Intelligent positioning anti-sliding system and method for readjusting machine

Abstract

The invention relates to the technical field of anti-sliding, and particularly discloses an intelligent positioning anti-sliding system and method for a readjusting machine, and the system comprises a state sensing module, a control module, an execution braking module, and an interlocking cooperation module. The state sensing module is in signal connection with the control module so as to transmit monitoring data, the control module is in control connection with the brake execution module and the interlocking cooperation module so as to output control instructions, and the interlocking cooperation module is further in signal interlocking with the readjusting machine body control system and the wheel clamp control system. The anti-slip control and the vehicle receiving process are synchronized, the running tendency of the vehicle can be accurately recognized through multi-parameter real-time monitoring of the state sensing module and dynamic threshold value correction of the control module, then the execution braking module 3 quickly responds to braking, the vehicle is stably controlled within the vehicle receiving limit, manual intervention in a high-risk area is not needed in the whole process, and the vehicle receiving efficiency is improved. And the equipment collision risk caused by vehicle out-of-limit is avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of anti-slip technology, in particular to a heavy regulator intelligent positioning anti-slip system and method. BACKGROUND

[0002] As the core traction equipment of the coal conveying system in a thermal power plant, the heavy regulator provides key support for continuous and efficient unloading operation by accurately pulling the fully loaded heavy vehicle to the designated area of the dumper during the dumper unloading operation process, directly affecting the stability of fuel supply and the operation efficiency of the coal conveying system. In the actual operation process of the heavy regulator, the vehicle receiving link is a key node that connects vehicle conveying and unloading operation, and its operation reliability is crucial to the safe operation of the entire coal conveying system.

[0003] Currently, the traditional control mode of "wheel clamping device + manual monitoring" is widely used in the vehicle receiving link of the heavy regulator in thermal power plants. However, this mode has significant technical defects in actual application, making it difficult to meet the safety and efficiency requirements under complex working conditions.

[0004] In the vehicle receiving process, the wheel clamping device needs to be released to release the vehicle so that the heavy regulator can complete the hook traction action. However, when the number of vehicles to be received is small, such as only 1-2 carriages, the static friction force generated by the weight of the vehicle itself is insufficient; or when it is raining and snowing, the track surface is slippery, and the friction coefficient of the track surface is greatly reduced, the vehicle is easy to lose effective restraint and produce backward sliding phenomenon along the track, directly destroying the position reference of the vehicle receiving operation.

[0005] If the vehicle sliding distance exceeds the heavy regulator receiving limit range, the hook mechanism of the heavy regulator cannot be accurately connected with the vehicle, and the vehicle receiving operation is forced to stop. At this time, manual intervention is required in the operation area, which is usually a high-pressure and high-dust industrial environment. The vehicle is reset by operating the auxiliary braking device, which not only prolongs the operation time and reduces the overall efficiency of the coal conveying system, but also exposes the operator to safety risks such as vehicle sliding and equipment malfunction, posing a significant personal safety hazard.

[0006] The braking control of the existing vehicle receiving link is mostly a "loose / tight" binary mode, without considering the influence of variables such as track surface state and vehicle weight on braking effect. For example, the braking parameters suitable for dry track surface may cause braking failure due to insufficient braking force in rainy and snowy weather; while excessive enhancement of braking force may cause wheel lock and track damage, making it difficult to achieve precise braking control under different working conditions, and the system adaptability and reliability are low. SUMMARY

[0007] Therefore, the technical problem to be solved by the present application is that the existing heavy regulator vehicle receiving link adopts a "wheel clamp + manual monitoring" mode, the vehicle is prone to slip due to less weight or wet and slippery rail surface, manual intervention is required after exceeding the limit, which is low in efficiency, high in risk, and the control logic is single and cannot adapt to the working conditions, and an intelligent anti-slip vehicle system that automatically identifies slip, dynamically adjusts parameters and has no manual intervention is urgently needed.

[0008] The above technical problem is solved by the following technical scheme: the present application provides a heavy regulator intelligent positioning anti-slip vehicle system and method, which comprises a state perception module, a control module, an execution braking module and an interlocking cooperation module; The state perception module is signal connected with the control module to transmit monitoring data, the control module is control connected with the execution braking module and the interlocking cooperation module to output control instructions, and the interlocking cooperation module is signal interlocked with the heavy regulator body control system and the wheel clamp control system to synchronize the anti-slip control and the vehicle receiving process.

[0009] In a preferred mode of the heavy regulator intelligent positioning anti-slip vehicle system described in the present application: the state perception module is arranged on the rail side behind the wheel clamp body, and the state perception module at least comprises a motion state monitoring unit, a position monitoring unit and a rail surface environment monitoring unit; The motion state monitoring unit is used to obtain the motion parameters of the vehicle wheelset, the position monitoring unit is used to collect vehicle displacement data in real time and preset warning threshold and braking threshold, and the rail surface environment monitoring unit is used to detect the environmental characteristic parameters of the rail surface.

[0010] In a preferred mode of the heavy regulator intelligent positioning anti-slip vehicle system described in the present application: the rail surface environment monitoring unit transmits the detected rail surface environmental characteristic parameters to the control module, and the control module dynamically adjusts the warning threshold and braking threshold preset by the position monitoring unit based on the parameters to adapt to different rail surface working conditions.

[0011] In a preferred mode of the heavy regulator intelligent positioning anti-slip vehicle system described in the present application: the control module is built-in anti-slip control logic, and the anti-slip control logic comprises: when the wheel clamp body is released from braking, the system is triggered to switch to real-time monitoring mode; The monitoring data of the state perception module is received, and if it is determined that the vehicle has a tendency to slip and approaches the warning threshold, a warning signal is generated; If the vehicle state reaches the braking threshold, a braking instruction is issued to the execution braking module; After the vehicle receiving operation is completed, the operation completion signal of the interlocking cooperation module is received, and a release braking instruction is issued to the execution braking module.

[0012] In a preferred mode of the intelligent positioning anti-rolling system of the re-timer: the basis for the control module to determine that the vehicle has a tendency to roll away is that the motion state monitoring unit detects that the wheel set of the vehicle moves in the opposite direction, and the position monitoring unit detects that the rate of change of the displacement of the vehicle exceeds the safety rate threshold preset by the control module.

[0013] In a preferred mode of the intelligent positioning anti-rolling system of the re-timer: the execution braking module includes a braking execution unit and a power driving unit. The power driving unit and the braking execution unit are in transmission connection, for driving the braking execution unit to perform clamping and limiting or releasing actions on the wheel set of the vehicle, so as to realize the braking and release of the vehicle.

[0014] In a preferred mode of the intelligent positioning anti-rolling system of the re-timer: the braking force of the braking execution unit is adjustable, and the control module adjusts the braking force of the braking execution unit through the power driving unit according to the track surface environment characteristic parameters transmitted by the track surface environment monitoring unit.

[0015] In a preferred mode of the intelligent positioning anti-rolling system of the re-timer: the interlocking coordination module is used to establish a linkage mechanism of the anti-rolling control and the re-timer car receiving process, and when the re-timer is not in the car receiving ready state, the interlocking coordination module sends an interlocking signal to the control module to prohibit the release of the braking, so as to avoid misoperation.

[0016] In a preferred mode of the intelligent positioning anti-rolling system of the re-timer: the warning module is further included, and the warning module is in signal connection with the control module, and when the control module generates a warning signal, the warning module synchronously starts the warning function to issue a warning signal.

[0017] A re-timer car receiving anti-rolling control method: after the wheel clamp body is released from the braking, the control module triggers the system to enter a real-time monitoring mode; The state perception module collects vehicle motion parameters, displacement data and track surface environment characteristic parameters, and transmits them to the control module; The control module analyzes the collected data, generates a warning signal if the state of the vehicle approaches a warning threshold, and controls the execution braking module to execute the braking on the vehicle if a braking threshold is reached; After the car receiving operation is completed, the interlocking coordination module sends an operation completion signal to the control module, and the control module controls the execution braking module to release the braking of the vehicle.

[0018] The beneficial effects of this invention are as follows: through the real-time monitoring of multiple parameters of the state perception module and the dynamic threshold correction of the control module, the tendency of the vehicle to slip can be accurately identified, and then the braking module 3 can quickly respond to braking to keep the vehicle stably controlled within the vehicle receiving limit. The entire process does not require manual intervention in high-risk areas, completely eliminating the safety hazards when personnel handle slipping vehicles, and avoiding the risk of equipment collision caused by vehicles exceeding the limit.

[0019] In the traditional mode, manual reset is required after a vehicle crosses the limit, which prolongs the single vehicle reception time and has an interruption rate as high as 15%. The present invention interlocks the signals of the interlocking coordination module with the readjustment machine and wheel clamp, and forms a fully unmanned operation from the wheel clamp release trigger monitoring, slippage warning, automatic braking to the release of the brake after vehicle reception. The vehicle reception interruption rate is reduced to 0, and the single vehicle reception time is shortened by 8 to 12 minutes. Combined with the audible and visual reminders of the warning module 6 to assist on-site coordination, the daily operating efficiency of the coal conveying system of thermal power plants is increased by 10%, effectively ensuring the continuity of coal unloading operations.

[0020] To address the shortcomings of traditional control logic, which is limited by its singular nature and inability to adapt to different rail surface environments, this invention uses a state sensing module 1 to collect real-time data on rail surface humidity and flatness. The control module then dynamically adjusts the warning / braking thresholds and, in conjunction with the braking module, adjusts the clamping force. This avoids braking lag under wet and slippery conditions and prevents excessive braking that could damage the wheelsets and rails. After three months of operation, the system achieved a 100% braking success rate, reduced equipment maintenance costs by 8%, and can reliably adapt to the diverse vehicle types and environments required for receiving trains in thermal power plants. Attached Figure Description

[0021] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings of the embodiments of the present invention will be briefly described below. Obviously, the drawings described below only relate to some embodiments of the present invention and are not intended to limit the present invention. Wherein: Fig. 1 This diagram shows the positional structure of the carriage and the status sensing module in the intelligent positioning and anti-runaway system of the readjustment machine; Fig. 2 A schematic diagram of the framework structure of the intelligent positioning and anti-runaway system for the reconfiguration machine is shown. Fig. 3 The flowchart of the intelligent positioning and anti-runaway system for the reconfiguration machine is shown. Detailed Implementation

[0022] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0023] The terminology used in this invention is that which is currently widely used in the art in consideration of the function of the invention; however, these terms may vary according to the intent of those skilled in the art, precedent, or new technology in the art. Furthermore, specific terms may be chosen by the applicant, and in such cases, their detailed meanings will be described in the detailed description of the invention. Therefore, the terms used in this specification should not be construed as simple names, but rather based on their meanings and the overall description of the invention.

[0024] Reference Figs. 1-3 This embodiment provides a reconfiguration machine intelligent positioning anti-runaway system and method, including a state perception module 1, a control module 2, an execution braking module 3, and an interlocking coordination module 4. Each module interacts with control commands through signal transmission to form a closed-loop anti-runaway control system.

[0025] The status sensing module 1 and control module 2 are connected by a signal to transmit monitoring data. Control module 2 is connected to the execution braking module 3 and the interlocking coordination module 4 to output control commands. Interlocking coordination module 4 also interlocks with the resetting locomotive control system and the wheel clamp control system to synchronize anti-runaway control and the vehicle receiving process. Status sensing module 1 and control module 2 are connected in real time via wired or wireless communication to ensure accurate and delay-free transmission of monitoring data such as wheelset movement, vehicle position, and track surface environment to control module 2. After analyzing and processing the data based on preset control logic, control module 2 outputs braking or release control commands to execution braking module 3 and sends coordination control signals to interlocking coordination module 4. Interlocking coordination module 4 also establishes a signal interlocking mechanism with the resetting locomotive control system and the wheel clamp control system through a dedicated communication interface to achieve synchronous start and stop and status linkage between the anti-runaway control process and the resetting locomotive receiving operation process, ensuring operational continuity and safety.

[0026] The status sensing module 1 is installed on the side of the track behind the wheel clamp body 5, and the status sensing module 1 includes at least a motion status monitoring unit, a position monitoring unit, and a track surface environment monitoring unit. The status sensing module 1 is fixedly installed on the side of the track behind the wheel clamp body 5 by a bracket. Its installation position and height have been optimized to ensure that the monitoring range completely covers the vehicle wheelset running area. The status sensing module 1 integrates at least three core monitoring units: motion status monitoring unit, position monitoring unit, and track surface environment monitoring unit. Each unit works independently and the data is collected synchronously to achieve multi-dimensional and all-round working condition monitoring.

[0027] The motion status monitoring unit acquires the motion parameters of the vehicle wheelsets, the position monitoring unit collects vehicle displacement data in real time and presets warning and braking thresholds, and the rail surface environment monitoring unit detects environmental characteristic parameters of the rail surface. The motion status monitoring unit uses a high-precision wheel speed sensor to acquire motion parameters such as wheel speed and steering in real time through non-contact detection, accurately capturing minute changes in wheel movement. The position monitoring unit is equipped with a laser displacement sensor to collect real-time displacement data of the vehicle relative to the receiving limit, and also has a built-in programmable parameter setting module that supports presetting multiple levels of warning and braking thresholds according to on-site operational needs. The rail surface environment monitoring unit integrates a humidity sensor and a flatness detection component to simultaneously detect environmental characteristic parameters such as rail surface humidity, adhesion coefficient, and surface flatness, providing data support for adjusting braking parameters.

[0028] The track surface environment monitoring unit transmits the detected track surface environmental characteristic parameters to the control module 2. Based on these parameters, the control module 2 dynamically adjusts the preset warning and braking thresholds of the position monitoring unit to adapt to different track surface conditions. The track surface environment monitoring unit also transmits real-time detected environmental characteristic parameters such as track surface humidity, adhesion coefficient, and smoothness to the control module 2. The control module 2 has a built-in condition adaptation algorithm that automatically calculates the braking performance impact coefficient of the current track surface based on these parameters. This allows for dynamic adjustment of the preset warning and braking thresholds of the position monitoring unit, making the system's braking response more suitable for different track surface conditions such as rain, snow, and humidity, thus preventing braking failure or over-braking due to environmental changes.

[0029] Control module 2 incorporates anti-slip control logic, which includes: triggering the system to switch to real-time monitoring mode after the wheel clamp body 5 releases the brake; control module 2 incorporates PLC-based anti-slip control logic, which has been verified and optimized under field conditions and possesses high reliability and real-time response capabilities; its specific anti-slip control logic includes: after the wheel clamp body 5 receives the brake release command and completes the release action, it triggers control module 2 to switch to real-time monitoring mode through an interlock signal, at which time the status sensing module 1 starts full-parameter monitoring; control module 2 continuously receives multi-dimensional monitoring data transmitted by the status sensing module 1, and... The system uses data fusion analysis to determine whether a vehicle has a tendency to slip. If the determination result indicates a tendency to slip and the vehicle's displacement is close to a preset warning threshold, a warning signal is immediately generated and transmitted to the associated module. If the vehicle's slipping state continues to develop and reaches the braking threshold, the control module 2 quickly issues a precise braking command to the execution braking module 3 within 50ms to ensure timely containment of the slipping trend. After the re-adjustment machine completes the hooking action and the vehicle receiving operation is officially completed, the control module 2 receives the operation completion confirmation signal from the interlocking coordination module 4, delays a preset safety time, and then issues a release braking command to the execution braking module 3 to ensure normal passage of the vehicle after receiving it.

[0030] If the vehicle is determined to have a tendency to slip and is close to the warning threshold, a warning signal is generated after receiving the monitoring data from the state perception module 1. If the vehicle's condition reaches the braking threshold, a braking command is sent to the braking execution module 3; After the vehicle receiving operation is completed, the system receives the operation completion signal from the interlocking coordination module 4 and issues a release brake command to the braking execution module 3.

[0031] The control module 2 determines that the vehicle has a tendency to slip away based on the following criteria: the motion state monitoring unit detects that the vehicle's wheelset is moving in the opposite direction, and the position monitoring unit detects that the rate of change of the vehicle's displacement exceeds the preset safety rate threshold of the control module 2. Specifically, the control module 2 determines that the vehicle has a tendency to slip away based on the following criteria: the motion state monitoring unit detects that the vehicle's wheelset is moving in the opposite direction to the receiving direction, and the duration of this reverse movement exceeds a preset judgment time; simultaneously, the position monitoring unit detects that the rate of change of the vehicle's displacement exceeds the preset safety rate threshold of the control module 2. When both criteria are met under a logical AND condition, the control module 2 determines that the vehicle has a tendency to slip away.

[0032] The braking module 3 includes a braking actuator unit and a power drive unit. The braking actuator unit adopts a caliper braking structure and is equipped with wear-resistant and anti-slip brake pads to ensure the contact and friction with the wheelset during braking. The power drive unit uses a servo motor and a high-precision reducer. The two are rigidly connected to the braking actuator unit through a gear transmission mechanism, which can accurately respond to control commands and drive the braking actuator unit to perform stable clamping and limiting actions or smooth release actions on the vehicle wheelset, thereby reliably realizing the vehicle's rapid braking and safe release.

[0033] The power drive unit is connected to the brake actuator unit and is used to drive the brake actuator unit to perform clamping or releasing actions on the vehicle wheelsets to achieve braking and releasing of the vehicle.

[0034] The braking force of the braking actuator is adjustable. The control module 2 adjusts the braking force of the braking actuator through the power drive unit based on the track surface environment characteristic parameters transmitted by the track surface environment monitoring unit.

[0035] The interlocking coordination module 4 is used to establish a linkage mechanism between the anti-runaway control and the re-alignment locomotive receiving process. When the re-alignment locomotive is not in the receiving-ready state, the interlocking coordination module 4 sends an interlock signal prohibiting the release of the brake to the control module 2 to avoid misoperation. The interlocking coordination module 4 has a built-in logic control chip and signal conversion interface to establish a linkage mechanism between the anti-runaway control system and the re-alignment locomotive receiving process. When the receiving-ready conditions are not met, such as the re-alignment locomotive not completing alignment or the coupling device not being in the ready state, the interlocking coordination module 4 sends an interlock signal prohibiting the release of the brake to the control module 2 in real time. After receiving the signal, the control module 2 locks the braking state and will not execute the brake release command even if it receives one, effectively avoiding the risk of runaway due to misoperation.

[0036] Warning module 6 is connected to control module 2. When control module 2 generates a warning signal, warning module 6 simultaneously activates its warning function to issue an alert. This warning module 6 employs an audible and visual alarm structure, connected to control module 2 via wires. When control module 2 generates a warning signal, warning module 6 simultaneously activates its audible and visual warning function, issuing an alert signal through a high-decibel alarm sound and flashing warning lights, promptly informing on-site personnel that the vehicle is about to slip away, facilitating emergency preparedness.

[0037] S1: After receiving the vehicle receiving operation start command, the wheel clamp body 5 performs the brake release action. After the wheel clamp is fully released and a release confirmation signal is fed back, the control module 2 immediately triggers the system to enter the real-time monitoring mode. The status perception module 1, the execution braking module 3 and the interlocking coordination module 4 start up and stand by simultaneously. S2: The motion state monitoring unit, position monitoring unit, and rail surface environment monitoring unit of the state perception module 1 simultaneously start data acquisition, respectively collecting the motion parameters of the vehicle wheelset, the displacement data of the vehicle relative to the receiving limit, and the characteristic parameters of the rail surface environment, and transmitting the collected data to the control module 2 for aggregation and storage through a real-time communication link. S3: Control module 2 calls the built-in analysis algorithm to perform real-time analysis on the collected multi-dimensional data. If it is determined that the vehicle status is close to the preset warning threshold, a warning signal is generated and the warning module 6 is triggered to work. If it is further determined that the vehicle status has reached the braking threshold, a braking command is immediately sent to the braking execution module 3 to control the braking execution unit to clamp the vehicle wheelset and stably control the vehicle within the vehicle receiving limit range. S4: After the re-adjustment machine completes the hooking action and confirms that the car receiving operation is completed, its main control system sends an operation completion signal to the interlocking coordination module 4. The interlocking coordination module 4 forwards the signal to the control module 2. After verifying the validity of the signal, the control module 2 issues a command to the execution braking module 3 to release the vehicle brake. The brake execution unit releases the brake, and the vehicle enters the subsequent coal unloading operation process.

[0038] This embodiment takes the scenario of the reloading unit receiving train in the coal conveying system of a thermal power plant as the application object, and provides a detailed description of the aforementioned intelligent positioning and anti-slippage system for the reloading unit. After actual deployment, the system can effectively solve the slippage problem in rainy or snowy weather and when there are few vehicles receiving the train, thereby improving the efficiency and safety of receiving the train.

[0039] The status sensing module 1 is fixedly installed on the outer side of the track 5m behind the wheel clamp body 5 by a bracket, at a height of 0.8m above the track surface, to avoid interference from vehicle traffic; the specific configuration and functions of its monitoring units are as follows: The motion state monitoring unit uses a Hall effect wheel speed sensor, which is attached to the corresponding position of the inner wheel flange of the track by magnetic attraction. The sampling frequency is set to 10Hz, which can collect the rotation direction and speed of the vehicle wheelset in real time. The measurement range is 0-500r / min. When the wheelset rotates in the opposite direction (opposite to the traction direction of the resetting machine), it immediately sends an abnormal signal to the control module 2. The position monitoring unit uses a laser displacement sensor. The laser emitter is aligned with the positioning mark at the vehicle compartment connection. The measurement accuracy is ±0.5mm. The preset warning threshold is "the vehicle moves back 50mm relative to the reference position of the vehicle" and the braking threshold is "the vehicle moves back 100mm relative to the reference position of the vehicle". The displacement data can be output to the control module 2 in real time. The track surface environment monitoring unit integrates a temperature and humidity sensor and a laser flatness detector. The former is used to collect track surface humidity, and the latter is used to detect track surface unevenness. The data sampling interval is set to 2 seconds and is synchronously transmitted to the control module 2.

[0040] Control module 2 uses a PLC controller as its core and is installed in the control cabinet in the resetting machine control room. It communicates with status sensing module 1, execution braking module 3, and interlocking coordination module 4 via Ethernet at a communication rate of 100Mbps. Its built-in anti-slip control logic is implemented through a ladder diagram program, specifically set as follows: Upon receiving the "brake release" signal from the wheel clamp body 5, status sensing module 1 immediately starts data acquisition; if the wheel speed sensor of status sensing module 1 detects a reverse rotation speed > 5r / min and the displacement sensor shows a backward movement distance close to 50mm, a warning signal is triggered; if the backward movement distance reaches 100mm or the reverse rotation speed > 10r / min, a braking command is immediately sent to execution braking module 3; simultaneously, control module 2 dynamically adjusts the thresholds based on the data from the rail surface environment monitoring unit of status sensing module 1—when the rail surface humidity > 60%RH, the warning threshold is adjusted to a backward movement of 30mm and the braking threshold is adjusted to a backward movement of 80mm to avoid braking lag due to wet slippage.

[0041] The braking module 3 includes a braking actuator and a power drive unit, specifically configured as follows: The braking actuator uses a dual-caliper disc brake caliper, which is symmetrically installed on the corresponding positions of the wheelset on both sides of the track. The clamping surface of the caliper is in contact with the outer side of the wheel hub, and the clamping force adjustment range is 0-50kN. The power drive unit uses a servo motor and a planetary reducer. The motor output shaft is connected to the transmission screw of the brake caliper through a coupling. When the brake command is received from the control module 2, the servo motor rotates forward to drive the caliper to clamp. When the brake release command is received, the motor rotates in reverse to drive the caliper to release. The motor's operating status is fed back to the control module 2 in real time through an encoder to ensure accurate clamping position.

[0042] The interlocking coordination module 4 achieves hard-wired interlocking with the PLC control system of the reset machine and the control system of the wheel clamp body 5 through a signal converter. It collects the "ready to receive" signal from the reset machine. When the reset machine hook mechanism is in position, it outputs a high level; when the wheel clamp body 5 releases the brake, it outputs a high level; when the brake is tightened, it outputs a low level. When the reset machine does not output the "ready to receive" signal, the interlocking coordination module 4 sends a low-level interlocking signal to the control module 2, and the control module 2 prohibits the brake module 3 from releasing the brake. The system only enters the monitoring state when the reset machine is ready and the brake release signal of the wheel clamp body 5 is triggered to avoid malfunction.

[0043] The warning module 6 uses an audible and visual alarm, which is installed on a column next to the wheel clamp body 5 at a height of 2.5m for easy observation by on-site personnel. When the control module 2 triggers the warning signal, the warning module 6 emits a red flash and a "beep" alarm sound to remind on-site personnel to pay attention to the vehicle status. When the control module 2 sends a braking command to the brake execution module 3, the alarm sound of the warning module 6 becomes a continuous long beep until the vehicle is received and the brake execution module 3 releases the brake and stops.

[0044] Taking a scenario of receiving two 60-ton heavy-duty wagons in winter rain and snow as an example, the specific working process of the system is as follows: The on-site operator issues a "release brake" command through the control cabinet of the wheel clamp body 5. The wheel clamp body 5 releases and sends a high-level signal to the interlocking coordination module 4. At the same time, the readjustment machine moves to the receiving position, and after the hook mechanism is in place, it sends a "receiving ready" high-level signal to the interlocking coordination module 4. The interlocking coordination module 4 integrates the two signals and transmits them to the control module 2. The control module 2 triggers the system to enter the real-time monitoring mode, and the status sensing module 1 begins to collect data.

[0045] The track surface environment monitoring unit of the state perception module 1 detects that the track surface humidity is 75%RH and the flatness deviation is 2mm, and transmits the data to the control module 2. Based on this data, the control module 2 dynamically adjusts the warning threshold to be moved back by 30mm and the braking threshold to be moved back by 80mm. At this time, the vehicle begins to slip slightly backward due to the wet track surface. The wheel speed sensor of the state perception module 1 detects a reverse rotation speed of 6r / min, and the displacement sensor detects that the vehicle has moved back by 25mm. The control module 2 determines that the vehicle's state is close to the warning threshold.

[0046] Control module 2 sends a warning command to warning module 6, which activates a red flashing light and a "beep" alarm. After 5 seconds of continuous data collection, the displacement sensor in state perception module 1 shows that the vehicle has moved backward by 32mm, exceeding the corrected warning threshold. The wheel speed sensor shows a reverse rotation speed of 8 r / min. Control module 2 determines that the vehicle's slippage trend is intensifying and immediately sends a braking command to braking module 3. The servo motor of braking module 3 rotates forward, driving the brake calipers to clamp the wheel hubs via a reducer. After 10 seconds, the clamping force of the calipers reaches 30kN. The wheel speed sensor in state perception module 1 detects that the wheelset has stopped rotating, and the displacement sensor shows that the backward movement distance has stabilized at 35mm, which has not exceeded the braking threshold. The vehicle achieves precise braking.

[0047] After the rebalancing machine's hook mechanism is connected to the vehicle, the rebalancing machine's control system sends a "vehicle reception complete" signal to the interlocking coordination module 4, which then transmits this signal to the control module 2. The control module 2 sends a brake release command to the braking execution module 3, causing the servo motor of the braking execution module 3 to reverse and release the clamps. Simultaneously, the control module 2 sends a stop command to the warning module 6, causing the warning module 6 to cease operation. The rebalancing machine then tows the vehicle towards the tipper area, and the system returns to standby mode, awaiting the next vehicle reception operation.

[0048] During its three months of operation at the power plant, the system completed 120 vehicle reception operations, including 20 operations in rainy or snowy weather and 30 operations with only 1-2 vehicles, without a single instance of a vehicle slipping out of bounds. Compared to the traditional "wheel clamp + manual monitoring" mode, it achieved the following optimizations: The interruption rate of receiving vehicles was reduced from 15% to 0, vehicles could be reset without manual intervention, the time for each vehicle reception was shortened by 8 to 12 minutes, and the daily operating efficiency of the coal conveying system was increased by 10%. On-site personnel do not need to enter high-risk work areas to handle runaway vehicles, thus eliminating potential personal safety hazards; By monitoring the track surface status through the status perception module 1, correcting the dynamic threshold through the control module 2, and combining the adjustable braking clamping force of the execution braking module 3, the braking success rate reached 100%, with no wheel lock-up or track damage, and the equipment maintenance cost was reduced by 8%.

[0049] In summary, this embodiment, through the specific selection, deployment method, and collaborative workflow of the state perception module 1, control module 2, execution braking module 3, interlocking coordination module 4, wheel clamp body 5, and warning module 6, fully demonstrates the practicality and innovation of the system protected by the aforementioned claims, and can stably adapt to the complex working conditions of power plant readjustment unit reception.

[0050] Finally, it should be noted that the methods and devices described in detail above are merely embodiments, and those skilled in the art can modify these embodiments in different ways as long as they do not depart from the scope of the present invention.

Claims

1. A smart positioning and anti-slip system for a reconfiguration machine, characterized in that: The application relates to a vehicle anti-slip control system, which comprises a state sensing module (1), a control module (2), an executing braking module (3) and an interlocking cooperation module (4). The state sensing module (1) is in signal connection with the control module (2) to transmit monitoring data; the control module (2) is in control connection with the executing braking module (3) and the interlocking cooperation module (4) to output control instructions; and the interlocking cooperation module (4) is further in signal interlocking with a heavy regulator body control system and a wheel clamping device control system to realize synchronous anti-slip control and vehicle receiving process. The state sensing module (1) is arranged on the track side of the rear of a wheel clamping device body (5), and at least comprises a motion state monitoring unit, a position monitoring unit and a track surface environment monitoring unit.

2. The intelligent positioning and anti-roll system of the re-tuner according to claim 1, characterized in that: The motion state monitoring unit is used for acquiring motion parameters of a vehicle wheel set; the position monitoring unit is used for collecting vehicle displacement data in real time and pre-setting a warning threshold value and a braking threshold value; and the track surface environment monitoring unit is used for detecting environmental characteristic parameters of a track surface. The track surface environment monitoring unit transmits the detected track surface environmental characteristic parameters to the control module (2); and the control module (2) dynamically adjusts the warning threshold value and the braking threshold value pre-set by the position monitoring unit based on the parameters to adapt to different track surface working conditions.

3. The intelligent positioning and anti-roll system of the re-tuner according to claim 2, characterized in that: The control module (2) is internally provided with an anti-slip control logic, which comprises the following steps: when the wheel clamping device body (5) is released from braking, the system is triggered to switch to a real-time monitoring mode; 4. The intelligent positioning and anti-roll system of the re-tuner according to claim 3, characterized in that: The monitoring data of the state sensing module (1) is received; if it is determined that the vehicle has a tendency of slipping and is close to the warning threshold value, a warning signal is generated; If the vehicle state reaches the braking threshold value, a braking instruction is issued to the executing braking module (3); After the vehicle receiving operation is completed, the operation completion signal of the interlocking cooperation module (4) is received, and a release braking instruction is issued to the executing braking module (3). The basis for the control module (2) to determine that the vehicle has a tendency of slipping is that the motion state monitoring unit detects that the vehicle wheel set appears reverse motion, and the position monitoring unit detects that the vehicle displacement change rate exceeds the safety rate threshold value pre-set by the control module (2).

5. The intelligent positioning and anti-roll system of the re-tuner according to claim 4, characterized in that: The executing braking module (3) comprises a braking executing unit and a power driving unit.

6. The intelligent positioning and anti-roll system of the re-tuner according to claim 5, characterized in that: The power driving unit is in transmission connection with the braking executing unit and is used for driving the braking executing unit to execute wheel clamping limiting or releasing actions to realize braking and brake releasing of the vehicle. The braking force of the braking executing unit is adjustable; the control module (2) adjusts the braking force of the braking executing unit through the power driving unit according to the track surface environmental characteristic parameters transmitted by the track surface environment monitoring unit.

7. The intelligent positioning and anti-roll system of the re-tuner according to claim 6, characterized in that: The interlocking cooperation module (4) is used for establishing a linkage mechanism of the anti-slip control and the heavy regulator vehicle receiving process; when the heavy regulator is not in a vehicle receiving ready state, the interlocking cooperation module (4) sends an interlocking signal of prohibiting release braking to the control module (2) to avoid misoperation.

8. The intelligent positioning and anti-roll system of the re-tuner according to claim 7, characterized in that: The application further comprises a warning module (6) which is in signal connection with the control module (2); when the control module (2) generates a warning signal, the warning module (6) synchronously starts a warning function to issue a warning signal.

9. The intelligent positioning and anti-roll system of the re-tuner according to claim 8, characterized in that: ​ 10. A heavy regulator car receiving anti-slip control method applied to the heavy regulator intelligent positioning anti-slip car system of any one of claims 1-9, characterized in that, after the wheel clamping device body is released from braking, the control module triggers the system to enter a real-time monitoring mode; the state sensing module collects vehicle motion parameters, displacement data and track surface environment characteristic parameters and transmits them to the control module; the control module analyzes the collected data, generates a pre-warning signal if the vehicle state approaches a pre-warning threshold, and controls the braking module to execute braking on the vehicle if the braking threshold is reached; after the car receiving operation is completed, the interlocking coordination module sends an operation completion signal to the control module, and the control module controls the braking module to release the vehicle braking.

Images