Tower drum track transfer and overturning cooperative control method and system

Abstract

This invention discloses a collaborative control method and system for tower section transfer and rotation, relating to the field of industrial control technology. The method includes: acquiring real-time status parameters of a first and second railcar; calculating a target rotation angle for the second railcar based on a first rotation angle, and controlling it to rotate the second tower section to the target rotation angle; controlling the second railcar to move towards the first railcar based on a second bearing position, detecting the circumferential gap and misalignment during the movement, and fine-tuning the movement speed and the second rotation angle until the circumferential gap and misalignment reach the allowable welding range; after completing the assembly and spot welding, switching the two railcars to a rigid synchronous mode, rotating synchronously at the same rotation angular velocity, driving the assembled tower section to rotate as a whole to cooperate with automatic welding equipment to complete the circumferential weld. This invention achieves automated collaborative control of tower section transfer, rotation, assembly, and circumferential weld welding, improving production safety and welding quality.

Description

Technical Field

[0001] This invention relates to the field of industrial control technology, specifically to a method and system for coordinated control of tower track transfer and overturning. Background Technology

[0002] The wind turbine tower is the core supporting component of a wind turbine generator set, and it is usually assembled and welded from multiple sections. In the tower manufacturing plant, a single tower section needs to go through multiple processes in sequence, such as rolling, longitudinal seam welding, circumferential seam assembly, and circumferential seam welding. The sections need to be transferred between different work stations, and flipping operations are required in the longitudinal seam welding and weld inspection stages.

[0003] Currently, the transportation of tower sections mainly relies on railcars, while their rotation depends on overhead cranes in the workshop. This separation of transportation and rotation functions has significant drawbacks. Using overhead cranes to lift and rotate tower sections weighing tens of tons is not only inefficient but also poses major safety hazards such as sling slippage and uncontrolled section swaying. Furthermore, precise angle control during crane rotation is difficult, making it impossible to guarantee the pre-set staggered angle of the longitudinal welds when assembling adjacent sections. This often requires manual adjustments, resulting in high labor intensity and low precision. During the circumferential weld stage, the independent drive of multiple roller frames lacks precise synchronization, easily subjecting the tower to torsional stress and affecting weld quality. In addition, existing technology lacks real-time monitoring of the tower's center of gravity; sudden speed changes during movement can also cause section swaying. All these factors collectively restrict the automation level of the tower manufacturing process and further improvement of product quality. Summary of the Invention

[0004] This invention addresses the technical problems in existing technologies, such as high safety risks caused by the separation of tower section transfer and overturning operations, difficulty in controlling the staggered angle of longitudinal welds, and low accuracy of circumferential weld assembly. It provides a collaborative control method and system for tower track transfer and overturning.

[0005] The technical solution of the present invention to solve the above-mentioned technical problems is as follows:

[0006] In a first aspect, the present invention provides a tower track transfer and overturning coordinated control method, comprising:

[0007] 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.

[0008] 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.

[0009] 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.

[0010] 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.

[0011] Secondly, the present invention provides a tower track transfer and overturning coordinated control system, comprising:

[0012] The parameter acquisition module is used to acquire 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.

[0013] The flipping and alignment control module is used to calculate the target flipping angle of the second railcar based on the process requirements of the first and second tower sections 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 from each other by a preset angle in the circumferential direction.

[0014] The assembly fine-tuning control module 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 module detects the circumferential gap and misalignment between the end face of the first tower section and the end face of the second tower section in real time, and fine-tunes the moving speed and the second flip angle of the second railcar according to the circumferential gap and misalignment until the circumferential gap and misalignment reach the preset welding allowable range.

[0015] The synchronous rotary welding module 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.

[0016] The beneficial effects of this invention are:

[0017] Compared to existing technologies, this invention first achieves precise perception of the spatial attitude and position of the tower section by acquiring real-time status parameters such as the rotation angle and bearing position of the railcar. Secondly, based on the required longitudinal weld seam offset angle, it automatically calculates and controls the second railcar to rotate the tower section to the target angle, ensuring the accuracy of the longitudinal weld seam offset between adjacent sections while eliminating the safety hazards caused by overhead crane rotation. Thirdly, during the moving assembly process, by real-time detection of the circumferential weld gap and misalignment, and by performing closed-loop fine-tuning of the railcar's moving speed and rotation angle, high-precision circumferential weld assembly is achieved, improving welding quality. Finally, during the circumferential weld stage, the two railcars are switched to rigid synchronization mode, rotating collaboratively at the same angular velocity. This ensures the stability of the long tower section during rotation after welding, avoiding torsional stress caused by asynchrony, thus enabling efficient and high-quality circumferential welding in conjunction with automated welding equipment. Attached Figure Description

[0018] Figure 1 A flowchart illustrating a tower track transfer and overturning coordinated control method provided by the present invention;

[0019] Figure 2 This is a schematic diagram of a tower track transfer and flipping collaborative control system provided by the present invention.

[0020] In the attached diagram, the components represented by each number are as follows:

[0021] Parameter acquisition module 11, flip alignment control module 12, group fine-tuning control module 13, synchronous rotation welding module 14. Detailed Implementation

[0022] Example 1, as Figure 1 As shown, this embodiment of the invention provides a tower track transfer and overturning coordinated control method, including:

[0023] 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.

[0024] First, the real-time status parameters of the first and second railcars are obtained. In the tower circumferential welding operation scenario, the first railcar is a rail transport device that carries the first tower section that has completed longitudinal welds and is waiting to be assembled, while the second railcar is a rail transport device that carries the second tower section to be assembled.

[0025] The real-time status parameters of the first and second railcars are the basic input data for subsequent flipping and movement control. Specifically, they are the first flipping angle collected in real time by the first encoder when the first railcar is currently carrying the first tower section, the second flipping angle collected in real time by the second encoder when the second railcar is currently carrying the second tower section, and the second carrying position measured in real time by the second laser rangefinder.

[0026] Specifically, the real-time status parameters of the first and second railcars are obtained, including:

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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;

[0031] 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.

[0032] The first flip angle, the second flip angle, the first bearing position, the second bearing position, the first bearing load, the second bearing load, 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.

[0033] First, a first encoder mounted on the first railcar acquires the first tilting angle in real time when the first railcar carries the first tower section, and a second encoder mounted on the second railcar acquires the second tilting angle in real time when the second railcar carries the second tower section. The first encoder is an angle detection element installed at the shaft end of the drive motor of the tilting mechanism of the first railcar or at the slewing bearing, and the second encoder is an angle detection element installed at the shaft end of the drive motor of the tilting mechanism of the second railcar or at the slewing bearing. The first tilting angle is the rotation angle value of the first railcar tilting mechanism relative to a preset zero-degree reference, detected by the first encoder, and is used to characterize the spatial orientation of the first tower section at the current moment. The second tilting angle is the rotation angle value of the second railcar tilting mechanism relative to a preset zero-degree reference, detected by the second encoder, and is used to characterize the spatial orientation of the second tower section at the current moment.

[0034] The first flip angle data collected by the first encoder and the second flip angle data collected by the second encoder are both transmitted to the central controller via signal lines. The central controller, as the core unit for data processing and control command issuance, receives and stores the aforementioned angle data, providing a reference for subsequent flip angle calculations.

[0035] Secondly, a second laser rangefinder mounted on the second railcar measures the coordinate position of the second railcar along the track length in real time, and this coordinate position is used as the second bearing position. The second laser rangefinder is a laser displacement sensor installed on the side of the second railcar or beside the track; it measures distance by emitting a laser beam and receiving the reflected signal. The measured second bearing position is the coordinate value of the second railcar along the track length, used to characterize the precise spatial position of the second railcar on the track at the current moment.

[0036] The second load-bearing position data measured by the second laser rangefinder is transmitted to the central controller via a signal line. This second load-bearing position data is used to characterize the current specific position of the second railcar on the track and is the basic input parameter for subsequent control of the movement of the second railcar.

[0037] Furthermore, a first laser rangefinder mounted on the first railcar measures the coordinate position of the first railcar along the track length in real time, and this coordinate position is used as the first bearing position. A first pressure sensor mounted on the first railcar detects the first bearing load when the first railcar carries the first tower section in real time, and a second pressure sensor mounted on the second railcar detects the second bearing load when the second railcar carries the second tower section in real time.

[0038] Wherein, the first bearing position represents the precise spatial position of the first railcar on the track at the current moment, used to determine the coordinate reference of the first railcar; the first bearing load represents the total weight value of the first tower section applied to the first railcar, used to reflect the load status of the first tower section; the second bearing load represents the total weight value of the second tower section applied to the second railcar, used to reflect the load status of the second tower section.

[0039] The first load position data measured by the first laser rangefinder, the first load data measured by the first pressure sensor, and the second load data measured by the second pressure sensor are all transmitted to the central controller through signal lines.

[0040] Furthermore, within the central controller, based on the received first and second load-bearing position data, the relative distance between the first and second railcars is calculated in real time. This relative distance serves as a crucial input parameter for subsequent control of the second railcar's movement towards the first railcar, used to determine the movement stage and plan the movement speed.

[0041] Meanwhile, inside the central controller, based on the received first load data and second load data, and combined with the preset structural parameters of the first and second railcars, 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.

[0042] Specifically, the central controller first acquires the first load-bearing load data of multiple support points detected by the first pressure sensor, and the second load-bearing load data of multiple support points detected by the second pressure sensor. The central controller internally stores the design coordinate positions of each support point of the first and second railcars as structural parameters. Based on the torque balance principle, the central controller establishes a coordinate system with the geometric center of the railcar as the origin, and performs a weighted average calculation on the load-bearing load values ​​of each support point and their corresponding coordinate positions to calculate the coordinates of the resultant force application point of the overall load of the first tower section on the first railcar and the coordinates of the resultant force application point of the overall load of the second tower section on the second railcar. The coordinates of this resultant force application point are compared with the coordinates of the geometric center of the railcar; the deviation between the two is the first center-of-gravity offset and the second center-of-gravity offset.

[0043] Next, the calculated first and second center of gravity offsets are compared with preset center of gravity safety thresholds. The center of gravity safety threshold is a pre-set upper limit for allowable center of gravity offset, representing the maximum safe range of deviation of the tower section's center of gravity from the geometric center of the railcar when placed on the railcar. It is set based on the railcar's wheelbase or track gauge, the railcar's structural stability design parameters, and the tower section's maximum allowable tilt angle; for example, it is set to one-third of the railcar's wheelbase or track gauge.

[0044] When either the first or second center of gravity offset exceeds the corresponding preset center of gravity safety threshold, the central controller immediately issues a center of gravity offset alarm, alerting operators of a potential tipping risk. Simultaneously, the central controller automatically issues a prohibition command to the corresponding railcar, preventing the railcar's traveling mechanism from starting operation and its tilting mechanism from rotating, thus preventing dangerous actions from occurring.

[0045] Finally, the central controller integrates the received first flip angle, second flip angle, first bearing position, second bearing position, first bearing load, second bearing load, and the relative distance, first center of gravity offset, and second center of gravity offset calculated internally into a complete set of state parameters for the first and second track vehicles under the same time reference. This complete set of state parameters provides comprehensive data support for all subsequent coordinated control steps.

[0046] 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.

[0047] Secondly, 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. The process requirements for the first and second tower sections to be welded refer to the technical requirement specified in the wind turbine tower manufacturing process documents that the longitudinal welds of adjacent sections must be staggered by a specific angle in the circumferential direction. This technical requirement represents a key design parameter to ensure the overall structural strength and fatigue life of the tower.

[0048] Based on the first flip angle obtained above, the target flip angle of the second railcar can be calculated. The target flip angle is the angle value that the second flip angle should reach when the second tower section carried by the second railcar rotates to a predetermined position. That is, the rotation position at which the second railcar finally stops is required to achieve the preset angle of circumferential offset between the longitudinal weld of the first tower section and the longitudinal weld of the second tower section.

[0049] Specifically, based on the process requirements of the first and second tower sections to be welded, the target tilt angle of the second railcar is calculated according to the first tilt angle, including:

[0050] 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 along the circumferential direction.

[0051] 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.

[0052] 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.

[0053] 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.

[0054] First, the central controller reads the tower manufacturing process document corresponding to the current production task and extracts the longitudinal weld staggering angle requirement between the first and second tower sections from the document. According to the general manufacturing standards for wind turbine towers, this longitudinal weld staggering angle requirement is usually set so that the longitudinal welds of adjacent tower sections are staggered by 180 degrees in the circumferential direction to ensure the overall stress balance of the tower.

[0055] Secondly, the first azimuth angle of the first longitudinal weld seam marker line of the first tower section in the current spatial coordinate system is determined based on the first flip angle fed back to the central controller in real time by the first encoder. The determination of this first azimuth angle uses the zero-degree reference line of the first railcar flipping mechanism as the reference zero point and is obtained by converting the first flip angle data fed back in real time by the first encoder. This first azimuth angle accurately represents the current circumferential position of the longitudinal weld seam of the first tower section.

[0056] Next, the central controller calculates the required second azimuth angle for the second longitudinal weld marking line of the second tower section based on the calculated first azimuth angle and the longitudinal weld staggering angle requirement extracted from the tower manufacturing process documents. Specifically, this calculation process follows the principle that the first and second azimuth angles differ by 180 degrees: second azimuth angle = first azimuth angle + 180 degrees. If the calculated result exceeds 360 degrees, 360 degrees is subtracted to ensure that the second azimuth angle is within the standard range of 0 to 360 degrees. The central controller uses the calculated second azimuth angle as the final target angle that the second railcar tilting mechanism needs to achieve, which is the predetermined position to which the longitudinal weld of the second tower section should rotate.

[0057] Finally, the central controller obtains the second flip angle from the real-time feedback of the second encoder, compares this second flip angle with the previously calculated final target angle, and calculates the angle difference between the two. Based on the sign and magnitude of this angle difference, the required rotation angle and direction of the second track vehicle are determined. The central controller sends the target flip angle command, containing this angle value and rotation direction information, to the drive controller of the second track vehicle, which then executes the subsequent flipping action.

[0058] Then, controlling the second railcar to flip the second tower section to the target flip angle includes:

[0059] 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.

[0060] 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.

[0061] 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.

[0062] Specifically, after receiving the target tilting angle command from the central controller, the drive controller of the second railcar first acquires the second load data detected in real time by the second pressure sensor. Based on this second load, and combined with the mass distribution characteristic parameters and moment of inertia parameters of the second tower section pre-stored within the controller, the drive controller performs dynamic calculations to determine the acceleration torque curve required for the tilting mechanism of the second railcar during the startup phase. This acceleration torque curve is a function curve describing the relationship between the output torque of the drive motor of the tilting mechanism and time. It characterizes the change in the torque value that the drive motor should output over time from the moment of startup to reaching a stable rotational speed. Its design aims to overcome the inertia of the tower section in a stationary state and achieve a smooth start.

[0063] Secondly, the drive controller controls the tilting mechanism to accelerate from a standstill according to the calculated acceleration torque curve, driving the second tower section to begin rotating smoothly. During rotation, the drive controller of the second railcar acquires the feedback signal of the second tilting angle in real time through the second encoder. The drive controller internally employs a proportional-integral-derivative control algorithm to compare this real-time feedback second tilting angle with the target tilting angle, and dynamically adjusts the rotation speed of the tilting mechanism according to the deviation, so that the second tilting angle smoothly approaches the target tilting angle according to the preset angle-time curve.

[0064] The preset angle-time curve is a planned trajectory that describes the change of the second flip angle over time. It is used to guide the drive controller to control the flipping mechanism to complete the rotation action according to the predetermined dynamic performance indicators. The angle-time curve is set comprehensively based on parameters such as the rotational inertia of the second tower section, the maximum allowable angular acceleration, and production efficiency requirements.

[0065] 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 proximity threshold inside the drive controller, the drive controller controls the flipping mechanism to switch to low-speed approach mode. In low-speed approach mode, the flipping mechanism continues to rotate at a micro-speed lower than the normal rotation speed in order to precisely control the final stopping position. The drive controller continuously monitors the change of the second flip angle until the difference between the second flip angle and the target flip angle is less than the preset angle tolerance range. At this time, the drive controller issues a command to lock the braking device of the flipping mechanism, precisely fixing the second tower section at the target flip angle position.

[0066] The preset angle proximity threshold is a critical value for angle deviation used to determine whether the flipping process has entered the final fine-tuning stage. It represents the position point where the second flipping angle is very close to the target flipping angle and the rotation speed needs to be reduced to avoid overshoot. This angle proximity threshold is set according to the control accuracy and response time constant of the flipping mechanism, for example, it is set to 5 degrees. The preset angle tolerance range is an allowable range of angle deviation used to determine whether the flipping action is completed and allows locking. It represents the acceptable final error range between the second flipping angle and the target flipping angle. This angle tolerance range is set according to the accuracy requirements of the longitudinal weld seam offset angle in the tower manufacturing process, for example, it is set to ±0.5 degrees.

[0067] 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.

[0068] Furthermore, after the second tower section is flipped to the target flipping angle, the second railcar is controlled to move along the track towards the first railcar based on the second bearing position. The purpose of this step is to transport the second tower section, which has completed its angle positioning, from the waiting position to the assembly position adjacent to the first tower section, creating space conditions for subsequent circumferential welding. By precisely controlling the movement based on the second bearing position, it is ensured that the second railcar has a clear positional reference during its movement, thereby achieving initial proximity of the end faces of the two tower sections and providing a basis for precise adjustment of the subsequent circumferential gap and misalignment.

[0069] Specifically, controlling the second railcar to move along the track toward the first railcar according to the second bearing position includes:

[0070] 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.

[0071] 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.

[0072] 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.

[0073] 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.

[0074] First, the central controller calculates the current distance between the second and first railcars in real time based on the real-time feedback of the second bearing position from the second laser rangefinder and the pre-set target position of the first railcar. This current distance serves as the core input parameter for travel control and is sent by the central controller to the travel controller of the second railcar to determine the current stage of movement of the second railcar and decide on the corresponding control strategy.

[0075] Specifically, when the current distance calculated by the central controller exceeds a pre-set first preset distance threshold, it indicates that the second railcar is still far from the first railcar and is in the long-distance movement phase. The first preset distance threshold is a distance limit value set based on the workshop track layout and the length of the tower section. It represents the starting point for the second railcar to enter the deceleration approach zone. This first preset distance threshold is set based on the straight-line distance between the first railcar and the standby position in the actual production workshop, for example, it can be set to 5 to 10 meters. During this phase, the second railcar's travel controller controls the travel mechanism to continuously move towards the first railcar at a first travel speed. This first travel speed is set as the maximum safe operating speed of the railcar under long-distance unloaded or light-load conditions, with the aim of improving the transfer efficiency of the tower section between different workstations.

[0076] As the second railcar continues to move, when the current distance calculated by the central controller decreases to less than a first preset distance threshold and simultaneously greater than a second preset distance threshold, it indicates that the second railcar has entered the assembly area close to the first railcar. The second preset distance threshold is another distance limit value set based on the tower section diameter and the effective detection range of the anti-collision sensors. It represents a safety warning point where the second railcar is about to enter the precision joining stage. This second preset distance threshold is set according to the safety buffer distance required before the end faces of the two tower sections contact, for example, it can be set to 1 to 2 meters. During this stage, the second railcar's travel controller switches the travel mechanism from a first traveling speed to a lower second traveling speed. This second traveling speed is set as the working speed of the railcar entering the assembly area to ensure the safety and controllability of the movement process.

[0077] At the same time, the travel controller activates the anti-collision sensor installed on the first or second railcar. The anti-collision sensor monitors the proximity between the end face of the first tower section and the end face of the second tower section in real time, making safety preparations for subsequent precision jointing.

[0078] Furthermore, as the second railcar continues to move, when the current distance calculated by the central controller further decreases to below the second preset distance threshold, it indicates that the two tower sections are very close and about to enter the final precision jointing stage. During this stage, the second railcar's travel controller switches the travel mechanism from the second travel speed to a lower third travel speed, which is set as the crawling speed at which the railcar is about to enter the precision jointing stage. Simultaneously, the travel controller activates the circumferential gap detection device and the misalignment detection device, putting the system into precision jointing control mode, ready to perform real-time detection and precise adjustment of the circumferential gap and misalignment.

[0079] Specifically, the method further includes:

[0080] 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.

[0081] 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.

[0082] 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.

[0083] 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.

[0084] Specifically, the following speed planning and control steps are also included during the movement of the second railcar:

[0085] The second track vehicle's travel controller pre-plans a speed variation curve based on the numerical relationship between the current distance calculated in real time by the central controller and various preset distance thresholds. This speed variation curve fully covers the entire process of the second track vehicle from start to stop or from the current speed to the next speed stage, specifically including acceleration, constant speed, and deceleration phases. By pre-planning the speed curve, the smoothness and controllability of the movement process can be ensured.

[0086] During the acceleration phase, the travel controller employs an S-shaped acceleration curve to gradually increase the travel mechanism from zero speed to the target speed. The characteristic of the S-shaped acceleration curve is that its acceleration value gradually increases from zero, reaches a peak, and then gradually decreases back to zero, resulting in a smooth transition in the speed change of the second railcar. The core purpose of this control method is to avoid inertial shocks caused by sudden acceleration changes, thereby preventing the second tower section from swaying irregularly in the front-to-back direction on the second railcar and ensuring the attitude stability of the tower section during movement.

[0087] 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 through internal calculations. The travel controller uses an S-shaped deceleration curve to control the travel mechanism to gradually reduce its speed from the current speed to zero or to a lower speed for the next stage. Similar to the acceleration phase, the S-shaped deceleration curve effectively eliminates dynamic disturbances to the second tower section caused by excessively rapid or abrupt deceleration through smooth changes in speed and acceleration.

[0088] Throughout the acceleration and deceleration phases, the travel controller monitors the actual speed of the travel mechanism in real time using speed sensors and compares this actual speed with the pre-planned speed. When the deviation between the actual speed and the planned speed exceeds the preset speed deviation threshold within the controller, the travel controller automatically adjusts the output torque of the drive motor to compensate for and correct the actual speed, ensuring that the actual speed always follows the changes in the planned speed curve, thereby guaranteeing the accuracy of speed control and the smoothness of the movement process.

[0089] Among them, the speed deviation threshold is the upper limit of the allowable error range set to ensure speed tracking accuracy. It represents the maximum allowable degree of deviation of the actual speed from the planned speed. The speed deviation threshold is set according to the dynamic response characteristics of the traveling mechanism and the requirements of the tower section for sway sensitivity. For example, it can be set to ±5% of the planned speed.

[0090] Simultaneously, 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:

[0091] 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.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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.

[0096] 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.

[0097] 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.

[0098] During the movement, the circumferential gap and misalignment between the end faces of the first and second tower sections are monitored 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 the following steps:

[0099] First, the end face distance is measured using a laser displacement sensor array mounted on either the first or second railcar. This array consists of multiple laser displacement sensors, each simultaneously emitting laser beams towards the end faces of the first and second tower sections. Based on the time difference between laser emission and reception, the sensor calculates the straight-line distance between itself and the corresponding tower section end face through internal calculations and transmits the distance data to the central controller in real time.

[0100] After receiving distance data measured by multiple sensors in the laser displacement sensor array, the central controller processes the data using a spatial fitting algorithm to reconstruct the spatial position models of the end faces of the first and second tower sections. This spatial position model includes key geometric information such as the coordinates of the center points of both end faces, the normal vectors of the end faces, and the edge contours of the end faces, providing an accurate mathematical model basis for subsequent calculations of the circumferential gap and misalignment.

[0101] Secondly, based on the reconstructed spatial position model, the central controller calculates the minimum distance along the axial direction between the end faces of the first and second tower sections, using this minimum distance as the circumferential gap in the current state. This circumferential gap is calculated based on the coordinates of the center points of both end faces and the end face normal vectors in the spatial position model, obtained by solving for the minimum axial distance between all points on the first end face and the second end face. This circumferential gap is a key parameter characterizing the degree of axial separation between the end faces of the first and second tower sections, used to quantitatively evaluate whether the proximity of the two tower sections in the assembly direction meets the welding process requirements.

[0102] Furthermore, based on the same spatial location model, the central controller selects multiple detection points evenly distributed along the circumference of the tower. For each detection point, the radial height difference between the edge of the first tower section end face and the edge of the second tower section end face at that point is calculated. The central controller takes the maximum value of the calculated height difference among all detection points and uses this maximum value as the misalignment amount in the current state.

[0103] Misalignment is a key parameter characterizing the radial deviation between the end faces of two tower sections, used to quantitatively evaluate the alignment at various points on the circumference during tower section assembly. Since tower sections inevitably have a certain degree of ellipticity during manufacturing, the alignment varies at different points on the circumference. To ensure the circumferential weld quality meets the requirements of the most demanding areas, the position with the largest deviation on the entire circumference is used as the control benchmark. Therefore, the maximum height difference among all inspection points is selected as the misalignment.

[0104] When the circumferential gap calculated by the central controller exceeds the preset maximum allowable gap value, the current gap is determined to be too large. The preset maximum allowable gap value is the upper limit of the axial distance of the circumferential gap determined according to the tower welding process specifications, representing the maximum allowable axial separation distance between the end faces of the two tower sections. This preset maximum allowable gap value is set based on the tower plate thickness, welding method, and weld filler requirements; for example, it can be set to 3 mm. The central controller generates a gap-to-large adjustment command and sends it to the travel controller of the second railcar. Upon receiving this command, the travel controller controls the second railcar to continue moving towards the first railcar at a fourth travel speed. This fourth travel speed is set as the low-speed approach speed when the railcar enters the final fine-tuning stage of the circumferential gap, ensuring the accuracy and controllability of the gap adjustment process.

[0105] During the movement, the laser displacement sensor array needs to continuously detect changes in the annular gap and feed the data back to the central controller to form closed-loop control until the annular gap is reduced to within the preset allowable gap range.

[0106] Specifically, when the circumferential gap calculated by the central controller is less than the preset minimum allowable gap value, the current gap is determined to be too small. The preset minimum allowable gap value is the lower limit of the axial distance of the circumferential gap determined according to the tower welding process specifications. It represents the minimum axial gap allowed between the end faces of the two tower sections. This preset minimum allowable gap value is set based on the fluidity of the molten pool and the weld root penetration requirements during welding; for example, it can be set to 2 mm. The central controller generates a gap-to-small adjustment command and sends it to the travel controller of the second railcar. Upon receiving this command, the travel controller immediately stops the forward movement of the second railcar to avoid rigid collisions between the end faces of the two tower sections, which could cause damage. It then controls the second railcar to make fine adjustments in a direction away from the first railcar, gradually increasing the circumferential gap. During this movement, the laser displacement sensor array continuously detects changes in the circumferential gap and feeds the data back to the central controller until the circumferential gap returns to the preset allowable gap range.

[0107] When the measured value of the circumferential weld gap is within the preset allowable welding gap range, the central controller compares the calculated misalignment with the preset maximum allowable misalignment. The allowable welding gap range is the acceptable axial distance interval of the circumferential weld determined according to the tower welding process specifications. It represents the reasonable axial distance range between the end faces of the two tower sections that allows for welding torch insertion without causing excessive weld filler due to excessive gap. This allowable welding gap range is set based on the tower plate thickness and welding process evaluation results, for example, it can be set to 2 mm to 3 mm. The maximum allowable misalignment is the upper limit of radial deviation determined according to the tower structural strength requirements and welding quality control standards. It represents the maximum allowable misalignment of the end faces of the two tower sections in the radial direction. This maximum allowable misalignment is set based on the tower plate thickness and weld stress characteristics, for example, it can be set to 1 mm.

[0108] If the misalignment exceeds the preset maximum allowable misalignment, the central controller generates a misalignment adjustment command and sends it to the tilting controller of the second railcar. Upon receiving the command, the tilting controller calculates the required angle and direction for fine-tuning the tilting mechanism based on the difference between the measured misalignment and the maximum allowable misalignment, combined with pre-stored diameter and wall thickness parameters of the second tower section. The tilting controller then controls the tilting mechanism to rotate slightly according to the calculated angle and direction, adjusting the circumferential position of the second tower section and utilizing its inherent ellipticity to compensate for and reduce the misalignment. The core of this fine-tuning process lies in utilizing the slight differences in radius at different positions on the tower section's circumference, using rotation to match the larger-diameter parts with the smaller-diameter parts, thereby achieving a better alignment effect in the radial direction.

[0109] During fine-tuning, the laser displacement sensor array continuously monitors changes in the misalignment and feeds the data back to the central controller and the flip controller, forming a closed-loop control until the measured value of the misalignment decreases to within the preset allowable misalignment range. This allowable misalignment range is the acceptable interval determined according to the tower welding quality acceptance standards, and is usually set between zero and the maximum allowable misalignment.

[0110] 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.

[0111] Finally, after the first and second tower sections are assembled and spot-welded together, the first and second railcars are switched to rigid synchronization mode. The purpose of this step is to couple the two independently operating railcars into a single unit in terms of motion control, thereby driving the overall rotation of the welded long tower section. Since the two tower sections are now connected as a single unit after spot welding, any speed or phase difference between the two railcars during subsequent circumferential welding rotation will cause the connected tower to bear additional torsional stress, affecting not only the stability of the welding process but also potentially damaging the tower structure.

[0112] By switching to rigid synchronization mode, the tilting mechanisms of the two railcars can be ensured to rotate synchronously at the same angular velocity, so that the tower remains in a free state without twisting during rotation, thereby providing stable and uniform welding conditions for the automatic welding equipment and ensuring the quality of circumferential welds.

[0113] Specifically, switching the first and second railcars to rigid synchronization mode includes:

[0114] 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.

[0115] 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.

[0116] 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.

[0117] 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.

[0118] First, after the first and second tower sections are spot-welded together, a spot-welding completion sensor located at the spot-welding station detects that the spot-welding operation is complete. This spot-welding completion signal is sent to the central controller as an automatic trigger condition, which then initiates the rigid synchronization mode switching program, thereby achieving an automated and seamless transition from the assembly state to the welding state.

[0119] The central controller sets the first railcar as the master car in rigid synchronization mode and the second railcar as the slave car in rigid synchronization mode. It sends rigid synchronization mode activation commands to the drive controllers of both the first and second railcars. Simultaneously, the central controller establishes an electronic gear synchronization relationship between the first and second railcars. This electronic gear synchronization relationship is a virtual mechanical transmission association implemented based on the electronic control system, defining the rigid coupling ratio between their rotational movements.

[0120] Specifically, when the drive controller of the first railcar receives the rigid synchronization mode activation command, it immediately uses the current tilt angle of the first railcar as the synchronization reference angle for the entire synchronization system. Subsequently, the drive controller of the first railcar collects its own tilt angle and tilt angular velocity in real time through the first encoder, and continuously transmits the real-time tilt angle data and real-time tilt angular velocity data to the drive controller of the second railcar through the communication line.

[0121] The second track car, after receiving the real-time tilting angle and real-time tilting angular velocity broadcast by the first track car from its drive controller, reads its own current tilting angle in real time via a second encoder. The drive controller of the second track car compares its current tilting angle with the received tilting angle from the first track car, calculating the angle tracking error between them in real time. This angle tracking error is the instantaneous difference between the current tilting angle of the second track car and the current tilting angle of the master track car, used to quantify the degree of angular deviation of the second track car relative to the master track car. Based on the magnitude and direction of this angle tracking error, the drive controller of the second track car uses a closed-loop control algorithm to dynamically adjust the output torque and speed of the drive motor of the tilting mechanism of the second track car, ensuring that the tilting angle of the second track car follows the tilting angle changes of the first track car in real time, thereby achieving precise coordinated rotation of the two track cars in rigid synchronization mode.

[0122] Specifically, controlling the first and second railcars to rotate synchronously at the same angular velocity of rotation includes:

[0123] 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;

[0124] 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.

[0125] 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.

[0126] 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.

[0127] First, the central controller receives the target rotation angular velocity required by the current circumferential welding process. This target rotation angular velocity is a value determined by comprehensive calculation based on the diameter and wall thickness of the tower section to be welded, as well as the welding heat input required by the welding process. Its purpose is to match the optimal welding speed of the automatic welding equipment and ensure the quality of the weld formation.

[0128] The central controller uses the target's angular velocity as a common speed command, simultaneously sending it to the drive controllers of both the master control vehicle (the first railcar) and the slave control vehicle (the second railcar). This common speed command will serve as the speed reference for the rotational motion of the two railcars in rigid synchronization mode.

[0129] Specifically, after receiving the common speed command, the drive controller of the first railcar generates a speed control curve for the main control car's drive motor based on the command. The drive controller of the first railcar uses a first encoder to detect the actual tilting angular velocity of the main control car's tilting mechanism in real time, and feeds this actual tilting angular velocity signal back to the drive controller for comparison with the target tilting angular velocity, forming a speed closed-loop control. This closed-loop control ensures that the deviation between the actual tilting angular velocity and the target tilting angular velocity of the main control car's tilting mechanism is always less than a preset first speed deviation threshold, guaranteeing the accuracy and stability of the main control car's speed.

[0130] The first speed deviation threshold is the maximum allowable error between the actual and target roll angular velocities of the master vehicle. For example, if the target roll angular velocity is 0.1 rpm and the first speed deviation threshold is set to ±0.002 rpm, then the actual speed of the master vehicle must always be maintained within the range of 0.098 rpm to 0.102 rpm.

[0131] 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.

[0132] 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.

[0133] 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.

[0134] In summary, the embodiments of this application have at least the following technical effects:

[0135] 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.

[0136] 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.

[0137] 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:

[0138] The parameter acquisition module 11 is used to acquire 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.

[0139] The flipping and 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.

[0140] The 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.

[0141] The synchronous rotation 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.

[0142] Specifically, the parameter acquisition module 11 is used for:

[0143] Obtain real-time status parameters of the first and second track vehicles, including:

[0144] 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.

[0145] 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.

[0146] 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.

[0147] 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;

[0148] 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.

[0149] The first flip angle, the second flip angle, the first bearing position, the second bearing position, the first bearing load, the second bearing load, 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.

[0150] Specifically, the flip alignment control module 12 is used for:

[0151] 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:

[0152] 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 along the circumferential direction.

[0153] 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.

[0154] 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.

[0155] 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.

[0156] Specifically, controlling the second railcar to flip the second tower section to the target flip angle includes:

[0157] 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.

[0158] 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.

[0159] 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.

[0160] Specifically, the group fine-tuning control module 13 is used for:

[0161] Controlling the second railcar to move along the track toward the first railcar according to the second bearing position includes:

[0162] 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.

[0163] 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.

[0164] 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.

[0165] 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.

[0166] Specifically, the method further includes:

[0167] 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.

[0168] 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.

[0169] 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.

[0170] 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.

[0171] Furthermore, 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:

[0172] 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.

[0173] 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.

[0174] 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.

[0175] 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.

[0176] 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.

[0177] 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.

[0178] 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.

[0179] Specifically, the synchronous rotary welding module 14 is used for:

[0180] Switching the first and second railcars to rigid synchronization mode includes:

[0181] 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.

[0182] 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.

[0183] 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.

[0184] 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.

[0185] Specifically, controlling the first and second railcars to rotate synchronously at the same angular velocity of rotation includes:

[0186] 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;

[0187] 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.

[0188] 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.

[0189] 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.

Claims

1. A tower rail transfer and overturning cooperative control method, characterized in that, The methods include: The real-time status parameters of the first railcar and the second railcar are obtained, 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. Based on the process requirements of the first and second tower sections to be welded, the target flip angle of the second railcar is calculated according to the first flip angle, and the second railcar is controlled 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. 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. After the first tower section and the second tower section are assembled and spot-welded, the first and second rail cars are switched to rigid synchronous mode, and the first and second rail cars are controlled 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. The process includes real-time detection of the circumferential gap and misalignment between the end faces of the first and second tower sections during movement, and fine-tuning of the moving speed and second tilting angle of the second railcar based on the circumferential gap and misalignment. 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.

2. The tower rail transfer inversion cooperative control method of claim 1, wherein, 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 along 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, 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.

8. 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.

9. A tower track transfer and tilting coordinated control system, characterized in that, The method for implementing the tower track transfer and overturning coordinated control method according to any one of claims 1-8 includes: The parameter acquisition module is used to acquire 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 and alignment control module is used to calculate the target flipping angle of the second railcar based on the process requirements of the first and second tower sections 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 from each other by a preset angle in the circumferential direction. The assembly fine-tuning control module 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 module detects the circumferential gap and misalignment between the end face of the first tower section and the end face of the second tower section in real time, and fine-tunes the moving speed and the second flip angle of the second railcar according to the circumferential gap and misalignment until the circumferential gap and misalignment reach the preset welding allowable range. The synchronous rotary welding module 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. The process includes real-time detection of the circumferential gap and misalignment between the end faces of the first and second tower sections during movement, and fine-tuning of the moving speed and second tilting angle of the second railcar based on the circumferential gap and misalignment. 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.

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