Rail turning control method and control system for large-span rigid-beam-free double-rail conveyor and conveyor

Abstract

The invention belongs to the technical field of rail transportation, and discloses a rail turning control method and system for a large-span rigid-beam-free double-rail conveyor and the conveyor. Two independent monorail conveyors are symmetrically arranged on tracks on the two sides, the two conveyors are not rigidly connected, and speed coordination between the two conveyors is achieved through data communication according to a speed compensation mechanism, so that the requirement for synchronous operation of the conveyors on a straight way and a curve way is met. According to the turning control method, efficient, flexible and energy-saving full-automatic large-span rail turning transportation is achieved with low equipment investment cost, and the double-rail transportation mode can be flexibly applied.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to a track bending control method, control system and conveyor for a large-span double-track conveyor without rigid beams, which is applicable to any special hoist that needs to realize automatic material transportation through two or more fulcrums. Background Art

[0002] In many applications, such as metal tube and rod profile surface treatment lines, metal wire surface treatment lines, automobile body surface treatment lines, metal casting surface treatment lines, large cargo shipping lines, etc., but not limited to these applications, it is necessary to use rail conveyors to accurately and efficiently deliver materials to designated locations according to the requirements of the processing process. The structure of the conveyor is similar to that of a crane, and its span is equivalent to the length of the material. Since the material is usually of a large length, up to 30 meters or more, the track span of the corresponding conveyor is also correspondingly larger.

[0003] The traditional large-span conveyor with a crane structure relies on a rigid crossbeam to connect the drive devices on the two sides of the track to make the movement speed of both ends the same. As the span increases, the disadvantages of this type of conveyor become more and more obvious. There are mainly some disadvantages: 1) In order to ensure a certain overall rigidity, the mass of the conveyor itself increases sharply with the span. The consequence is that the operating energy consumption increases greatly. 2) According to different load and span requirements, each conveyor must be specially customized, and the equipment design and manufacturing costs remain high. 3) The two ends of the conveyor will cause serious deviation during high-frequency reciprocating travel, mostly due to wheel machining errors and wear, track installation errors, uneven track wear, motor speed synchronization, etc. In this case, the rail biting phenomenon may cause the conveyor to stop, or even cause the material hoist at one end of the conveyor to fall off the lifting hook due to deviation when placing and extracting materials, causing equipment and materials to be damaged. 4) In order to prevent the material load from affecting the balance of the center of gravity of the conveyor during acceleration and deceleration, the operating speed of the conveyor is severely limited, and the efficiency cannot be further improved. Some designs install rigid hangers on the conveyor beam to connect the material hangers, further increasing the overall mass of the conveyor and increasing the height of the equipment.

[0004] In this regard, our company's prior patent technology ZL201611142027.X proposed a solution to the above problem. However, in parallel curves, the difference in radius between the outer track and the inner track means that in order to maintain synchronous driving and keep the distance between the two vehicles not too large, the transporters on both sides must maintain a certain speed difference. Otherwise, there will be deviation and rail biting at best, and the transport load will fall off and cause serious accidents at worst. This requirement is in obvious contradiction with the requirement that the speeds on both sides of the straight track are completely consistent. Therefore, the speed control problem has not been effectively solved when the transport vehicle enters and leaves the curve. Therefore, the current change in transportation direction still mainly relies on the method of connecting other vehicles, resulting in low transportation efficiency, many different types of transport vehicles, and accidents are prone to occur during the connection process. Summary of the invention

[0005] In order to solve the problem of synchronous cornering control of existing parallel track curves, the present invention provides a track cornering control method, a control system and a conveyor for a large-span dual-track conveyor without rigid beams, so that the transport vehicle can pass the curve normally and unhindered within the displacement deviation range tolerated by the equipment.

[0006] To achieve the above object, the present invention adopts the following technical solutions:

[0007] The first aspect of the present invention is to provide a method for controlling the track curve of a large-span double-track conveyor without a rigid beam, wherein the double-track conveyor is composed of two transport vehicles without a rigid connection and are respectively arranged on two parallel tracks with a curve, comprising the following steps:

[0008] On the straight road before entering the curve, the inner and outer transport vehicles both maintain a constant linear motion speed v0 and move at a uniform speed;

[0009] When entering a curve, the inner transport vehicle slows down to the minimum speed v for inner curve compensation. c1 , and the outer transport vehicle accelerates to the outer curve compensation maximum speed v c2 After that, it starts to accelerate and decelerate to the preset inner curve speed v1 and outer curve speed v2 respectively, and maintains this speed to move at a uniform speed on the curve;

[0010] When leaving the curve, when the inner transport vehicle accelerates to the highest compensation point v on the inner side d1 , and the outer transport vehicle's travel speed is decelerated to the outer minimum compensation point v d2 After that, start to decelerate and accelerate respectively, so that the speed reaches the preset second linear motion speed v3 when entering the straight road, and maintains this speed for uniform motion.

[0011] Preferably, the curve is a 30-180° curve, preferably a 60-120° curve, and most application scenarios are 90° curves.

[0012] Preferably, the inner curve compensation minimum speed v c1 <Inner curve speed v1<Linear motion speed v0<Inner highest compensation point v d1 ; and the outer curve compensation maximum speed v c2 >Outer curve speed v2 > Straight line speed v0 > Outer lowest compensation point v d2 .

[0013] Preferably, when entering a curve, the relationship between the preset inner curve speed v1 and the outer curve speed v2 is as follows:

[0014]

[0015] Δv=v2-v0=v0-v1

[0016]

[0017] In the formula, R1 is the inner curve radius, R2 is the outer curve radius, and the relationship between R1 and R2 in the curve is always R2-R1=D0; v0 is the travel speed of the inner transport vehicle and the outer transport vehicle on the straight road.

[0018] Preferably, when entering a curve, the inner curve compensation minimum speed v c1 and the maximum speed v for outer curve compensation c2 The relationship is as follows:

[0019] v c2 -v0=v0-v c1

[0020] From the moment of entering the curve, the outer transport vehicle reaches the maximum speed v of the outer curve compensation c2 The turning time is:

[0021]

[0022] Or, from the moment of entering the curve, the inner transport vehicle reaches the minimum speed v of the inner curve compensation c1 The turning time is:

[0023]

[0024] In the formula, Δv = v2-v0 = v0-v1, t a Speed ​​regulation to achieve Δv takes time.

[0025] Preferably, when leaving the curve, the inner highest compensation point v d1 and the outer minimum compensation point v d2 The relationship is as follows:

[0026] v d1 -v0=v0-v d2

[0027] From the moment of leaving the curve, the outer transport vehicle reaches the outer minimum compensation point v d2 The turning time is:

[0028]

[0029] Or, from the moment of leaving the curve, the inner transport vehicle reaches the highest inner compensation point v d1 The turning time is:

[0030]

[0031] In the formula, Δv = v2-v0 = v0-v1, t a Speed ​​regulation to achieve Δv takes time.

[0032] Preferably, the speed adjustment to achieve Δv takes time t a Determined by the following formula:

[0033]

[0034] In the formula, Δv = v2-v0 = v0-v1, t a0 From rest to maximum speed v max Or vice versa (assuming the acceleration or deceleration of the transport vehicle is the same).

[0035] Preferably, the second linear motion speed v3 when leaving the curve is equal to the linear motion speed v0, or the outer lowest compensation point v d2 <Second straight line motion speed v3<Minimum speed v for inner curve compensation c1 .

[0036] The second aspect of the present invention is to provide a track curve control system for a long-span dual-track conveyor without a rigid beam using any of the above methods, which is composed of two independent single-track conveyor control systems, and the single-track conveyor control system includes:

[0037] A walking module, which is arranged on the inner transport vehicle or the outer transport vehicle and is used to control the inner transport vehicle or the outer transport vehicle to move horizontally on the inner and outer tracks;

[0038] A programmable controller, which is electrically connected to the walking module and is used to receive or process the position, speed and state data fed back by the walking module;

[0039] The data communication module is a wireless or wired communication device used to exchange the signal or data of the corresponding programmable controller with another data communication module to achieve speed coordination.

[0040] A third aspect of the present invention is to provide a long-span non-rigid beam double-track conveyor having a control device electrically connected to the inner transport vehicle and the inner transport vehicle, wherein the control device adopts the control system as described above.

[0041] The present invention adopts the above technical solution, and has the following technical effects compared with the prior art:

[0042] The present invention arranges two independent monorail conveyors symmetrically on two side tracks, without a rigid connection between the two conveyors. The two conveyors achieve speed coordination based on a speed compensation mechanism through data communication to meet the requirement of synchronous operation of the conveyors on straight tracks and curved tracks. The curve control method of the present invention achieves efficient, flexible and energy-saving fully automatic large-span track curve transportation with a relatively low equipment investment cost, so that the double-track transportation mode can be flexibly used. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 A top view of the track layout of the large-span rigid beam-free double-track conveyor of the present invention;

[0044] Figure 2 It is the ideal speed curve of the transport vehicles on both sides of the large-span non-rigid beam double-track transporter of the present invention before and after passing the curve;

[0045] Figure 3 It is a speed compensation curve of the transport vehicles on both sides of the large-span non-rigid beam double-track transporter of the present invention after entering the curve;

[0046] Figure 4 It is a speed compensation curve of the transport vehicles on both sides of the large-span rigid-beam-free double-track transporter of the present invention after leaving the curve. DETAILED DESCRIPTION

[0047] The present invention is described in detail and specifically by specific examples below to provide a better understanding of the present invention, but the following examples do not limit the scope of the present invention.

[0048] In some embodiments, Figure 1 As shown, the long-span beamless conveyor used in the present invention and the parallel tracks on which it runs. The curve in the parallel track is a 30-180° curve, preferably a 60-120° curve, and most application scenarios are 90° curves. The gauge of the parallel track depends on the actual transportation needs. Among them, 11 specifically refers to the track on the inside of the curve, 12 specifically refers to the track on the outside of the curve, 21 specifically refers to the transport vehicle on the inside of the curve, and 22 specifically refers to the transport vehicle on the outside of the curve.

[0049] The distance D0 between parallel tracks is constant, whether it is a straight track or a curved track.

[0050] In a curve, the inner radius R1 and the outer radius R2 are always in the following relationship:

[0051] R2-R1=D0

[0052] On a straight road, the moving speeds of the transport vehicles 21 and 22 on both sides are equal, namely v0.

[0053] On the curve, the movement speeds v1 and v2 of the transport vehicles 21 and 22 on both sides should be in the following relationship:

[0054]

[0055] Δv=v2-v0=v0-v1

[0056]

[0057] In the formula, R1 is the inner curve radius, R2 is the outer curve radius, and the relationship between R1 and R2 in the curve is always R2-R1=D0; v0 is the travel speed of the inner transport vehicle and the outer transport vehicle on the straight road.

[0058] like Figure 2 As shown, the ideal speed curve of the transport vehicle is abrupt when entering and leaving a curve.

[0059] In practical applications, due to mechanical inertia and equipment performance limitations, speed changes cannot be sudden, but rather change linearly over time. Assuming that the acceleration or deceleration of the transport vehicle is the same, from rest to the maximum speed v max Or vice versa, it takes time a0 , then the time required to achieve speed regulation of Δv is:

[0060]

[0061] In the formula, Δv = v2-v0 = v0-v1, t a0 From rest to maximum speed v max Or vice versa.

[0062] Therefore, when the transport vehicles on both sides reach the preset v1 and v2 at the same time, due to the lag in speed regulation, the actual positions of the transport vehicles are not exactly opposite, but a position deviation occurs. The deviation angle θ is:

[0063]

[0064] At this time, the distance between the two vehicles is no longer D0, but:

[0065]

[0066] In order to meet the needs of efficient and accurate production and transportation and realize a more flexible logistics and transportation layout, it is necessary to realize that the transportation track allows the configuration of corresponding curves to meet the needs of site and equipment layout. In this regard, the present invention creatively designs a speed compensation mechanism, which adjusts the deviation angle between the two vehicles to 0 as soon as possible after entering and leaving the curve by overshooting the speed, so that the distance between the two vehicles is restored to D0 to ensure safe and reliable driving. According to the above formula for calculating the distance between the two vehicles, the safe speed difference Δv can be determined during the design to prevent the problem of excessive deviation.

[0067] Specifically, in order to solve the problem that the ideal speed curve mutation cannot be realized, the present invention provides a track cornering control method for a large-span non-rigid beam dual-track conveyor through a speed compensation mechanism, such as Figure 1 As shown, the double-track conveyor is composed of two transport vehicles 21 and 22 without rigid connection, and are respectively arranged on two parallel tracks 11 and 12 with curves. The control method specifically includes the following steps:

[0068] like Figure 1 As shown, on the straight road before entering the curve, the inner transport vehicle 21 and the outer transport vehicle 22 both maintain a constant linear motion speed v0 and move at a uniform speed;

[0069] like Figure 3 As shown in FIG. 1 , a feasible speed curve for a transport vehicle to enter a curve is realized. When entering a curve, when the travel speed of the inner transport vehicle 21 is decelerated to the minimum speed v of the inner curve compensation, c1 , and the outer transport vehicle 22 accelerates to the outer curve compensation maximum speed v c2 After that, it starts to accelerate and decelerate to the preset inner curve speed v1 and outer curve speed v2 respectively, and maintains this speed to move at a uniform speed on the curve;

[0070] The lowest speed of the inner transport vehicle 21 and the highest speed of the outer transport vehicle 22 can be set manually according to the performance of the equipment. The general setting principle is:

[0071] When entering a curve, the inner curve compensation minimum speed v c1 and the maximum speed v for outer curve compensation c2 The relationship is as follows:

[0072] v c2 -v0=v0-v c1

[0073] From the moment of entering the curve, the outer transport vehicle reaches the maximum speed v of the outer curve compensation c2 The turning time is:

[0074]

[0075] Or, from the moment of entering the curve, the inner transport vehicle reaches the minimum speed v of the inner curve compensation c1 The turning time is:

[0076]

[0077] In the formula, Δv = v2-v0 = v0-v1, t a Speed ​​regulation to achieve Δv takes time.

[0078] like Figure 4 As shown in FIG. 1 , a feasible speed curve of a transport vehicle leaving a curve is realized. When leaving a curve, when the travel speed of the inner transport vehicle 2 is accelerated to the inner highest compensation point v d1 , and the outer transport vehicle 22 slows down to the outer minimum compensation point v d2 After that, start to decelerate and accelerate respectively, so that the speed reaches the preset second linear motion speed v3 (preferably equal to the linear motion speed v0) when entering the straight road, and maintain this speed for uniform motion.

[0079] The highest speed of the inner transport vehicle 21 and the lowest speed of the outer transport vehicle 22 can be set manually according to the performance of the equipment. The general setting principle is:

[0080] When leaving the curve, the inner highest compensation point v d1 and the outer minimum compensation turning point v d2 The relationship is as follows:

[0081] v d1 -v0=v0-v d2

[0082] From the moment of leaving the curve, the outer transport vehicle reaches the outer minimum compensation point v d2 The turning time is:

[0083]

[0084] Or, from the moment of leaving the curve, the inner transport vehicle reaches the inner highest compensation turning point v d1 The turning time is:

[0085]

[0086] In the formula, Δv = v2-v0 = v0-v1, t a Speed ​​regulation to achieve Δv takes time.

[0087] Combination Figure 3 and Figure 4It can be seen that in this curve control method, the general setting principle of the speed compensation mechanism is: the minimum speed v of the inner curve compensation c1 <Inner curve speed v1<Linear motion speed v0<Inner highest compensation point v d1 ; and the outer curve compensation maximum speed v c2 >Outer curve speed v2 > Straight line speed v0 > Outer lowest compensation point v d2 .

[0088] In practical applications, the second linear motion speed v3 of the large-span non-rigid beam double-track conveyor when leaving a curve is equal to the linear motion speed v0, that is, the speed of the inner transport vehicle 21 and the outer transport vehicle 22 when leaving the curve is equal to their movement speed before entering the curve, which is v0.

[0089] Of course, according to production needs, the second linear motion speed v3 of the large-span non-rigid beam double-track conveyor when leaving the curve can also be flexibly adjusted. The general setting principle of the second linear motion speed v3 is: the outer minimum compensation point v d2 <Second straight line motion speed v3<Minimum speed v for inner curve compensation c1 .

[0090] The present invention also provides a large-span, non-rigid-beam, double-track conveyor track cornering control system that adopts the above-mentioned curve control method, which is composed of two independent monorail conveyor control systems of the control system, and preferably adopts the same monorail conveyor control system as the prior patent technology ZL201611142027.X.

[0091] Specifically, the monorail conveyor control system includes a travel module, a programmable controller and a data communication module. The travel module is arranged on the inner transport vehicle or the outer transport vehicle, and is used to control the inner transport vehicle or the outer transport vehicle to move horizontally on the inner and outer tracks. The programmable controller is electrically connected to the travel module, and is used to receive or process the position, speed and state data fed back by the travel module; the data communication module is a wireless or wired communication device, and is used to exchange the signal or data of the corresponding programmable controller with another data communication module to achieve speed coordination.

[0092] In addition, the present invention also provides a large-span non-rigid beam double-track conveyor, which has a control device electrically connected to the inner transport vehicle and the inner transport vehicle, and the control device adopts the large-span non-rigid beam double-track conveyor track cornering control system as described above.

[0093] Application Examples

[0094] In a steel company's wire rod finishing line project, the implementation data are as follows:

[0095] The distance between inner and outer tracks is D0 = 5m

[0096] Curve angle 90°, inner radius R1 = 7m, outer radius R2 = 12m

[0097] The linear speed of the transport vehicle before and after entering the curve is v0 = v3 = 0.5 m / s, and the acceleration time from 0-1.5 m / s is 3s.

[0098] Pre-set the maximum compensation speed v when entering a corner c1 =0.27m / s,v c2 =0.73m / s

[0099] Pre-set the maximum compensation speed v when exiting a curve d1 =0.6m / s,v d2 =0.4m / s

[0100] According to the above formula, we can calculate:

[0101] Δv=0.13m / s, v1=0.37m / s, v2=0.63m / s

[0102] t a =0.26s

[0103] The maximum distance between two vehicles is D = 5.010m, and the mechanical design should consider sufficient safety margin

[0104] Software controlled turning point t c1 =t c2 =t d1 =t d2 =0.44s

[0105] The track cornering control method of the large-span non-rigid beam double-track conveyor was applied to the wire rod coil finishing line project of the steel enterprise. The speed compensation mechanism was used to achieve speed coordination of the inner and outer side transport vehicles, effectively solving the problem of the inability to coordinate the speeds of the transport vehicles when entering and leaving the curve, as well as the possible problem of rail biting or transport load shedding, thereby improving the transportation efficiency and avoiding accidents during the connection process.

[0106] The specific embodiments of the present invention are described in detail above, but they are only examples, and the present invention is not limited to the specific embodiments described above. For those skilled in the art, any equivalent modifications and substitutions made to the present invention are also within the scope of the present invention. Therefore, the equalization changes and modifications made without departing from the spirit and scope of the present invention should be included in the scope of the present invention.

Claims

1. A method for controlling the track curve of a large-span double-track conveyor without rigid beams, wherein the double-track conveyor is composed of two transport vehicles without rigid connection and are respectively arranged on two parallel tracks with curves, characterized in that: The steps include: On the straight road before entering the curve, the inner transport vehicle and the outer transport vehicle both maintain a constant first straight-line motion speed v0 and move at a uniform speed; When entering a curve, the inner transport vehicle slows down to the minimum speed v of the inner curve compensation. c1 , and the outer transport vehicle accelerates to the outer curve compensation maximum speed v c2 After that, it starts to accelerate and decelerate to the preset inner curve speed v1 and outer curve speed v2 respectively, and maintains this speed to move at a uniform speed on the curve; When leaving the curve, after the speed of the inner transport vehicle is accelerated to the maximum speed vd1 for inner curve compensation, and the speed of the outer transport vehicle is decelerated to the minimum speed vd2 for outer curve compensation, they begin to decelerate and accelerate respectively, so that the speed reaches the preset second linear motion speed v3 at the same time when entering the straight road, and maintains this speed for uniform motion.

2. The track cornering control method for a large-span dual-track conveyor without rigid beams according to claim 1 is characterized in that: The curve is a 30-180° curve, and most application scenarios are 90° curves.

3. The track cornering control method for a large-span dual-track conveyor without rigid beams according to claim 1 is characterized in that: The minimum speed v for inner curve compensation c1 <Inner curve speed v1<Linear motion speed v0<Inner curve compensation maximum speed v d1 ; and the outer curve compensation maximum speed v c2 >Outer curve speed v2 > Straight line speed v0 > Outer curve compensation minimum speed v d2 .

4. The track cornering control method for a large-span dual-track conveyor without rigid beams according to claim 1 is characterized in that: When entering a curve, the relationship between the preset inner curve speed v1 and the outer curve speed v2 is as follows: Δv=V2-v0=v0-v1 In the formula, R1 is the inner curve radius, R2 is the outer curve radius, and the relationship between R1 and R2 in the curve is always R2-R1=D0; v0 is the travel speed of the inner transport vehicle and the outer transport vehicle on the straight road.

5. The track cornering control method for a large-span dual-track conveyor without rigid beams according to claim 1, characterized in that: When entering a curve, the inner curve compensation minimum speed v c1 and the maximum speed v for outer curve compensation c2 The relationship is as follows: v c2 -v0=v0-v c1 From the moment of entering the curve, the outer transport vehicle reaches the maximum speed v of the outer curve compensation c2 The time is: Or, from the moment of entering the curve, the inner transport vehicle reaches the minimum speed v of the inner curve compensation c1 The time is: In the formula, Δv = v2-v0 = v0-v1, t a Speed ​​regulation to achieve Δv takes time.

6. The track cornering control method for a large-span dual-track conveyor without rigid beams according to claim 1, characterized in that: When leaving a curve, the inner curve compensation maximum speed v d1 and the minimum speed v for outer curve compensation d2 The relationship is as follows: v d1 -v0=v0-v d2 From the moment of leaving the curve, the outer transport vehicle reaches the minimum speed v for outer curve compensation d2 The time is: Or, from the moment of leaving the curve, the inner transport vehicle reaches the maximum speed v of the inner curve compensation d1 The time is: In the formula, Δv = v2-v0 = v0-v1, t a Speed ​​regulation to achieve Δv takes time.

7. The track curve control method for a large-span non-rigid beam double-track conveyor according to claim 5 or 6, characterized in that: The speed regulation to achieve Δv takes time t a Determined by the following formula: In the formula, Δv = v2-v0 = v0-v1, t a0 From rest to maximum speed v max Or vice versa (assuming the acceleration or deceleration of the transport vehicle is the same).

8. The method for controlling the track curve of a large-span double-track conveyor without rigid beams according to claim 5 or 6, wherein the second linear motion speed v3 when leaving the curve is equal to the linear motion speed v0, or the outer curve compensation minimum speed v d2 <Second straight line motion speed v3<Minimum speed v for inner curve compensation c1 .

9. A track curve control system for a long-span non-rigid beam double-track conveyor using the method according to any one of claims 1 to 8, characterized in that: It consists of two independent monorail conveyor control systems, which include: A walking module, which is arranged on the inner transport vehicle or the outer transport vehicle and is used to control the inner transport vehicle or the outer transport vehicle to move horizontally on the inner and outer tracks; A programmable controller, which is electrically connected to the walking module and is used to receive or process the position, speed and state data fed back by the walking module; The data communication module is a wireless or wired communication device used to exchange the signal or data of the corresponding programmable controller with another data communication module to achieve speed coordination.

10. A long-span double-track conveyor without rigid beams, having a control device electrically connected to the inner transport vehicle and the inner transport vehicle, the control device adopting the control system as claimed in claim 9.

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