Cooperative control method and system for transfer and turnover of tower drum track

Abstract

The invention discloses a cooperative control method and system for transfer and turnover of a tower drum track, and relates to the technical field of industrial control. The method comprises the following steps: acquiring real-time state parameters of a first rail car and a second rail car; the target overturning angle of the second rail car is calculated according to the first overturning angle, and the second rail car is controlled to overturn the second tower barrel section to the target overturning angle; the second rail car is controlled to move towards the first rail car according to the second bearing position, the circular seam gap and the unfitness of butt joint are detected in the moving process, and the moving speed and the second overturning angle are finely adjusted till the circular seam gap and the unfitness of butt joint reach the allowable welding range; and after assembly spot welding is completed, the two rail cars are switched to a rigid synchronous mode and synchronously rotate at the same overturning angular speed, and the assembled tower shell sections are driven to integrally rotate so as to be matched with automatic welding equipment to complete girth welding. Automatic cooperative control over transferring, overturning, assembling and girth welding of the tower shell sections is achieved, and production safety and welding quality are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of industrial control, and in particular to a tower rail transfer and overturning collaborative control method and system. BACKGROUND

[0002] The fan tower is a core support component of a wind turbine generator system, and is usually formed by butt welding of multiple tower sections. In a tower manufacturing plant, a single tower section needs to sequentially complete multiple processes such as coiling, longitudinal seam welding, ring seam sectioning, and ring seam welding. The tower section needs to be transferred between different workstations, and needs to be overturned during longitudinal seam welding and weld inspection.

[0003] Currently, the transportation of the tower section mainly relies on a rail car, and the overturning relies on a workshop overhead crane for hoisting. This kind of operation mode that separates the transportation and overturning functions has obvious defects. The use of the overhead crane to hoist and overturn the tower section weighing dozens of tons in the air not only has low operation efficiency, but also has major safety hazards such as slipping of the hoisting belt and uncontrolled swinging of the tower section. At the same time, the overhead crane overturning cannot accurately control the angle, which cannot guarantee the preset offset angle of the longitudinal welds when the adjacent tower sections are sectioned, and often needs to be manually adjusted again, which is labor-intensive and low in precision. During the ring seam welding stage, the independent driving of multiple roller racks lacks precise synchronization, which easily causes the tower to bear torsional stress and affects the welding quality. In addition, the existing technology lacks real-time monitoring of the center of gravity state of the tower, and sudden changes in speed during movement also cause the tower section to sway, which together restricts the further improvement of the automation level of the tower manufacturing process and the product quality. SUMMARY

[0004] The present application provides a tower rail transfer and overturning collaborative control method and system to solve the technical problems of high safety risk, difficult control of longitudinal weld offset angle, and low ring sectioning precision caused by the separation of tower section transfer and overturning operations in the prior art.

[0005] The technical solution of the present application to solve the above technical problems is as follows: In a first aspect, the present application provides a tower rail transfer and overturning collaborative control method, comprising: S10: acquiring real-time state parameters of a first rail car and a second rail car, wherein the real-time state parameters at least include a first overturning angle of the first rail car and a second overturning angle and a second bearing position of the second rail car; S20: based on the process requirements of a first tower section and a second tower section to be welded, calculating a target overturning angle of the second rail car according to the first overturning angle, and controlling the second rail car to overturn the second tower section to the target overturning angle, so that the longitudinal welds of the first tower section and the second tower section are offset by a preset angle in the circumferential direction; S30: after the second tower section is flipped to the target flip angle, the second rail car is controlled to move along the rail to the first rail car according to the second bearing position, the girth gap and the edge misalignment between the end face of the first tower section and the end face of the second tower section are detected in real time during the movement, and the movement speed of the second rail car and the second flip angle are fine-tuned according to the girth gap and the edge misalignment, until the girth gap and the edge misalignment reach the preset welding allowable range; S40: after the first tower section and the second tower section are completed and fixed by spot welding, the first rail car and the second rail car are switched to a rigid synchronous mode, the first rail car and the second rail car are controlled to rotate synchronously at the same flip angle speed, the first tower section and the second tower section after being paired are driven to rotate as a whole, so as to cooperate with the automatic welding equipment to complete the girth welding.

[0006] In a second aspect, the present application provides a tower rail transfer and flip cooperative control system, comprising: a parameter acquisition module configured to acquire real-time state parameters of the first rail car and the second rail car, wherein the real-time state parameters at least include a first flip angle of the first rail car and a second flip angle and a second bearing position of the second rail car; a flip alignment control module configured to calculate a target flip angle of the second rail car according to the first flip angle based on the process requirements of the first tower section and the second tower section to be welded, and control the second rail car to flip the second tower section to the target flip angle, so that the longitudinal weld of the first tower section and the longitudinal weld of the second tower section are circumferentially staggered by a preset angle; a pairing fine-tuning control module configured to control the second rail car to move along the rail to the first rail car according to the second bearing position after the second tower section is flipped to the target flip angle, detect the girth gap and the edge misalignment between the end face of the first tower section and the end face of the second tower section in real time during the movement, and fine-tune the movement speed of the second rail car and the second flip angle according to the girth gap and the edge misalignment, until the girth gap and the edge misalignment reach the preset welding allowable range; a synchronous rotation welding module configured to switch the first rail car and the second rail car to a rigid synchronous mode after the first tower section and the second tower section are completed and fixed by spot welding, control the first rail car and the second rail car to rotate synchronously at the same flip angle speed, drive the first tower section and the second tower section after being paired to rotate as a whole, so as to cooperate with the automatic welding equipment to complete the girth welding.

[0007] The present application has the following beneficial effects: Compared with the prior art, the present application firstly realizes the accurate perception of the space posture and position of the tower drum section by acquiring the real-time state parameters such as the overturning angle and the bearing position of the rail car. Secondly, according to the staggered angle of the longitudinal weld required by the process, the second rail car is automatically calculated and controlled to overturn the tower drum section to the target angle, which ensures the staggered accuracy of the longitudinal weld of adjacent drum sections and eliminates the safety hazards caused by the crane hoisting and overturning. Thirdly, during the moving group pairing process, the ring seam gap and the misalignment amount are detected in real time, and the moving speed and the overturning angle of the rail car are closed-loop fine-tuned, so as to realize the high-precision group pairing of the ring seam and improve the welding quality. Finally, the two rail cars are switched to the rigid synchronous mode during the ring seam welding stage, and are rotated at the same angular velocity to ensure the stability of the long tower drum during the rotation process after group welding, avoid the torsional stress caused by different steps, and thus complete the ring seam welding efficiently and with high quality in cooperation with the automatic welding equipment. BRIEF DESCRIPTION OF DRAWINGS

[0008] Figure 1 A flowchart of a tower drum rail transfer and overturning cooperative control method provided by the present application is shown in the figure. Figure 2 A structure diagram of a tower drum rail transfer and overturning cooperative control system provided by the present application is shown in the figure.

[0009] In the figure, the components represented by each number are as follows: The parameter acquisition module 11, the overturning alignment control module 12, the group pairing fine-tuning control module 13, and the synchronous rotation welding module 14. DETAILED DESCRIPTION

[0010] As shown in the figure, the embodiment of the present application provides a tower drum rail transfer and overturning cooperative control method, which comprises: Figure 1 S10: acquiring real-time state parameters of a first rail car and a second rail car, wherein the real-time state parameters at least include a first overturning angle of the first rail car and a second overturning angle and a second bearing position of the second rail car; Firstly, the real-time state parameters of the first rail car and the second rail car are acquired. In the tower drum ring seam welding operation scene, the first rail car is a rail transportation device carrying a first tower drum section that has completed longitudinal seam welding and is waiting for group pairing, and the second rail car is a rail transportation device carrying a second tower drum section to be paired. The real-time state parameters of the first rail car and the second rail car are the basis for subsequent overturning control and movement control, that is, the first overturning angle acquired by the first encoder in real time when the first rail car currently carries the first tower drum section, and the second overturning angle acquired by the second encoder in real time and the second bearing position measured by the second laser range finder when the second rail car currently carries the second tower drum section.

[0011] ​

[0012] Specifically, real-time state parameters of the first rail vehicle and the second rail vehicle are acquired, including: The first rotation angle is acquired in real time by a first encoder arranged on the first rail vehicle, the second rotation angle is acquired in real time by a second encoder arranged on the second rail vehicle, and the first rotation angle and the second rotation angle are transmitted to the central controller; The coordinate position of the second rail vehicle on the track is measured in real time by a second laser range finder arranged on the second rail vehicle as a second bearing position, and the second bearing position is transmitted to the central controller; The coordinate position of the first rail vehicle on the track is measured in real time by a first laser range finder arranged on the first rail vehicle as a first bearing position, the first bearing load when the first rail vehicle bears the first tower section is detected in real time by a first pressure sensor arranged on the first rail vehicle, the second bearing load when the second rail vehicle bears the second tower section is detected in real time by a second pressure sensor arranged on the second rail vehicle, and the first bearing position, the first bearing load and the second bearing load are transmitted to the central controller; In the central controller, the relative distance between the first rail vehicle and the second rail vehicle is calculated in real time according to the first bearing position and the second bearing position, and the relative distance is taken as a basic input parameter for subsequent movement control; According to the first bearing load and the second bearing load, the first center-of-gravity offset of the first tower section on the first rail vehicle and the second center-of-gravity offset of the second tower section on the second rail vehicle are calculated respectively, and the first center-of-gravity offset and the second center-of-gravity offset are compared with a preset center-of-gravity safety threshold value respectively, when the first center-of-gravity offset or the second center-of-gravity offset exceeds the preset center-of-gravity safety threshold value, a center-of-gravity offset alarm information is issued, and the starting operation of the walking mechanism and the rotating mechanism of the corresponding rail vehicle is automatically prohibited; The first rotation angle, the second rotation angle, the first bearing position, the second bearing position, the first bearing load, the second bearing load, and the calculated relative distance, the first center-of-gravity offset and the second center-of-gravity offset are taken as a complete state parameter set of the first rail vehicle and the second rail vehicle under the same time reference.

[0013] Firstly, the first encoder arranged on the first track vehicle is used to collect the first turning angle of the first track vehicle when the first track vehicle carries the first tower section, and the second encoder arranged on the second track vehicle is used to collect the second turning angle of the second track vehicle when the second track vehicle carries the second tower section. The first encoder is an angle detection element installed at the shaft end of the turning mechanism driving motor or the slewing bearing of the first track vehicle, and the second encoder is an angle detection element installed at the shaft end of the turning mechanism driving motor or the slewing bearing of the second track vehicle. The first turning angle is the rotation angle value of the first track vehicle turning mechanism at the current position relative to the preset zero-degree reference, which is used to represent the spatial attitude orientation of the first tower section at the current time; the second turning angle is the rotation angle value of the second track vehicle turning mechanism at the current position relative to the preset zero-degree reference, which is used to represent the spatial attitude orientation of the second tower section at the current time.

[0014] The first turning angle data collected by the first encoder and the second turning angle data collected by the second encoder are transmitted to the central controller through signal lines. The central controller is the core unit for data processing and control instruction issuing, receives and stores the above-mentioned angle data, and provides a reference for subsequent turning angle calculation.

[0015] Secondly, the second laser range finder arranged on the second track vehicle is used to measure the coordinate position of the second track vehicle in the length direction of the track in real time, and the coordinate position is taken as the second bearing position. The second laser range finder is a laser displacement sensor installed on the side of the second track vehicle or beside the track, which measures the distance by emitting a laser beam and receiving a reflected signal. The measured second bearing position is the coordinate value of the second track vehicle in the length direction of the track, which is used to represent the accurate spatial position of the second track vehicle on the track at the current time.

[0016] The second bearing position data measured by the second laser range finder is transmitted to the central controller through signal lines. The second bearing position data is used to represent the specific position of the second track vehicle on the track at the current time, and is the basic input parameter for subsequent control of the movement of the second track vehicle.

[0017] Furthermore, the first laser range finder arranged on the first track vehicle is used to measure the coordinate position of the first track vehicle in the length direction of the track in real time, and the coordinate position is taken as the first bearing position. The first pressure sensor arranged on the first track vehicle is used to detect the first bearing load of the first track vehicle when the first track vehicle carries the first tower section, and the second pressure sensor arranged on the second track vehicle is used to detect the second bearing load of the second track vehicle when the second track vehicle carries the second tower section.

[0018] The first bearing position represents the precise spatial position of the first railcar on the track at the current time, and is used to determine the coordinate reference of the first railcar; the first bearing load represents the total weight value of the first tower section exerted on the first railcar, and is used to reflect the load condition of the first tower section; and the second bearing load represents the total weight value of the second tower section exerted on the second railcar, and is used to reflect the load condition of the second tower section.

[0019] The first bearing position data measured by the first laser range finder, the first bearing load data measured by the first pressure sensor, and the second bearing load data measured by the second pressure sensor are all transmitted to the central controller through signal lines.

[0020] Further, inside the central controller, the relative distance between the first railcar and the second railcar is calculated in real time according to the received first bearing position data and second bearing position data. This relative distance is used as a key basic input parameter for subsequent control of the movement of the second railcar towards the first railcar, for judging the movement stage and planning the movement speed.

[0021] Meanwhile, inside the central controller, the first center-of-gravity offset of the first tower section on the first railcar and the second center-of-gravity offset of the second tower section on the second railcar are respectively calculated according to the received first bearing load data and second bearing load data, in combination with the preset structural parameters of the first railcar and the second railcar.

[0022] Specifically, the central controller first acquires the first bearing load data of the plurality of support points detected by the first pressure sensor, and the second bearing load data of the plurality of support points detected by the second pressure sensor. The central controller internally stores the design coordinate positions of the support points of the first railcar and the second railcar as structural parameters. According to the principle of moment balance, the central controller establishes a coordinate system with the geometric center of the railcar as the origin, and performs weighted average operation on the bearing load values of the support points and their corresponding coordinate positions, to respectively calculate the coordinates of the action point of the overall load of the first tower section on the first railcar and the action point of the overall load of the second tower section on the second railcar. Comparing the coordinates of the action points with the geometric center coordinates of the railcars, the deviation distance between the two is the first center-of-gravity offset and the second center-of-gravity offset.

[0023] Secondly, the calculated first and second center of gravity offsets are compared with preset center of gravity safety thresholds, respectively. The center of gravity safety threshold is a preset upper limit of the center of gravity offset, representing the maximum safe range of the center of gravity of the tower section from the geometric center of the railcar when the tower section is placed on the railcar, and is set according to the wheel track or rail track size of the railcar, the structural stability design parameters of the railcar, and the maximum allowed inclination angle of the tower section, for example, one third of the wheel track or rail track size.

[0024] When any of the first or second center of gravity offsets exceeds the corresponding preset center of gravity safety threshold, the central controller immediately issues a center of gravity offset alarm to alert the operator of the risk of overturning. At the same time, the central controller automatically issues an inhibition instruction to the corresponding railcar to prohibit the running mechanism of the railcar from starting operation and the overturning mechanism from starting rotation, thereby preventing dangerous actions from occurring.

[0025] Finally, the central controller integrates the received first and second overturning angles, first and second bearing positions, first and second bearing loads, and the calculated relative distance, first and second center of gravity offsets into a complete set of state parameters of the first and second railcars under the same time reference. This complete set of state parameters provides comprehensive data support for all subsequent collaborative control steps.

[0026] S20: Based on the process requirements of the first and second tower sections to be welded, the target overturning angle of the second railcar is calculated according to the first overturning angle, and the second railcar is controlled to overturn the second tower section to the target overturning angle, so that the longitudinal welds of the first and second tower sections are circumferentially offset by a preset angle; Secondly, based on the process requirements of the first and second tower sections to be welded, the target overturning angle of the second railcar is calculated according to the first overturning angle. The process requirements of the first and second tower sections to be welded refer to the technical requirements in the wind turbine tower manufacturing process document that the longitudinal welds of adjacent tower sections need to be circumferentially offset by a specific angle, which represents a key design parameter for ensuring the overall structural strength and fatigue life of the tower.

[0027] According to the first overturning angle obtained as described above, the target overturning angle of the second railcar can be calculated. The target overturning angle is the angle value that the second overturning angle should reach when the second railcar carrying the second tower section is rotated to a predetermined orientation, i.e., the rotation position at which the second railcar needs to be controlled to finally stop in order to achieve the circumferential offset of the first and second tower section longitudinal welds by a preset angle.

[0028] Specifically, based on the process requirements of the first tower section and the second tower section to be welded, the target overturning angle of the second rail car is calculated according to the first overturning angle, comprising: read the tower manufacturing process file corresponding to the current production task, and extract the longitudinal weld offset angle requirement of the first tower section and the second tower section, wherein the longitudinal weld offset angle requirement is that the longitudinal welds of adjacent tower sections need to be offset by 180 degrees in the circumferential direction; According to the first overturning angle, the first longitudinal weld mark line of the first tower section in the current spatial coordinate system is determined, wherein the first azimuth angle takes the zero degree reference line of the first rail car overturning mechanism as the reference zero point, and is converted by the first encoder real-time feedback first overturning angle; According to the first azimuth angle and the longitudinal weld offset angle requirement, the second azimuth angle required to be reached by the second longitudinal weld mark line of the second tower section is calculated, and the second azimuth angle is taken as the final target angle of the second rail car overturning mechanism, wherein the second azimuth angle is different from the first azimuth angle by 180 degrees; According to the angle difference between the second real-time feedback second overturning angle of the second encoder and the final target angle, the angle value and the rotation direction that the second rail car needs to rotate are determined, and the angle value and the rotation direction are sent to the drive controller of the second rail car as the target overturning angle instruction.

[0029] First, the central controller reads the tower manufacturing process file corresponding to the current production task, and extracts the longitudinal weld offset angle requirement of the first tower section and the second tower section from the tower manufacturing process file. According to the general manufacturing standard of wind turbine tower, the longitudinal weld offset angle requirement is usually set to 180 degrees offset in the circumferential direction of the longitudinal welds of adjacent tower sections to ensure the balance of the overall stress of the tower.

[0030] Secondly, according to the first overturning angle of the first encoder real-time feedback to the central controller, the first azimuth angle of the first longitudinal weld mark line of the first tower section in the current spatial coordinate system is determined. The determination of the first azimuth angle takes the zero degree reference line of the first rail car overturning mechanism as the reference zero point, and the first azimuth angle is obtained by converting the first overturning angle data of the first encoder real-time feedback. The first azimuth angle accurately represents the current circumferential position of the longitudinal weld of the first tower section.

[0031] Again, the central controller calculates a second azimuth angle that the second longitudinal weld marking line of the second tower section needs to reach according to the calculated first azimuth angle and the longitudinal weld misalignment angle requirement extracted from the tower manufacturing process file. Specifically, the calculation process follows the principle that the first azimuth angle and the second azimuth angle differ by 180 degrees, and the second azimuth angle = the first azimuth angle + 180 degrees, and when the calculation result exceeds 360 degrees, 360 degrees is subtracted to ensure that the second azimuth angle is within the standard range of 0 degrees to 360 degrees. The central controller takes the calculated second azimuth angle as the final target angle that the second track car needs to reach, which is the predetermined position to which the second tower section longitudinal weld should be rotated.

[0032] Finally, the central controller obtains the second rotation angle feedback in real time from the second encoder, compares it with the aforementioned calculated final target angle, and calculates the angle difference between the two. According to the positive or negative and size of the angle difference, the angle value and rotation direction that the second track car needs to rotate are determined. The central controller sends the target rotation angle instruction containing the angle value and rotation direction information to the drive controller of the second track car, and the drive controller executes the subsequent rotation action.

[0033] Further, controlling the second track car to rotate the second tower section to the target rotation angle includes: After the drive controller of the second track car receives the target rotation angle instruction, it calculates the acceleration torque curve required by the second track car rotation mechanism in the starting stage according to the second bearing load currently carried by the second track car, combined with the mass distribution characteristics and moment of inertia parameters of the second tower section; According to the acceleration torque curve, the second tower section is accelerated from a stationary state to start rotating smoothly. In the rotation process, the drive controller of the second track car dynamically adjusts the rotation speed of the rotation mechanism using the proportional-integral-derivative control algorithm based on the second rotation angle feedback in real time from the second encoder, so that the second rotation angle approaches the target rotation angle according to the preset angle-time curve; When the difference between the second rotation angle feedback from the second encoder and the target rotation angle is less than the preset angle approach threshold, the rotation mechanism is switched to a low-speed approach mode to continue rotating at a micro-motion speed lower than the normal rotation speed until the difference between the second rotation angle and the target rotation angle is less than the preset angle tolerance range, and then the brake device of the rotation mechanism is locked.

[0034] Specifically, the drive controller of the second track vehicle first acquires the second bearing load data detected by the second pressure sensor in real time after receiving the target overturning angle instruction sent by the central controller. The drive controller performs dynamic calculation according to the second bearing load, in combination with the second tower section mass distribution characteristic parameters and the moment of inertia parameters pre-stored in the controller, to calculate the acceleration torque curve required by the second track vehicle overturning mechanism in the starting stage. The acceleration torque curve is a function curve describing the relationship between the output torque of the overturning mechanism drive motor and time, and is used to represent the law of the change of the torque value output by the drive motor with time in the process from the starting moment to reaching the stable rotating speed, which is designed to overcome the inertia of the tower section in the static state and realize smooth starting.

[0035] Secondly, the drive controller controls the overturning mechanism to start accelerating from the static state according to the calculated acceleration torque curve, so that the second tower section starts rotating smoothly. In the rotating process, the drive controller of the second track vehicle acquires the feedback signal of the second overturning angle in real time through the second encoder. The drive controller compares the real-time feedback of the second overturning angle with the target overturning angle by using the proportional-integral-derivative control algorithm inside the drive controller, dynamically adjusts the rotating speed of the overturning mechanism according to the deviation, and makes the second overturning angle approach the target overturning angle smoothly according to the preset angle-time curve.

[0036] The preset angle-time curve is a planned trajectory describing the law of the change of the second overturning angle with time, and is used to guide the drive controller to control the overturning mechanism to complete the rotating action according to the established dynamic performance index. The angle-time curve is set comprehensively according to the moment of inertia of the second tower section, the maximum allowable angular acceleration and the production efficiency requirements and other parameters.

[0037] When the difference between the second overturning angle feedback by the second encoder and the target overturning angle is less than the angle approaching threshold pre-set in the drive controller, the drive controller controls the overturning mechanism to switch to the low-speed approaching mode. In the low-speed approaching mode, the overturning mechanism continues to rotate at a micro-motion speed lower than the normal rotating speed, so as to accurately control the final stop position. The drive controller continuously monitors the change of the second overturning angle until the difference between the second overturning angle and the target overturning angle is less than the preset angle tolerance range. At this time, the drive controller sends an instruction to lock the brake device of the overturning mechanism, and accurately fixes the second tower section at the target overturning angle position.

[0038] The preset angle approach threshold is an angle deviation threshold for determining whether the overturning process enters the final fine-tuning stage, represents a position point at which the second overturning angle is very close to the target overturning angle, and needs to reduce the rotation speed to avoid overshoot, and the angle approach threshold is set according to the control accuracy and response time constant of the overturning mechanism, for example, is set to 5 degrees. The preset angle tolerance range is an angle deviation allowable range for determining whether the overturning action is completed and allowing locking, represents an acceptable final error range between the second overturning angle and the target overturning angle, and the angle tolerance range is set according to the accuracy requirement of the tower drum manufacturing process on the longitudinal seam misalignment angle, for example, is set to ±0.5 degrees.

[0039] S30: After the second tower drum section is overturned to the target overturning angle, the second rail car is controlled to move along the rail to the first rail car according to the second bearing position, the girth gap and the misalignment amount between the end faces of the first tower drum section and the second tower drum section are detected in real time during the movement, and the movement speed of the second rail car and the second overturning angle are fine-tuned according to the girth gap and the misalignment amount until the girth gap and the misalignment amount reach a preset welding allowable range. Further, after the second tower drum section is overturned to the target overturning angle, the second rail car is controlled to move along the rail to the first rail car according to the second bearing position. The purpose of this step is to transport the second tower drum section that has completed angle positioning from the waiting position to the group positioning position adjacent to the first tower drum section, to create space conditions for subsequent girth welding. By accurately controlling according to the second bearing position, it can be ensured that the second rail car has a clear position reference during movement, thereby realizing the preliminary approach of the end faces of the two tower drum sections and providing a basis for the accurate adjustment of the girth gap and the misalignment amount.

[0040] Specifically, controlling the second rail car to move along the rail to the first rail car according to the second bearing position includes: The central controller calculates the current distance between the second rail car and the first rail car in real time according to the second bearing position of the second rail car and the preset target position of the first rail car, and sends the current distance as an input parameter of walking control to the walking controller of the second rail car; When the current distance is greater than the first preset distance threshold, the walking controller of the second rail car controls the walking mechanism to move in the direction of the first rail car at a first movement speed, wherein the first movement speed is the highest safe running speed of the rail car in a long-distance empty or light load state; When the current distance is less than the first preset distance threshold and greater than the second preset distance threshold, the walking controller of the second rail vehicle controls the walking mechanism to switch from the first moving speed to a second moving speed, and simultaneously starts the anti-collision sensor arranged on the first rail vehicle or the second rail vehicle to monitor the approaching state between the first tower drum section and the second tower drum section in real time, wherein the second moving speed is the working speed of the rail vehicle entering the group pairing area; When the current distance is less than the second preset distance threshold, the walking controller of the second rail vehicle controls the walking mechanism to switch from the second moving speed to a third moving speed, and simultaneously starts the ring seam gap detection device and the edge misalignment amount detection device to prepare to enter the precise joint control mode, wherein the third moving speed is the crawling speed of the rail vehicle about to enter the precise joint stage.

[0041] Firstly, the central controller calculates the current distance between the second rail vehicle and the first rail vehicle in real time according to the second bearing position fed back by the second laser range finder and the first rail vehicle target position set in advance through internal operation. The current distance as the core input parameter of walking control is sent to the walking controller of the second rail vehicle by the central controller, which is used to judge the moving stage of the second rail vehicle and decide the corresponding control strategy.

[0042] Specifically, when the current distance calculated by the central controller is greater than the first preset distance threshold set in advance, it indicates that the second rail vehicle is far away from the first rail vehicle, and is in the long-distance moving stage. The first preset distance threshold is a distance limit value set according to the layout of the workshop rail and the length of the tower drum section, which represents the starting judgment point of the second rail vehicle entering the deceleration approach area. The first preset distance threshold is set according to the straight-line distance between the first rail vehicle and the standby position in the actual production workshop, for example, it can be set to 5-10 meters. In this stage, the walking controller of the second rail vehicle controls the walking mechanism to continuously move towards the first rail vehicle at the first moving speed. The first moving speed is set as the highest safe running speed of the rail vehicle in the long-distance empty or light load state, and the purpose is to improve the transfer efficiency of the tower drum section between different workstations.

[0043] When the current distance calculated by the central controller decreases to be less than the first preset distance threshold and at the same time greater than a second preset distance threshold, it indicates that the second rail vehicle has entered the close-up area of the first rail vehicle. The second preset distance threshold is another distance limit value set according to the diameter of the tower section and the effective detection range of the anti-collision sensor, representing a safety warning point when the second rail vehicle is about to enter the precise jointing stage. The second preset distance threshold is set according to the required safety buffer distance before the two tower section end faces contact, for example, it can be set to 1-2 meters. At this stage, the walking controller of the second rail vehicle controls the walking mechanism to switch from the first moving speed to a lower second moving speed, which is set as the working speed of the rail vehicle entering the close-up area, to ensure the safety and controllability of the moving process.

[0044] At the same time, the walking controller starts the anti-collision sensor arranged on the first rail vehicle or the second rail vehicle, and monitors the approaching state between the first tower section end face and the second tower section end face in real time through the anti-collision sensor, to make safety preparations for the subsequent precise jointing.

[0045] Further, when the second rail vehicle continues to move and the current distance calculated by the central controller further decreases to be less than the second preset distance threshold, it indicates that the two tower sections are very close and are about to enter the final precise jointing stage. At this stage, the walking controller of the second rail vehicle controls the walking mechanism to switch from the second moving speed to a lower third moving speed, which is set as the crawling speed of the rail vehicle about to enter the precise jointing stage. At the same time, the walking controller starts the ring gap detection device and the edge offset detection device, so that the system enters the precise jointing control mode and is ready to detect and accurately adjust the ring gap and the edge offset in real time.

[0046] Specifically, the method further comprises: The walking controller of the second rail vehicle pre-plans a moving speed change curve according to the relationship between the current distance and each preset distance threshold, wherein the moving speed change curve comprises an acceleration stage, a constant speed stage and a deceleration stage; At the acceleration stage, an S-shaped acceleration curve is used to control the walking mechanism to gradually increase from zero speed to target speed, so that the acceleration of the second rail vehicle gradually increases from zero and then gradually decreases to zero, avoiding sudden acceleration of the second rail vehicle to cause the second tower section to shake back and forth on the second rail vehicle; At the deceleration stage, the walking controller calculates the required deceleration value in real time according to the remaining distance between the current distance and the target stop position, and uses an S-shaped deceleration curve to control the walking mechanism to gradually decrease from the current speed to zero or a lower speed in the next stage; The deviation between the actual speed and the planned speed of the walking mechanism is monitored in real time during the acceleration and deceleration stages, and when the deviation exceeds the preset speed deviation threshold, the output torque of the driving motor is automatically adjusted to make the actual speed follow the planned speed curve.

[0047] Specifically, during the movement of the second track vehicle, the following speed planning and control steps are further included: The walking controller of the second track vehicle pre-plans a variation curve of the movement speed according to the numerical relationship between the current distance calculated by the central controller in real time and each preset distance threshold. The variation curve of the movement speed completely covers the whole process from starting to stopping or from the current speed to the next stage speed of the second track vehicle, specifically including the acceleration stage, the constant speed stage, and the deceleration stage. By pre-planning the speed curve, the stability and controllability of the movement process can be ensured.

[0048] In the acceleration stage, the walking controller controls the walking mechanism to gradually increase from zero speed to target speed using an S-shaped acceleration curve. The S-shaped acceleration curve is characterized in that its acceleration value gradually increases from zero, reaches a peak value, and then gradually decreases to zero, so that the speed variation of the second track vehicle presents a smooth transition. The core purpose of this control method is to avoid the inertial impact caused by sudden acceleration, thereby preventing the second tower section from shaking irregularly in the front-back direction on the second track vehicle and ensuring the posture stability of the tower section during movement.

[0049] In the deceleration stage, the walking controller calculates the required deceleration value in real time according to the remaining distance between the current distance and the target stop position through internal operation. The walking controller controls the walking mechanism to gradually decrease from the current speed to zero or to a lower speed of the next stage using an S-shaped deceleration curve. As in the acceleration stage, the S-shaped deceleration curve can effectively eliminate the dynamic disturbance to the second tower section caused by too fast or too sharp deceleration through smooth changes in speed and acceleration.

[0050] During the whole process of the acceleration and deceleration stages, the walking controller monitors the actual speed of the walking mechanism in real time through the speed sensor and compares it with the pre-planned planned speed. When the deviation between the actual speed and the planned speed exceeds the speed deviation threshold preset in the controller, the walking controller will automatically adjust the output torque of the driving motor to compensate and correct the actual speed, so that the actual speed always follows the variation of the planned speed curve, thereby ensuring the accuracy of speed control and the stability of the movement process.

[0051] The speed deviation threshold is an upper limit value of the allowed error range set to ensure the speed tracking accuracy, representing the maximum allowed deviation of the actual speed from the planned speed. The speed deviation threshold is set according to the dynamic response characteristics of the walking mechanism and the requirement of the tower section for shaking sensitivity, for example, it can be set to ±5% of the planned speed.

[0052] Meanwhile, the girth gap and the misalignment between the first tower section end face and the second tower section end face are detected in real time during the movement, and the movement speed and the second overturning angle of the second rail car are fine-tuned according to the girth gap and the misalignment, comprising: A laser displacement sensor array is arranged on the first rail car or the second rail car, and a laser beam is emitted to the first tower section end face and the second tower section end face, and the distance between each sensor and the corresponding tower section end face is calculated according to the time difference between laser emission and reception; According to the distance data measured by the plurality of sensors in the laser displacement sensor array, a spatial fitting algorithm is used to reconstruct a spatial position model of the first tower section end face and the second tower section end face, wherein the spatial position model includes the center point coordinates, the end face normal vector and the end face edge profile of the two end faces; The minimum distance value between the two end faces in the axial direction is calculated as the girth gap according to the spatial position model; Based on the spatial position model, a plurality of detection points are uniformly selected along the circumferential direction, the height difference value between the first tower section end face edge and the second tower section end face edge at each detection point in the radial direction is calculated, and the maximum height difference value among all detection points is taken as the misalignment; When the girth gap is greater than the preset maximum allowable gap value, a gap too large adjustment instruction is generated and sent to the walking controller of the second rail car to control the second rail car to continue moving towards the first rail car at a fourth movement speed, and the change of the girth gap is continuously detected during the movement until the girth gap is reduced to the preset allowable gap range, wherein the fourth movement speed is the low approach speed of the rail car entering the final fine-tuning stage of the girth gap; When the measured value of the girth gap is less than the preset minimum allowable gap value, a gap too small adjustment instruction is generated and sent to the walking controller of the second rail car to immediately stop the movement of the second rail car and control the second rail car to fine-tune the movement away from the first rail car to increase the girth gap to the preset allowable gap range; When the girth gap is within the preset welding allowable gap range, the misalignment is compared with the preset maximum allowable misalignment, and if the misalignment is greater than the preset maximum allowable misalignment, a misalignment adjustment instruction is generated and sent to the overturning controller of the second rail car, wherein after receiving the misalignment adjustment instruction, the overturning controller of the second rail car calculates the angle value and the fine-tuning direction that the overturning mechanism of the second rail car needs to fine-tune according to the difference between the measured value of the misalignment and the maximum allowable misalignment, combined with the diameter and wall thickness parameters of the second tower section, adjusts the circumferential position of the second tower section through a small angle rotation, compensates the misalignment by using the ellipticity characteristics of the tower section, and continuously detects the change of the misalignment during the fine-tuning until the measured value of the misalignment is reduced to the preset allowable misalignment range.

[0053] Detecting the girth gap and the misalignment between the end faces of the first tower section and the second tower section in real time during the moving process, and adjusting the moving speed of the second rail car and the second overturning angle according to the girth gap and the misalignment, comprising the following steps: Firstly, the measurement of the end face distance is performed by the laser displacement sensor array arranged on the first rail car or the second rail car. The laser displacement sensor array is composed of multiple laser displacement sensors, each sensor simultaneously emits a laser beam to the end face of the first tower section and the end face of the second tower section, and calculates the straight-line distance between itself and the corresponding tower section end face according to the time difference between laser emission and reception, and transmits the distance data to the central controller in real time.

[0054] After the central controller receives the distance data measured by multiple sensors in the laser displacement sensor array, the spatial fitting algorithm is used to process the data to reconstruct the spatial position model of the end faces of the first tower section and the second tower section. The spatial position model contains key geometric information such as the center point coordinates of the two end faces, the end face normal vector and the end face edge contour, which provides an accurate mathematical model basis for subsequent girth gap and misalignment calculation.

[0055] Secondly, the central controller calculates the minimum distance value between the end faces of the first tower section and the second tower section along the axial direction of the tower based on the reconstructed spatial position model, and takes the minimum distance value as the girth gap under the current state. The calculation of the girth gap is based on the center point coordinates and the end face normal vector of the two end faces in the spatial position model, and the minimum distance value is obtained by solving the axial distance between all points on the first end face and the second end face. The girth gap is a key parameter for quantitatively evaluating whether the approaching degree of the two tower sections in the assembling direction meets the welding process requirements.

[0056] Further, the central controller selects multiple detection points along the circumferential direction of the tower based on the same spatial position model. For each detection point, the height difference value between the edge of the first tower section end face and the edge of the second tower section end face in the radial direction at the point is calculated. The central controller takes the maximum value of the height difference values calculated at all detection points as the misalignment under the current state.

[0057] The misalignment is a key parameter for quantitatively evaluating the alignment status of the tower section at different positions in the circumferential direction during the assembly. Since the tower section inevitably has a certain degree of ellipticity during the manufacturing process, the alignment degree at different positions in the circumferential direction is different. In order to ensure that the girth welding quality meets the requirements of the most demanding parts, the position with the maximum deviation in the entire circumferential direction is taken as the control reference, so the maximum value of the height difference values at all detection points is selected as the misalignment.

[0058] When the ring gap value calculated by the central controller is greater than the preset maximum allowable gap value, it is determined that the current gap is too large. The preset maximum allowable gap value is an upper limit of the axial distance of the ring gap determined according to the tower drum welding process specification, and represents the maximum axial separation distance allowed between the end faces of the two tower drum sections. The preset maximum allowable gap value is set according to the thickness of the tower drum plate, the welding method, and the welding filler requirement, for example, it can be set to 3 mm. The central controller generates a gap-too-large adjustment instruction and sends it to the walking controller of the second rail car. After receiving the instruction, the walking controller controls the second rail car to continue moving in the direction of the first rail car at a fourth moving speed. The fourth moving speed is set as a low approach speed when the rail car enters the final fine adjustment stage of the ring gap, to ensure the accuracy and controllability of the gap adjustment process.

[0059] During the movement, the laser displacement sensor array needs to continuously detect the change of the ring gap and feed back the data to the central controller to form a closed-loop control until the ring gap is reduced to the preset allowable gap range.

[0060] Specifically, when the ring gap value calculated by the central controller is less than the preset minimum allowable gap value, it is determined that the current gap is too small. The preset minimum allowable gap value is a lower limit of the axial distance of the ring gap determined according to the tower drum welding process specification, and represents the minimum axial gap allowed between the end faces of the two tower drum sections. The preset minimum allowable gap value is set according to the weld pool fluidity and the root penetration requirement of the weld during the welding process, for example, it can be set to 2 mm. The central controller generates a gap-too-small adjustment instruction and sends it to the walking controller of the second rail car. After receiving the instruction, the walking controller immediately stops the forward movement of the second rail car to avoid damage caused by rigid collision between the end faces of the two tower drum sections, and controls the second rail car to move away from the first rail car for fine adjustment, so that the ring gap gradually increases. During the movement, the laser displacement sensor array continuously detects the change of the ring gap and feeds back the data to the central controller until the ring gap returns to the preset allowable gap range.

[0061] When the measured value of the girth gap is within the preset welding allowable gap range, the central controller compares the calculated misalignment amount with the preset maximum allowable misalignment amount. The welding allowable gap range is a girth axial distance qualified interval determined according to the tower drum welding process specification, representing a reasonable axial distance range that can ensure the welding torch to be inserted for welding and will not cause the weld filling amount to be too large due to excessive gap. The welding allowable gap range is set according to the tower drum plate thickness and the welding process evaluation result, for example, it can be set to 2-3 mm. The maximum allowable misalignment amount is an upper limit of the radial deviation determined according to the tower drum structural strength requirement and the welding quality control standard, representing the maximum misalignment degree allowed in the radial direction of the two tower drum section end faces. The maximum allowable misalignment amount is set according to the tower drum plate thickness and the weld stress characteristics, for example, it can be set to 1 mm.

[0062] If the misalignment amount is greater than the preset maximum allowable misalignment amount, the central controller generates a misalignment amount adjustment instruction and sends it to the overturning controller of the second rail car. After receiving the misalignment amount adjustment instruction, the overturning controller of the second rail car calculates the angle value and the adjustment direction that the overturning mechanism of the second rail car needs to be fine-tuned according to the difference between the measured value of the misalignment amount and the maximum allowable misalignment amount, combined with the diameter parameter and the wall thickness parameter of the second tower drum section stored in advance. The overturning controller controls the overturning mechanism to rotate by a small angle according to the calculated angle value and direction, adjusts the circumferential position of the second tower drum section, and compensates and reduces the misalignment amount by utilizing the ellipticity characteristics of the tower drum section itself. The core of the fine-tuning process is to utilize the small difference in radius at different positions on the circumference of the tower drum section, to match the larger diameter part with the smaller diameter part through rotation, so as to achieve better alignment effect in the radial direction.

[0063] During the fine-tuning process, the laser displacement sensor array needs to continuously detect the change of the misalignment amount and feed back the data to the central controller and the overturning controller to form a closed-loop control, until the measured value of the misalignment amount is reduced to the preset allowable misalignment range. The allowable misalignment range is a qualified interval determined according to the tower drum welding quality acceptance standard, which is usually set to between zero and the maximum allowable misalignment amount.

[0064] S40: After the first tower drum section and the second tower drum section are completed and spot-welded, the first rail car and the second rail car are switched to a rigid synchronous mode, and the first rail car and the second rail car are controlled to rotate synchronously at the same overturning angular velocity, driving the first tower drum section and the second tower drum section to rotate as a whole, so as to cooperate with the automatic welding equipment to complete the girth welding.

[0065] Finally, when the first tower section and the second tower section are completed and fixed by spot welding, the first rail car and the second rail car are switched to the rigid synchronous mode. The purpose of this step is to couple the two independently running rail cars as a whole in terms of motion control, thereby driving the long tower section after group welding to rotate as a whole. Since the two tower sections after spot welding are connected as a whole, if there is a speed or phase difference between the two rail cars during the subsequent ring seam welding rotation process, the connected tower will bear additional torsional stress, which not only affects the stability of the welding process, but also may cause damage to the tower structure.

[0066] By switching to the rigid synchronous mode, the overturning mechanisms of the two rail cars can be ensured to rotate synchronously at the same angular velocity, so that the tower remains free of torsion during rotation, thereby providing stable and uniform welding conditions for the automatic welding equipment and ensuring the quality of ring seam welding.

[0067] Specifically, switching the first rail car and the second rail car to the rigid synchronous mode includes: After completing the spot welding of the first tower section and the second tower section, the spot welding completion signal detected by the spot welding completion sensor is used as an automatic trigger condition to start the switching program of the rigid synchronous mode; The first rail car is set as the master control car in the rigid synchronous mode, the second rail car is set as the slave control car in the rigid synchronous mode, and a rigid synchronous mode activation command is sent to the drive controllers of the master control car and the slave control car, and an electronic gear synchronous relationship between the master control car and the slave control car is established; After the drive controller of the master control car receives the rigid synchronous mode activation command, the current overturning angle of the master control car is used as a synchronous reference angle, and the real-time overturning angle and real-time overturning angular velocity of the master control car are transmitted to the drive controller of the slave control car; After the drive controller of the slave control car receives the real-time overturning angle and real-time overturning angular velocity, the current overturning angle of the slave control car is compared with the overturning angle of the master control car, the angle tracking error is calculated, and the output of the drive motor of the overturning mechanism of the slave control car is adjusted according to the angle tracking error, so that the overturning angle of the slave control car can follow the change of the overturning angle of the master control car in real time.

[0068] First, after completing the spot welding of the first tower section and the second tower section, the spot welding completion sensor arranged at the spot welding station will detect a signal that the spot welding operation has been completed. This spot welding completion signal is sent to the central controller as an automatic trigger condition, and the switching program of the rigid synchronous mode is started by the central controller, thereby realizing automatic and seamless transition from the group pairing state to the welding state.

[0069] The central controller sets the first rail car as the master in the rigid synchronization mode and sets the second rail car as the slave in the rigid synchronization mode. A rigid synchronization mode activation command is sent to the drive controller of the first rail car and the drive controller of the second rail car respectively. At the same time, the central controller establishes an electronic gear synchronization relationship between the first rail car and the second rail car, which is a virtual mechanical transmission correlation realized based on an electronic control system and defines a rigid coupling ratio between the rotational motions of the two.

[0070] Specifically, when the drive controller of the first rail car receives the rigid synchronization mode activation command, the current roll angle of the first rail car is immediately taken as the synchronization reference angle of the entire synchronization system. Subsequently, the drive controller of the first rail car collects the roll angle and roll angular velocity of itself in real time through the first encoder and continuously transmits the real-time roll angle data and real-time roll angular velocity data to the drive controller of the second rail car through the communication line.

[0071] After the drive controller of the second rail car, i.e. the slave, receives the real-time roll angle and real-time roll angular velocity broadcast by the first rail car, the current roll angle of itself is read in real time through the second encoder. The drive controller of the second rail car compares the current roll angle of itself with the received roll angle of the first rail car and calculates the angle tracking error between the two in real time. The angle tracking error is the instantaneous difference between the current roll angle of the slave and the current roll angle of the master, which is used to quantify the degree of angle deviation of the slave relative to the master. According to the size and direction of the angle tracking error, the drive controller of the second rail car dynamically adjusts the output torque and rotational speed of the roll mechanism drive motor of the slave by using a closed-loop control algorithm, so that the roll angle of the second rail car follows the roll angle of the first rail car in real time, thereby realizing the accurate coordinated rotation of the two rail cars in the rigid synchronization mode.

[0072] Specifically, the first rail car and the second rail car are controlled to rotate synchronously at the same roll angular velocity, including: receiving a target roll angular velocity required by the current girth welding process, wherein the target roll angular velocity is determined comprehensively according to the diameter, wall thickness and welding heat input requirement of the tower section; sending the target roll angular velocity to the drive controllers of the master and the slave as a common speed instruction of the master and the slave in the rigid synchronization mode, and the master drive controller generates a rotational speed control curve of the master drive motor according to the common speed instruction; The master vehicle driving controller detects the actual rotation speed of the master vehicle rotation mechanism in real time through the encoder on the master vehicle, and feeds back the actual rotation speed to the master vehicle driving controller, forming a speed closed loop control, to ensure that the deviation between the actual rotation speed of the master vehicle rotation mechanism and the target rotation speed is always less than the preset first speed deviation threshold. The slave vehicle driving controller detects the actual rotation speed of the slave vehicle rotation mechanism in real time through the encoder on the slave vehicle, and compares the actual rotation speed with the real-time rotation speed broadcast by the master vehicle. When the deviation between the two exceeds the preset second speed deviation threshold, the slave vehicle driving controller automatically adjusts the output torque of the slave vehicle driving motor, so that the actual rotation speed of the slave vehicle rotation mechanism is consistent with the actual rotation speed of the master vehicle rotation mechanism.

[0073] Firstly, the central controller receives the target rotation speed required by the current girth welding process. The target rotation speed is a value determined by comprehensively calculating the diameter, wall thickness of the tower section to be welded, and the welding heat input required by the welding process. The purpose is to match the optimal welding speed of the automatic welding equipment and ensure the weld forming quality.

[0074] The central controller sends the target rotation speed as a common speed instruction to the driving controller of the master vehicle (i.e. the first rail vehicle) and the driving controller of the slave vehicle (i.e. the second rail vehicle). The common speed instruction will serve as the speed reference for the rotation of the two rail vehicles in the rigid synchronization mode.

[0075] Specifically, after receiving the common speed instruction, the driving controller of the first rail vehicle generates a rotation speed control curve for the master vehicle driving motor according to the instruction. The driving controller of the first rail vehicle detects the actual rotation speed of the master vehicle rotation mechanism in real time through the first encoder, and feeds back the actual rotation speed signal to the driving controller, which is compared with the target rotation speed to form a speed closed loop control. Through this closed loop control, the deviation between the actual rotation speed of the master vehicle rotation mechanism and the target rotation speed is always less than the preset first speed deviation threshold, ensuring the accuracy and stability of the master vehicle speed.

[0076] The first speed deviation threshold is the maximum value of the allowable error between the actual rotation speed of the master vehicle and the target rotation speed. For example, if the target rotation speed is 0.1 rpm and the first speed deviation threshold is set to ±0.002 rpm, the actual speed of the master vehicle must always be maintained within the range of 0.098 rpm to 0.102 rpm.

[0077] Simultaneously, the drive controller of the second railcar detects the actual tilting angular velocity of the slave car's tilting mechanism in real time via the second encoder. At the same time, the drive controller of the second railcar receives real-time tilting angular velocity data broadcast by the first railcar. The drive controller of the second railcar continuously compares its own actual tilting angular velocity with the received real-time tilting angular velocity of the first railcar. When the deviation between the two exceeds a preset second speed deviation threshold, the drive controller of the second railcar automatically adjusts the output torque of the slave car's drive motor to compensate and correct the slave car's rotational speed in real time, ensuring that the actual tilting angular velocity of the slave car's tilting mechanism remains consistent with that of the master car's tilting mechanism. This achieves precise speed following between the two railcars in rigid synchronization mode.

[0078] The second speed deviation threshold is the maximum allowable error between the actual tilting angular velocity of the slave vehicle and the actual tilting angular velocity of the master vehicle. For example, if the second speed deviation threshold is set to ±0.001 rpm, the difference between the actual speed of the slave vehicle and the actual speed of the master vehicle must always be kept within 0.001 rpm.

[0079] Finally, the first and second railcars rotate synchronously at the same angular velocity, driving the assembled first and second tower sections to rotate as a whole, and completing the circumferential weld with the help of automatic welding equipment.

[0080] In summary, the embodiments of this application have at least the following technical effects: First, this invention integrates the transportation and tilting functions of the railcar into one unit and adopts a collaborative control method, abandoning the traditional overhead crane tilting operation mode and eliminating major safety hazards during the tower section transfer and tilting process. Second, by calculating the target tilting angle based on the first tilting angle and automatically controlling the tilting of the second railcar, precise control of the staggered angle of the longitudinal welds of adjacent tower sections is achieved; simultaneously, by real-time detection of the circumferential weld gap and misalignment during the moving assembly process, and by performing closed-loop fine-tuning of the railcar's moving speed and tilting angle, high-precision assembly of the circumferential weld is achieved.

[0081] Ultimately, this invention ensures the attitude stability of the long tower section during rotation after welding by switching the two railcars to rigid synchronization mode during the circumferential welding stage, allowing them to rotate in tandem at the same angular velocity. This eliminates the torsional stress caused by asynchrony, provides stable and uniform welding conditions for the automatic welding equipment, and improves the consistency and stability of the circumferential welding quality.

[0082] Example 2, as Figure 2 As shown, based on the same inventive concept as the tower track transfer and overturning coordinated control method provided in Embodiment 1, this embodiment of the invention also provides a tower track transfer and overturning coordinated control system, including: The parameter acquisition module 11 is configured to acquire real-time state parameters of the first rail vehicle and the second rail vehicle, wherein the real-time state parameters at least include a first overturning angle of the first rail vehicle and a second overturning angle and a second bearing position of the second rail vehicle. The overturning alignment control module 12 is configured to calculate a target overturning angle of the second rail vehicle according to the first overturning angle based on process requirements of the first tower section and the second tower section to be welded, and control the second rail vehicle to overturn the second tower section to the target overturning angle, so that the longitudinal weld of the first tower section and the longitudinal weld of the second tower section are circumferentially staggered by a preset angle. The group alignment fine adjustment control module 13 is configured to control the second rail vehicle to move along the rail to the first rail vehicle according to the second bearing position after the second tower section is overturned to the target overturning angle, and detect the girth gap and the edge misalignment between the end faces of the first tower section and the second tower section in real time during the movement, and fine adjust the moving speed of the second rail vehicle and the second overturning angle according to the girth gap and the edge misalignment until the girth gap and the edge misalignment reach a preset welding allowable range. The synchronous rotation welding module 14 is configured to switch the first rail vehicle and the second rail vehicle to a rigid synchronous mode when the first tower section and the second tower section complete the group alignment and spot welding, control the first rail vehicle and the second rail vehicle to synchronously rotate at the same overturning angular velocity, drive the first tower section and the second tower section after the group alignment to rotate as a whole, and cooperate with the automatic welding equipment to complete the girth welding.

[0083] The parameter acquisition module 11 is specifically configured to: acquire real-time state parameters of the first rail vehicle and the second rail vehicle, including: collect the first overturning angle in real time through a first encoder arranged on the first rail vehicle, collect the second overturning angle in real time through a second encoder arranged on the second rail vehicle, and transmit the first overturning angle and the second overturning angle to a central controller; measure a coordinate position of the second rail vehicle on the rail as the second bearing position in real time through a second laser range finder arranged on the second rail vehicle, and transmit the second bearing position to the central controller; measure a coordinate position of the first rail vehicle on the rail as a first bearing position in real time through a first laser range finder arranged on the first rail vehicle, detect a first bearing load when the first rail vehicle bears the first tower section in real time through a first pressure sensor arranged on the first rail vehicle, detect a second bearing load when the second rail vehicle bears the second tower section in real time through a second pressure sensor arranged on the second rail vehicle, and transmit the first bearing position, the first bearing load and the second bearing load to the central controller; In the central controller, the relative distance between the first rail car and the second rail car is calculated in real time according to the first bearing position and the second bearing position, and the relative distance is taken as a basic input parameter for subsequent movement control. According to the first bearing load and the second bearing load, the first center of gravity offset of the first tower section on the first rail car and the second center of gravity offset of the second tower section on the second rail car are calculated respectively, and the first center of gravity offset and the second center of gravity offset are compared with the preset center of gravity safety threshold respectively, and when the first center of gravity offset or the second center of gravity offset exceeds the preset center of gravity safety threshold, a center of gravity offset alarm information is sent, and the starting operation of the walking mechanism and the overturning mechanism of the corresponding rail car is automatically prohibited. The first overturning angle, the second overturning angle, the first bearing position, the second bearing position, the first bearing load, the second bearing load, and the calculated relative distance, the first center of gravity offset and the second center of gravity offset are taken as a complete state parameter set of the first rail car and the second rail car under the same time reference.

[0084] The overturning alignment control module 12 is specifically configured to: Based on the process requirements of the first tower section and the second tower section to be welded, the target overturning angle of the second rail car is calculated according to the first overturning angle, including: Reading the tower manufacturing process file corresponding to the current production task, extracting the longitudinal weld offset angle requirement of the first tower section and the second tower section, wherein the longitudinal weld offset angle requirement is that the longitudinal welds of adjacent tower sections need to be offset by 180 degrees in the circumferential direction. According to the first longitudinal weld identification line of the first tower section in the current space coordinate system, the first azimuth angle is determined according to the first longitudinal weld identification line of the first tower section in the current space coordinate system, wherein the first azimuth angle takes the zero degree reference line of the first rail car overturning mechanism as the reference zero point, and is converted by the first encoder real-time feedback first overturning angle; According to the first azimuth angle and the longitudinal weld offset angle requirement, the second azimuth angle required to be reached by the second longitudinal weld identification line of the second tower section is calculated, and the second azimuth angle is taken as the final target angle of the second rail car overturning mechanism, wherein the second azimuth angle is different from the first azimuth angle by 180 degrees. According to the angle difference between the second real-time feedback second overturning angle of the current second encoder and the final target angle, the angle value and the rotation direction of the second rail car need to be rotated are determined, and the angle value and the rotation direction are taken as the target overturning angle instruction sent to the drive controller of the second rail car.

[0085] Specifically, the second rail car is controlled to overturn the second tower section to the target overturning angle, including: The driving controller of the second track vehicle receives the target overturning angle instruction, and calculates an acceleration torque curve required by the overturning mechanism of the second track vehicle in a starting stage according to a second bearing load currently borne by the second track vehicle, in combination with a mass distribution characteristic and a moment of inertia parameter of the second tower section; The second tower section is accelerated from a static state according to the acceleration torque curve to stably start rotating, and in the rotating process, the driving controller of the second track vehicle dynamically adjusts a rotating speed of the overturning mechanism by using a proportional-integral-derivative control algorithm according to a second overturning angle fed back in real time by the second encoder, so that the second overturning angle approaches the target overturning angle according to a preset angle-time curve; When a difference between the second overturning angle fed back by the second encoder and the target overturning angle is less than a preset angle-approaching threshold, the overturning mechanism is controlled to switch to a low-speed approaching mode to continue rotating at a micro-motion speed lower than a normal rotating speed, until the difference between the second overturning angle and the target overturning angle is less than a preset angle-tolerance range, and then a brake device of the overturning mechanism is locked.

[0086] The group pair fine adjustment control module 13 is specifically configured to: The second track vehicle is controlled to move along the track to the first track vehicle according to the second bearing position, and the method comprises: The central controller calculates a current distance between the second track vehicle and the first track vehicle in real time according to the second bearing position of the second track vehicle and a preset target position of the first track vehicle, and sends the current distance as an input parameter of walking control to a walking controller of the second track vehicle; When the current distance is greater than a first preset distance threshold, the walking controller of the second track vehicle controls the walking mechanism to move to the first track vehicle at a first moving speed, wherein the first moving speed is a highest safe operating speed of the track vehicle in a long-distance empty or light load state; When the current distance is less than the first preset distance threshold and greater than a second preset distance threshold, the walking controller of the second track vehicle controls the walking mechanism to switch from the first moving speed to a second moving speed, and simultaneously starts a collision avoidance sensor arranged on the first track vehicle or the second track vehicle to monitor a proximity state between the first tower section and the second tower section in real time, wherein the second moving speed is a working speed of the track vehicle entering a group pair area; When the current distance is less than the second preset distance threshold, the walking controller of the second track vehicle controls the walking mechanism to switch from the second moving speed to a third moving speed, and simultaneously starts a ring gap detection device and a misalignment amount detection device to prepare to enter a precise jointing control mode, wherein the third moving speed is a crawling speed of the track vehicle about to enter the precise jointing stage.

[0087] Specifically, the method further comprises: The walking controller of the second rail car pre-plans a variation curve of the moving speed according to the relationship between the current distance and each preset distance threshold, wherein the variation curve of the moving speed includes an acceleration stage, a constant speed stage and a deceleration stage; In the acceleration stage, an S-shaped acceleration curve is used to control the walking mechanism to gradually increase from zero speed to target speed, so that the acceleration of the second rail car gradually increases from zero and then gradually decreases to zero, thereby avoiding the front and rear shaking of the second tower section on the second rail car caused by sudden acceleration; In the deceleration stage, the walking controller calculates the required deceleration value in real time according to the remaining distance between the current distance and the target stop position, and uses an S-shaped deceleration curve to control the walking mechanism to gradually decrease from the current speed to zero or a lower speed in the next stage; In the acceleration stage and the deceleration stage, the deviation between the actual speed of the walking mechanism and the planned speed is monitored in real time, and when the deviation exceeds a preset speed deviation threshold, the output torque of the driving motor is automatically adjusted to make the actual speed follow the planned speed curve.

[0088] Further, the ring gap and the edge offset between the first tower section end face and the second tower section end face are detected in real time during the movement, and the moving speed of the second rail car and the second overturning angle are fine-tuned according to the ring gap and the edge offset, including: A laser displacement sensor array arranged on the first rail car or the second rail car emits laser beams to the first tower section end face and the second tower section end face, and the distance between each sensor and the corresponding tower section end face is calculated according to the time difference between laser emission and reception; According to the distance data measured by the plurality of sensors in the laser displacement sensor array, a spatial fitting algorithm is used to reconstruct a spatial position model of the first tower section end face and the second tower section end face, wherein the spatial position model includes the center point coordinates, the end face normal vector and the end face edge profile of the two end faces; The minimum distance value between the two end faces in the axial direction is calculated as the ring gap according to the spatial position model; Based on the spatial position model, a plurality of detection points are uniformly selected along the circumferential direction, the height difference value between the first tower section end face edge and the second tower section end face edge at each detection point in the radial direction is calculated, and the maximum value of the height difference value among all detection points is taken as the edge offset; When the ring gap is greater than a preset maximum allowed gap value, a gap too large adjustment instruction is generated and sent to the walking controller of the second rail car to control the second rail car to continue moving in the direction of the first rail car at a fourth moving speed, and the change of the ring gap is continuously detected during the movement until the ring gap is reduced to a preset allowed gap range, wherein the fourth moving speed is a low approach speed of the rail car when entering the final fine-tuning stage of the ring gap; When the measured value of the ring seam gap is less than the preset minimum allowable gap value, a gap-too-small adjustment instruction is generated and sent to the walking controller of the second rail car, which immediately stops the movement of the second rail car and controls the second rail car to fine-tune the movement in the direction away from the first rail car, so that the ring seam gap is increased to within the preset allowable gap range; When the ring seam gap is within the preset welding allowable gap range, the misalignment amount is compared with the preset maximum allowable misalignment amount. If the misalignment amount is greater than the preset maximum allowable misalignment amount, a misalignment amount adjustment instruction is generated and sent to the overturning controller of the second rail car. After the overturning controller of the second rail car receives the misalignment amount adjustment instruction, the difference between the measured value of the misalignment amount and the maximum allowable misalignment amount is calculated, combined with the diameter and wall thickness parameters of the second tower section, to calculate the angle value and fine-tuning direction that the overturning mechanism of the second rail car needs to fine-tune. By adjusting the circumferential position of the second tower section through a small angle rotation, the misalignment amount is compensated by using the ovality characteristics of the tower section, and the change of the misalignment amount is continuously detected during the fine-tuning process until the measured value of the misalignment amount is reduced to within the preset allowable misalignment amount range.

[0089] The synchronous rotation welding module 14 is specifically configured to: Switching the first rail car and the second rail car to the rigid synchronous mode includes: After the spot welding and fixing of the first tower section and the second tower section are completed, the spot welding completion signal detected by the spot welding completion sensor is used as an automatic trigger condition to start the switching program of the rigid synchronous mode; The first rail car is set as the master control car in the rigid synchronous mode, the second rail car is set as the slave control car in the rigid synchronous mode, and a rigid synchronous mode activation command is sent to the drive controllers of the master control car and the slave control car, and an electronic gear synchronous relationship between the master control car and the slave control car is established; After the drive controller of the master control car receives the rigid synchronous mode activation command, the current overturning angle of the master control car is taken as a synchronous reference angle, and the real-time overturning angle and real-time overturning angular velocity of the master control car are transmitted to the drive controller of the slave control car; After the drive controller of the slave control car receives the real-time overturning angle and real-time overturning angular velocity, the current overturning angle of the slave control car is compared with the overturning angle of the master control car, the angle tracking error is calculated, and the output of the drive motor of the overturning mechanism of the slave control car is adjusted according to the angle tracking error, so that the overturning angle of the slave control car can follow the change of the overturning angle of the master control car in real time.

[0090] Specifically, the first rail car and the second rail car are controlled to rotate synchronously at the same overturning angular velocity, including: A target overturning angular velocity required by the current ring seam welding process is received, wherein the target overturning angular velocity is determined comprehensively according to the diameter, wall thickness and welding heat input requirement of the tower section; The target roll angular velocity is sent to the drive controllers of the master vehicle and the slave vehicle as a common speed instruction of the master vehicle and the slave vehicle in the rigid synchronization mode, and the master vehicle drive controller generates a rotation speed control curve of the master vehicle drive motor according to the common speed instruction; The master vehicle drive controller detects the actual roll angular velocity of the master vehicle roll mechanism in real time through an encoder on the master vehicle, and feeds back the actual roll angular velocity to the master vehicle drive controller to form a speed closed-loop control, so as to ensure that the deviation between the actual roll angular velocity of the master vehicle roll mechanism and the target roll angular velocity is always less than a preset first speed deviation threshold; The slave vehicle drive controller detects the actual roll angular velocity of the slave vehicle roll mechanism in real time through an encoder on the slave vehicle, compares the actual roll angular velocity with the real-time roll angular velocity broadcast by the master vehicle, and when the deviation between the two exceeds a preset second speed deviation threshold, the slave vehicle drive controller automatically adjusts the output torque of the slave vehicle drive motor, so that the actual roll angular velocity of the slave vehicle roll mechanism is consistent with the actual roll angular velocity of the master vehicle roll mechanism.

Claims

1. A method for coordinated control of tower track transfer and overturning, characterized in that, The methods include: S10: Obtain the real-time status parameters of the first railcar and the second railcar, wherein the real-time status parameters include at least the first tilt angle of the first railcar and the second tilt angle and the second bearing position of the second railcar. S20: Based on the process requirements of the first tower section and the second tower section to be welded, calculate the target flip angle of the second railcar according to the first flip angle, and control the second railcar to flip the second tower section to the target flip angle so that the longitudinal weld of the first tower section and the longitudinal weld of the second tower section are offset by a preset angle in the circumferential direction. S30: After the second tower section is flipped to the target flipping angle, the second railcar is controlled to move along the rail towards the first railcar according to the second bearing position. During the movement, the circumferential gap and misalignment between the end face of the first tower section and the end face of the second tower section are detected in real time. The moving speed and second flipping angle of the second railcar are finely adjusted according to the circumferential gap and misalignment until the circumferential gap and misalignment reach the preset welding allowable range. S40: After the first tower section and the second tower section are assembled and spot-welded, the first railcar and the second railcar are switched to rigid synchronous mode. The first railcar and the second railcar are controlled to rotate synchronously at the same angular velocity, which drives the assembled first tower section and the second tower section to rotate as a whole, so as to cooperate with the automatic welding equipment to complete the circumferential weld.

2. The tower track transfer and overturning coordinated control method according to claim 1, characterized in that, Obtain real-time status parameters of the first and second railcars, including: The first flip angle is collected in real time by the first encoder set on the first railcar, and the second flip angle is collected in real time by the second encoder set on the second railcar. The first flip angle and the second flip angle are then transmitted to the central controller. The second laser rangefinder installed on the second railcar measures the coordinate position of the second railcar on the track in real time as the second bearing position, and transmits the second bearing position to the central controller. The first load position is determined by measuring the coordinate position of the first railcar on the track in real time using a first laser rangefinder installed on the first railcar. The first load is detected in real time by a first pressure sensor installed on the first railcar when the first railcar carries the first tower section. The second load is detected in real time by a second pressure sensor installed on the second railcar when the second railcar carries the second tower section. The first load position, the first load, and the second load are then transmitted to the central controller. In the central controller, the relative distance between the first railcar and the second railcar is calculated in real time based on the first bearing position and the second bearing position, and the relative distance is used as the basic input parameter for subsequent motion control; Based on the first load and the second load, the first center of gravity offset of the first tower section on the first railcar and the second center of gravity offset of the second tower section on the second railcar are calculated respectively. The first center of gravity offset and the second center of gravity offset are compared with a preset center of gravity safety threshold. When the first center of gravity offset or the second center of gravity offset exceeds the preset center of gravity safety threshold, a center of gravity offset alarm message is issued and the starting operation of the corresponding railcar's traveling mechanism and tilting mechanism is automatically prohibited. The first flip angle, the second flip angle, the first bearing position, the second bearing position, the first bearing load, the second bearing load, as well as the calculated relative distance, the first center of gravity offset, and the second center of gravity offset are taken as the complete set of state parameters of the first track vehicle and the second track vehicle under the same time reference.

3. The tower track transfer and overturning coordinated control method according to claim 1, characterized in that, Based on the process requirements of the first and second tower sections to be welded, the target tilting angle of the second railcar is calculated according to the first tilting angle, including: Read the tower manufacturing process file corresponding to the current production task and extract the longitudinal weld stagger angle requirement between the first tower section and the second tower section. The longitudinal weld stagger angle requirement is that the longitudinal welds of adjacent tower sections must be staggered by 180 degrees in the circumferential direction. The first azimuth angle of the first longitudinal weld marking line of the first tower section in the current spatial coordinate system is determined based on the first flip angle. The first azimuth angle is calculated by taking the zero-degree reference line of the first railcar flipping mechanism as the reference zero point and converting it through the first flip angle fed back in real time by the first encoder. Based on the first azimuth angle and the longitudinal weld stagger angle requirement, calculate the second azimuth angle required for the second longitudinal weld marking line of the second tower section, and use the second azimuth angle as the final target angle of the second railcar tilting mechanism, wherein the second azimuth angle differs from the first azimuth angle by 180 degrees. Based on the angle difference between the second flip angle fed back in real time by the second encoder and the final target angle, the angle value and rotation direction of the second track car that need to be rotated are determined, and the angle value and rotation direction are sent as the target flip angle command to the drive controller of the second track car.

4. The tower track transfer and overturning coordinated control method according to claim 3, characterized in that, Controlling the second railcar to flip the second tower section to the target flip angle includes: After receiving the target tilting angle command, the drive controller of the second railcar calculates the acceleration torque curve required by the tilting mechanism of the second railcar during the start-up phase, based on the second load currently carried by the second railcar, combined with the mass distribution characteristics and rotational inertia parameters of the second tower section. Accelerating from a standstill according to the acceleration torque curve, the second tower section begins to rotate smoothly. During the rotation, the drive controller of the second railcar dynamically adjusts the rotation speed of the flipping mechanism using a proportional-integral-derivative control algorithm based on the second flipping angle fed back in real time by the second encoder, so that the second flipping angle approaches the target flipping angle according to the preset angle-time curve. When the difference between the second flip angle fed back by the second encoder and the target flip angle is less than the preset angle approach threshold, the control flip mechanism switches to low-speed approach mode and continues to rotate at a micro-motion speed lower than the normal rotation speed until the difference between the second flip angle and the target flip angle is less than the preset angle tolerance range, and then the braking device of the flip mechanism is locked.

5. The tower track transfer and overturning coordinated control method according to claim 1, characterized in that, Controlling the second railcar to move along the track toward the first railcar according to the second bearing position includes: The central controller calculates the current distance between the second railcar and the first railcar in real time based on the second bearing position of the second railcar and the preset target position of the first railcar, and sends the current distance as an input parameter for travel control to the travel controller of the second railcar. When the current distance is greater than the first preset distance threshold, the travel controller of the second railcar controls the travel mechanism to move towards the first railcar at a first moving speed, wherein the first moving speed is the maximum safe operating speed of the railcar under long-distance unloaded or light-load conditions. When the current distance is less than the first preset distance threshold and greater than the second preset distance threshold, the travel controller of the second railcar controls the travel mechanism to switch from the first travel speed to the second travel speed, and at the same time activates the anti-collision sensor installed on the first railcar or the second railcar to monitor the proximity status between the first tower section and the second tower section in real time. The second travel speed is the working speed of the railcar when it enters the assembly area. When the current distance is less than the second preset distance threshold, the travel controller of the second railcar controls the travel mechanism to switch from the second travel speed to the third travel speed, and at the same time activates the circumferential gap detection device and the misalignment detection device to prepare to enter the precision joint control mode. The third travel speed is the crawling speed at which the railcar is about to enter the precision joint stage.

6. The tower track transfer and overturning coordinated control method according to claim 5, characterized in that, The method further includes: The second track vehicle's travel controller pre-plans the movement speed variation curve based on the relationship between the current distance and various preset distance thresholds. The movement speed variation curve includes an acceleration phase, a constant speed phase, and a deceleration phase. During the acceleration phase, an S-shaped acceleration curve is used to control the traveling mechanism to gradually increase from zero speed to the target speed, so that the acceleration of the second railcar gradually increases from zero and then gradually decreases to zero, avoiding the second tower section from swaying back and forth on the second railcar due to sudden acceleration. During the deceleration phase, the travel controller calculates the required deceleration value in real time based on the remaining distance between the current distance and the target stopping position, and uses an S-shaped deceleration curve to control the travel mechanism to gradually reduce from the current speed to zero or the lower speed of the next stage. During acceleration and deceleration, the deviation between the actual speed and the planned speed of the walking mechanism is monitored in real time. When the deviation exceeds the preset speed deviation threshold, the output torque of the drive motor is automatically adjusted so that the actual speed follows the planned speed curve.

7. The tower track transfer and overturning coordinated control method according to claim 1, characterized in that, During the movement, the circumferential gap and misalignment between the end faces of the first and second tower sections are detected in real time, and the moving speed and second tilting angle of the second railcar are finely adjusted based on the circumferential gap and misalignment, including: A laser displacement sensor array installed on the first or second railcar emits laser beams toward the end faces of the first and second tower sections, and calculates the distance between each sensor and the corresponding tower section end face based on the time difference between laser emission and reception. Based on the distance data measured by multiple sensors in the laser displacement sensor array, a spatial fitting algorithm is used to reconstruct the spatial position model of the end face of the first tower section and the end face of the second tower section. The spatial position model includes the center point coordinates of the two end faces, the end face normal vector, and the end face edge contour. The minimum distance between the two end faces along the axial direction is calculated based on the spatial position model and used as the circumferential gap. Based on the spatial position model, multiple detection points are selected evenly along the circumference. The height difference between the edge of the first tower section end face and the edge of the second tower section end face at each detection point in the radial direction is calculated. The maximum value of the height difference among all detection points is taken as the misalignment amount. When the circumferential gap is greater than the preset maximum allowable gap value, an adjustment command for excessive gap is generated and sent to the travel controller of the second railcar. The second railcar is controlled to continue moving towards the first railcar at a fourth moving speed. During the movement, the change in the circumferential gap is continuously detected until the circumferential gap is reduced to within the preset allowable gap range. The fourth moving speed is the low-speed approach speed when the railcar enters the final fine-tuning stage of the circumferential gap. When the measured value of the circumferential gap is less than the preset minimum allowable gap value, a gap too small adjustment command is generated and sent to the travel controller of the second railcar. The movement of the second railcar is immediately stopped and the second railcar is controlled to move slightly away from the first railcar, so that the circumferential gap is increased to the preset allowable gap range. When the circumferential gap is within the preset allowable welding gap range, the misalignment amount is compared with the preset maximum allowable misalignment amount. If the misalignment amount is greater than the preset maximum allowable misalignment amount, a misalignment amount adjustment command is generated and sent to the tilting controller of the second railcar. After receiving the misalignment amount adjustment command, the tilting controller of the second railcar calculates the angle value and direction of fine adjustment required by the tilting mechanism of the second railcar based on the difference between the measured value of the misalignment amount and the maximum allowable misalignment amount, combined with the diameter and wall thickness parameters of the second tower section. The circumferential position of the second tower section is adjusted by rotating it at a small angle, and the ellipticity characteristics of the tower section are used to compensate for the misalignment amount. During the fine adjustment process, the change of the misalignment amount is continuously detected until the measured value of the misalignment amount is reduced to within the preset allowable misalignment amount range.

8. The tower track transfer and overturning coordinated control method according to claim 1, characterized in that, Switching the first and second railcars to rigid synchronization mode includes: After the spot welding of the first tower section and the second tower section is completed, the spot welding completion signal detected by the spot welding completion sensor is used as the automatic trigger condition to start the rigid synchronization mode switching program. The first railcar is set as the master car in rigid synchronization mode, the second railcar is set as the slave car in rigid synchronization mode, and a rigid synchronization mode activation command is sent to the drive controllers of the master car and the slave car. At the same time, an electronic gear synchronization relationship is established between the master car and the slave car. After receiving the rigid synchronization mode activation command, the drive controller of the master vehicle uses the current tilt angle of the master vehicle as the synchronization reference angle and transmits the real-time tilt angle and real-time tilt angular velocity of the master vehicle to the drive controller of the slave vehicle. After receiving the real-time flip angle and real-time flip angular velocity from the drive controller of the slave vehicle, it compares its current flip angle with the flip angle of the master vehicle, calculates the angle tracking error, and adjusts the output of the drive motor of the slave vehicle flipping mechanism according to the angle tracking error, so that the flip angle of the slave vehicle follows the flip angle of the master vehicle in real time.

9. The tower track transfer and overturning coordinated control method according to claim 1, characterized in that, Controlling the first and second railcars to rotate synchronously at the same angular velocity of rotation includes: Receive the target rotation angular velocity required by the current circumferential weld process, wherein the target rotation angular velocity is determined comprehensively based on the diameter, wall thickness and welding heat input requirements of the tower section; The target angular velocity is simultaneously sent to the drive controllers of both the master vehicle and the slave vehicle as a common speed command for both vehicles in rigid synchronization mode. The drive controller of the master vehicle generates the speed control curve of the drive motor of the master vehicle based on the common speed command. The main vehicle drive controller detects the actual tilting angular velocity of the main vehicle tilting mechanism in real time through the encoder on the main vehicle, and feeds back the actual tilting angular velocity to the main vehicle drive controller to form a speed closed-loop control, ensuring that the deviation between the actual tilting angular velocity of the main vehicle tilting mechanism and the target tilting angular velocity is always less than the preset first speed deviation threshold. The slave vehicle drive controller detects the actual angular velocity of the slave vehicle's tilting mechanism in real time through the encoder on the slave vehicle, and compares the actual angular velocity with the real-time angular velocity broadcast by the master vehicle. When the deviation between the two exceeds the preset second speed deviation threshold, the slave vehicle drive controller automatically adjusts the output torque of the slave vehicle drive motor to keep the actual angular velocity of the slave vehicle's tilting mechanism consistent with that of the master vehicle's tilting mechanism.

10. A tower track transfer and tilting cooperative control system, characterized in that, The method for implementing the tower track transfer and overturning coordinated control method according to any one of claims 1-9 includes: The parameter acquisition module (11) is used to acquire the real-time status parameters of the first railcar and the second railcar, wherein the real-time status parameters include at least the first flip angle of the first railcar and the second flip angle and the second bearing position of the second railcar. The flipping alignment control module (12) is used to calculate the target flipping angle of the second railcar based on the process requirements of the first tower section and the second tower section to be welded, according to the first flipping angle, and control the second railcar to flip the second tower section to the target flipping angle so that the longitudinal weld of the first tower section and the longitudinal weld of the second tower section are offset by a preset angle in the circumferential direction. The assembly fine-tuning control module (13) is used to control the second railcar to move along the track towards the first railcar according to the second bearing position after the second tower section is flipped to the target flip angle. During the movement, the circumferential gap and misalignment between the end face of the first tower section and the end face of the second tower section are detected in real time, and the moving speed and second flip angle of the second railcar are fine-tuned according to the circumferential gap and misalignment until the circumferential gap and misalignment reach the preset welding allowable range. The synchronous rotating welding module (14) is used to switch the first and second railcars to rigid synchronous mode after the first tower section and the second tower section are assembled and spot welded. It controls the first and second railcars to rotate synchronously at the same angular velocity, driving the assembled first and second tower sections to rotate as a whole, so as to cooperate with the automatic welding equipment to complete the circumferential weld.

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