A running control system with forced calibration of wheel angular displacement

Abstract

A travel control system for forced calibration of wheel angular displacement is provided, comprising a grooved guide rail provided on a rail transport vehicle, an automatic transfer device traveling on the grooved guide rail, a travel control system provided on the automatic transfer device, the travel control system comprising a motor, a hydraulic pump, a proportional reversing valve, a shuttle valve, a hydraulic motor A, a hydraulic motor B, a brake cylinder A, a brake cylinder B, an encoder B, and an encoder A. The travel control system controls the power supply and current level of the left and right electromagnets of the proportional reversing valve to achieve forward and reverse control and speed control of the wheels, thereby achieving an accurate fixed-point parking function for the automatic transfer device. The present invention installs a photoelectric switch at a set position on the grooved guide rail. When the automatic transfer device travels to the photoelectric switch position, the photoelectric switch signal is triggered, forcing the encoder electrical signal to be calibrated to zero, thereby avoiding the problem of excessive cumulative error caused by long-term use or multiple slips of the wheels of the automatic transfer device.

Description

Technical Field

[0001] The invention belongs to the technical field of railway engineering machinery, and in particular relates to a running control system with forced calibration of wheel angular displacement. Background Art

[0002] The transfer device moves on the rail plate transport vehicle to the target rail plate position, and the parking position needs to be within a certain range of the theoretical target position. If it exceeds a certain range, the grabbing mechanism of the transfer device will not be able to directly grab the rail plate. In the prior art, the transfer device moves in a grooved guide rail, and the wheels of the transfer device are equipped with encoders. The control system can calculate the displacement state of the transfer device on the transport vehicle based on the wheel angular displacement. Since the position of the rail plate on the transport vehicle is fixed, the size of the rail plate and the special fixture are also fixed, so the automatic transfer device can realize unmanned grabbing and transfer of the rail plate. In order to realize one-button automatic grabbing and shifting operation of the rail plate, this requires that the position information of the transfer device is accurate. Otherwise, the transfer device will not be able to stop at the target rail plate position, and the transfer device will not be able to achieve the purpose of fully automated grabbing and shifting of the rail plate. Although it is currently possible to collect the wheel rotation angles of the transfer device by installing encoders on the wheels, and to obtain the position information of the transfer device by converting the wheel geometry, under special operating conditions, such as emergency braking or when the wheels of the transfer device are accelerated, the impact of starting / stopping the transfer device will cause relative slip between the wheels and the track, resulting in a loss of proportional relationship between the displacement of the transfer device on the transport vehicle and the angular displacement of the wheel rotation. As the number of slips increases, the cumulative error will continue to increase, resulting in a large positioning error of the automatic transfer device and the inability to automatically grasp the track plate. Therefore, in order to achieve long-term and accurate fixed-point parking requirements, the movement of the transfer device needs to be corrected. Therefore, it is necessary to propose improvements. Summary of the Invention

[0003] The technical problem solved by the present invention is: to provide a running control system with forced calibration of wheel angular displacement. The present invention installs a photoelectric switch at a set position on the grooved guide rail. When the automatic transfer device moves to the photoelectric switch position, the photoelectric switch signal is triggered, and the encoder electrical signal on the wheel axle of the automatic transfer device is forced to be calibrated to zero, thereby avoiding the problem of excessive cumulative error caused by long-term use or multiple slips of the wheels of the automatic transfer device, and ensuring that the automatic transfer device can accurately grasp the track plate.

[0004] The technical solution adopted by the present invention is: a running control system with forced calibration of wheel angular displacement, including a grooved guide rail provided on a rail transport vehicle, an automatic transfer device running on the grooved guide rail, a running control system on the automatic transfer device, and the running control system including a motor, a hydraulic pump, a proportional reversing valve, a shuttle valve, a hydraulic motor A, a hydraulic motor B, a brake cylinder A, a brake cylinder B, an encoder B, an encoder A provided on the automatic transfer device, the hydraulic motor A and the brake cylinder A are installed on the front left wheel shaft system of the automatic transfer device, the hydraulic motor B and the brake cylinder B are installed on the front right wheel shaft system of the automatic transfer device, and the encoder A is installed on the rear left wheel shaft system of the automatic transfer device. The encoder B is installed on the rear right wheel axle system of the automatic transfer device; the motor is connected to the hydraulic pump, and the hydraulic pump is connected to the proportional reversing valve through a one-way valve and a high-pressure filter. The proportional reversing valve connects the high-pressure oil circuit and the return oil circuit of the hydraulic pump to the oil inlet and oil outlet of the hydraulic motor A and the hydraulic motor B respectively. The shuttle valve connects the high-pressure oil connected to the oil inlet and outlet of the hydraulic motor A and the hydraulic motor B to the brake cylinder A and the brake cylinder B; the hydraulic motor A and the hydraulic motor B drive the automatic transfer device to move on the grooved guide rail, and a photoelectric switch is provided at a set position on the grooved guide rail. The photoelectric switch forces the encoder B and the encoder A on the automatic transfer device that moves here to be calibrated to zero.

[0005] To further limit the above technical solution, the oil outlet of the hydraulic pump is high-pressure oil, and the oil suction port is low-pressure oil; the oil suction port of the hydraulic pump is connected to the oil tank through a radiator and a return oil filter, and a safety overflow valve is connected in parallel to the high-pressure oil of the hydraulic pump; the proportional reversing valve and the inlet and outlet oil pipelines of the hydraulic motor A and the hydraulic motor B are connected with a shut-off valve, and a two-way balancing valve is also provided between the proportional reversing valve and the hydraulic motor A and the hydraulic motor B.

[0006] To further limit the above technical solution, the hydraulic motor A and the hydraulic motor B are cycloid hydraulic motors.

[0007] The advantages of the present invention compared with the prior art are:

[0008] 1. This solution installs a photoelectric switch at a set position on the grooved guide rail. When the automatic transfer device moves to the photoelectric switch position, the photoelectric switch signal is triggered, forcing the encoder electrical signal on the wheel shaft of the automatic transfer device to be calibrated to zero. This avoids the problem of excessive cumulative error caused by long-term use or repeated slipping of the wheels of the automatic transfer device, ensuring that the automatic transfer device can accurately grasp the track plate.

[0009] 2. The walking control system in this scheme realizes the forward and reverse control and speed control of the wheels by the hydraulic pump by controlling the energization and current of the left and right electromagnets of the proportional reversing valve, thereby realizing the accurate fixed-point parking function of the automatic transfer device. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 It is a structural schematic diagram of the present invention;

[0011] Figure 2 It is the principle diagram of the running control system in the present invention. DETAILED DESCRIPTION

[0012] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0013] It should be noted that, as used herein, the terms "comprise," "include," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a list of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, the phrase "comprising a..." does not preclude the presence of additional identical elements in the process, method, article, or apparatus comprising the elements.

[0014] See also Figure 1-2 , details the embodiments of the present invention.

[0015] A running control system with forced calibration of wheel angular displacement includes a grooved guide rail 19 provided on a rail transport vehicle, an automatic transfer device 20 running on the grooved guide rail 19, and a running control system provided on the automatic transfer device 20. The running control system includes a motor 1, a hydraulic pump 2, a proportional reversing valve 6, a shuttle valve 7, a hydraulic motor A10, a hydraulic motor B11, a brake cylinder A12, a brake cylinder B13, an encoder B14, and an encoder A15 provided on the automatic transfer device 20; the hydraulic motor A10 and the brake cylinder A12 are installed on the front left wheel shaft system of the automatic transfer device 20, the hydraulic motor B11 and the brake cylinder B13 are installed on the front right wheel shaft system of the automatic transfer device 20, the encoder A15 is installed on the rear left wheel shaft system of the automatic transfer device 20, and the encoder B1 4 is installed on the rear right wheel shaft system of the automatic transfer device 20; the motor 1 is connected to the hydraulic pump 2, and the hydraulic pump 2 is connected to the proportional reversing valve 6 through the one-way valve 4 and the high-pressure filter 5. The proportional reversing valve 6 connects the high-pressure oil circuit and the return oil circuit of the hydraulic pump 2 to the oil inlet and oil outlet of the hydraulic motor A10 and the hydraulic motor B11 respectively. The shuttle valve 7 connects the high-pressure oil connected to the oil inlet and outlet of the hydraulic motor A10 and the hydraulic motor B11 to the brake cylinder A12 and the brake cylinder B13; the hydraulic motor A10 and the hydraulic motor B11 drive the automatic transfer device 20 to move on the grooved guide rail 19. A photoelectric switch 21 is provided at a set position on the grooved guide rail 19. The photoelectric switch 21 forces the encoder B14 and the encoder A15 on the automatic transfer device 20 that moves there to be calibrated and reset to zero.

[0016] The oil outlet of the hydraulic pump 2 is high-pressure oil, and the oil intake is low-pressure oil; the oil intake of the hydraulic pump 2 is connected to the oil tank 18 through the radiator 16 and the return oil filter 17, and a safety overflow valve 3 is connected in parallel to the high-pressure oil of the hydraulic pump 2; the proportional reversing valve 6 and the inlet and outlet oil pipelines of the hydraulic motor A10 and the hydraulic motor B11 are connected to a stop valve 9, and a two-way balancing valve 8 is also provided between the proportional reversing valve 6 and the hydraulic motor A10 and the hydraulic motor B11.

[0017] The operating principle of the travel control system: Motor 1 drives hydraulic pump 2. Hydraulic pump 2 delivers high-pressure oil at its outlet and low-pressure oil at its intake, both connected to tank 18. The high-pressure port of hydraulic pump 2 is connected in parallel to a safety relief valve 3, which limits the maximum pressure of the hydraulic system's pump, preventing any unintended consequences. In this solution, hydraulic pump 2 is a constant-pressure variable displacement pump, maintaining a constant outlet pressure that is less than the maximum pressure set by safety relief valve 3. A check valve 4 prevents reverse flow of hydraulic oil due to reverse rotation when motor 1 is stopped. High-pressure oil from hydraulic pump 2 flows through check valve 4 and into high-pressure filter 5, which filters impurities from the hydraulic oil. This filter is equipped with a clogging alarm that signals a blockage. The high-pressure oil flows through filter 5 and then into proportional reversing valve 6, a three-position, four-way proportional valve. In the neutral position, hydraulic pump 2 is at its minimum displacement, and no oil flows through the hydraulic lines. When the left or right solenoid in proportional directional valve 6 is energized, the hydraulic pump's high-pressure oil and return oil circuit connect to the inlet and outlet of hydraulic motors A10 and B11, respectively. The pressure differential between the inlet and outlet ports generates output torque. At this point, shuttle valve 7 connects the high-pressure oil connecting the inlet and outlet ports of hydraulic motors A10 and B11 to brake cylinders A12 and B13. Brake cylinders A12 and B13 open under the action of the high-pressure oil, mechanically decoupling brake cylinder A12 from the main shaft of hydraulic motor A10 and brake cylinder B13 from the main shaft of hydraulic motor B11. Hydraulic motors A10 and B11 begin to rotate, driving the wheels forward or backward. The speed of the wheels' forward or backward movement is proportional to the valve opening of proportional directional valve 6, which in turn is proportional to the current flowing through the proportional valve solenoid. Therefore, controlling the solenoid opening of proportional directional valve 6 can control the speed of the wheels' forward or backward movement. The hydraulic motor involved in the present invention adopts a cycloid hydraulic motor, which can achieve low-speed rotation. In order to prevent the wheels of the large slope transfer device from slipping due to negative load, a two-way balancing valve 8 is set between the proportional reversing valve 6 and the hydraulic motor to play a back pressure role to prevent the hydraulic motor speed from getting out of control under negative load conditions. The hydraulic motor needs to rotate under the action of high-pressure oil. When the oil tank temperature reaches the set temperature, the radiator 16 starts to work, and the radiator 16 uses an air-cooled radiator. The return oil filter 17 is used to filter out foreign particles in the hydraulic pipeline to ensure that the cleanliness of the hydraulic system oil meets the use requirements. The running control system involved in the present invention can realize the function of precise positioning according to the control instructions. The encoder A15 and the encoder B14 feedback the current position of the vehicle. When the position deviates from the instruction, the running control system controls the power supply and current of the left and right electromagnets of the proportional valve 6 to realize the forward and backward control and speed control of the wheels, thereby realizing an accurate fixed-point parking function.

[0018] In order to realize the automatic transfer device's recognition of the target track plate position and automatic transfer function, the position information of the automatic transfer device needs to be accurately calculated. The present invention installs an absolute encoder on the wheel. Since the automatic transfer device has a low speed and a large weight, there is basically no slip between the wheel and the grooved track. Therefore, the angular displacement of the wheel rotation is proportional to the displacement of the transfer device on the transport vehicle, which is calculated by the following formula: S vehicle =f(θ wheel )+∑Δerr

[0019] It can be seen from the above formula that the position information of the transfer device is converted from the rotation angle of the encoder through the formula.

[0020] However, under special working conditions, such as emergency braking or when the wheels of the transfer device are accelerated, the wheels and the grooved rails may slip relative to each other, causing the displacement of the transfer device on the transport vehicle and the angular displacement of the wheel rotation to be lost. There is an error between the two. As the number of slips increases, the cumulative error will continue to increase, causing the positioning error of the automatic transfer device to be too large and unable to automatically grab the track plate. In order to avoid such problems and ensure positioning accuracy, the present invention provides a photoelectric switch 21 at a set position on the grooved guide rail 19. When the transfer device moves to the photoelectric switch position, the photoelectric switch signal is triggered, forcing the encoder electrical signal to be calibrated to zero, thereby avoiding the continuous accumulation of cumulative errors caused by long-term use of the wheels of the transfer device.

[0021] In the present invention, an encoder is used at the wheel of the automatic transfer device to collect the displacement and speed status information of the automatic transfer device. The encoder can be an incremental encoder, or other types of angle sensors, or a wire-type displacement sensor. When using a wire-type displacement sensor, the sensor wire rope is wound on the shaft to realize the test of the wheel angle, thereby achieving the effect of an encoder.

[0022] The proportional reversing valve involved in the present invention is not limited to a certain proportional reversing valve, and can be expanded to a proportional reversing valve with a compensator, a pilot proportional reversing valve, a multi-way valve, etc.

[0023] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be included therein. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

[0024] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A running control system for forced calibration of wheel angular displacement, comprising a grooved guide rail (19) provided on a rail transport vehicle, an automatic transfer device (20) running on the grooved guide rail (19), and a running control system provided on the automatic transfer device (20), characterized in that: The travel control system includes a motor (1), a hydraulic pump (2), a proportional reversing valve (6), a shuttle valve (7), a hydraulic motor A (10), a hydraulic motor B (11), a brake cylinder A (12), a brake cylinder B (13), an encoder B (14), and an encoder A (15) arranged on the automatic transfer device (20); the encoder A (15) is installed on the left wheel shaft system behind the automatic transfer device (20), and the encoder B (14) is installed on the right wheel shaft system behind the automatic transfer device (20); the hydraulic motor A (10) and the hydraulic motor B (11) drive the automatic transfer device (20) to travel on the groove guide rail (19), and a photoelectric switch (21) is provided at a set position on the groove guide rail (19), and the photoelectric switch (21) forces the encoder B (14) and the encoder A (15) on the automatic transfer device (20) traveling thereto to be calibrated to zero; the hydraulic motor A (10) and the hydraulic motor B (11) are cycloid hydraulic motors; The hydraulic motor A (10) and the brake cylinder A (12) are installed on the front left wheel shaft of the automatic transfer device (20), and the hydraulic motor B (11) and the brake cylinder B (13) are installed on the front right wheel shaft of the automatic transfer device (20). The motor (1) is connected to the hydraulic pump (2), and the hydraulic pump (2) is connected to the proportional reversing valve (6) through a one-way valve (4) and a high-pressure filter (5). The proportional reversing valve (6) connects the high-pressure oil circuit and the return oil circuit of the hydraulic pump (2) to the oil inlet and the oil outlet of the hydraulic motor A (10) and the hydraulic motor B (11) respectively. The shuttle valve (7) connects the high-pressure oil connected to the oil inlet and outlet of the hydraulic motor A (10) and the hydraulic motor B (11) to the brake cylinder A (12) and the brake cylinder B (13).

2. The wheel angular displacement forced calibration running control system according to claim 1, characterized in that: The oil outlet of the hydraulic pump (2) is high-pressure oil, and the oil intake is low-pressure oil; the oil intake of the hydraulic pump (2) is connected to the oil tank (18) through a radiator (16) and an oil return filter (17), and a safety overflow valve (3) is connected in parallel to the high-pressure oil of the hydraulic pump (2); a stop valve (9) is connected to the inlet and outlet oil pipelines of the proportional reversing valve (6) and the hydraulic motor A (10) and the hydraulic motor B (11), and a two-way balancing valve (8) is also provided between the proportional reversing valve (6) and the hydraulic motor A (10) and the hydraulic motor B (11).

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