Ladle transport locomotive positioning system

Abstract

The invention relates to the technical field of transport locomotive positioning, and discloses a ladle transport locomotive positioning system, which comprises a laser pre-positioning module, two laser range finders are mounted on one side of a target position away from the wheel advancing direction of a ladle transport locomotive, and the distance between the two laser range finders is smaller than the diameter of a single wheel; and the positioning in-place confirmation module is used for collecting data of the two laser range finders in the advancing process of the ladle transport locomotive, judging that the ladle transport locomotive enters the pre-approaching area when the distance values displayed by the two laser range finders are different, and judging that the ladle transport locomotive enters the target position when the distance values displayed by the two laser range finders are the same again. By combining a double verification mechanism of weighing data and laser signals, the positioning error problem caused by load change is optimized, the reliability of the system under complex working conditions is improved, the manual adjustment cost is reduced, and the precision of molten iron weighing and the stability of transportation locomotive positioning are guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of transport locomotive positioning, and in particular to a positioning system for a molten iron ladle transport locomotive. Background Art

[0002] Ladle transport locomotives are specialized vehicles designed to transport high-temperature ladles. They are primarily used in the steelmaking process to transfer molten iron from the blast furnace to the converter or other processing stations. These vehicles typically feature high-temperature resistance, high load capacity, and specialized safety features to adapt to the demanding environment of molten iron transportation. As a core functional module, the weighing system is not only a mandatory safety requirement but also a technical means to improve production efficiency and reduce costs. Currently, in order to ensure that the ladle transport locomotive accurately weighs the molten iron when loading it into the blast furnace taphole, the ladle transport locomotive driver must park the vehicle at a set fixed position, that is, to ensure that the entire transport locomotive is within the effective measurement range of the weighing sensor under the rails. If the parking position deviates from the fixed position by more than a certain distance, the weighing sensor will have measurement deviation when the ladle is loaded with molten iron, seriously affecting the accuracy of the molten iron weighing. Due to the varying driving skills of the ladle transport locomotive drivers and the lack of obvious reference points nearby, it is sometimes difficult for them to accurately park the locomotive at a fixed position. This requires repeated adjustments to the locomotive, which affects operational efficiency. To this end, we proposed a positioning system for ladle transport locomotives. Summary of the Invention

[0003] The object of the present invention is to provide a positioning system for a ladle transport locomotive to solve at least one of the above-mentioned problems of the prior art.

[0004] The present invention provides a positioning system for a ladle transport locomotive, comprising: Laser pre-positioning module: Two laser rangefinders are installed at the target location on one side of the ladle transport locomotive's wheel travel direction, and the distance between the two laser rangefinders is less than the diameter of a single wheel; Positioning confirmation module: During the movement of the ladle transport locomotive, data from two laser rangefinders is collected. When the distance values displayed by the two laser rangefinders are different, it is determined that the vehicle has entered the pre-approach area. When the distance values displayed by the two laser rangefinders are the same again, it is determined that the vehicle has entered the target position. Weighing verification and positioning locking module: Based on the judgment of entering the target position, the weighing data is collected and compared with the initial weighing data to obtain the weighing deviation value. If the weighing deviation value is within the preset reasonable deviation range, the positioning reference stability is high. If the weighing deviation value is not within the preset reasonable deviation range, the automatic compensation strategy is executed; Accurate positioning confirmation: If the dual true laser signals are combined and the weight deviation value is within the preset reasonable deviation range, the parking operation is executed.

[0005] As a further solution of the present invention: at the target position in the blast furnace taphole area, a first laser rangefinder and a second laser rangefinder are installed in parallel on one side of the wheel travel direction of the molten iron ladle transport locomotive 3 meters away from the wheel running track line.

[0006] As a further solution of the present invention: the determination process of the pre-approach area is: The PLC controller collects the detection data of the two laser rangefinders in real time. When it identifies a signal combination in which the detection data of the first laser rangefinder is equal to 3 meters and the monitoring data of the second laser rangefinder is not equal to three meters, it determines that the ladle transport locomotive has entered the pre-approach area of the target position.

[0007] As a further solution of the present invention: the determination process of entering the target position is: When the edge of the first wheel moves to the detection position of the second laser rangefinder, the detection data of the two laser rangefinders are simultaneously equal to 3 meters, forming a dual true laser signal combination, which determines that the molten iron ladle transport locomotive has reached the target position.

[0008] As a further solution of the present invention: the process of obtaining the weighing deviation value is: The absolute value of the difference between the current real-time weighing value and the initial weighing value recorded when the ladle transport locomotive is loading molten iron at the blast furnace taphole is used as the weight deviation value.

[0009] As a further solution of the present invention: the process of executing the automatic compensation strategy is: First, the trigger time difference deviation ratio is calculated based on the theoretical trigger time difference and the actual trigger time difference. The frequency domain characteristics of the wheel deformation are analyzed through Fourier transform to obtain the deformation amplitude. The deformation assessment coefficient is obtained by processing the trigger time difference deviation ratio and the deformation amplitude ratio. If the deformation assessment coefficient is greater than or equal to the deformation assessment coefficient limit, the installation distance between the two laser rangefinders is adjusted according to the deformation amplitude ratio.

[0010] As a further solution of the present invention: the process of obtaining the deformation evaluation coefficient is as follows: The deviation ratio of the trigger time difference and the deformation amplitude ratio are normalized, and the normalized deviation ratio of the trigger time difference and the deformation amplitude ratio are added to obtain the deformation assessment coefficient.

[0011] As a further solution of the present invention: the process of obtaining the trigger time deviation ratio is: Calculating a theoretical trigger time difference based on an installation distance between the first laser rangefinder and the second laser rangefinder, a theoretical trigger time difference, a rotational speed of the wheel, and a theoretical value of the wheel; Obtaining the time point of detecting the one true and one false laser signal combination and the time point of detecting the dual true laser signal combination, and taking the difference between the time point of detecting the dual true laser signal combination and the time point of detecting the one true and one false laser signal combination as the actual trigger time difference; The absolute value of the difference between the actual trigger time difference and the theoretical trigger time difference is taken as the trigger time difference deviation value, and the ratio of the trigger time difference deviation value to the theoretical trigger time difference is taken as the trigger time difference deviation ratio.

[0012] As a further solution of the present invention: the process of obtaining the deformation amplitude is: The laser rangefinder collects real-time distance data when the wheel edge passes by, forming a time domain signal sequence; Perform FFT transformation on the time domain signal sequence after filtering preprocessing to obtain the frequency domain signal; Calculate the spectrum resolution and search for the frequency component with the largest amplitude in the frequency domain signal, marking it as the fundamental frequency of the wheel deformation; The ratio of the higher harmonic components to the fundamental frequency of the wheel deformation is taken as the harmonic amplitude ratio. If the harmonic amplitude ratio is less than or equal to the harmonic amplitude ratio threshold, the effect of the deformation on the wheel motion is mainly manifested as a linear diameter change. The fundamental frequency of wheel deformation is related to the wheel speed to derive and calculate the deformation amplitude.

[0013] As a further solution of the present invention: the process of adjusting the installation distance of the two laser rangefinders is: The product of the deformation amplitude ratio and the current horizontal installation distance of the two laser rangefinders is used as the installation distance adjustment compensation value, and the installation distance adjustment compensation value is added to the current horizontal installation distance of the two laser rangefinders to serve as the installation distance adjustment.

[0014] Beneficial effects of the present invention: 1. By geometrically designing two laser rangefinders with a spacing smaller than the wheel diameter, a physical mechanism is established whereby the wheel edges trigger signals in a fixed sequence, minimizing the blind spot detection issue caused by using a single sensor. 2. A graded feedback system with yellow warning lights and green confirmation lights is used. The yellow light acts as a pre-approach warning and is triggered when there is a safe buffer distance to the target location, prompting the driver to slow down and adjust the driving trajectory in advance. Compared with a single signal light, this design splits the positioning process into two stages: warning and confirmation, reducing the risk of the driver missing the target location due to misjudgment or emergency braking, which can cause vehicle shaking. 3. The dual verification mechanism combining weighing data and laser signals optimizes the positioning error caused by load changes, improves the reliability of the system under complex working conditions, reduces manual adjustment costs, and ensures the accuracy of molten iron weighing and the stability of transport locomotive positioning; 4. By integrating time difference analysis and spectrum deformation detection, the impact of wheel deformation on positioning is identified and automatically compensated, optimizing the trigger timing anomalies caused by radial wheel deformation and ensuring the accuracy of the laser positioning signal. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0016] Figure 1 It is a structural schematic diagram of a positioning system for a molten iron ladle transport locomotive according to the present invention; Figure 2 This is a schematic diagram of the installation positions of two laser rangefinders according to the present invention; Figure 3 This is a flow chart of a method for positioning a molten iron ladle transport locomotive according to the present invention; Figure 4 The present invention is a logic flow chart of a method for positioning a molten iron ladle transport locomotive. DETAILED DESCRIPTION

[0017] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0018] Example 1:

[0019] like Figure 1 and Figure 2 As shown, an embodiment of the present invention provides a positioning system for a ladle transport locomotive, which specifically includes the following: Laser pre-positioning module: Two laser rangefinders are installed at the target location on one side of the ladle transport locomotive's wheel travel direction, and the distance between the two laser rangefinders is less than the diameter of a single wheel; Specifically, two laser rangefinders are installed in parallel at the target location in the blast furnace taphole area, 3 meters away from the wheel running track line on one side of the ladle transport locomotive's wheel travel direction; The laser rangefinder can be installed on the left or right side of the wheel's travel direction; the two laser rangefinders are the first laser rangefinder and the second laser rangefinder; like Figure 2As shown, when installing the laser rangefinder, the horizontal installation distance between the two laser rangefinders is designed to be smaller than the diameter of a single wheel of the ladle transport locomotive; The purpose of setting the horizontal distance between the two laser rangefinders to be smaller than the diameter of a single wheel is to ensure that the detection signals are triggered in a fixed order when the wheel edges pass by; The specific execution process of this module is as follows: when the ladle transport locomotive is loaded with molten iron and moves from left to right to approach the target location, because the distance between the two laser rangefinders is smaller than the wheel diameter, the edge of the first wheel of the ladle transport locomotive (for example, the left front wheel) will first enter the detection range of the second laser rangefinder. At this time, the real-time detection data of the second laser rangefinder is not equal to the preset reference distance of 3 meters, while the real-time detection data of the first laser rangefinder is equal to 3 meters because the wheel has not yet reached its detection position, thus forming a combination of one true and one false laser signal; The target position described in the above execution process refers to the designated coordinate point where the ladle transport locomotive needs to stop accurately in the blast furnace taphole area; Positioning confirmation module: During the movement of the ladle transport locomotive, data from two laser rangefinders is collected. When the distance values displayed by the two laser rangefinders are different, it is determined that the vehicle has entered the pre-approach area. When the distance values displayed by the two laser rangefinders are the same again, it is determined that the vehicle has entered the target position. The execution process of this module includes pre-approach state determination and position reference alignment detection; Specifically, the process of determining the pre-approach state is as follows: the PLC controller collects detection data from the two laser rangefinders in real time. When it identifies a signal combination in which the detection data of the first laser rangefinder is equal to 3 meters and the monitoring data of the second laser rangefinder is not equal to 3 meters, it is determined that the ladle transport locomotive has entered the pre-approach area of the target position. At this time, the PLC controller sends a first control instruction to the signal indication unit, triggering the signal light to light up yellow; The yellow signal light is used to warn the driver of the ladle transport locomotive to slow down and adjust the driving speed to accurately align with the target location; The position reference alignment detection process is as follows: As the ladle transport locomotive continues to move, when the edge of the first wheel moves to the detection position of the second laser rangefinder, the detection data of both laser rangefinders simultaneously equals 3 meters, forming a dual true laser signal combination. The PLC controller uses this signal combination to confirm that the reference edge of the ladle transport locomotive wheel is completely aligned with the preset dual laser detection point, that is, the physical position of the ladle transport locomotive has reached the theoretical reference point of the target position; Weighing verification and positioning locking module: Based on the judgment of entering the target position, the weighing data is collected and compared with the initial weighing data to obtain the weighing deviation value. If the weighing deviation value is within the preset reasonable deviation range, the stability of the positioning reference is determined to be high. If the weighing deviation value is not within the preset reasonable deviation range, the stability of the positioning reference is determined to be low, and the automatic compensation strategy is executed; Double Verification Mechanism: While the PLC controller confirms the position reference through a combination of dual true laser signals, it simultaneously collects data from the weighing sensor and uses the absolute difference between the current real-time weighing value and the initial weighing value recorded by the ladle transport locomotive when loading molten iron at the blast furnace taphole as the weight deviation value. Compare the weight deviation value with a preset reasonable deviation range, wherein the reasonable deviation range is set by those skilled in the art based on the molten iron transportation conditions and experience, and can be set to ±1%; If the weight deviation value is within the preset reasonable deviation range, the positioning reference is determined to be stable; If the weight deviation value is not within the preset reasonable deviation range, the automatic compensation strategy is triggered; As a preferred embodiment of the present invention, the specific implementation of the automatic compensation strategy is as follows: It should be noted that weight deviation may be caused by wheel deformation or other reasons (such as load offset). To determine whether it is caused by wheel deformation, the following analysis is required: Wheel deformation is a frequent cause of failure for ladle transport locomotives. Ladle transport locomotives carry high-temperature molten iron for long periods of time (temperatures can reach over 1500°C). Under heavy loads, high temperatures, and frequent starts and stops, wheels are prone to radial deformation (such as ovalization, wear, and localized dents). This deformation directly changes the wheel diameter, resulting in an abnormal difference in the triggering time when the wheel passes the two laser rangefinders, which in turn causes the positioning reference to shift, leading to weighing errors. It should be explained that under normal operating conditions, the wheel edge will trigger the first and second laser rangefinders in a fixed order, forming a signal sequence of one true and one false. If the wheel undergoes radial deformation, its actual diameter will change, resulting in an abnormal time difference in triggering the dual true laser combination; First, calculate the theoretical trigger time difference. The calculation formula for the theoretical trigger time difference is: ; Wherein, TL represents the theoretical trigger time difference, LJ represents the installation distance between the first laser rangefinder and the second laser rangefinder, V represents the rotational speed of the wheel, and DL represents the theoretical diameter of the wheel; Obtaining the time point of detecting the one true and one false laser signal combination and the time point of detecting the dual true laser signal combination, and taking the difference between the time point of detecting the dual true laser signal combination and the time point of detecting the one true and one false laser signal combination as the actual trigger time difference; The absolute value of the difference between the actual trigger time difference and the theoretical trigger time difference is taken as the deviation value of the trigger time difference, and the ratio of the deviation value of the trigger time difference to the theoretical trigger time difference is taken as the deviation ratio of the trigger time difference; It needs to be explained that wheel deformation can cause periodic fluctuations in the real-time distance data of the laser rangefinder; Use Fourier transform to perform periodic analysis. The specific process is: The laser rangefinder collects real-time distance data when the wheel edge passes by at a high sampling frequency (sampling frequency ≥ 1kHz) to form a time domain signal sequence d(t); Use Butterworth filter or wavelet threshold denoising algorithm to filter out high-frequency electromagnetic interference and low-frequency mechanical vibration noise, and retain the deformation characteristic frequency components; Perform FFT transformation on the preprocessed time domain signal sequence d(t) to obtain the frequency domain signal D(f); ; Among them, f represents the frequency variable and t represents the time variable; Spectral resolution calculate, ,in, It represents the sampling frequency, and N represents the number of points of FFT transformation; Search for the frequency component with the largest amplitude in the frequency domain signal D(f) , which corresponds to the fundamental frequency of wheel deformation; examine High-order harmonic components, if the harmonic amplitude is greater than If the value is greater than the harmonic amplitude ratio threshold, it indicates that the deformation waveform has nonlinear distortion and the nonlinear problem needs to be addressed first. The treatment methods include but are not limited to: modifying the model or replacing the wheel; If the harmonic amplitude ratio is less than or equal to the harmonic amplitude ratio threshold, it indicates that the deformation waveform is linear, which means that the influence of the deformation on the wheel motion is mainly manifested as a linear diameter change; Among them, the harmonic amplitude ratio threshold can be set to 10%; Calculate the deformation amplitude based on the linear deformation waveform ; Set the main frequency Related to the wheel speed, the correlation formula is: ; Where V represents the rotational speed of the wheel, DL represents the theoretical diameter of the wheel, Indicates the deformation amplitude; This correlation formula is based on the kinematic principle (conversion between linear velocity and rotational speed) and the mechanism by which deformation affects frequency (diameter change causes frequency shift). It couples the linear velocity, theoretical diameter, and deformation amplitude of the wheel to calculate the main frequency associated with the rotational speed. Its core function is to locate the harmonic components related to deformation in spectrum analysis. The deformation amplitude The calculation formula is: ; The ratio of the deformation amplitude to the theoretical diameter of the wheel is taken as the deformation amplitude ratio; Normalizing the deviation ratio of the trigger time difference and the deformation amplitude ratio, and adding the normalized deviation ratio of the trigger time difference and the deformation amplitude ratio to obtain a deformation assessment coefficient; Among them, for the calculation of the deformation assessment coefficient, the deformation assessment coefficient is used to quantitatively assess the wheel deformation. By comparing the theoretical trigger time difference with the actual trigger time difference, it reflects the impact of the wheel radial deformation on the signal trigger timing. If the wheel deformation causes the diameter to change, it will directly change the time interval between the wheel passing the two laser rangefinders. This deviation ratio can quantify the degree of timing abnormality. The physical size deviation of the deformation is measured by the ratio of the deformation amplitude to the theoretical diameter. This parameter is directly related to the change in the wheel geometry and is strongly related to the stability of the positioning reference. The higher the deformation assessment coefficient, the more serious the wheel deformation (such as radial wear, ovality, etc.), and the greater the possibility of abnormal laser ranging signal trigger timing and weighing deviation. When the deformation assessment coefficient exceeds the limit, the system determines that the deformation has affected the positioning accuracy and needs to activate the compensation mechanism to eliminate the positioning error caused by the deformation. comparing the deformation assessment factor with the deformation assessment factor limit; If the deformation assessment coefficient is less than the deformation assessment coefficient limit, it means that the wheel deformation has little effect on the weighing deviation. In this case, analyze whether other reasons may be the cause of the weighing deviation. If the deformation assessment coefficient is greater than or equal to the deformation assessment coefficient limit, it means that the wheel deformation has a greater impact on the weighing deviation, and wheel deformation compensation should be performed; Wheel deformation compensation is achieved by calculating the compensation coefficient and then adjusting the installation distance of the two laser rangefinders to restore the trigger time difference of the laser rangefinders to the theoretical value of the trigger time difference, thereby eliminating the interference of wheel deformation on the positioning timing; The product of the deformation amplitude ratio and the current horizontal installation distance of the two laser rangefinders is used as the installation distance adjustment compensation value, and the sum of the installation distance adjustment compensation value and the current horizontal installation distance of the two laser rangefinders is used as the installation distance adjustment value; The above calculation process of the installation distance adjustment value is based on the following: In order to make the theoretical trigger time difference TL and the actual trigger time difference TS the same, the following conditions must be met: , where LT represents the installation distance adjustment value, VS represents the actual wheel speed, LY represents the current horizontal installation distance, and VL represents the theoretical wheel speed; Actual wheel speed VS: , n is the rotation speed, the theoretical wheel speed VL: ; Substitute the actual wheel speed and the theoretical wheel speed into , calculate the installation distance adjustment value LT: ; Adjust the horizontal installation distance of the two laser rangefinders according to the installation distance adjustment value; Optionally, after the adjustment, a verification trigger time difference is calculated. The verification trigger time difference is the ratio of the installation distance adjustment value to the actual wheel speed value. If the absolute value of the difference between the verification trigger time difference and the theoretical trigger difference is within the allowable error range, the compensation is completed. If the absolute value of the difference between the verification trigger time difference and the theoretical trigger difference is not within the allowable error range, iterative compensation is performed until the requirements are met. The allowable error range is set by those skilled in the art based on historical data and experience. It should be noted that the above calculation process is based on the condition that the triggering order does not change, that is, the first laser rangefinder is triggered first and then the second laser rangefinder; The technical solution for the automatic compensation strategy is as follows: when the weighing deviation value exceeds the preset reasonable range, the system first calculates the theoretical and actual trigger time difference and their deviation ratio, analyzes the frequency domain characteristics of the wheel deformation through Fourier transform to obtain the deformation amplitude, normalizes the trigger time difference deviation ratio and the deformation amplitude ratio, and adds them together to obtain the deformation assessment coefficient. After comparison with the limit value, if it is determined that wheel deformation is the main cause, the installation distance of the two laser rangefinders is adjusted according to the deformation amplitude ratio to restore the trigger time difference to the theoretical value. After adjustment, the trigger time difference is verified. If it does not meet the requirements, iterative compensation is performed. Beneficial Effects: This strategy integrates time difference analysis and spectrum deformation detection to identify the impact of wheel deformation on positioning and automatically compensate for it. This optimizes trigger timing anomalies caused by radial wheel deformation and ensures the accuracy of laser positioning signals. Precise positioning confirmation: If the dual true laser signals are combined and the weight deviation value is within the preset reasonable deviation range, the PLC controller sends a second control instruction to the signal indication unit, triggering the signal light to light up green; At this time, the driver can confirm through the green signal light that the ladle transport locomotive has completed the dual-dimensional precise positioning of position coordinates and load status, and can safely perform the parking operation; The specific effects are as follows: By setting a geometric design in which the distance between the two laser rangefinders is smaller than the wheel diameter, a physical mechanism is established in which the wheel edges trigger signals in a fixed order, thus optimizing the detection blind spot problem caused by using a single sensor; The system uses a graded feedback system with yellow warning lights and green precise confirmation lights. The yellow light acts as a pre-approach warning, triggering when there is a safe buffer distance to the target location, prompting the driver to slow down and adjust the driving trajectory in advance. Compared with a single signal light, this design splits the positioning process into two stages: warning and confirmation, reducing the risk of the driver missing the target location due to misjudgment or emergency braking, which can cause locomotive shaking. The dual verification mechanism combining weighing data and laser signals optimizes positioning errors caused by load changes, improves system reliability under complex working conditions, reduces manual adjustment costs, and ensures the accuracy of molten iron weighing and the stability of transport vehicle positioning. Logically coupling the position signal of the laser ranging with the load signal of the weighing sensor effectively solves the positioning error problem caused by slight deformation of the wheel due to load changes during molten iron transportation, and improves the reliability of the system under complex working conditions.

[0020] Example 2:

[0021] Based on the above embodiment 1, Figure 3 and Figure 4 As shown, an embodiment of the present invention provides a method for positioning a ladle transport locomotive, which specifically includes: Laser pre-positioning module: Two laser rangefinders are installed at the target location on one side of the ladle transport locomotive's wheel travel direction, and the distance between the two laser rangefinders is less than the diameter of a single wheel; When the ladle transport locomotive, loaded with molten iron, moves from left to right and approaches the target location, the edge of the first wheel (for example, the left front wheel) of the ladle transport locomotive will first enter the detection range of the second laser rangefinder because the distance between the two laser rangefinders is smaller than the wheel diameter. At this time, the real-time detection data of the second laser rangefinder is not equal to the preset reference distance of 3 meters, while the real-time detection data of the first laser rangefinder is equal to 3 meters because the wheel has not yet reached its detection position, thus forming a combination of one true and one false laser signal; Positioning confirmation module: During the movement of the ladle transport locomotive, data from two laser rangefinders is collected. When the distance values displayed by the two laser rangefinders are different, it is determined that the vehicle has entered the pre-approach area. When the distance values displayed by the two laser rangefinders are the same again, it is determined that the vehicle has entered the target position. The PLC controller collects detection data from the two laser rangefinders in real time. When it identifies a signal combination in which the detection data from the first laser rangefinder is equal to 3 meters and the monitoring data from the second laser rangefinder is not equal to 3 meters, it determines that the ladle transport locomotive has entered the pre-approach zone of the target position. At this time, the PLC controller sends a first control instruction to the signal indication unit, triggering the signal light to light yellow, and issuing a deceleration prompt to the driver of the ladle transport locomotive, prompting the driver to adjust the driving speed to accurately align with the target position; As the ladle transport vehicle continues to move, when the edge of the first wheel moves to the detection position of the second laser rangefinder, the detection data of both laser rangefinders simultaneously equals 3 meters, forming a dual true laser signal combination. The PLC controller uses this signal combination to confirm that the reference edge of the ladle transport vehicle wheel is completely aligned with the preset dual laser detection point, that is, the physical position of the ladle transport vehicle has reached the theoretical reference point of the target position; Weighing verification and positioning locking module: Based on the judgment of entering the target position, the weighing data is collected and compared with the initial weighing data to obtain the weighing deviation value. If the weighing deviation value is within the preset reasonable deviation range, the stability of the positioning reference is determined to be high. If the weighing deviation value is not within the preset reasonable deviation range, the stability of the positioning reference is determined to be low, and the automatic compensation strategy is executed; While the PLC controller confirms the position reference through the combination of dual true laser signals, it simultaneously collects data from the weighing sensor and uses the absolute difference between the current real-time weighing value and the initial weighing value recorded by the ladle transport locomotive when loading molten iron at the blast furnace taphole as the weight deviation value. If the weight deviation value is within the preset reasonable deviation range, the positioning reference is determined to be stable. If the weight deviation value is not within the preset reasonable deviation range, the automatic compensation strategy is triggered. When the weighing deviation value exceeds the preset reasonable range, the system first calculates the theoretical and actual trigger time difference and their deviation ratio, analyzes the frequency domain characteristics of the wheel deformation through Fourier transform to obtain the deformation amplitude, normalizes the trigger time difference deviation ratio and the deformation amplitude ratio, and adds them together to obtain the deformation assessment coefficient. After comparing with the limit value, if it is determined that the wheel deformation is the main cause, the installation distance of the two laser rangefinders is adjusted according to the deformation amplitude ratio to restore the trigger time difference to the theoretical value. After adjustment, the trigger time difference is verified. If it does not meet the requirements, it is compensated iteratively. Precise positioning confirmation: If the dual true laser signals are combined and the weight deviation value is within the preset reasonable deviation range, the PLC controller sends a second control instruction to the signal indication unit, triggering the signal light to light up green; At this time, the driver can use the green signal light to clearly know that the ladle transport locomotive has completed the two-dimensional precise positioning of position coordinates and load status, and can safely perform the parking operation.

[0022] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0023] The above is a detailed description of an embodiment of the present invention. However, the content described is only a preferred embodiment of the present invention and should not be considered to limit the scope of the present invention. All equivalent changes and improvements made within the scope of the present invention should still fall within the scope of the patent coverage of the present invention.

Claims

1. A positioning system for a ladle transport locomotive, characterized in that: include: Laser pre-positioning module: Two laser rangefinders are installed at the target location on one side of the ladle transport locomotive's wheel travel direction, and the distance between the two laser rangefinders is less than the diameter of a single wheel; Positioning confirmation module: During the movement of the ladle transport locomotive, data from two laser rangefinders is collected. When the distance values displayed by the two laser rangefinders are different, it is determined that the vehicle has entered the pre-approach area. When the distance values displayed by the two laser rangefinders are the same again, it is determined that the vehicle has entered the target position. Weighing verification and positioning locking module: Based on the judgment of entering the target position, the weighing data is collected and compared with the initial weighing data to obtain the weighing deviation value. If the weighing deviation value is within the preset reasonable deviation range, the positioning reference stability is high. If the weighing deviation value is not within the preset reasonable deviation range, the automatic compensation strategy is executed; Accurate positioning confirmation: If the dual true laser signals are combined and the weight deviation value is within the preset reasonable deviation range, the parking operation is executed.

2. A ladle transport locomotive positioning system according to claim 1, characterized in that: At the target position in the blast furnace taphole area, a first laser rangefinder and a second laser rangefinder are installed in parallel 3 meters away from the wheel running track line on one side of the wheel travel direction of the molten iron ladle transport locomotive.

3. A ladle transport locomotive positioning system according to claim 2, characterized in that: The determination process of the pre-approach area is as follows: The PLC controller collects the detection data of the two laser rangefinders in real time. When it identifies a signal combination in which the detection data of the first laser rangefinder is equal to 3 meters and the monitoring data of the second laser rangefinder is not equal to three meters, it determines that the ladle transport locomotive has entered the pre-approach area of the target position.

4. A ladle transport locomotive positioning system according to claim 2, characterized in that: The determination process of entering the target position is as follows: When the edge of the first wheel moves to the detection position of the second laser rangefinder, the detection data of the two laser rangefinders are simultaneously equal to 3 meters, forming a dual true laser signal combination, which determines that the molten iron ladle transport locomotive has reached the target position.

5. The ladle transport locomotive positioning system according to claim 1, characterized in that: The process of obtaining the weighing deviation value is as follows: The absolute value of the difference between the current real-time weighing value and the initial weighing value recorded when the ladle transport locomotive is loading molten iron at the blast furnace taphole is used as the weight deviation value.

6. The ladle transport locomotive positioning system according to claim 1, characterized in that: The process of executing the automatic compensation strategy is as follows: First, the trigger time difference deviation ratio is calculated based on the theoretical trigger time difference and the actual trigger time difference. The frequency domain characteristics of the wheel deformation are analyzed through Fourier transform to obtain the deformation amplitude. The deformation assessment coefficient is obtained by processing the trigger time difference deviation ratio and the deformation amplitude ratio. If the deformation assessment coefficient is greater than or equal to the deformation assessment coefficient limit, the installation distance between the two laser rangefinders is adjusted according to the deformation amplitude ratio.

7. A ladle transport locomotive positioning system according to claim 6, characterized in that: The process of obtaining the deformation evaluation coefficient is as follows: The deviation ratio of the trigger time difference and the deformation amplitude ratio are normalized, and the normalized deviation ratio of the trigger time difference and the deformation amplitude ratio are added to obtain the deformation assessment coefficient.

8. The ladle transport locomotive positioning system according to claim 6, characterized in that: The acquisition process of the trigger time deviation ratio is as follows: Calculating a theoretical trigger time difference based on an installation distance between the first laser rangefinder and the second laser rangefinder, a theoretical trigger time difference, a rotational speed of the wheel, and a theoretical value of the wheel; Obtaining the time point of detecting the one true and one false laser signal combination and the time point of detecting the dual true laser signal combination, and taking the difference between the time point of detecting the dual true laser signal combination and the time point of detecting the one true and one false laser signal combination as the actual trigger time difference; The absolute value of the difference between the actual trigger time difference and the theoretical trigger time difference is taken as the trigger time difference deviation value, and the ratio of the trigger time difference deviation value to the theoretical trigger time difference is taken as the trigger time difference deviation ratio.

9. The ladle transport locomotive positioning system according to claim 6, characterized in that: The process of obtaining the deformation amplitude is as follows: The laser rangefinder collects real-time distance data when the wheel edge passes by, forming a time domain signal sequence; Perform FFT transformation on the time domain signal sequence after filtering preprocessing to obtain the frequency domain signal; Calculate the spectrum resolution and search for the frequency component with the largest amplitude in the frequency domain signal, marking it as the fundamental frequency of the wheel deformation; The ratio of the higher harmonic components to the fundamental frequency of the wheel deformation is taken as the harmonic amplitude ratio. If the harmonic amplitude ratio is less than or equal to the harmonic amplitude ratio threshold, the effect of the deformation on the wheel motion is mainly manifested as a linear diameter change. The fundamental frequency of wheel deformation is related to the wheel speed to derive and calculate the deformation amplitude.

10. The ladle transport locomotive positioning system according to claim 6, characterized in that: The process of adjusting the installation distance between the two laser rangefinders is as follows: The product of the deformation amplitude ratio and the current horizontal installation distance of the two laser rangefinders is used as the installation distance adjustment compensation value, and the installation distance adjustment compensation value is added to the current horizontal installation distance of the two laser rangefinders to serve as the installation distance adjustment.

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