A large-span rigid-free beam double-track conveyor track bending control method, control system and conveyor

Abstract

The present application belongs to the field of track transportation technology, and discloses a large-span rigid beam-free double-track conveyor track bending control method, a control system and a conveyor. Two independent single-track conveyors are symmetrically arranged on both sides of the track, and there is no rigid connection between the two conveyors. The speed coordination between the two conveyors is realized through data communication according to the speed compensation mechanism, so as to meet the requirements of synchronous operation of the conveyor on a straight track and a curved track. The bending control method realizes efficient, flexible and energy-saving full-automatic large-span track bending transportation with low equipment investment cost, so that the double-track transportation mode can be flexibly used.

Description

Technical Field

[0001] This invention relates to the field of rail transport technology, and in particular to a method, control system, and transport machine for controlling track curvature of a large-span, non-rigid beam dual-track transporter that is applicable to any automatic material transport requiring a special lifting device with two or more support points. Background Technology

[0002] In many applications, such as surface treatment lines for metal tubes and profiles, metal wires, automotive bodies, metal castings, and large cargo transport lines, but not limited to these, rail-mounted conveyors are required to accurately and efficiently deliver materials to designated locations according to the requirements of the processing steps. The conveyor's structure is similar to a crane, with its span corresponding to the length of the material. Since the materials are typically quite long, reaching up to 30 meters or more, the track span of the corresponding conveyor is also correspondingly large.

[0003] Traditional long-span conveyors with overhead crane structures rely on rigid crossbeams connecting the drive units on both sides of the track to ensure the same speed at both ends. As the span increases, the drawbacks of this type of conveyor become increasingly apparent, mainly including: 1) To maintain a certain overall rigidity, the conveyor's own mass increases dramatically with the span, resulting in a significant increase in operating energy consumption. 2) Each conveyor must be custom-made according to different load and span requirements, leading to high equipment design and manufacturing costs. 3) Frequent reciprocating motion at both ends of the conveyor can cause severe misalignment, often due to wheel machining errors and wear, track installation errors, uneven track wear, and asynchronous motor speeds. In such cases, minor issues like rail seizure causing the conveyor to stop, or more serious problems like material handling equipment falling off the lifting hook during loading and unloading due to misalignment at one end, resulting in damage to both equipment and materials. 4) To prevent the material load from affecting the conveyor's center of gravity balance during acceleration and deceleration, the conveyor's operating speed is severely limited, preventing further efficiency improvements. Some designs install rigid booms on the conveyor beams to connect material lifting devices, further increasing the overall weight of the conveyor and the height of the equipment.

[0004] In response, our prior patent ZL201611142027.X proposed a solution to the aforementioned problem. However, in parallel curves, the difference in radius between the outer and inner tracks means that the transport vehicles on both sides must maintain a certain speed difference to ensure synchronized movement and prevent excessive distance between them. Otherwise, at best, deviation may occur leading to rail seizure; at worst, the transport load may fall off, causing a serious accident. This requirement clearly contradicts the requirement for perfectly uniform speeds on both sides of a straight track. Therefore, the speed control problem has not been effectively solved when transport vehicles enter and exit curves. Consequently, currently, changes in transport direction mainly rely on connecting with other vehicles, resulting in low transport efficiency, a large number of different types of transport vehicles, and a high risk of accidents during the connection process. Summary of the Invention

[0005] To solve the problem of synchronous control of curves in existing parallel track curves, this invention provides a method, control system, and transport machine for controlling curves on a long-span, rigid-beam-free dual-track transport vehicle, so that the transport vehicle can pass through curves normally and without obstruction within the displacement deviation range tolerated by the equipment.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] The first aspect of the present invention is to provide a method for controlling track curvature of a long-span, non-rigid beam dual-track transport machine, wherein the dual-track transport machine consists of two transport vehicles without rigid connection, which are respectively arranged on two parallel tracks with curves, and includes the following steps:

[0008] On the straight section before entering the curve, both the inner and outer transport vehicles maintain a constant linear speed v0.

[0009] When entering the curve, the speed of the inner transport vehicle decreases to the minimum speed v required to compensate for the inner curve. c1 The outer transport vehicle's speed accelerates to the outer curve compensation maximum speed v. c2 Then, it begins 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 constant speed on the curve.

[0010] As the vehicle exits the curve, its speed accelerates to the innermost compensation point v. d1 The outer transport vehicle's speed is reduced to the outer lowest compensation point v. d2 Then, it begins to decelerate and accelerate separately, so that the speed reaches the preset second linear motion speed v3 when entering the straight road, and maintains this speed at a constant speed.

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

[0012] Preferably, the minimum speed v for inner curve compensation c1 <Inner curve speed v1 < Straight line speed v0 <Inner highest compensation point v d1 ; and the maximum speed v compensated for by the outer curve. c2 >Outer curve speed v2 > Linear motion speed v0 > Outer minimum 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 on the curve is always R2-R1=D0; v0 is the travel speed of the inner and outer transport vehicles on the straight road.

[0018] Preferably, when entering a curve, the inner curve compensates for a minimum speed v. c1 and the maximum speed v of the 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 its maximum curve compensation speed v. c2 The turning point is:

[0021]

[0022] Alternatively, starting from the moment of entering the curve, the inner transport vehicle reaches the minimum speed v required to compensate for the inner curve. c1 The turning point is:

[0023]

[0024] In the formula, Δv = v2 - v0 = v0 - v1, t a The time required to achieve speed adjustment of Δv.

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

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

[0027] Counting from the moment of departure from the curve, the outer transport vehicle reaches the outer minimum compensation point v. d2 The turning point is:

[0028]

[0029] Alternatively, counting from the moment of exiting the curve, the inner transport vehicle reaches the innermost compensation point v. d1 The turning point is:

[0030]

[0031] In the formula, Δv = v2 - v0 = v0 - v1, t a The time required to achieve speed adjustment of Δv.

[0032] Preferably, the time t for achieving the speed adjustment Δv is... a Determine using the following formula:

[0033]

[0034] In the formula, Δv = v2 - v0 = v0 - v1, t a0 For the speed from rest to maximum velocity v max Or conversely, the time required (assuming the transport vehicle accelerates or decelerates at the same rate).

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

[0036] A second aspect of the present invention is to provide a track curvature control system for a large-span, rigid-beam-free dual-track transport machine employing any of the methods described above, comprising two independent monorail transport machine control systems, wherein the monorail transport machine control system includes:

[0037] The walking module, which is installed on the inner or outer transport vehicle, is used to control the horizontal movement of the inner or outer transport vehicle on the inner or outer tracks.

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

[0039] A data communication module, which is a wireless or wired communication device, is used to exchange signals 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 dual-track transport machine having a control device electrically connected to an inner transport vehicle and an inner transport vehicle, the control device employing the control system described above.

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

[0042] This invention uses two independent monorail transporters symmetrically positioned on opposite sides of the track. There is no rigid connection between the two transporters. The two transporters coordinate their speeds through data communication and a speed compensation mechanism to meet the requirements of synchronous operation on straight and curved tracks. This invention's curve control method achieves efficient, flexible, and energy-saving fully automated long-span track curve transportation with low equipment investment costs, enabling the flexible use of dual-track transportation. Attached Figure Description

[0043] Figure 1 This is a top view of the track layout of the large-span, rigid-beam-free dual-track transport machine of the present invention;

[0044] Figure 2 This is the ideal speed curve of the two transport vehicles in the large-span, rigid-beam-free dual-track transporter of the present invention before and after passing a curve.

[0045] Figure 3 The speed compensation curves of the two transport vehicles on both sides after entering a curve in the large-span, rigid-beam-free dual-track transport machine of the present invention;

[0046] Figure 4 This is the speed compensation curve of the two transport vehicles on both sides after leaving the curve in the large-span, rigid beam-less dual-track transport machine of the present invention. Detailed Implementation

[0047] The present invention will now be described in detail and specifically through specific embodiments to enable a better understanding of the invention. However, the following embodiments do not limit the scope of the invention.

[0048] In some embodiments, such as Figure 1 The diagram shows the large-span beamless transport machine and its parallel track used in this invention. The curves in this parallel track are 30-180° curves, preferably 60-120°, with 90° curves being common in most applications. The track gauge depends on the actual transport requirements. Specifically, 11 refers to the inner track of the curve, 12 refers to the outer track of the curve, 21 refers to the transport vehicle inside the curve, and 22 refers to the transport vehicle outside the curve.

[0049] The parallel track spacing D0 remains constant, whether on a straight or curved track.

[0050] In a curve, the inner radius R1 and the outer radius R2 are always related as follows:

[0051] R2-R1=D0

[0052] On the straight track, the two transport vehicles 21 and 22 move at the same speed, v0.

[0053] On the curve, the speeds v1 and v2 of the two transport vehicles 21 and 22 on both sides should be as follows:

[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 on the curve is always R2-R1=D0; v0 is the travel speed of the inner and outer transport vehicles on the straight road.

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

[0059] In practical applications, due to mechanical inertia and equipment performance limitations, speed changes cannot be abrupt; instead, they vary linearly with time. Assuming the transport vehicle has the same acceleration or deceleration, the speed from rest to its maximum speed v... max Or conversely, it may take time t. a0 The time required to achieve speed adjustment Δv is:

[0060]

[0061] In the formula, Δv = v2 - v0 = v0 - v1, t a0 For the speed from rest to maximum velocity v max Or conversely, the time required.

[0062] Therefore, when the two transport vehicles simultaneously reach the preset v1 and v2, due to the lag in speed adjustment, their actual positions are not exactly opposite each other, but rather a positional deviation occurs. The deviation angle θ is:

[0063]

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

[0065]

[0066] To meet the needs of efficient and precise production and transportation, and to achieve a more flexible logistics transportation layout, the transportation track must allow for the configuration of appropriate curves to accommodate site and equipment layout requirements. To address this, this invention creatively designs a speed compensation mechanism. By overshooting the speed, the deviation angle between the two vehicles is adjusted to zero as quickly as possible after entering and exiting a curve, restoring the distance between the two vehicles to D0, thus ensuring safe and reliable operation. Based on the formula for calculating the distance between the two vehicles, a safe speed difference Δv can be determined during the design phase to prevent excessive deviation.

[0067] Specifically, to address the problem of unrealizable abrupt changes in the ideal speed curve, this invention provides a track curvature control method for a long-span, rigid-beam-free dual-track transport vehicle through a speed compensation mechanism, such as... Figure 1 As shown, the dual-track transport machine consists of two transport vehicles 21 and 22 without rigid connection, which 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 section before entering the curve, both the inner transport vehicle 21 and the outer transport vehicle 22 maintain a constant linear speed v0 and move at a uniform speed.

[0069] like Figure 3 As shown, this illustrates the speed curve for a feasible transport vehicle entering a curve. Upon entering the curve, the speed of the inner transport vehicle 21 decreases to the inner curve compensation minimum speed v. c1 The outer transport vehicle 22 accelerates to its maximum speed v for outer curve compensation. c2 Then, it begins 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 constant speed on the curve.

[0070] The minimum speed of the inner transport vehicle 21 and the maximum speed of the outer transport vehicle 22 can be manually set 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 of the 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 its maximum curve compensation speed v. c2 The turning point is:

[0074]

[0075] Alternatively, starting from the moment of entering the curve, the inner transport vehicle reaches the minimum speed v required to compensate for the inner curve. c1 The turning point is:

[0076]

[0077] In the formula, Δv = v2 - v0 = v0 - v1, t a The time required to achieve speed adjustment of Δv.

[0078] like Figure 4 The diagram shows the speed curve for a feasible transport vehicle leaving the curve. When leaving the curve, the speed of the inner transport vehicle 2 accelerates to the inner highest compensation point v. d1 The outer transport vehicle 22's travel speed is reduced to the outer lowest compensation point v. d2 Then, it begins to decelerate and accelerate separately, so that when it enters the straight section, the speed simultaneously reaches the preset second linear motion speed v3 (preferably equal to the linear motion speed v0), and maintains this speed at a constant speed.

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

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

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

[0082] Counting from the moment of departure from the curve, the outer transport vehicle reaches the outer minimum compensation point v. d2 The turning point is:

[0083]

[0084] Alternatively, counting from the moment of exiting the curve, the inner transport vehicle reaches the innermost compensation turning point v. d1 The turning point is:

[0085]

[0086] In the formula, Δv = v2 - v0 = v0 - v1, t a The time required to achieve speed adjustment of Δv.

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

[0088] In practical applications, the second linear motion speed v3 of the long-span, rigid-beam-free dual-track transporter when leaving the 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 motion speed before entering the curve, which is v0.

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

[0090] The present invention also provides a track curve control system for a large-span, rigid-beam-free dual-track transport machine that adopts the curve control method described above. The system consists of two independent monorail transport machine control systems, preferably using the same monorail transport machine control system as the prior patent technology ZL201611142027.X.

[0091] Specifically, the monorail transport machine control system includes a traveling module, a programmable logic controller (PLC), and a data communication module. The traveling module is mounted on the inner or outer transport vehicle and controls its horizontal movement along the inner or outer tracks. The PLC is electrically connected to the traveling module and receives or processes position, speed, and status data fed back by the traveling module. The data communication module is a wireless or wired communication device used to exchange signals or data from one PLC with another's data communication module, achieving speed coordination.

[0092] In addition, the present invention provides a long-span, non-rigid beam dual-track transport machine with a control device electrically connected to the inner transport vehicle and the inner transport vehicle. The control device adopts the track curve control system of the long-span, non-rigid beam dual-track transport machine as described above.

[0093] Application Examples

[0094] The following data was implemented in a wire rod finishing line project at a steel company:

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

[0096] The curve angle is 90°, the inner radius R1 = 7m, and the outer radius R2 = 12m.

[0097] The transport vehicle's straight-line speed before entering and after exiting the curve is v0 = v3 = 0.5 m / s, and the acceleration time from 0 to 1.5 m / s is 3 seconds.

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

[0099] Preset the maximum compensation speed v when exiting the corner 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 the two vehicles is D = 5.010m. The mechanical design should consider a sufficient safety margin.

[0104] The turning point t of software control c1 =t c2 =t d1 =t d2 =0.44s

[0105] The track curve control method of the large-span non-rigid beam dual-track transport machine was applied to the wire rod coil finishing line project of the steel enterprise. By using the speed compensation mechanism, the speed of the transport vehicles on both the inner and outer sides can be coordinated, which effectively solves the problems of uncoordinated speed when the transport vehicles enter and leave the curve and the possible rail biting or load shedding. This improves the conveying efficiency and avoids accidents during the connection process.

[0106] The specific embodiments of the present invention have been described in detail above, but they are merely 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 to the present invention are also within the scope of the present invention. Therefore, all equivalent transformations and modifications made without departing from the spirit and scope of the present invention should be covered within the scope of the present invention.

Claims

1. A method for controlling the track bending of a large-span non-rigid beam double-track conveyor, which is composed of two non-rigidly connected conveyor vehicles and arranged on two parallel tracks with a curved track, characterized in that, It comprises the following steps: The inner and outer transporters keep constant first straight motion speed v0 and move at a constant speed before entering the curve; When entering the curve, the travel speed of the inner transport vehicle is reduced to the inner curve compensation minimum speed v c1 , and the travel speed of the outer transport vehicle is accelerated to the outer curve compensation maximum speed v c2 , after which the acceleration and deceleration to the preset inner curve speed v1 and outer curve speed v2 are started respectively, and uniform motion at this speed is maintained on the curve; When leaving the curve, after the inside transport vehicle's travel speed accelerates to the inside curve compensation maximum speed v d1 , and the outside transport vehicle's travel speed decelerates to the outside curve compensation minimum speed v d2 , the deceleration and acceleration are started respectively, so that the speeds reach the preset second straight line motion speed v3 simultaneously when entering the straight line, and the uniform motion is maintained at this speed.

2. The method of claim 1, wherein the method further comprises: The curve is a 30-180° curve.

3. The method of claim 1, wherein, The inside curve compensation minimum speed v c1 The inside curve speed v1 < the straight motion speed v0 < the inside curve compensation maximum speed v d1 ; and the outside curve compensation maximum speed v c2 The outside curve speed v2 > the straight motion speed v0 > the outside curve compensation minimum speed v d2 .

4. The method of claim 1, wherein, The relationship between the preset inner curve speed v1 and outer curve speed v2 when entering the curve 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 the curve R1 and R2 is always R2-R1=D0; v0 is the moving speed of the inner and outer transporters on the straight.

5. The method of claim 1, wherein, At the time of entering the curve, the inside curve compensates for the minimum speed v c1 and the outside curve compensates for the maximum speed v c2 The relationship is as follows: v c2 -v0 = v0 - v c1 The time for the outer transport vehicle to reach the maximum compensation speed v c2 of the outer curve from the moment of entering the curve is: Or, from the time when the vehicle enters the curve, the time for the inner transport vehicle to reach the minimum compensation speed v c1 of the inner curve is: where Δv = v2- v0= v0- vi, t a The time taken to achieve the velocity adjustment of Δv.

6. The method of controlling the negotiation of a curve by a large span rigidless beam dual track conveyor of claim 1 wherein, At the exit of the curve, the inside curve compensates for the maximum speed v d1 and the outside curve compensates for the minimum speed v d2 The relationship is as follows: V d1 -v0 = v0 - v d2 The time for the outside transport vehicle to reach the minimum compensation speed v of the outside curve from the moment of leaving the curve is: d2 t = L / v Or, from the moment of leaving the curve, the inside transport vehicle reaches the maximum compensation speed v d1 of the inside curve at the time: where Δv = v2- v0= v0- vi, t a The time taken to achieve the velocity adjustment of Δv.

7. The method of controlling the over-bend of the tracks of a large-span rigidless beam dual-track conveyor as claimed in claim 5 or 6, wherein, The speed regulation to achieve Δv takes time t a Is determined as follows: where Δv = v2- v0= v0- vi, t a0 to reach the maximum speed v max or vice versa.

8. The large-span rigid-free beam double-track conveyor track bending control method according to claim 5 or 6, wherein the second linear motion speed v3 when leaving the bend is equal to the linear motion speed v0, or the outer side bend compensation minimum speed v d2 < the second linear motion speed v3 < the inner side bend compensation minimum speed v c1 .

9. A large-span rigidless beam double-track conveyor track bending control system using the method of any one of claims 1 to 8, characterized in that, It is composed of two independent monorail transporter control systems, which comprise: A walking module arranged on the inner or outer transporter for controlling the horizontal movement of the inner or outer transporter on the inner and outer tracks; A programmable controller electrically connected with the walking module for receiving or processing the position, speed and state data fed back by the walking module; A data communication module which is a wireless or wired communication device for exchanging signals or data of the corresponding programmable controller with another data communication module to realize speed coordination.

10. A large-span rigidless beam double-track transporter with a control device electrically connected with the inner and outer transporters, wherein the control device adopts the control system according to claim 9.

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