Transfer safety control method for large-scale prefabricated water outlet structure multi-module vehicle

Abstract

The invention discloses a multi-module vehicle transfer safety control method for a large prefabricated water outlet structure. The multi-module vehicle transfer safety control method comprises the steps of multi-vehicle quick connection based on electromagnetic induction, real-time leveling of component supporting pressure and cooperative braking of a multi-module transfer vehicle. Through the connection auxiliary device based on electromagnetic induction, the adjacent vehicles are automatically guided to move and be aligned through controllable electromagnetic force, and rapid, accurate and flexible connection of the multiple vehicles is achieved; the integrated electromagnetic supporting seat is matched with the permanent magnet butt joint component embedded in the bottom of the component, the pressure of each supporting point is monitored in real time, and the supporting pressure is automatically and finely adjusted by dynamically adjusting the electromagnetic force, so that the load of the irregular component is uniformly distributed on each supporting point all the time; an electromagnetic braking device with an extremely high response speed is adopted, so that high-precision synchronization of a multi-module vehicle braking system is achieved; by integrating the electromagnetic induction technology, the transfer safety of oversized, overweight and irregular components is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of transportation control technology for large prefabricated components, and in particular to a method for safe control of the transfer of large prefabricated drainage outlet structures in multi-module vehicles. Background Technology

[0002] In the construction of infrastructure such as marine engineering and port terminals, large prefabricated drainage outlet structures, due to their large size and complex structure, are typically constructed in batches at a prefabrication plant and then transported to the site for installation. These components are characterized by their heavy weight, irregular shape, and uneven center of gravity distribution, posing significant challenges to transportation operations within the plant area. Currently, multiple self-propelled hydraulic modular transport vehicles are commonly combined to form a collaborative transport system to complete the transport tasks. However, existing multi-module transfer vehicle methods present the following significant technical challenges: 1) Cumbersome mechanical connections between vehicles: Multiple modular transfer vehicles require rigid connections via mechanical connectors to ensure synchronized movement. This connection process typically relies on manual operation, which is time-consuming and labor-intensive, demanding a high level of experience and coordination from operators. Furthermore, achieving precise alignment and connection of multiple vehicles on narrow or complex dock surfaces is particularly difficult, resulting in low efficiency and certain safety risks; 2) Difficulty in adjusting support pressure: Due to the irregular shape and uneven mass distribution of large prefabricated drainage outlet structures, the actual stress at each support point may deviate significantly from theoretical calculations when hoisting them onto the modular transfer vehicle group. Traditional methods relying on manual experience to arrange support pads or hydraulic leveling systems present significant challenges. The system suffers from poor real-time performance and low accuracy, making dynamic load distribution impossible. Excessive pressure at individual support points may cause local structural damage or overload of the vehicle's hydraulic system. Insufficient pressure may lead to support failure due to component swaying during transportation, resulting in component slippage or even overturning, which could cause a major safety accident. 3) Poor coordination of the braking system: When the multi-module transport train is in operation, especially when going downhill or during emergency braking, it is difficult to achieve complete synchronization of braking actions between vehicles. Existing communication and control delays may lead to differences in braking timing. In emergency braking situations, any slight asynchrony in braking can generate huge internal stress within the train, causing relative displacement between components and vehicles. In severe cases, this can cause vehicle twisting or instability and rollover of the entire system, resulting in a major safety accident.

[0003] In summary, existing technologies for multi-vehicle transport of large, irregular components have significant shortcomings in areas such as rapid vehicle platooning, intelligent load balancing, and coordinated braking, making it difficult to meet the urgent demands of modern engineering construction for high-efficiency and high-safety transport operations. Therefore, a novel intelligent control method is urgently needed to fundamentally simplify the connection process, achieve real-time automatic adjustment of support pressure, and ensure the coordinated consistency of the braking system, thereby guaranteeing the safety of transporting ultra-large, ultra-heavy, and irregular components. Summary of the Invention

[0004] To achieve the above-mentioned objectives, this invention provides a safety control method for the transfer of large prefabricated drainage outlet structures using multi-module vehicles. The method is based on a multi-module transfer vehicle system fully integrated with electromagnetic induction technology. This system includes at least two modular transfer vehicles, a central controller, and distributed control units mounted on each vehicle. The method is characterized by the following steps: S1. Rapid multi-vehicle connection based on electromagnetic induction: Each of the modular transport vehicles has a first electromagnetic coil installed on the side of its support platform. When multiple modular transport vehicles need to be combined into a convoy, the central controller sends a control command to the first electromagnetic coil of the target vehicle group, causing the first electromagnetic coils at corresponding positions of adjacent vehicles to be energized and generate a first electromagnetic force that attracts each other. F 1 ; in the first electromagnetic force F 1 Under the action of the mechanism, adjacent vehicles move towards each other and align, thereby automatically aligning the axis of the hydraulic pin mechanism located on the side of the support platform with the pin hole of the adjacent module transfer vehicle; the central controller controls the cylinder of the hydraulic pin mechanism to insert the high-strength steel connecting pin into the pin hole of the adjacent module transfer vehicle to complete the mechanical locking. When the train needs to be disbanded, after the mechanical lock is released, the central controller controls the first electromagnetic coil to switch the current direction, generating mutually repelling electromagnetic forces to assist the vehicles in separating smoothly, effectively avoiding the jamming and impact phenomena that may occur with traditional mechanical connections. S2. Real-time leveling of component support pressure: On the support platform of each modular transport vehicle, several integrated electromagnetic support bases are installed. Each integrated electromagnetic support base includes a load-bearing panel, a second electromagnetic coil, and a pressure monitoring sensor. The load-bearing panel directly supports the large prefabricated drainage outlet structure. The pressure monitoring sensor is embedded below the load-bearing panel to monitor the actual support force at the support point in real time. F a Data; A permanent magnet docking component is embedded in the bottom of the large prefabricated drainage outlet structure. The permanent magnet docking component is a block-shaped or plate-shaped permanent magnet. The installation of the permanent magnet docking component should ensure that the magnetic polarity of the side closest to the second electromagnetic coil is consistent. During the transfer operation, pressure monitoring sensors within each integrated electromagnetic support continuously collect real-time pressure data and upload it to the central controller via a distributed control unit. Based on the weight distribution of the large prefabricated drainage outlet structure, the central controller calculates the theoretical safe pressure range for each support point and sets the target support force. F tWhen the actual support force is obtained through real-time monitoring F a Deviation from target support force F t At that time, the central controller immediately adjusts the magnitude and direction of the current flowing through the second electromagnetic coil at that point, so that a controllable second electromagnetic force is generated between the second electromagnetic coil and the permanent magnet docking component; the second electromagnetic force acts as a dynamic additional adjustment force for attraction or repulsion, and performs closed-loop, automatic and real-time fine adjustment of the support pressure, thereby ensuring that the load of the large prefabricated drainage outlet structure is always evenly distributed at each support point, effectively avoiding local overload or support failure. S3, Coordinated braking of multi-module transfer vehicles: Each module transfer vehicle is equipped with an electromagnetic braking device on its traveling mechanism; the electromagnetic braking device is electrically connected to the distributed control unit and receives unified commands from the central controller. When braking is required, the braking commands generated by the central controller are synchronously sent to all module transfer vehicles in the fleet via a high-speed communication network. Upon receiving the synchronization command, the distributed control unit immediately drives the electromagnetic braking device of its own vehicle. Based on the inherent fast response characteristics of electromagnetic force, the braking action of the entire vehicle group can achieve high-precision synchronization at the millisecond level, ensuring that all vehicles generate nearly identical braking force in a very short time.

[0005] Preferably, the central controller is an industrial-grade PLC or industrial control computer, which exchanges data with the distributed control unit on the module transport vehicle through a wireless communication network; the distributed control unit is composed of an on-board microcontroller, which is responsible for collecting sensor data of the vehicle and executing the instructions issued by the central controller; the central controller has a built-in control algorithm, which is used to calculate and issue control instructions for each step in S1, S2 and S3 according to preset logic and real-time data.

[0006] Preferably, in step S1, the physical parameters of the first electromagnetic coil of each module transfer vehicle are kept consistent to ensure that the generated first electromagnetic force is maintained. F 1 Uniform and controllable; when the central controller issues a formation command, in order to drive adjacent vehicles to move towards each other and align, a first driving current needs to be provided to the first electromagnetic coil of each modular transport vehicle. I 1 The first driving current I 1 Satisfy the following expression:

[0007] in, S 1 As a safety factor, it is set according to engineering safety specifications, and its value usually ranges from 1.2 to 1.5;μ s The coefficient of static friction between the tire and the ground; m The mass of a single modular transport vehicle is expressed in kg. g The acceleration due to gravity is m / s². 2 ; d 1 Let m be the distance between the first electromagnetic coils; N 1 The number of turns of the first electromagnetic coil; k 1 This is the comprehensive proportional coefficient of the first electromagnetic coil. Its value is determined by the magnetic circuit characteristics and coil radius of the first electromagnetic coil, and is obtained through design and testing calibration. By implementing control of the first drive current I 1 This ensures that an electromagnetic attraction sufficient to overcome the vehicle's stationary inertia and achieve smooth and reliable movement is generated, laying the foundation for the precise and rapid alignment of subsequent mechanical connectors.

[0008] Preferably, in step S2, the support force error is defined. F w Support for the target F t With actual support F a The difference is shown in the following formula:

[0009] The use of a proportional-integral controller reduces the support force error. F w As the current approaches zero, a second driving current needs to be provided for the second electromagnetic coil. I 2 The second driving current I 2 Satisfy the following expression:

[0010] in, K p It is a proportionality coefficient. K i These are integral coefficients, all determined through controller debugging experiments; ∫ F w dt is the integral of the support force error over time; N 2 This represents the number of turns in the second electromagnetic coil. R 2 Let be the radius of the second electromagnetic coil, in meters (m). k 2The electromagnetic force coefficient of the second electromagnetic coil is determined by the magnetic circuit characteristics of the docking component between the second electromagnetic coil and the permanent magnet, and is obtained through design and testing calibration.

[0011] Preferably, in step S3, to achieve precise braking force control, the central controller sets a target braking force for each vehicle based on the total transport weight, road conditions, and braking requirements. F b The third driving current required to drive the electromagnetic braking device I 3 Determined by the following expression:

[0012] in, k b This is the comprehensive proportional coefficient of the electromagnetic braking device. Its value is determined by the magnetic circuit characteristics, friction pair material, air gap size, and mechanical structure of the electromagnetic braking device, and is obtained through design and testing calibration.

[0013] In summary, compared with existing technologies, the beneficial effects of this invention are: by integrating electromagnetic induction technology, it fundamentally simplifies the connection process, achieves real-time automatic adjustment of support pressure, and ensures the coordinated consistency of the braking system, thereby guaranteeing the safety of transporting ultra-large, ultra-heavy, and irregular components. It proposes a safety control method for transporting large prefabricated drainage outlet structures using multi-module vehicles, including rapid multi-vehicle connection based on electromagnetic induction, real-time leveling of component support pressure, and coordinated braking of multi-module transport vehicles, achieving the following breakthrough improvements: 1) Enables rapid, precise, and flexible multi-vehicle connection: Through an electromagnetic induction-based connection auxiliary device, controllable electromagnetic force is used to automatically guide adjacent vehicles to move and align, greatly simplifying the traditional cumbersome mechanical connection process, reducing reliance on manual operation experience, and improving team formation efficiency; the attraction and repulsion of electromagnetic force effectively avoids jamming and rigid impact of mechanical connectors during docking and separation, achieving flexible connection and separation, and improving the safety and lifespan of the equipment. 2) Ensures real-time, automatic, and balanced distribution of component support pressure: By combining an integrated electromagnetic support base with a permanent magnet docking component pre-embedded at the bottom of the component, a closed-loop intelligent leveling system is constructed. This system can monitor the pressure at each support point in real time and automatically fine-tune the support pressure by dynamically adjusting the electromagnetic force, so that the load of irregular components is always evenly distributed at each support point. This fundamentally overcomes the shortcomings of traditional methods, such as reliance on manual labor, poor real-time performance, and low precision, and effectively prevents structural damage caused by local overload, hydraulic system failure, and the risk of component slippage or overturning due to insufficient support force. 3) High-precision synchronization of the multi-module vehicle braking system was achieved: an electromagnetic braking device with extremely fast response speed was adopted, and millisecond-level synchronous control was performed based on the unified instructions of the central controller, ensuring that all vehicles in the train group generate highly consistent braking force when braking; this cooperative braking mechanism completely eliminates the harmful internal stress and torsional load generated in the train group due to the difference in braking timing of each vehicle, effectively prevents large components from relative displacement with the vehicle platform during braking, and greatly improves the dynamic stability and safety of the entire transfer system under complex working conditions such as emergency braking and downhill; 4) Improved the intelligence and integration level of the entire transfer system: The present invention takes the central controller as the core and builds an intelligent control system that integrates vehicle platooning, load distribution and coordinated braking; through wireless communication network and distributed control unit, it realizes centralized management and coordinated operation of multi-module transfer vehicle group, significantly improves the automation, safety and reliability and comprehensive efficiency of large prefabricated component transfer operation, and meets the high standard requirements of modern large-scale engineering construction for heavy component transfer. Attached Figure Description

[0014] Figure 1 This is a flowchart of the safety control method for transporting a large prefabricated drainage outlet structure in a multi-module vehicle, as shown in an embodiment of the present invention. Figure 2 This is a schematic diagram of the prefabricated drainage outlet structure of the marine wharf as shown in an embodiment of the present invention; Figure 3 This is a schematic diagram of the structure of the modular transfer vehicle shown in an embodiment of the present invention; Figure 4 This is a schematic diagram showing the relative positions of the module transport vehicle and the large prefabricated drainage outlet structure in an embodiment of the present invention. Among them, 11-bottom of large prefabricated drainage outlet structure, 12-permanent magnet docking component, 2-module transfer vehicle, 21-support platform, 22-first electromagnetic coil, 23-hydraulic pin mechanism, 24-pin hole, 25-integrated electromagnetic support base, 251-load-bearing panel, 252-second electromagnetic coil, 253-pressure monitoring sensor, 26-walking mechanism, 27-electromagnetic braking device, 28-distributed control unit. Detailed Implementation

[0015] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments given herein are for illustration and explanation only and are not intended to limit the present invention.

[0016] This application discloses, as follows: Figure 1-4The method for safe transfer of a large prefabricated drainage outlet structure using a multi-module vehicle is shown. This method is based on a multi-module transfer vehicle system fully integrated with electromagnetic induction technology. The system includes a central controller, at least two module transfer vehicles 2, and a distributed control unit 28 mounted on each module transfer vehicle. Specifically, the central controller is an industrial-grade control computer that exchanges data with the distributed control unit 28 on the module transfer vehicle 2 via a wireless communication network. The distributed control unit 28 is composed of an onboard microcontroller and is responsible for collecting sensor data from the vehicle and executing instructions issued by the central controller. The central controller has a built-in control algorithm used to calculate and issue control commands based on preset logic and real-time data. The method includes the following steps: S1. Rapid multi-vehicle connection based on electromagnetic induction: A first electromagnetic coil 22 is provided on the side of the support platform 21 of each of the modular transfer vehicles; when multiple modular transfer vehicles 2 need to be combined and formed into a convoy, the central controller sends a control command to the first electromagnetic coil 22 of the target vehicle group, so that the first electromagnetic coil 22 at the corresponding position of the adjacent vehicles is energized and generates a first electromagnetic force that attracts each other. F 1 ; in the first electromagnetic force F 1 Under the action of the mechanism, adjacent vehicles move towards each other and align, thereby automatically aligning the axis of the hydraulic pin mechanism 23 located on the side of the support platform with the pin hole 24 of the adjacent module transfer vehicle. The central controller controls the cylinder of the hydraulic pin mechanism 23 to insert the high-strength steel connecting pin into the pin hole 24 of the adjacent module transfer vehicle, completing the mechanical locking. When the vehicle group needs to be disassembled, after the mechanical locking is released, the central controller controls the first electromagnetic coil 22 to switch the current direction, generating mutually repelling electromagnetic forces to assist in the smooth separation of the vehicles, effectively avoiding the jamming and impact phenomena that may occur in traditional mechanical connections.

[0017] In practice, the physical parameters of the first electromagnetic coil 22 of each module transfer vehicle are kept consistent to ensure that the generated first electromagnetic force is uniform and controllable. When the central controller issues a formation command, in order to drive adjacent vehicles to move towards each other and align, a first driving current needs to be provided to the first electromagnetic coil 22 of each module transfer vehicle. I 1 The first driving current I 1 Satisfy the following expression: (1) in, S 1 As a safety factor, it is set according to engineering safety specifications, and its value usually ranges from 1.2 to 1.5; μ s The coefficient of static friction between the tire and the ground;m The mass of a single modular transport vehicle is expressed in kg. g The acceleration due to gravity is m / s². 2 ; d 1 Let m be the distance between the first electromagnetic coils; N 1 The number of turns of the first electromagnetic coil; k 1 This is the comprehensive proportional coefficient of the first electromagnetic coil. Its value is determined by the magnetic circuit characteristics and coil radius of the first electromagnetic coil, and is obtained through design and testing calibration. Under typical conditions, set a safety factor S 1 The static friction coefficient between the tire and the ground is 1.3. μ s The mass of a single modular transfer vehicle is 0.5. m For 1000 kg, gravitational acceleration g 9.8 m / s 2 The distance between the first electromagnetic coils d 1 The length is 0.5m, and the number of coil turns is... N 1 The overall proportional coefficient of the first electromagnetic coil is 100, obtained through preliminary calibration tests. k 1 0.1 N / A 2 According to formula (1), the first drive current provided by the central controller to the first electromagnetic coil is calculated. I 1 ≥1.26A; by implementing control of the first drive current I 1 This ensures that an electromagnetic attraction sufficient to overcome the vehicle's stationary inertia and achieve smooth and reliable movement is generated, laying the foundation for the precise and rapid alignment of subsequent mechanical connectors.

[0018] S2. Real-time leveling of component support pressure: Several integrated electromagnetic support seats 25 are installed on the support platform 21 of each modular transport vehicle; the integrated electromagnetic support seat 25 includes a load-bearing panel 251, a second electromagnetic coil 252, and a pressure monitoring sensor 253; wherein, the load-bearing panel 251 is used to directly support the large prefabricated drainage outlet structure; the pressure monitoring sensor 253 is embedded and installed below the load-bearing panel 251 to monitor the actual support force at the support point in real time. F a Data; A permanent magnet docking component 12 is embedded in the bottom 11 of the large prefabricated drainage outlet structure. The permanent magnet docking component 12 is a block or plate-shaped permanent magnet. The installation of the permanent magnet docking component 12 should ensure that the magnetic polarity of the side closest to the second electromagnetic coil 252 is consistent.

[0019] During the transfer operation, the pressure monitoring sensors 253 inside each integrated electromagnetic support pedestal 25 continuously collect real-time pressure data and upload it to the central controller via the distributed control unit 28. Based on the weight distribution of the large prefabricated drainage outlet structure, the central controller calculates the theoretical safe pressure range of each support point and sets the target support force. F t When the actual support force is obtained through real-time monitoring F a Deviation from target support force F t At that time, the central controller immediately adjusts the magnitude and direction of the current flowing through the second electromagnetic coil 252 at that point, so that a controllable second electromagnetic force is generated between the second electromagnetic coil 252 and the permanent magnet docking component 28. The second electromagnetic force acts as a dynamic additional adjustment force for attraction or repulsion, and performs closed-loop, automatic and real-time fine adjustment of the support pressure, thereby ensuring that the load of the large prefabricated drainage outlet structure is always evenly distributed at each support point, effectively avoiding local overload or support failure.

[0020] In specific implementation, step S2 defines the support force error. F w Support for the target F t With actual support F a The difference is shown in the following formula: (2) The use of a proportional-integral controller reduces the support force error. F w When the current approaches zero, a second driving current needs to be provided for the second electromagnetic coil 252. I 2 The second driving current I 2 Satisfy the following expression: (3) in, K p It is a proportionality coefficient. K i These are integral coefficients, all determined through controller debugging experiments; ∫ F w dt is the integral of the support force error over time; N 2 This represents the number of turns in the second electromagnetic coil. R 2 Let be the radius of the second electromagnetic coil, in meters (m). k 2The electromagnetic force coefficient of the second electromagnetic coil is determined by the magnetic circuit characteristics of the second electromagnetic coil 252 and the permanent magnet docking component 12, and is obtained through design and testing calibration.

[0021] S3. Coordinated braking of multi-module transfer vehicles: Each module transfer vehicle is equipped with an electromagnetic braking device on its walking mechanism; the electromagnetic braking device is electrically connected to the distributed control unit and receives unified commands from the central controller. When braking is required, the braking commands generated by the central controller are synchronously sent to all module transfer vehicles 2 in the fleet via a high-speed communication network. Upon receiving the synchronization command, the distributed control unit 28 immediately drives the electromagnetic braking device 27 of its vehicle to operate. Based on the inherent fast response characteristics of electromagnetic force, the braking action of the entire vehicle group can achieve high-precision synchronization at the millisecond level, ensuring that all vehicles generate nearly identical braking force in a very short time. Electromagnetic cooperative braking fundamentally eliminates the torsional load and internal stress generated inside the vehicle group due to the difference in braking timing of each vehicle, effectively preventing relative displacement between the bottom 11 of the large prefabricated drainage outlet structure and the support platform 21 during braking, and greatly improving the dynamic stability and safety of the transfer system under complex working conditions.

[0022] In practice, to achieve precise braking force control, the central controller sets a target braking force for each vehicle based on the total transport weight, road conditions, and braking requirements. F b The third driving current required to drive the electromagnetic braking device 27 I 3 Determined by the following expression: (4) in, k b This is the comprehensive proportional coefficient of the electromagnetic braking device. Its value is determined by the magnetic circuit characteristics, friction pair material, air gap size, and mechanical structure of the electromagnetic braking device, and is obtained through design and testing calibration.

[0023] The above describes one or more embodiments of the present invention in a relatively specific and detailed manner, but it should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this patent should be determined by the appended claims.

Claims

1. A large prefabricated drainage port structure multi-module transfer vehicle transfer safety control method, characterized in that, The application is applied to a multi-module transfer vehicle system which is fully integrated with electromagnetic induction technology, the system includes at least two module transfer vehicles, a central controller and a distributed control unit arranged on each vehicle; the control method includes the following steps: S1, multi-vehicle rapid connection based on electromagnetic induction: A first electromagnetic coil is arranged on the side of the support platform of each module transfer vehicle; when multiple module transfer vehicles need to be combined into a train, the central controller sends control instructions to the first electromagnetic coils of the target vehicle group, so that the first electromagnetic coils at the corresponding positions of adjacent vehicles are electrified and generate mutual attractive first electromagnetic force F 1 Under the action of the first electromagnetic force F 1 , the adjacent vehicles move towards each other and align, so that the hydraulic pin mechanism arranged on the side of the support platform is automatically aligned with the axis of the pin hole of the adjacent module transfer vehicle; the central controller controls the action of the oil cylinder of the hydraulic pin mechanism, inserts a high-strength steel connecting pin into the pin hole of the adjacent module transfer vehicle, and completes mechanical locking; S2, real-time leveling of component support pressure: On the support platform of each module transfer vehicle, a plurality of integrated electromagnetic support seats are arranged; the integrated electromagnetic support seat comprises a force bearing panel, a second electromagnetic coil and a pressure monitoring sensor; wherein the force bearing panel is used for directly bearing the large prefabricated drainage port structure; the pressure monitoring sensor is embeddedly installed below the force bearing panel and is used for monitoring the actual support force at the support point in real time F a Data; a permanent magnet docking component is embeddedly installed at the bottom of the large prefabricated drainage port structure, and the permanent magnet docking component is a block-shaped or plate-shaped permanent magnet; the installation of the permanent magnet docking component should make the magnetic pole polarity of the side close to the second electromagnetic coil consistent. During the transfer operation, pressure monitoring sensors within each integrated electromagnetic support continuously collect real-time pressure data and upload it to the central controller via a distributed control unit. Based on the weight distribution of the large prefabricated drainage outlet structure, the central controller calculates the theoretical safe pressure range for each support point and sets the target support force. F t When the actual support force is obtained through real-time monitoring F a Deviation from target support force F t At that time, the central controller immediately adjusts the magnitude and direction of the current flowing through the second electromagnetic coil at that point, so that a controllable second electromagnetic force is generated between the second electromagnetic coil and the permanent magnet docking component; the second electromagnetic force acts as a dynamic additional adjustment force for attraction or repulsion, and finely adjusts the support pressure in real time. S3, cooperative braking of multi-module transfer vehicle: An electromagnetic brake device is arranged on the walking mechanism of each module transfer vehicle; the electromagnetic brake device is electrically connected with the distributed control unit and receives unified instructions from the central controller; When braking is needed, the braking instructions generated by the central controller are synchronously sent to all module transfer vehicles in the vehicle group through a high-speed communication network; after receiving the synchronous instructions, the distributed control unit immediately drives the electromagnetic brake device of the vehicle to act.

2. The large prefabricated drain port structure multi-module transfer trolley transfer safety control method according to claim 1, characterized in that, The central controller is an industrial PLC or industrial computer, which exchanges data with the distributed control unit on the module transfer vehicle through a wireless communication network; the distributed control unit is composed of a vehicle-mounted single chip, which is responsible for collecting sensor data of the vehicle and executing instructions issued by the central controller; the central controller has a built-in control algorithm, which is used to calculate and issue control instructions of each step in S1, S2 and S3 according to preset logic and real-time data.

3. The large prefabricated drain port structure multi-module transfer trolley transfer safety control method according to claim 1, characterized in that, In step S1, the physical parameters of the first electromagnetic coils of each module transfer trolley are consistent; when the central controller issues a platoon command, the first driving current needs to be provided for the first electromagnetic coil of each module transfer trolley to drive the adjacent vehicles to move towards each other and align I 1 , the first driving current I 1 satisfies the following expression: （1） wherein, S 1 is the safety factor, set according to the engineering safety specification, the value range is usually 1.2 to 1.5; μ s is the static friction coefficient between the tire and the ground; m is the mass of a single module transfer vehicle, kg; g is the acceleration of gravity, m / s 2 ; d 1 is the distance between the first electromagnetic coils, m; N 1 is the number of turns of the first electromagnetic coil; k 1 is the comprehensive proportional coefficient of the first electromagnetic coil, the value is determined by the magnetic circuit characteristics of the first electromagnetic coil and the coil radius, and is obtained through design and test calibration.

4. The large prefabricated drain port structure multi-module transfer trolley transfer safety control method according to claim 1, characterized in that, In step S1, when the vehicle group needs to be dispersed, the mechanical locking is released, the central controller controls the first electromagnetic coil to switch the current direction, and the electromagnetic force repelling each other is generated to assist the smooth separation of the vehicle.

5. The large prefabricated drain port structure multi-module transfer vehicle transfer safety control method according to claim 1, characterized in that, In step S2, a support force error is defined F w for a target support force F t and an actual support force F a as shown in the following equation: （2） The proportional-integral controller is used to make the support force error F w tends to 0, a second drive current must be provided to the second electromagnetic coil I 2 , the second drive current I 2 satisfies the following expression: （3） wherein, K p is a proportional coefficient, K i is an integral coefficient, both determined by controller debugging experiments;∫ F w dt is the integral of the support force error with respect to time; N 2 is the number of turns of the second electromagnetic coil; R 2 is the radius of the second electromagnetic coil, m; k 2 is the electromagnetic force coefficient of the second electromagnetic coil, the value of which is determined by the magnetic circuit characteristics of the second electromagnetic coil and the permanent magnet interfacing component, and is obtained by design and test calibration.

6. The large prefabricated drain port structure multi-module transfer vehicle transfer safety control method according to claim 1, characterized in that, In step S3, in order to achieve accurate brake force control, the central controller sets a target brake force for each vehicle according to the total weight of the vehicles, the road conditions, and the braking demand F b a third drive current required to drive the electromagnetic brake device I 3 is determined by the following expression: （4） wherein, k b is the comprehensive proportional coefficient of the electromagnetic brake device, the value of which is determined by the magnetic circuit characteristics of the electromagnetic brake device, the material of the friction pair, the air gap size and the mechanical structure, and is obtained through design and test calibration.

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