 14 can be divided into two modes: with workpiece mode and without workpiece mode. In the mode with workpiece mode, there must be a signal from the corresponding alignment sensor 4 for accurate alignment, and it must run simultaneously with the driven flatcar lifting mechanism 24 of the driven flatcar 2. The mode without workpiece mode is used for debugging the lifting mechanism.

[0043] The driven flatcar 2 has no driving power and includes a driven frame 21, driven wheels 22, a fixing device 23, and a driven flatcar lifting mechanism 24.

[0044] Driven wheels 22 are mounted on driven frame 21. Driven wheels 22 include front driven wheels 221 and rear driven wheels 222, which are arranged one in front of the other. There are two front driven wheels 221, which are mounted on both sides of driven frame 21 respectively; there are two rear driven wheels 222, which are mounted on both sides of driven frame 21 respectively.

[0045] There are two sets of fixing devices 23, which are respectively installed on the left and right sides of the driven car frame 21. The fixing device 23 includes a hinge shaft 231, a hinge shaft seat 232, a first fixing pin seat 233, a second fixing pin seat 235, a fixing pin 234, and a fixing pin 236.

[0046] The hinge seat 232 and the first fixing pin seat 233 are mounted on the driven frame 21, and the second fixing pin seat 235 is used for installation inside the vacuum chamber. One end of the fixing pin 234 is connected to the hinge seat 232 via the hinge 231, and the other end is detachably connected to the second fixing pin seat 235 and the first fixing pin seat 233 via the fixing pin 236. The fixing pin 236 is a dual-purpose pin. When the driven flatcar 2 is stationary inside the vacuum chamber, the other end of the fixing pin 234 is inserted into the second fixing pin seat 235 via the fixing pin 236, so that the fixing pin 234 is fixed on the second fixing pin seat 235, thereby fixing the driven flatcar 2 inside the vacuum chamber. When the transfer flatcar moves, the fixing pin 234 is reset, and the fixing pin 236 is pulled out from the second fixing pin seat 235. The other end of the fixing pin 234 is inserted into the first fixing pin seat 233 via the fixing pin 236, so that the fixing pin 234 is fixed to the driven frame 21. The fixed pin 234 is a telescopic rod with a left- or right-hand screw and nut structure, which can be adjusted in length, so that the driven flatcar 2 can be fixed to the vacuum chamber at all parking positions inside the vacuum chamber.

[0047] The driven flatcar lifting mechanism 24 includes a driven flatcar hydraulic jack 241 and a driven flatcar hydraulic system 242. The driven flatcar hydraulic jack 241 is vertically mounted on the driven car frame 21. The driven flatcar hydraulic system 242 is mounted on the driven car frame 21 and connected to the driven flatcar hydraulic jack 241. The driven flatcar hydraulic system 242 provides power to drive the jack 241 to perform lifting and lowering actions, causing the front swing frame to rise and fall. There are three driven flatcar hydraulic jacks 241 arranged in a triangular shape, with each jack 241 corresponding to a groove on the bottom plane of the front swing frame. The driven flatcar hydraulic system 242 is installed inside the driven car frame 21 and is located outside the horizontal projection area 12 of the front swing frame on the driven flatcar 2. This ensures that if the driven flatcar hydraulic system 242 fails under load, it is easy to troubleshoot and repair the fault. In this embodiment, the lifting action of the driven flatcar lifting mechanism 24 can be divided into two modes: with workpiece mode and without workpiece mode. In the mode with workpiece mode, there must be a signal from the corresponding alignment sensor 4 for accurate alignment, and it must run simultaneously with the active flatcar lifting mechanism 14 of the active flatcar 1. The mode without workpiece mode is used for debugging the lifting mechanism.

[0048] The adjustable connecting rod 3 includes a left-hand nut 31, a left-hand screw 32, a connecting rod 33, a support frame 34, a right-hand screw 35, a right-hand nut 36, a locking device 37, and a support wheel 38. The left-hand nut 31 is fixed on the driven flatcar 2, and the right-hand nut 36 is fixed on the driving flatcar 1. The left-hand screw 32 is screwed into the left-hand nut 31, and the right-hand screw 35 is screwed into the right-hand nut 36. The two ends of the connecting rod 33 are fixedly connected to the left-hand screw 32 and the right-hand screw 35, respectively. Rotating the connecting rod 33 causes the left-hand screw 32 to rotate in the left-hand nut 31 and the right-hand screw 35 to rotate in the right-hand nut 36, thereby adjusting the distance between the driving and driven cars to accommodate different test rotors. After the length is adjusted, the left-hand screw 32 and the left-hand nut 31 are locked together by the locking device 37, and the right-hand screw 35 and the right-hand nut 36 are also locked together by the locking device 37. The locking device 37 can be a pin, which is inserted into the nut and connected to the screw, thus locking the nut and screw together. The connecting rod 33 is movably mounted on the support frame 34, which supports the connecting rod 33. The support wheel 38 is mounted on the support frame 34 and runs parallel to the two tracks of the transfer flatcar.

[0049] Two sets of alignment sensors 4 are installed on the active flatcar 1 and the driven flatcar 2, respectively, to detect whether each top rod is accurately aligned with the grooves of the front and rear swing frames. Each set of alignment sensors 4 includes two second-order reflective photoelectric switches 42 for detecting the front and rear positions and two first-order reflective photoelectric switches 41 for detecting the left and right positions. The two second-order reflective photoelectric switches 42 are installed on the left and right sides of their respective flatcar bodies, and similarly, the two first-order photoelectric switches 41 are also installed on the left and right sides of their respective flatcar bodies. Reflectors that cooperate with the reflective photoelectric switches are installed at corresponding positions on the front and rear swing frames.

[0050] The driven flatcar limit sensor 5 is an ultrasonic sensor. There are two of them, which are installed on the end face of the driven flatcar 2 near the rear wall of the vacuum chamber. The two driven flatcar limit sensors 5 are connected in parallel to sense the distance between the position of the driven flatcar 2 and the rear wall of the vacuum chamber.

[0051] The driven flatcar position sensing sensor 6 is an ultrasonic sensor. There are two of them, which are installed on the rear wall panel of the vacuum chamber. The two sensors are connected in parallel to sense the position of the driven flatcar 2. Their signals are sent directly to the main control system of the test station for the joint control and interlocking of the test system.

[0052] The fixed pin sensing sensors 7 are proximity switches, consisting of two groups of four. One group of two sensors is installed on the two second fixed pin seats 235 inside the vacuum chamber, while the other group of two sensors is installed on the driven flatcar 2, near the first fixed pin seat 233. The two fixed pin sensing sensors 7 installed on the second fixed pin seats 235 send their signals directly to the main control system of the test station for the joint control and interlocking of the test system. The two fixed pin sensing sensors 7 installed on the driven flatcar 2 send their signals to the control system 8 for the movement control of the transfer flatcar.

[0053] The control system 8, controlled by a PLC, is installed on the active flatcar 1. The drive system 12, the active flatcar hydraulic system 142, the driven flatcar hydraulic system 242, the alignment sensor 4, the driven flatcar limit sensor 5, and the fixed pin sensing sensor 7 installed on the driven flatcar 2 are all electrically connected to the control system 8. The control system 8 controls the movement of the active flatcar 1, which can be either automatic or jogging. The control system 8 also controls the lifting and lowering actions of the active flatcar lifting mechanism 14 and the driven flatcar lifting mechanism 24. Except for the driven flatcar position sensing sensor 6 and the two fixed pin sensing sensors 7 installed on the second fixed pin seat 235, all other sensor signals are fed back to the control system 8. The control system has a display screen. The control of the transfer flatcar can be performed on the control cabinet or by remote control. The control system 8 has six emergency stop buttons for emergency stopping of the transfer flatcar.

[0054] A method for operating a heavy-duty steam turbine rotor transfer flatcar includes the following steps:

[0055] I. Transferring the turbine rotor to the vacuum chamber:

[0056] (1) Transfer flatcar operation: In automatic mode, the load moves towards the vacuum chamber. When either of the two driven flatcar limit sensors 5 senses that the distance between the driven flatcar 2 and the rear wall of the vacuum chamber is less than the set value, it sends a signal to the control system 8. The control system 8 automatically stops the operation of the active flatcar 1, and the automatic operation mode of the active flatcar 1 cannot be executed; it can only be operated in a jogging mode. The set value of the distance between the driven flatcar 2 and the rear wall of the vacuum chamber is greater than the parking position of the driven flatcar 2 furthest from the rear wall, which meets the test requirements of all rotor products. This ensures that rotors of any specification will not collide with the high-speed dynamic balancing test drive end 10 in the automatic operation mode of the transfer flatcar. After the active flatcar 1 stops automatic operation, it is jogged to align the turbine rotor with the drive end. This ensures the safety of the turbine rotor and the high-speed dynamic balancing test drive end. This control method uses two sensors 5 in parallel, which is safer.

[0057] (2) Alignment of rotor and drive end: Use a jog transfer flatcar to align.

[0058] (3) Positioning of the pendulum frame: The active flatcar hydraulic jack 141 and the driven flatcar hydraulic jack 241 descend synchronously, so that the pendulum frame lands on the vacuum chamber test base. The position of the pendulum frame is adjusted to meet the test requirements using the vacuum chamber equipment, and the pendulum frame is fixed.

[0059] (4) Exiting the transfer flatcar and fixing the driven flatcar: Depending on the condition of the test rotor, if the transfer flatcar can exit the vacuum chamber as a whole, the driving flatcar 1 and the driven flatcar 2 will leave the vacuum chamber under the control of the control system 8; if the driven flatcar 2 cannot exit the vacuum chamber, the other end of the fixing pin 234 will be inserted into the second fixing pin seat 235 through the fixing pin 236, so that the fixing pin 234 is fixed on the second fixing pin seat 235, thereby fixing the driven flatcar 2 in the vacuum chamber. Then, the connecting rod 3 and the electrical connection of the driven flatcar will be disconnected, and the driving flatcar 1 will leave the vacuum chamber under the control of the control system 8. It should be noted that when the driving flatcar 1 performs the operation of moving out of the vacuum chamber as a whole, whether it is jogging or automatic operation, it must receive the signal of the fixing pin 236 being inserted into the first fixing pin seat 233 by the two fixing pin sensing sensors 7 installed on the driven flatcar 2. Both are indispensable; otherwise, the control system cannot start the driving flatcar 1 to leave the vacuum chamber.

[0060] (5) Initiating the high-speed dynamic balancing test: Before initiating the high-speed dynamic balancing test, if either of the two driven flatcar position sensing sensors 6 detects that the driven flatcar 2 is residing in the vacuum chamber, then the two fixing pin sensing sensors 7 installed on the second fixing pin seat 235 will sense whether the fixing pin 236 is inserted into the second fixing pin seat 235. Both signals are indispensable (that is, ensuring that the fixing pins 234 of the two sets of fixing devices 23 of the driven flatcar 2 are connected to the second fixing pin seat 235). If either of the driven flatcar position sensing sensors 6 has a signal but the fixing pin sensing sensor 7 at the second fixing pin seat 235 has no signal or only one has a signal (that is, the driven flatcar 2 is residing in the vacuum chamber and at least one fixing pin 236 is not inserted into the second fixing pin seat 235), the main control system cannot initiate the high-speed dynamic balancing test. This ensures that the driven flatcar 2 is fully fixed in the vacuum chamber during the test. This control method, which uses two driven flatcar position sensing sensors 6 connected in parallel and two fixing pin sensing sensors 7 connected in series, is safer. Before starting the high-speed dynamic balancing test, if neither of the two driven flatcar position sensing sensors 6 has a signal, it means that the driven flatcar 2 is not staying in the vacuum chamber. At this time, starting the high-speed dynamic balancing test does not require the signal of the fixed pin sensing sensor 7.

[0061] 2. Transferring turbine rotors to the workshop: This can be divided into two scenarios: whole vehicle operation and single vehicle operation.

[0062] In the operation of the entire vehicle, the transfer flatcar moves unloaded towards the vacuum chamber in automatic mode. When any one of the four photoelectric switches 42 installed on the active flatcar 1 and the driven flatcar 2, which detect the front and rear positions, triggers a signal, the transfer flatcar automatically stops. At this time, if all photoelectric switches 41 and 42 trigger a signal (this situation is extremely rare), it indicates that the front and rear positions of the transfer flatcar's push rods are aligned with the grooves on the front and rear swing frames. The lifting operation of the active flatcar hydraulic push rod 141 and the driven flatcar hydraulic push rod 241 can then proceed. If the position of any push rod is not aligned with the groove on the swing frame, the lifting operation of the active flatcar hydraulic push rod 141 and the driven flatcar hydraulic push rod 241 is interlocked for protection, and the control system 8 does not execute the operation of the active flatcar hydraulic push rod 141. During the lifting action of the hydraulic jack 241 of the driven flatcar, the position of the deviation can be observed on the display screen of the control system 8 (i.e., observe the photoelectric switches that have not sent a signal). Using the vacuum chamber adjustment facilities, the position of the swing frame with misalignment is adjusted to achieve left-right alignment. The distance between the active flatcar 1 and the driven flatcar 2 is adjusted using the adjustable connecting rod 3 to achieve front-back alignment until all eight photoelectric switches 41 and 42 of the first and second positions are signaled, and the jack position is aligned with the groove position on the front and rear swing frames. The active flatcar hydraulic jack 141 and the driven flatcar hydraulic jack 241 lift the swing frame, and the transfer flatcar leaves the vacuum chamber. Similarly, the fixed pin sensing sensor 7 needs to sense the signal of the fixed pin 236 inserting into the first fixed pin seat 233; otherwise, the departure operation cannot be performed.

[0063] In single-vehicle operation, the alignment process of the active flatcar 1 is the same as that of the whole vehicle operation described above. After adjusting the position of the active flatcar 1 and the rear swing frame, the active flatcar and the driven flatcar are connected by the adjustable connecting rod 3. Then, the fixing pin 236 is pulled out from the second fixing pin seat 235, the fixing pin rod 234 is reset, and the fixing pin 236 is inserted into the first fixing pin seat 233 to fix the fixing pin rod 234 to the driven frame 21. The electrical connection of the driven flatcar is restored. At this time, the alignment of the driven flatcar 2 is checked on the display screen of the control system 8. If there is any misalignment (although the driven flatcar 2 has not left the vacuum chamber, the position of the front swing frame has been adjusted in most cases), the swing frame and the driven flatcar are adjusted in the same way as the whole vehicle operation adjustment described above, until all photoelectric switches 41 and 42 of the first and second photoelectric switches are activated, the hydraulic push rod 141 of the active flatcar and the hydraulic push rod 241 of the driven flatcar lift the swing frame, and the transfer flatcar is started to leave the vacuum chamber. When the active flatcar 1 performs the operation of moving the entire flatcar away from the vacuum chamber, whether it is jogging or automatic operation, it must receive signals from two fixed pin sensing sensors 7 installed on the driven flatcar 2 to sense that the fixed pin 236 is inserted into the first fixed pin seat 233. Both are indispensable; otherwise, the control system cannot start the active flatcar 1 to leave the vacuum chamber. In this way, it is ensured that the transfer flatcar can only move when the fixed pin rod 234 is disengaged from the second fixed pin seat 235 and fixed to the driven frame 21. Thus, there will be no damage to the vacuum chamber equipment and the transfer flatcar.

[0064] Furthermore, it should be noted that the specific embodiments described in this specification may differ in the shape and name of their components, etc. The above description is merely illustrative of the structure of the present invention. All equivalent or simple variations made based on the structure, features, and principles described in this patent concept are included within the protection scope of this patent. Those skilled in the art can make various modifications or additions to the described specific embodiments or use similar methods to substitute them, as long as they do not deviate from the structure of the present invention or exceed the scope defined by the claims, all of which should fall within the protection scope of this invention.

Claims

1. A heavy-duty steam turbine rotor transfer flatcar, comprising an active flatcar, a driven flatcar, and a control system; the active flatcar includes an active frame, a drive system, traveling wheels, and an active flatcar lifting mechanism; the drive system is mounted on the active frame; the traveling wheels are mounted on the active frame; the drive system is connected to the traveling wheels; the active flatcar lifting mechanism includes an active flatcar hydraulic jack and an active flatcar hydraulic system; the active flatcar hydraulic jack is vertically mounted on the active frame; the active flatcar hydraulic system is connected to the active flatcar hydraulic jack; the driven flatcar includes a driven frame, driven wheels, and a driven flatcar lifting mechanism; the driven wheels are mounted on the driven frame; the driven flatcar lifting mechanism includes a driven flatcar hydraulic jack and a driven flatcar hydraulic system; the driven flatcar hydraulic jack is vertically mounted on the driven frame; the driven flatcar hydraulic system is connected to the driven flatcar hydraulic jack; characterized in that: It also includes an adjustable connecting rod, a positioning sensor, a driven flatcar limit sensor, a driven flatcar position sensing sensor, and a driven flatcar fixing pin sensing sensor; the traveling wheels include front traveling wheels and rear traveling wheels, which are arranged one in front of the other and connected to each other; the active flatcar hydraulic system is installed inside the active frame and is located outside the horizontal projection area of ​​the rear swing frame on the active flatcar; the driven flatcar also includes a fixing device, which includes a hinge shaft, a hinge shaft seat, a first fixing pin seat, a second fixing pin seat, a fixing pin rod, and a fixing pin; the hinge shaft seat and the first fixing pin seat... The pin seat is installed on the driven car frame, and the second fixed pin seat is used for installation inside the vacuum chamber; one end of the fixed pin rod is connected to the hinge shaft seat via a hinge shaft, and the other end is detachably connected to the second fixed pin seat and the first fixed pin seat via a fixed pin; the hydraulic system of the driven flatcar is installed inside the driven car frame and is located outside the horizontal projection area of ​​the front swing frame on the driven flatcar; the driving flatcar and the driven flatcar are connected by an adjustable connecting rod; the adjustable connecting rod includes a left-hand nut, a left-hand screw, a connecting rod, a support frame, a right-hand screw, a right-hand nut, and a support wheel; the left-hand nut is fixed on the driven flatcar, and the right-hand nut is fixed on the driving flatcar; A left-handed screw is connected to a left-handed nut, and a right-handed screw is connected to a right-handed nut; both ends of a connecting rod are fixedly connected to the left-handed screw and the right-handed screw, respectively; the connecting rod is movably mounted on a support frame; a support wheel is mounted on the support frame; there are two sets of alignment sensors, which are respectively mounted on the active flatcar and the driven flatcar; the driven flatcar limit sensor is mounted on the driven flatcar; the driven flatcar position sensing sensor is used to be mounted on the rear wall panel of the vacuum chamber; there are two sets of fixing pin sensing sensors, one set is mounted on the second fixing pin seat, and the other set is mounted on the driven flatcar, located near the first fixing pin seat; The control system is installed on the active flatcar; the drive system, the active flatcar hydraulic system, the driven flatcar hydraulic system, the alignment sensor, the driven flatcar limit sensor, and the fixed pin sensing sensor installed on the driven flatcar are all electrically connected to the control system; the driven wheels include front driven wheels and rear driven wheels, which are arranged one in front of the other; the active flatcar also includes a sprocket assembly, which includes a primary sprocket assembly and a secondary sprocket assembly, with the front and rear driving wheels connected through the secondary sprocket assembly, and either the front or rear driving wheel connected to the drive system through the primary sprocket assembly.

2. The heavy-duty steam turbine rotor transfer flatcar according to claim 1, characterized in that: Each set of alignment sensors includes two No. 2 reflective photoelectric switches for detecting front and rear positions and two No. 1 reflective photoelectric switches for detecting left and right positions. The two No. 2 reflective photoelectric switches are respectively installed on the left and right sides of the flatcar body, and the two No. 1 photoelectric switches are also respectively installed on the left and right sides of the flatcar body.

3. The heavy-duty steam turbine rotor transfer flatcar according to claim 1, characterized in that: There are two driven flatcar limit sensors, which are installed on the end face of the driven flatcar near the rear wall panel of the vacuum chamber, and the two driven flatcar limit sensors are connected in parallel.

4. The heavy-duty steam turbine rotor transfer flatcar according to claim 1, characterized in that: There are two position sensing sensors for the driven flatcar, and the two sensors are connected in parallel.

5. The heavy-duty steam turbine rotor transfer flatcar according to claim 1, characterized in that: The active flatcar hydraulic jacks consist of three rods arranged in a triangular pattern, with each jack corresponding to a groove on the bottom plane of the rear swing frame.

6. The heavy-duty steam turbine rotor transfer flatcar according to claim 1, characterized in that: The driven flatcar hydraulic push rods are three in number, arranged in a triangular shape, with each push rod corresponding to a groove on the bottom plane of the front swing frame.

7. The heavy-duty steam turbine rotor transfer flatcar according to claim 1, characterized in that: The adjustable connecting rod also includes a locking device; the left-hand screw and the left-hand nut are locked and fixed by the locking device, and the right-hand screw and the right-hand nut are locked and fixed by the locking device.

8. A method for operating a heavy-duty steam turbine rotor transfer flatcar as described in any one of claims 1-7, characterized in that: Includes the following steps: I. Transferring the turbine rotor to the vacuum chamber: (1) Transfer flatcar operation: The transfer flatcar moves with load towards the vacuum chamber. When the driven flatcar limit sensor senses that the distance between the driven flatcar and the rear wall of the vacuum chamber is less than the set value, it sends a signal to the control system, and the control system stops the active flatcar operation. (2) Alignment of rotor and drive end: Use a jog transfer flatcar to align; (3) Positioning of the pendulum frame: The hydraulic jacks of the active flatcar and the hydraulic jacks of the driven flatcar descend synchronously, so that the pendulum frame lands on the vacuum chamber test base. The position of the pendulum frame is adjusted to meet the test requirements using the vacuum chamber equipment, and the pendulum frame is fixed. (4) Exiting the transfer flatcar and fixing the driven flatcar: Depending on the condition of the test rotor, if the transfer flatcar can exit the vacuum chamber as a whole, then under the control of the control system, the driving flatcar and the driven flatcar will drive away from the vacuum chamber; if the driven flatcar cannot exit the vacuum chamber, insert the other end of the fixing pin rod into the second fixing pin seat through the fixing pin, so that the fixing pin rod is fixed on the second fixing pin seat, thereby fixing the driven flatcar in the vacuum chamber. Then remove the adjustable connecting rod, and then under the control of the control system, drive the driving flatcar away from the vacuum chamber. (5) Start the high-speed dynamic balancing test: Before starting the high-speed dynamic balancing test, if the driven flatcar position sensor senses that the driven flatcar is stationary in the vacuum chamber, and the fixing pin sensor on the second fixing pin seat senses that a fixing pin is not inserted into the second fixing pin seat, the main control system cannot start the high-speed dynamic balancing test; if the driven flatcar position sensor senses that the driven flatcar is not stationary in the vacuum chamber, the high-speed dynamic balancing test can be started at this time without the signal of the fixing pin sensor. II. Transferring turbine rotors to the workshop: This can be divided into two scenarios: whole vehicle operation and single vehicle operation; In the operation of the entire vehicle, the transfer flatcar moves unloaded towards the vacuum chamber. When the alignment sensor detects that the front and rear positions of the active and driven hydraulic jacks are aligned with the grooves on the front and rear swing frames, the transfer flatcar stops moving and then performs the lifting operation of the active and driven hydraulic jacks. If the position of any jack is not aligned with the groove of the swing frame, the lifting action of the active and driven hydraulic jacks is not performed. The position of the swing frame with misalignment is adjusted using the vacuum chamber adjustment facilities to achieve left-right alignment. The distance between the active and driven flatcars is adjusted using the adjustable connecting rod to achieve front-rear alignment. This continues until the alignment sensor detects that the front and rear positions of the active and driven hydraulic jacks are aligned with the grooves on the front and rear swing frames. The active and driven hydraulic jacks then lift the swing frame, and the transfer flatcar leaves the vacuum chamber. Similarly, a fixing pin sensing sensor is required to detect the signal of the fixing pin being inserted into the first fixing pin seat; otherwise, the departure operation cannot be performed. In the case of single-vehicle operation, the alignment process of the active flatcar is the same as that of the whole vehicle operation described above. After adjusting the positions of the active flatcar and the rear swing frame, the active flatcar and the driven flatcar are connected by an adjustable connecting rod. Then, the fixing pin is pulled out from the second fixing pin seat, the fixing pin is reset, and the fixing pin is inserted into the first fixing pin seat to fix the fixing pin to the driven frame. If there is any misalignment, the swing frame and the driven flatcar are adjusted in the same way as the whole vehicle operation adjustment described above until the alignment sensor detects that the positions of the hydraulic push rods of the active flatcar and the driven flatcar are aligned with the positions of the grooves on the front and rear swing frames. The hydraulic push rods of the active flatcar and the driven flatcar lift the swing frame and start the transfer flatcar to leave the vacuum chamber.

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