Ship block butt joint trolley posture adjusting device and control method thereof

Abstract

The invention discloses a ship section butt joint trolley attitude adjusting device and a control method thereof.The ship section butt joint trolley attitude adjusting device comprises a central controller, attitude adjusting trolleys arranged on rails, driving devices installed on the attitude adjusting trolleys, rigid connecting rod sets and speed sensors arranged on ship sections, the at least three rails are arranged in parallel, and at least three attitude adjusting trolleys are placed on each rail; the transverse posture adjusting trolley and the longitudinal posture adjusting trolley are fixedly connected through the rigid connecting rod set, and the central controller is in signal connection with the driving device and the speed sensor. Each trolley is fixedly connected through a rigid connecting rod set, so that relative displacement cannot occur between the trolleys, the situation that due to non-cooperative positions, the supporting columns are broken, and a ship section is tipped over is avoided, the normal stress borne by the posture adjusting trolley and the driving force provided by the driving device for the trolley are measured through a first pressure sensor and a second pressure sensor correspondingly, and the posture adjusting accuracy is improved. The maximum sliding friction force, namely the maximum adhesive force, is combined to control the power of the trolley driving device so as to control the speed of the trolley and solve the problem of trolley slipping.

Description

Technical Field

[0001] The invention relates to a ship segment docking trolley posture adjusting device and a control method thereof, belonging to the technical field of ship docking. Background Art

[0002] The slipway trolley is a key device used to support the segment slipway during the docking of ship sections. By controlling the coordinated movement of the slipway trolley cluster, the docking ship sections are controlled to run according to the specified planned path, thereby achieving the purpose of high-precision and automatic docking of ship sections. However, the uneven shape of the lower surface of the hull causes the slipway trolley to be unevenly stressed, resulting in asynchronous speed of the trolley, further increasing the docking error and reducing the docking success rate.

[0003] At present, the research on dockside trolleys mainly focuses on the statics and kinematics design of a single trolley, without considering the coordinated movement between multiple trolleys. In fact, the uncoordinated and asynchronous movement between multiple trolleys is also one of the main reasons for the high difficulty, poor precision and low efficiency of ship docking. In practical applications, if multiple trolleys cannot achieve precise collaborative operation, then even if the performance of a single trolley is superior, it cannot guarantee the smooth progress of the entire docking process.

[0004] Furthermore, if the speeds of each trolley cannot be coordinated during the process of adjusting the ship's section attitude, the supporting columns between the trolley and the ship section will be tilted and broken, causing a serious accident of the ship section tipping over. Summary of the invention

[0005] Purpose of the invention: In view of the deficiencies in the prior art, the present invention provides a device for adjusting the attitude of a trolley for docking ship sections and a control method thereof. The present invention uses a rigid connecting rod group to fix the attitude adjustment trolleys so that they cannot undergo relative displacement, thereby achieving coordination of the trolleys and docking of ship sections.

[0006] Technical solution: A ship section docking trolley attitude adjustment device, including a central controller, an attitude adjustment trolley arranged on a track, a driving device installed on the attitude adjustment trolley, a rigid connecting rod group, and a speed sensor arranged on the ship section. The tracks are at least three parallel tracks, and at least three attitude adjustment trolleys are placed on each track. The transverse and longitudinal attitude adjustment trolleys are fixedly connected by a rigid connecting rod group, and the central controller is signal-connected with the driving device and the speed sensor respectively.

[0007] The present invention fixedly connects the attitude adjustment trolleys through a rigid connecting rod group, so that when the ship sections are moving, relative displacement cannot occur between each trolley, and each trolley is forced to be integrated into one, avoiding the situation in which the supporting columns cannot be tilted and the ship sections tip over due to the inability of the trolleys to cooperate during the docking of the ship sections, while ensuring the smooth and accurate docking of the ship sections.

[0008] In order to achieve a fixed connection between the posture adjusting trolleys, the rigid connecting rod group includes a rigid connecting rod and a bushing. The bushing is sleeved on the outer cylindrical surface of the top shaft section of the posture adjusting trolley, and the end of the rigid connecting rod is fixedly connected to the outer cylindrical surface of the bushing. The horizontal posture adjusting trolleys are connected to the rigid connecting rod through the bushing, and the longitudinal posture adjusting trolleys are connected to the rigid connecting rod through the bushing.

[0009] In order to prevent the attitude adjustment trolley from slipping during the docking process of the ship section, it also includes a first pressure sensor and a second pressure sensor. The first pressure sensor is installed on the end face of the top shaft section where the attitude adjustment trolley contacts the ship section, and the second pressure sensor is installed on the inner circumferential surface of the shaft sleeve front and back along the forward direction of the ship section. The first pressure sensor and the second pressure sensor are respectively connected to the central controller signal.

[0010] After each posture adjusting trolley is fixedly connected with a rigid connecting rod group, although the position coordination between the posture adjusting trolleys is guaranteed, the speed of each posture adjusting trolley itself is still different. During the docking process, since the speed of each posture adjusting trolley is different, the posture adjusting trolley will slip, which will cause wear to the driving device, wheels, and tracks of the posture adjusting trolley and reduce its service life. Therefore, a first pressure sensor is set to measure the positive stress borne by each posture adjusting trolley, and the maximum adhesion force that each posture adjusting trolley can provide, that is, the maximum sliding friction force, is obtained. The trigger position and pressure value of the second pressure sensor are controlled to not exceed the maximum adhesion force. As long as the driving force provided by the driving device to the trolley does not exceed the maximum adhesion force, the posture adjusting trolley will not slip, but will only roll, thereby avoiding slipping of each posture adjusting trolley and extending the service life of the driving device and the trolley.

[0011] In order to adjust the power provided by the driving device by the pressure value of the second pressure sensor, the second pressure sensor is a strain type force sensor, and strain type force sensors are respectively arranged on the inner circumferential surface of the sleeve along the front and rear directions.

[0012] In order to facilitate the measurement of the strain type force sensors, the arrangement of the strain type force sensors along the front-to-back direction on the inner circumferential surface of the sleeve is the same, and four groups of strain type force sensors are provided, including horizontal strain type force sensors and vertical strain type force sensors. The horizontal strain type force sensors and the vertical strain type force sensors are symmetrically arranged along the central axis of the sleeve.

[0013] A control method for realizing a posture adjustment device of a ship segment docking trolley includes an initial stage, a starting stage, a uniform speed stage, and a braking stage;

[0014] The initial stage specifically includes zeroing all the second pressure sensors and calibrating the pressure value F of the first pressure sensor. 正应力The maximum adhesion F that each posture adjustment car can provide is obtained 附max ;

[0015] The starting stage specifically includes: the central controller controls the driving device of each attitude adjustment vehicle to start driving the ship section; if the attitude adjustment vehicle triggers the second pressure sensor at the rear end of the sleeve, the central controller controls it to increase the driving force of the driving device so that it contacts the second pressure sensor at the front end of the sleeve; the pressure value F of the second pressure sensor at the front end of the sleeve is 前驱 Less than the maximum adhesion F of the posture adjustment vehicle 附max And it is greater than the resistance f that the posture adjustment trolley encounters during rolling. 阻 , that is, f 阻 <F 前驱 <F 附max ;

[0016] The uniform speed stage specifically includes: the central controller obtains the sum of the driving forces F of all the posture adjustment vehicles according to each second pressure sensor. 驱和 , controlling the sum of the driving forces F 驱和 Equal to f 阻 , so that the ship section enters the uniform speed stage;

[0017] The braking stage specifically includes: the central controller controls the driving device to stop working, and all the attitude adjustment vehicles move with the inertia of the ship section. 阻 Perform deceleration braking, and after the speed sensor detects that the speed of the ship section is 0, the braking of the ship section is completed.

[0018] During the braking phase, the central controller obtains the real-time speed of the ship section through the speed sensor and determines whether the ship section can be braked only by f 阻 Whether the fixed-point braking can be completed, if the ship speed is too fast, only relying on f 阻 If the fixed-point braking cannot be completed, the central controller controls the driving device of the posture adjustment vehicle to work in reverse, and the pressure value F of the second pressure sensor at the rear end of the sleeve 后驱 The resistance f encountered by the posture adjustment vehicle during rolling 阻 The sum is less than the maximum adhesion F of the posture adjustment vehicle 附max , that is, F 后驱 +f 阻 <F 附max , when the central controller determines the real-time speed of the ship segment, it can only rely on f 阻 After the fixed-point braking is completed, the drive device stops, and the 阻 Braking is completed, or the central controller determines that the real-time speed of the ship section can be braked by the reverse operation of the driving device, then braking is completed through the driving device.

[0019] The maximum adhesion force F of each posture adjustment vehicle in the initial stage 附max Specifically:

[0020] F 附max =μF 正压力 (1)

[0021] Among them, μ is the friction coefficient between each attitude adjustment car and the track, F 正应力 It is the normal stress on each attitude adjustment trolley.

[0022] If the posture adjustment trolley triggers the second pressure sensor at the rear end of the shaft sleeve, the specific method of controlling the central controller to increase the driving force of the driving device is as follows:

[0023] The strain type force sensor includes R1, R2, R3, and R4. R1 and R3 are arranged along the axial direction of the sleeve, and positive strain ε1>0 and ε3>0 are generated under the action of the driving force; R2 and R4 are arranged along the radial direction of the sleeve, and negative strain ε2<0 and ε4<0 are generated under the action of the driving force; the four strain type force sensors form a full bridge circuit to test the sensitivity K of the full bridge circuit, which represents the relative change ΔR / R of the resistance caused by the strain installed on the test piece when the axial direction is subjected to unidirectional stress and the axial strain ε of the test piece surface caused by the unidirectional stress. t The ratio of

[0024]

[0025] Among them, K is the sensitivity, ΔR / R is the relative change of resistance, ε t is the axial strain on the specimen surface caused by uniaxial stress, and the strain value ε is

[0026]

[0027] Where E is Young's modulus, S is the force area, and the strain generated by strain gauges R1 and R3 is

[0028]

[0029] The strain generated by strain gauges R2 and R4 is

[0030] ε2=ε4=-μ0ε1 (5)

[0031] Where μ0 is Poisson’s ratio, and the resistance change caused by strain gauges R1 and R3 is

[0032]

[0033] Among them, ΔR1 / R1 and ΔR3 / R3 are the relative changes of resistance R1 and R3 respectively. Similarly, the resistance change caused by strain gauges R2 and R4 is

[0034]

[0035] Among them, ΔR2 / R2 and ΔR4 / R4 are the relative changes of resistance R2 and R4 respectively, and the output voltage of the bridge circuit is

[0036]

[0037] Where U is the input voltage, that is

[0038]

[0039] This measurement method can compensate for the influence of temperature changes, because the relative change in resistance of four identical resistance strain gauges in the same environment is equal to that of the temperature.

[0040]

[0041] Therefore, the full-bridge circuit can compensate for the effects of ambient temperature;

[0042] Since steel undergoes four stress stages: elastic stage, yield stage, strengthening stage, and necking stage, combined with the design strength index of steel, taking tensile, compressive, and bending resistance f as the standard, and taking the safety factor n = 5.0, the allowable stress and allowable tension / pressure are:

[0043]

[0044] F 杆 =f0×S0 (12)

[0045] Among them, f is the tensile strength, compressive strength and bending strength, n is the safety factor, f0 is the allowable stress, S0 is the stress area of ​​the steel, F 杆 is the allowable tensile / compressive stress. Substitute the data into formula (4-9) and simplify to obtain

[0046]

[0047] The ratio of the output voltage to the input voltage is

[0048]

[0049] At the same time, the force on the rigid connecting rod is

[0050]

[0051] The ratio of the output voltage to the force on the rigid connecting rod is

[0052]

[0053] Beneficial effect: The present invention uses a rigid connecting rod group to connect each attitude adjustment trolley, so that when the ship sections are in transportation, there will be no relative displacement between each attitude adjustment trolley, which prevents the support column from breaking due to position incoordination, causing the ship sections to tip over. At the same time, the first pressure sensor and the second pressure sensor are used to respectively measure the positive stress on the attitude adjustment trolley and the driving force provided to the trolley by the driving device. Combined with the maximum sliding friction force, that is, the maximum adhesion force, the power of each trolley driving device is controlled to control the speed of the trolley, thereby solving the slipping problem of the attitude adjustment trolley and ensuring the smooth and accurate docking of the ship sections. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0055] Figure 1 It is the overall assembly diagram of the present invention;

[0056] Figure 2 It is a schematic diagram of the posture adjustment vehicle and the pressure sensor of the present invention;

[0057] Figure 3 This is the installation diagram of the strain type force sensor;

[0058] Figure 4 This is the Wheatstone full bridge circuit diagram;

[0059] Figure 5 It is the stress stage diagram of steel;

[0060] Figure 6 is the ratio of output voltage to input voltage and the force range diagram of the rigid connecting rod;

[0061] Figure 7 This is the relationship diagram between the output voltage and the force on the rigid connecting rod. DETAILED DESCRIPTION

[0062] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. 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 creative work are within the scope of protection of the present invention.

[0063] In the description of the present invention, it is necessary to understand that the terms "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0064] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0065] like Figure 1 As shown, a ship segment docking trolley attitude adjustment device comprises a central controller, an attitude adjustment trolley 2 arranged on a track 1, a driving device installed on the attitude adjustment trolley 2, a rigid connecting rod group 3, and a speed sensor arranged on the ship segment. The track 1 is at least three parallel tracks, and at least three attitude adjustment trolleys 2 are placed on each track 1. The transverse and longitudinal attitude adjustment trolleys 2 are fixedly connected by the rigid connecting rod group 3. The central controller is signal-connected with the driving device and the speed sensor respectively.

[0066] The attitude adjustment trolleys 2 are fixedly connected by a rigid connecting rod group 3, so that when the ship section is moving, relative displacement cannot occur between each trolley, forcing each trolley to be integrated into one, avoiding the situation in which the supporting columns cannot be tilted and the ship section tipping over due to the inability of the trolleys to cooperate during the docking of the ship sections, while ensuring the smooth and accurate docking of the ship sections.

[0067] like Figure 2 As shown, in order to achieve a fixed connection between the posture adjusting trolleys 2, the rigid connecting rod group 3 includes a rigid connecting rod 31 and a shaft sleeve 32. The shaft sleeve 32 is sleeved on the outer cylindrical surface of the top shaft section of the posture adjusting trolley 2, and the end of the rigid connecting rod 31 is fixedly connected to the outer cylindrical surface of the shaft sleeve 32. The horizontal posture adjusting trolleys 2 are connected to the rigid connecting rod 31 through the shaft sleeve 32, and the longitudinal posture adjusting trolleys 2 are connected to the rigid connecting rod 31 through the shaft sleeve 32.

[0068] like Figure 2 and Figure 3As shown, in order to prevent the attitude adjustment trolley 2 from slipping during the docking process of the ship section, it also includes a first pressure sensor 4 and a second pressure sensor 5. The first pressure sensor 4 is installed on the end face of the top shaft section where the attitude adjustment trolley 2 contacts the ship section, and the second pressure sensor 5 is installed on the inner circumferential surface of the shaft sleeve 32 front and back along the forward direction of the ship section. The first pressure sensor 4 and the second pressure sensor 5 are respectively connected to the central controller signal.

[0069] After each posture adjusting trolley 2 is fixedly connected with the rigid connecting rod group 3, although the position coordination between the posture adjusting trolleys 2 is guaranteed, the speed of each posture adjusting trolley 2 itself is still different. During the docking process, since the speed of each posture adjusting trolley 2 is different, the posture adjusting trolley 2 will slip, which will cause wear to the driving device, wheels, and track 1 of the posture adjusting trolley 2 and reduce the service life. Therefore, by setting a first pressure sensor 4 to measure the positive stress borne by each posture adjusting trolley 2, the maximum adhesion force that each posture adjusting trolley 2 can provide, that is, the maximum sliding friction force, is obtained. The trigger position and pressure value of the second pressure sensor 5 are controlled to not exceed the maximum adhesion force. As long as the driving force provided by the driving device to the trolley does not exceed the maximum adhesion force, the posture adjusting trolley 2 will not slip, but will only roll, thereby avoiding slipping of each posture adjusting trolley 2 and extending the service life of the driving device and the trolley.

[0070] In order to adjust the power provided by the driving device by the pressure value of the second pressure sensor 5 , the second pressure sensor 5 is a strain type force sensor, and strain type force sensors are respectively arranged on the inner circumferential surface of the shaft sleeve 32 along the front and rear directions.

[0071] In order to facilitate the measurement of the strain type force sensors, the arrangement of the strain type force sensors along the front-to-back direction on the inner circumferential surface of the sleeve 32 is the same, and four groups of strain type force sensors are provided, including horizontal strain type force sensors and vertical strain type force sensors. The horizontal strain type force sensors and the vertical strain type force sensors are symmetrically arranged along the central axis of the sleeve 32.

[0072] A control method for realizing a posture adjustment device of a ship segment docking trolley includes an initial stage, a starting stage, a uniform speed stage, and a braking stage;

[0073] The initial stage specifically includes zeroing all the second pressure sensors 5 and calibrating the pressure value F of the first pressure sensor 4. 正应力 The maximum adhesion F that each posture adjustment vehicle 2 can provide is obtained. 附max ;

[0074] The starting stage specifically includes: the central controller controls the driving device of each attitude adjustment vehicle 2 to start driving the ship section; if the attitude adjustment vehicle 2 triggers the second pressure sensor 5 at the rear end of the shaft sleeve 32, the central controller controls it to increase the driving force of the driving device so that it contacts the second pressure sensor 5 at the front end of the shaft sleeve 32; the pressure value F of the second pressure sensor 5 at the front end of the shaft sleeve 32 is 前驱 Less than the maximum adhesion F of the posture adjustment vehicle 2 附max and is greater than the resistance f encountered by the posture adjustment vehicle 2 during rolling. 阻 , that is, f 阻 <F 前驱 <F 附max ;

[0075] The uniform speed stage specifically includes: the central controller obtains the sum of the driving forces F of all the posture adjustment vehicles 2 according to each second pressure sensor 5 驱和 , controlling the sum of the driving forces F 驱和 Equal to f 阻 , so that the ship section enters the uniform speed stage;

[0076] The braking stage specifically includes: the central controller controls the driving device to stop working, and all the attitude adjustment vehicles 2 move with the inertia of the ship section, through f 阻 Perform deceleration braking, and after the speed sensor detects that the speed of the ship section is 0, the braking of the ship section is completed.

[0077] During the braking phase, the central controller obtains the real-time speed of the ship section through the speed sensor and determines whether the ship section can be braked only by f 阻 Whether the fixed-point braking can be completed, if the ship speed is too fast, only relying on f 阻 If the fixed-point braking cannot be completed, the central controller controls the driving device of the posture adjustment vehicle 2 to work in the reverse direction, and the pressure value F of the second pressure sensor 5 at the rear end of the sleeve 32 is 后驱 The resistance f encountered by the posture adjustment vehicle 2 during rolling 阻 The sum is less than the maximum adhesion F of the posture adjustment vehicle 2 附max , that is, F 后驱 +f 阻 <F 附max , when the central controller determines the real-time speed of the ship segment, it can only rely on f 阻 After the fixed-point braking is completed, the drive device stops, and the 阻 Braking is completed, or the central controller determines that the real-time speed of the ship section can be braked by the reverse operation of the driving device, then braking is completed through the driving device.

[0078] The maximum adhesion force F of each posture adjustment vehicle 2 in the initial stage 附max Specifically:

[0079] F 附max =μF正压力 (1)

[0080] Where, μ is the friction coefficient between each attitude adjustment vehicle 2 and the track 1, F 正应力 is the normal stress received by each attitude adjustment trolley 2.

[0081] like Figure 4-Figure 7 As shown, if the posture adjustment vehicle 2 triggers the second pressure sensor 5 at the rear end of the shaft sleeve 32, the specific method of controlling the central controller to increase the driving force of the driving device is as follows:

[0082] The strain type force sensor includes R1, R2, R3, and R4. R1 and R3 are arranged along the axial direction of the sleeve 32, and generate positive strain ε1>0 and ε3>0 under the action of the driving force; R2 and R4 are arranged along the radial direction of the sleeve 32, and generate negative strain under the action of the driving force, ε2<0 and ε4<0; the four strain type force sensors form a full bridge circuit to test the sensitivity K of the full bridge circuit, which represents the relative change ΔR / R of the resistance caused by the strain installed on the test piece when the axial direction is subjected to unidirectional stress and the axial strain ε of the test piece surface caused by the unidirectional stress. t The ratio of

[0083]

[0084] Among them, K is the sensitivity, ΔR / R is the relative change of resistance, ε t is the axial strain on the specimen surface caused by uniaxial stress, and the strain value ε is

[0085]

[0086] Where E is Young's modulus, S is the force area, and the strain generated by strain gauges R1 and R3 is

[0087]

[0088] The strain generated by strain gauges R2 and R4 is

[0089] ε2=ε4=-μ0ε1 (5)

[0090] Where μ0 is Poisson’s ratio, and the resistance change caused by strain gauges R1 and R3 is

[0091]

[0092] Among them, ΔR1 / R1 and ΔR3 / R3 are the relative changes of resistance R1 and R3 respectively. Similarly, the resistance change caused by strain gauges R2 and R4 is

[0093]

[0094] Among them, ΔR2 / R2 and ΔR4 / R4 are the relative changes of resistance R2 and R4 respectively, and the output voltage of the bridge circuit is

[0095]

[0096] Where U is the input voltage, that is

[0097]

[0098] This measurement method can compensate for the influence of temperature changes, because the relative change in resistance of four identical resistance strain gauges in the same environment is equal to that of the temperature.

[0099]

[0100] Therefore, the full-bridge circuit can compensate for the effects of ambient temperature;

[0101] Since steel undergoes four stages of stress: elastic stage, yield stage, strengthening stage, and necking stage, the strength index for steel design is shown in Table 1.

[0102] Table 1 Design strength index of steel

[0103]

[0104] Taking tensile, compressive and bending resistance f as the standard and safety factor n = 5.0, the allowable stress and allowable tensile / compressive force are:

[0105]

[0106] F 杆 =f0×S0 (12)

[0107] Among them, f is the tensile strength, compressive strength and bending strength, n is the safety factor, f0 is the allowable stress, S0 is the stress area of ​​the steel, F 杆 is the allowable tensile / compressive stress. Substitute the data into formula (4-9) and simplify to obtain

[0108]

[0109] The ratio of the output voltage to the input voltage is

[0110]

[0111] At the same time, the force on the rigid connecting rod 31 is

[0112]

[0113] The ratio of the output voltage to the force on the rigid connecting rod 31 is

[0114]

[0115] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0116] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A ship segment docking trolley posture adjustment device, characterized in that: The invention comprises a central controller, a posture adjustment vehicle (2) arranged on a track (1), a driving device installed on the posture adjustment vehicle (2), a rigid connecting rod group (3), and a speed sensor arranged on a ship section. The track (1) is provided with at least three parallel tracks, and at least three posture adjustment vehicles (2) are placed on each track (1). The horizontal and longitudinal posture adjustment vehicles (2) are fixedly connected via a rigid connecting rod group (3). The central controller is signal-connected to the driving device and the speed sensor respectively.

2. The ship segment docking trolley posture adjustment device according to claim 1 is characterized in that: The rigid connecting rod group (3) comprises a rigid connecting rod (31) and a shaft sleeve (32); the shaft sleeve (32) is sleeved on the outer circumferential surface of the top shaft section of the posture adjustment trolley (2); the end of the rigid connecting rod (31) is fixedly connected to the outer circumferential surface of the shaft sleeve (32); the horizontal posture adjustment trolleys (2) are connected to the rigid connecting rod (31) via the shaft sleeve (32); and the longitudinal posture adjustment trolleys (2) are connected to the rigid connecting rod (31) via the shaft sleeve (32).

3. The device for adjusting the posture of a ship segment docking trolley according to claim 2 is characterized in that: It also includes a first pressure sensor (4) and a second pressure sensor (5), wherein the first pressure sensor (4) is mounted on the end face of the top shaft section of the attitude adjustment vehicle (2) in contact with the ship section, and the second pressure sensor (5) is mounted on the inner circumferential surface of the shaft sleeve (32) in the forward and backward direction of the ship section, and the first pressure sensor (4) and the second pressure sensor (5) are respectively connected to the central controller signal.

4. The ship segment docking trolley posture adjustment device according to claim 3 is characterized by: The second pressure sensor (5) is a strain type force sensor, and strain type force sensors are respectively arranged on the inner circumferential surface of the shaft sleeve (32) along the front-rear direction.

5. The device for adjusting the posture of a ship segment docking trolley according to claim 4 is characterized in that: The arrangement of the strain type force sensors on the inner circumferential surface of the shaft sleeve (32) in the front-to-back direction is the same, and four groups of strain type force sensors are respectively provided, including horizontal strain type force sensors and vertical strain type force sensors, and the horizontal strain type force sensors and vertical strain type force sensors are respectively symmetrically arranged along the central axis of the shaft sleeve (32).

6. A control method for realizing the attitude adjustment device of the ship segment docking trolley according to claim 5, characterized in that: It includes the initial stage, starting stage, constant speed stage and braking stage; The initial stage specifically includes zeroing all the second pressure sensors (5) and adjusting the pressure value F of the first pressure sensor (4). 正应力 The maximum adhesion F that each posture adjustment vehicle (2) can provide is obtained. 附max ; The starting stage specifically includes: the central controller controls the driving device of each attitude adjustment vehicle (2) to start driving the ship section; if the attitude adjustment vehicle (2) triggers the second pressure sensor (5) at the rear end of the shaft sleeve (32), the central controller controls it to increase the driving force of the driving device so that it contacts the second pressure sensor (5) at the front end of the shaft sleeve (32); the pressure value F of the second pressure sensor (5) at the front end of the shaft sleeve (32) is 前驱 Less than the maximum adhesion F of the posture adjustment vehicle (2) 附max and is greater than the resistance f encountered by the posture adjustment vehicle (2) during rolling. 阻 , that is, f 阻 <F 前驱 <F 附max ; The uniform speed stage specifically includes the central controller obtaining the sum of the driving forces F of all the posture adjustment vehicles (2) according to each second pressure sensor (5). 驱和 , controlling the sum of the driving forces F 驱和 Equal to f 阻 , so that the ship section enters the uniform speed stage; The braking stage specifically includes: the central controller controls the driving device to stop working, and all the attitude adjustment vehicles (2) move with the inertia of the ship section, through f 阻 Perform deceleration braking, and after the speed sensor detects that the speed of the ship section is 0, the braking of the ship section is completed.

7. The control method of the ship segment docking trolley posture adjustment device according to claim 6 is characterized by: During the braking phase, the central controller obtains the real-time speed of the ship section through the speed sensor and determines whether the ship section can be braked only by f 阻 Whether the fixed-point braking can be completed, if the ship speed is too fast, only relying on f 阻 If the fixed-point braking cannot be completed, the central controller controls the driving device of the posture adjustment vehicle (2) to work in the reverse direction, and the pressure value F of the second pressure sensor (5) at the rear end of the sleeve (32) is 后驱 The resistance f encountered by the posture adjustment vehicle (2) during rolling 阻 The sum is less than the maximum adhesion F of the posture adjustment vehicle (2) 附max , that is, F 后驱 +f 阻 <F 附max , when the central controller determines the real-time speed of the ship segment, it can only rely on f 阻 After the fixed-point braking is completed, the drive device stops, and the 阻 Braking is completed, or the central controller determines that the real-time speed of the ship section can be braked by the reverse operation of the driving device, then braking is completed through the driving device.

8. The control method of the ship segment docking trolley posture adjustment device according to claim 6 is characterized by: The maximum adhesion force F of each posture adjustment vehicle (2) in the initial stage 附max Specifically: F 附max =μF 正压力 (1) Wherein, μ is the friction coefficient between each attitude adjustment vehicle (2) and the track (1), F 正应力 is the normal stress received by each attitude adjustment trolley (2).

9. The control method of the ship segment docking trolley posture adjustment device according to claim 6 is characterized by: If the posture adjustment trolley (2) triggers the second pressure sensor (5) at the rear end of the shaft sleeve (32), the specific method of controlling the central controller to increase the driving force of the driving device is as follows: The strain type force sensor comprises R1, R2, R3 and R4, wherein R1 and R3 are arranged axially along the shaft sleeve (32) and generate positive strain ε1>0 and ε3>0 under the action of driving force; R2 and R4 are arranged radially along the shaft sleeve (32) and generate negative strain under the action of driving force, ε2<0 and ε4<0; and the four strain type force sensors are used to form a full bridge circuit to test the sensitivity K of the full bridge circuit, which indicates the relative change ΔR / R of resistance caused by the strain installed on the tested piece when the piece is subjected to unidirectional stress in its axial direction and the axial strain ε on the surface of the test piece caused by the unidirectional stress. t The ratio of Among them, K is the sensitivity, ΔR / R is the relative change of resistance, ε t is the axial strain on the specimen surface caused by uniaxial stress, and the strain value ε is Where E is Young's modulus, S is the force area, and the strain generated by strain gauges R1 and R3 is The strain generated by strain gauges R2 and R4 is ε2=ε4=-μ0ε1 (5) Where μ0 is Poisson’s ratio, and the resistance change caused by strain gauges R1 and R3 is Among them, ΔR1 / R1 and ΔR3 / R3 are the relative changes of resistance R1 and R3 respectively. Similarly, the resistance change caused by strain gauges R2 and R4 is Among them, ΔR2 / R2 and ΔR4 / R4 are the relative changes of resistance R2 and R4 respectively, and the output voltage of the bridge circuit is Where U is the input voltage, that is This measurement method can compensate for the influence of temperature changes, because the relative change in resistance of four identical resistance strain gauges in the same environment is equal to that of the temperature. Therefore, the full-bridge circuit can compensate for the effects of ambient temperature; Since steel undergoes four stress stages: elastic stage, yield stage, strengthening stage, and necking stage, combined with the design strength index of steel, taking tensile, compressive, and bending resistance f as the standard, and taking the safety factor n = 5.0, the allowable stress and allowable tension / pressure are: F 杆 =f0×S0 (12) Among them, f is the tensile strength, compressive strength and bending strength, n is the safety factor, f0 is the allowable stress, S0 is the stress area of ​​the steel, F 杆 is the allowable tensile / compressive stress. Substitute the data into formula (4-9) and simplify to obtain The ratio of the output voltage to the input voltage is At the same time, the force on the rigid connecting rod (31) is The ratio of the output voltage to the force on the rigid connecting rod (31) is:

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