Ship section butt joint trolley attitude adjusting device and control method thereof

Abstract

The application discloses a ship segment butt joint trolley posture adjusting device and a control method thereof, which comprises a central controller, posture adjusting trolleys arranged on tracks, driving devices arranged on the posture adjusting trolleys, rigid connecting rod groups and speed sensors arranged on ship segments. The tracks are arranged in parallel at least in three parallel ways, at least three posture adjusting trolleys are arranged on each track, the posture adjusting trolleys in the transverse and longitudinal directions are fixedly connected through the rigid connecting rod groups, and the central controller is signal-connected with the driving devices and the speed sensors respectively. Each trolley is fixedly connected through the rigid connecting rod group, so that relative displacement between each trolley does not occur, and the fracture of the supporting column due to the non-coordinated position is prevented, so that the ship segment is prevented from overturning. The first pressure sensor and the second pressure sensor are used for respectively measuring the normal stress borne by the posture adjusting trolley and the driving force provided by the driving device for the trolley, the maximum sliding friction force, that is, the maximum adhesive force, is combined, the power of the trolley driving device is controlled, the trolley speed is controlled, and the trolley skidding problem is solved.

Description

Technical Field

[0001] This invention relates to a ship section docking trolley attitude adjustment device and its control method, belonging to the field of ship docking technology. Background Technology

[0002] The slipway trolley is a key piece of equipment used in ship section docking to support the segmented ship. By controlling the coordinated movement of the slipway trolley cluster, the docking segments are controlled to run along a designated planned path, thereby achieving high precision and automation in the docking process. However, the uneven shape of the hull's lower surface causes uneven stress on the slipway trolleys, resulting in asynchronous trolley speeds, which further increases docking errors and reduces the success rate of docking.

[0003] Current research on ship dock trolleys mainly focuses on the static and kinematic design of a single trolley, neglecting the coordinated movement between multiple trolleys. However, in reality, the uncoordinated and asynchronous movements among multiple trolleys are 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 coordinated operation, even the best performance of a single trolley 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 sections, it can cause the support column between the trolley and the ship section to tilt and break, resulting in a serious accident of the ship section capsizing. Summary of the Invention

[0005] Purpose of the invention: To address the shortcomings of existing technologies, this invention provides a ship section docking trolley attitude adjustment device and its control method. This invention uses rigid connecting rods to fix the attitude adjustment trolleys together, preventing relative displacement, thereby achieving trolley coordination and docking of ship sections.

[0006] Technical solution: A ship section docking trolley attitude adjustment device includes a central controller, an attitude adjustment trolley mounted on a track, a drive device mounted on the attitude adjustment trolley, a rigid connecting rod group, and a speed sensor mounted on the ship section. At least three tracks are arranged in parallel, and at least three attitude adjustment trolleys are placed on each track. The horizontal and vertical attitude adjustment trolleys are fixedly connected by the rigid connecting rod group. The central controller is signal-connected to the drive device and the speed sensor respectively.

[0007] This invention uses rigid connecting rods to fix the attitude adjustment trolleys together, so that the trolleys cannot move relative to each other during the movement of the ship section. This forces each trolley to integrate into one unit, avoiding the situation where the trolleys cannot work together during the docking of the ship section, which could cause the support column to tilt and the ship section to capsize. At the same time, it ensures the smooth and accurate docking of the ship section.

[0008] To achieve a fixed connection between the attitude adjustment trolleys, the rigid connecting rod assembly includes a rigid connecting rod and a bushing. The bushing is sleeved on the outer circular surface of the top shaft section of the attitude adjustment trolley. The end of the rigid connecting rod is fixedly connected to the outer circular surface of the bushing. The horizontal attitude adjustment trolleys are connected to the rigid connecting rod through the bushing, and the vertical attitude adjustment trolleys are connected to the rigid connecting rod through the bushing.

[0009] To prevent the attitude adjustment trolley from slipping during the docking of the ship sections, a first pressure sensor and a second pressure sensor are also included. 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 bushing along the forward direction of the ship section. The first pressure sensor and the second pressure sensor are respectively connected to the central controller.

[0010] After rigidly connecting the various attitude adjustment trolleys, although the positional coordination between the trolleys is ensured, the speed of each trolley is still different. During the docking process, due to the difference in speed between each trolley, slippage may occur, causing wear on the drive unit, wheels, and tracks of the trolleys and reducing their service life. Therefore, by setting a first pressure sensor to measure the normal stress borne by each trolley, the maximum adhesion force that each trolley can provide, that is, the maximum sliding friction force, is obtained. The trigger position and pressure value of the second pressure sensor are used to control it to not exceed the maximum adhesion force. As long as the driving force provided by the drive unit to the trolley does not exceed the maximum adhesion force, the trolley will not slip and will only roll, thus preventing slippage and extending the service life of the drive unit and the trolley.

[0011] In order to facilitate the adjustment of the power provided by the drive device by the pressure value of the second pressure sensor, the second pressure sensor is a strain gauge force sensor, and strain gauge force sensors are respectively provided on the inner circumferential surface of the bushing along the front and rear directions.

[0012] To facilitate the measurement by the strain gauge force sensor, the strain gauge force sensors on the inner circumference of the bushing are arranged in the same way along the front and back directions. There are four sets of strain gauge force sensors, including horizontal strain gauge force sensors and vertical strain gauge force sensors. The horizontal strain gauge force sensors and vertical strain gauge force sensors are symmetrically arranged along the central axis of the bushing.

[0013] The control method for the attitude adjustment device of the ship section docking trolley includes the initial stage, the starting stage, the constant speed stage, and the braking stage;

[0014] The initial stage specifically includes zeroing all second pressure sensors and, based on the pressure value F of the first pressure sensor... 正应力The maximum adhesion force F that each attitude adjustment vehicle can provide is determined. 附max ;

[0015] The initial stage specifically includes the central controller controlling the drive units of each attitude adjustment trolley to start driving the boat section. If any attitude adjustment trolley triggers the second pressure sensor at the rear end of the bushing, the central controller controls it to increase the driving force of the drive unit, making it contact the second pressure sensor at the front end of the bushing. The pressure value F of the second pressure sensor at the front end of the bushing... 前驱 Less than the maximum adhesion force F of the attitude adjustment vehicle 附max And greater than the resistance f encountered by the attitude adjustment trolley during its rolling process. 阻 That is, f 阻 <F 前驱 <F 附max ;

[0016] The constant speed phase specifically includes the central controller obtaining the sum of the driving forces F of all the attitude adjustment trolleys based on the second pressure sensors. 驱和 Control the sum of the driving forces F 驱和 equal to f 阻 This allows the ship section to enter a constant speed phase;

[0017] The braking phase specifically includes the central controller stopping the drive unit, and all attitude adjustment trolleys moving with the inertia of the ship section, via f 阻 The deceleration and braking process is initiated, and once the speed sensor detects that the speed of the boat section has reached 0, the braking of the boat section is completed.

[0018] During the braking phase, the central controller obtains the real-time speed of the ship segment through the speed sensor and determines whether to rely solely on f 阻 Whether it can complete fixed-point braking, if the speed of the section is too high, relying solely on f 阻 If fixed-point braking cannot be completed, the central controller controls the drive unit of the attitude adjustment trolley to work in reverse, and the pressure value F of the second pressure sensor at the rear end of the bushing is adjusted. 后驱 The resistance f encountered by the attitude adjustment trolley during rolling 阻 The sum of these is less than the maximum adhesion force F of the attitude adjustment vehicle. 附max That is, F 后驱 +f 阻 <F 附max When the central controller determines that the real-time speed of the ship segment can be determined solely by f 阻 Once the fixed-point braking is completed, the drive unit stops, and the circuit is closed via f. 阻 If braking is completed, or if the central controller determines that the real-time speed of the ship segment is sufficient to complete braking by reversing the operation of the drive unit, then braking is completed through the drive unit.

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

[0020] F 附max =μF 正压力 (1)

[0021] Where μ is the coefficient of friction between each attitude adjustment trolley and the track, and F 正应力 This represents the normal stress experienced by each attitude adjustment trolley.

[0022] If there is a second pressure sensor at the rear end of the bushing of the attitude adjustment trolley, the specific method for controlling it to increase the driving force of the drive device through the central controller is as follows:

[0023] The strain gauge force sensor includes R1, R2, R3, and R4. R1 and R3 are arranged axially along the bushing and generate positive strains ε1>0 and ε3>0 under the driving force. R2 and R4 are arranged radially along the bushing and generate negative strains ε2<0 and ε4<0 under the driving force. The four strain gauge force sensors are arranged into a full-bridge circuit to test the sensitivity K of the full-bridge circuit. K represents the relative change in resistance ΔR / R caused by the strain installed on the test piece when it is subjected to uniaxial stress in its axial direction, and the axial strain ε on the surface of the test piece caused by the uniaxial stress. t The ratio, that is

[0024]

[0025] Where K is the sensitivity, ΔR / R is the relative change in resistance, and ε t The strain ε is the axial strain on the specimen surface caused by uniaxial stress.

[0026]

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

[0032]

[0033] Where ΔR1 / R1 and ΔR3 / R3 are the relative changes in resistance R1 and R3, respectively. Similarly, the resistance changes generated by strain gauges R2 and R4 are...

[0034]

[0035] Where ΔR2 / R2 and ΔR4 / R4 represent the relative changes in resistances R2 and R4, respectively, and the bridge output voltage is...

[0036]

[0037] Where U is the input voltage, i.e.

[0038]

[0039] This measurement method can compensate for the effects of temperature changes because four identical resistance strain gauges, under the same environmental conditions, will produce equal relative changes in resistance due to temperature variations.

[0040]

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

[0042] Since steel undergoes four stages of stress: elastic stage, yielding stage, hardening stage, and necking stage, and considering the design strength indicators for steel, taking tensile strength, compressive strength, and bending strength (f) as standards, and using a safety factor n = 5.0, the allowable stress and allowable tensile / compressive ratio are:

[0043]

[0044] F 杆 =f0×S0 (12)

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

[0046]

[0047] The ratio of output voltage to input voltage is then...

[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 effects: This invention uses rigid linkages to fix each attitude adjustment trolley, ensuring that there is no relative displacement between the trolleys during the transportation of ship sections. This prevents the support columns from breaking due to misalignment, which could cause the ship section to capsize. At the same time, the first and second pressure sensors measure the normal stress on the attitude adjustment trolley and the driving force provided by the drive device to the trolley, respectively. Combined with the maximum sliding friction force, i.e., the maximum adhesion force, the power of the drive device of each trolley is controlled to control the speed of the trolley, thus solving the slippage problem of the attitude adjustment trolley and ensuring smooth and accurate docking of the ship sections. Attached Figure Description

[0054] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0055] Figure 1 This is an assembly drawing of the present invention;

[0056] Figure 2 This is a schematic diagram of the attitude adjustment trolley and pressure sensor of the present invention;

[0057] Figure 3 This is an installation diagram for a strain gauge force sensor.

[0058] Figure 4 This is the circuit diagram for the Wheatstone full-bridge circuit.

[0059] Figure 5 This is a diagram showing the stress stages of steel.

[0060] Figure 6 The diagram shows the ratio of output voltage to input voltage and the force range of the rigid connecting rod.

[0061] Figure 7 This is a diagram showing the relationship between the output voltage and the force on the rigid connecting rod. Detailed Implementation

[0062] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0063] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0064] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0065] like Figure 1 As shown, a ship section docking trolley attitude adjustment device includes a central controller, an attitude adjustment trolley 2 mounted on a track 1, a drive device mounted on the attitude adjustment trolley 2, a rigid connecting rod group 3, and a speed sensor mounted on the ship section. At least three tracks 1 are arranged in parallel, and at least three attitude adjustment trolleys 2 are placed on each track 1. The horizontal and vertical attitude adjustment trolleys 2 are fixedly connected by the rigid connecting rod group 3. The central controller is signal-connected to the drive device and the speed sensor respectively.

[0066] The attitude adjustment trolleys 2 are fixedly connected by rigid connecting rod group 3, so that there is no relative displacement between each trolley during the movement of the ship section. This forces each trolley to integrate into one, avoiding the situation where the trolleys cannot work together during the docking of the ship section, which would cause the support column to tilt and the ship section to capsize. At the same time, it ensures the smooth and accurate docking of the ship section.

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

[0068] like Figure 2 and Figure 3As shown, in order to prevent the attitude adjustment trolley 2 from slipping during the docking of the ship sections, a first pressure sensor 4 and a second pressure sensor 5 are also included. 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 bushing 32 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 the rigid connecting rod group 3 is used to fix the various attitude adjustment trolleys 2 together, the position coordination between the attitude adjustment trolleys 2 is ensured. However, the speed of each attitude adjustment trolley 2 is still different. During the docking process, due to the difference in speed of each attitude adjustment trolley 2, the attitude adjustment trolley 2 may slip, which will cause wear on the drive device, wheels and track 1 of the attitude adjustment trolley 2 and reduce its service life. Therefore, by setting the first pressure sensor 4 to measure the normal stress borne by each attitude adjustment trolley 2, the maximum adhesion force that each attitude adjustment 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 used to control it to not exceed the maximum adhesion force. As long as the driving force provided by the drive device to the trolley does not exceed the maximum adhesion force, the attitude adjustment trolley 2 will not slip and will only roll, thereby avoiding slippage of each attitude adjustment trolley 2 and extending the service life of the drive device and the trolley.

[0070] In order to facilitate the adjustment of the power provided by the drive device by the pressure value of the second pressure sensor 5, the second pressure sensor 5 is a strain gauge force sensor, and strain gauge force sensors are respectively provided on the inner circumferential surface of the bushing 32 along the front and rear directions.

[0071] To facilitate the measurement by the strain gauge force sensor, the strain gauge force sensors on the inner circumference of the bushing 32 are arranged in the same way along the front and rear directions. There are four sets of strain gauge force sensors, including horizontal strain gauge force sensors and vertical strain gauge force sensors. The horizontal strain gauge force sensors and vertical strain gauge force sensors are symmetrically arranged along the central axis of the bushing 32.

[0072] The control method for the attitude adjustment device of the ship section docking trolley includes the initial stage, the starting stage, the constant speed stage, and the braking stage;

[0073] 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 force F that each attitude adjustment vehicle 2 can provide is determined. 附max ;

[0074] The initial stage specifically includes the central controller controlling the drive devices of each attitude adjustment trolley 2 to start driving the boat section. If any attitude adjustment trolley 2 triggers the second pressure sensor 5 at the rear end of the bushing 32, the central controller controls it to increase the driving force of the drive device, so that it contacts the second pressure sensor 5 at the front end of the bushing 32. The pressure value F of the second pressure sensor 5 at the front end of the bushing 32 is... 前驱 Less than the maximum adhesion force F of the attitude adjustment vehicle 2 附max And greater than the resistance f experienced by the attitude adjustment trolley 2 during its rolling process. 阻 That is, f 阻 <F 前驱 <F 附max ;

[0075] The constant speed phase specifically includes the central controller obtaining the sum of the driving forces F of all the attitude adjustment vehicles 2 based on each of the second pressure sensors 5. 驱和 Control the sum of the driving forces F 驱和 equal to f 阻 This allows the ship section to enter a constant speed phase;

[0076] The braking phase specifically includes the central controller stopping the drive unit, and all attitude adjustment trolleys 2 moving with the inertia of the ship section, via f 阻 The deceleration and braking process is initiated, and once the speed sensor detects that the speed of the boat section has reached 0, the braking of the boat section is completed.

[0077] During the braking phase, the central controller obtains the real-time speed of the ship segment through the speed sensor and determines whether to rely solely on f 阻 Whether it can complete fixed-point braking, if the speed of the section is too high, relying solely on f 阻 If fixed-point braking cannot be completed, the central controller controls the drive device of the attitude adjustment trolley 2 to work in reverse, and the pressure value F of the second pressure sensor 5 at the rear end of the bushing 32 is adjusted. 后驱 The resistance f experienced by the attitude adjustment trolley 2 during its rolling process 阻 The sum of these is less than the maximum adhesion force F of the attitude adjustment vehicle 2. 附max That is, F 后驱 +f 阻 <F 附max When the central controller determines that the real-time speed of the ship segment can be determined solely by f 阻 Once the fixed-point braking is completed, the drive unit stops, and the circuit is closed via f. 阻 If braking is completed, or if the central controller determines that the real-time speed of the ship segment is sufficient to complete braking by reversing the operation of the drive unit, then braking is completed through the drive unit.

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

[0079] F 附max =μF正压力 (1)

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

[0081] like Figures 4-7 As shown, if the attitude adjustment trolley 2 triggers the second pressure sensor 5 at the rear end of the bushing 32, the specific method for controlling it to increase the driving force of the drive device through the central controller is as follows:

[0082] The strain gauge force sensor includes R1, R2, R3, and R4. R1 and R3 are axially arranged along the bushing 32 and generate positive strains ε1>0 and ε3>0 under the action of driving force. R2 and R4 are radially arranged along the bushing 32 and generate negative strains ε2<0 and ε4<0 under the action of driving force. The four strain gauge force sensors are arranged into a full-bridge circuit to test the sensitivity K of the full-bridge circuit. K represents the relative change in resistance ΔR / R caused by the strain installed on the test piece when it is subjected to uniaxial stress in its axial direction, and the axial strain ε on the surface of the test piece caused by the uniaxial stress. t The ratio, that is

[0083]

[0084] Where K is the sensitivity, ΔR / R is the relative change in resistance, and ε t The strain ε is the axial strain on the specimen surface caused by uniaxial stress.

[0085]

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

[0091]

[0092] Where ΔR1 / R1 and ΔR3 / R3 are the relative changes in resistance R1 and R3, respectively. Similarly, the resistance changes generated by strain gauges R2 and R4 are...

[0093]

[0094] Where ΔR2 / R2 and ΔR4 / R4 represent the relative changes in resistances R2 and R4, respectively, and the bridge output voltage is...

[0095]

[0096] Where U is the input voltage, i.e.

[0097]

[0098] This measurement method can compensate for the effects of temperature changes because four identical resistance strain gauges, under the same environmental conditions, will produce equal relative changes in resistance due to temperature variations.

[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, yielding stage, hardening stage, and necking stage, the design strength parameters for steel are shown in Table 1.

[0102] Table 1 Design Strength Indicators for Steel

[0103]

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

[0105]

[0106] F 杆 =f0×S0 (12)

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

[0108]

[0109] The ratio of output voltage to input voltage is then...

[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] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0116] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those 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 invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method for a ship section docking trolley attitude adjustment device, wherein, The ship section docking trolley attitude adjustment device includes a central controller, an attitude adjustment trolley (2) set on a track (1), a drive device installed on the attitude adjustment trolley (2), a rigid connecting rod group (3), and a speed sensor set on the ship section. At least three tracks (1) are set in parallel, and at least three attitude adjustment trolleys (2) are placed on each track (1). The horizontal and vertical attitude adjustment trolleys (2) are fixedly connected by the rigid connecting rod group (3). The central controller is signal connected to the drive device and the speed sensor respectively. The rigid connecting rod assembly (3) includes a rigid connecting rod (31) and a bushing (32). The bushing (32) is sleeved on the outer circular surface of the top shaft section of the attitude adjustment trolley (2). The end of the rigid connecting rod (31) is fixedly connected to the outer circular surface of the bushing (32). The horizontal attitude adjustment trolleys (2) are connected to the rigid connecting rod (31) through the bushing (32), and the vertical attitude adjustment trolleys (2) are connected to the rigid connecting rod (31) through the bushing (32). It also includes a first pressure sensor (4) and a second pressure sensor (5). The first pressure sensor (4) is installed on the top shaft end face of the attitude adjustment trolley (2) in contact with the ship section. The second pressure sensor (5) is installed on the inner circumferential surface of the bushing (32) 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. The second pressure sensor (5) is a strain gauge force sensor, and strain gauge force sensors are respectively provided on the inner circumferential surface of the bushing (32) along the front and rear directions; The strain force sensors on the inner circumference of the bushing (32) are arranged in the same way along the front and rear directions. There are four sets of strain force sensors, including horizontal strain force sensors and vertical strain force sensors. The horizontal strain force sensors and vertical strain force sensors are symmetrically arranged along the central axis of the bushing (32). The control method is characterized by comprising an initial stage, a starting stage, a constant speed stage, and a 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 force F that each attitude adjustment vehicle (2) can provide is determined. 附max ; The initial stage specifically includes the central controller controlling the drive devices of each attitude adjustment trolley (2) to start driving the boat section. If an attitude adjustment trolley (2) triggers the second pressure sensor (5) at the rear end of the bushing (32), the central controller controls it to increase the driving force of the drive device so that it contacts the second pressure sensor (5) at the front end of the bushing (32). The pressure value F of the second pressure sensor (5) at the front end of the bushing (32) is... 前驱 The maximum adhesion force F of the attitude adjustment vehicle (2) is less than that of the vehicle. 附max And greater than the resistance f experienced by the attitude adjustment trolley (2) during its rolling process. 阻 That is, f 阻 <F 前驱 <F 附max ; The constant speed phase specifically includes the central controller obtaining the sum of the driving forces F of all the attitude adjustment trolleys (2) based on each of the second pressure sensors (5). 驱和 Control the sum of the driving forces F 驱和 equal to f 阻 This allows the ship section to enter a constant speed phase; The braking phase specifically includes the central controller controlling the drive unit to stop working, and all attitude adjustment trolleys (2) moving with the inertia of the ship section, via f 阻 The deceleration and braking process is initiated, and once the speed sensor detects that the speed of the boat section has reached 0, the braking of the boat section is completed. During the braking phase, the central controller obtains the real-time speed of the ship segment through the speed sensor and determines whether to rely solely on f 阻 Whether it can complete fixed-point braking, if the speed of the section is too high, relying solely on f 阻 If fixed-point braking cannot be completed, the central controller controls the drive device of the attitude adjustment trolley (2) to work in reverse, and the pressure value F of the second pressure sensor (5) at the rear end of the bushing (32) is adjusted. 后驱 The resistance f experienced by the attitude adjustment trolley (2) during its rolling process 阻 The sum of these is less than the maximum adhesion force F of the attitude adjustment vehicle (2). 附max That is, F 后驱 +f 阻 <F 附max When the central controller determines that the real-time speed of the ship segment can be determined solely by f 阻 Once the fixed-point braking is completed, the drive unit stops, and the circuit is closed via f. 阻 If braking is completed, or if the central controller determines that the real-time speed of the ship segment is sufficient to complete braking by reversing the operation of the drive unit, then braking is completed through the drive unit.

2. The control method for the attitude adjustment device of the ship section docking trolley according to claim 1, characterized in that: The maximum adhesion force F of each attitude adjustment vehicle (2) in the initial stage 附max Specifically: （1） in, Let the coefficient of friction between each attitude adjustment trolley (2) and the track (1) be denoted as . The normal stress is the stress on each attitude adjustment trolley (2).

3. The control method for the attitude adjustment device of the ship section docking trolley according to claim 1, characterized in that: If the attitude adjustment trolley (2) triggers the second pressure sensor (5) at the rear end of the bushing (32), the specific method for controlling the central controller to increase the driving force of the drive device is as follows: The strain gauge force sensor includes R1, R2, R3, and R4. R1 and R3 are arranged axially along the bushing (32) and generate positive strain ε1>0 and ε3>0 under the action of driving force. R2 and R4 are arranged radially along the bushing (32) and generate negative strain ε2<0 and ε4<0 under the action of driving force. The four strain gauge force sensors are combined into a full-bridge circuit to test the sensitivity K of the full-bridge circuit. K represents the relative change in resistance ΔR / R caused by the strain installed on the test piece when it is subjected to uniaxial stress in its axial direction, and the axial strain ε on the surface of the test piece caused by the uniaxial stress. t The ratio, that is （2） Where K is the sensitivity, ΔR / R is the relative change in resistance, and ε t The strain ε is the axial strain on the specimen surface caused by uniaxial stress. （3） Where E is Young's modulus, S is the area of ​​force application, and the strain generated by strain gauges R1 and R3 is... （4） The strain generated by strain gauges R2 and R4 is （5） in, Given Poisson's ratio, the resistance changes produced by strain gauges R1 and R3 are: （6） Where ΔR1 / R1 and ΔR3 / R3 are the relative changes in resistance R1 and R3, respectively. Similarly, the resistance changes generated by strain gauges R2 and R4 are... （7） Where ΔR2 / R2 and ΔR4 / R4 represent the relative changes in resistances R2 and R4, respectively, and the bridge output voltage is... （8） Where U is the input voltage, i.e. （9） This measurement method can compensate for the effects of temperature changes because four identical resistance strain gauges, under the same environmental conditions, will produce equal relative changes in resistance due to temperature variations. （10） Therefore, the full-bridge circuit can compensate for the effects of ambient temperature; Since steel undergoes four stages of stress: elastic stage, yielding stage, hardening stage, and necking stage, and considering the design strength indicators for steel, tensile strength, compressive strength, and bending strength are taken as the primary values. As a standard, taking a safety factor of n=5.0, the allowable stress and allowable tensile / compressive forces are: （11） （12） Where f is the tensile, compressive, and bending strength, n is the safety factor, f0 is the allowable stress, S0 is the area of ​​the steel subjected to stress, and F 杆 To obtain the allowable tensile / compressive stress, substitute the data into formula (4-9) and simplify to get... （13） The ratio of output voltage to input voltage is then... （14） At the same time, the force on the rigid connecting rod (31) is （15） The ratio of the output voltage to the force on the rigid connecting rod (31) is: （16）。

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