Common-speed arm device of railway intelligent hook lifting robot and anchoring method of common-speed arm device

Abstract

The invention provides a common-speed arm device of a railway intelligent hook lifting robot and an anchoring method thereof, and belongs to the technical field of railway hook lifting robots. The common-speed arm device comprises a mounting platform which is mounted on a hook lifting robot body and serves as a supporting foundation of the whole mechanism; the Z-direction adjusting device is arranged on the front face of the mounting platform and used for adjusting the height position of the posture adjusting device; the X-direction adjusting device is arranged at the output end of the Z-direction adjusting device and used for adjusting the horizontal position of the posture adjusting device; the posture adjusting device is arranged at the end, away from the Z-direction adjusting device, of the X-direction adjusting device and used for adjusting the adsorption posture to meet the distance difference between the side beam and the side wall of the compartment. Through the adjusting capacity of the Z-direction adjusting device and the X-direction adjusting device and the posture adjusting function of the posture adjusting device, different side beam heights and structural forms of mainstream railway wagons can be covered, and the technical problems that in the prior art, dynamic following is difficult, the operation precision is difficult to guarantee, and the adaptability of multiple vehicle types is poor are solved.

Description

Technical Field

[0001] This invention relates to the field of railway hook-lifting robot technology, and in particular to a common-speed arm device and its anchoring method for a railway intelligent hook-lifting robot. Background Technology

[0002] Railway marshalling yards are crucial nodes in the railway freight system, responsible for train marshalling, demarcation, and re-marshalling. During hump yard operations, trains need to be uncoupled to allow vehicles to separate and slide onto designated tracks according to their destinations. Currently, train marshalling operations at railway marshalling yards are gradually shifting from manual to robotic automation to improve efficiency, reduce labor intensity, and ensure personnel safety.

[0003] However, in dynamic unhooking scenarios, existing technologies have the following technical problems: First, dynamic following is difficult. The train's speed fluctuates during peak hours. Relying solely on visual sensors to control the robot chassis to follow is insufficient to eliminate the slight relative displacement caused by ground bumps, tire slippage, and control delays, resulting in an unavoidable speed difference between the robot and the train.

[0004] Secondly, the operation requires high precision. The unhooking robot arm needs high positioning accuracy to grasp and lift the hook rod, which places high demands on the relative positional stability between the robot and the train.

[0005] Third, the variety of car models makes adaptation difficult. There are many types of railway freight cars, including open wagons C70 and C64K, flatcars NX70 and X6K, boxcars P70 and P64K, tank cars GQ70, etc. Their side structures, reinforcing rib positions, and ground clearance are all different. Traditional single mechanical grippers or suction cups are difficult to adapt to the overlapping surfaces of all car models, and there is a lack of effective multi-model adaptive mechanisms.

[0006] To address the aforementioned technical issues, there is an urgent need for a common-speed arm device that can physically anchor the robot to a moving train, eliminate relative speed differences, and adapt to various train models. Summary of the Invention

[0007] This invention provides a common-speed arm device and its anchoring method for a railway intelligent hook-up robot, which can solve the problems of dynamic following difficulties, difficulty in ensuring operational accuracy, and poor adaptability to multiple train models in the prior art.

[0008] The technical solution is as follows: In a first aspect, embodiments of the present invention provide a common-speed arm device for a railway intelligent hook-lifting robot, comprising: The mounting platform is installed on the hook-lifting robot body and serves as the supporting foundation for the entire mechanism. The Z-axis adjustment device is located on the front of the mounting platform and is used to adjust the height position of the attitude adjustment device. The X-axis adjustment device is located at the output end of the Z-axis adjustment device and is used to adjust the horizontal position of the attitude adjustment device. The attitude adjustment device is located at the end of the X-axis adjustment device that is away from the Z-axis adjustment device, and is used to adjust the adsorption attitude to meet the distance difference between the side beam and the side wall of the carriage.

[0009] Optionally, the attitude adjustment device includes a frame, an attitude adjustment motor, a drive shaft, at least two drive arms, and at least two adjustment parts. The frame is mounted on the output end of the X-axis adjustment device, the attitude adjustment motor is located on the front of the frame, and the output end of the attitude adjustment motor drives at least two drive arms simultaneously through the drive shaft. The at least two drive arms are respectively connected to at least two adjustment parts.

[0010] Optionally, the adjustment unit includes a first adjustment mechanism and a second adjustment mechanism, and the drive arm simultaneously drives the first adjustment mechanism and the second adjustment mechanism.

[0011] Optionally, the first adjustment mechanism includes at least two driven rods and a first connecting platform, the first connecting platform being hinged to the drive arm, and both ends of each driven rod being hinged to the frame and the first connecting platform, respectively.

[0012] Optionally, a first spring damping device is provided on the front of the first connecting platform, and a circular de-energized electromagnet is provided on the front of the first spring damping device.

[0013] Optionally, the second adjustment mechanism includes a second connecting platform and at least two swing arms, the second connecting platform being hinged to the drive arm, and the two ends of the swing arms being hinged to the frame and the second connecting platform, respectively.

[0014] Optionally, a second spring damping device is provided on the front of the second connecting platform, and a square de-energized electromagnet is provided on the front of the second spring damping device.

[0015] Optionally, the first spring damping device includes an upper limiting sleeve, a stepped rod, a lower limiting sleeve, a buffer spring, and a protruding section. The upper limiting sleeve and the lower limiting sleeve are both sleeved on the stepped rod and are in clearance fit with the stepped rod. The upper limiting sleeve is disposed on the first connecting platform, the lower limiting sleeve is disposed on the circular de-energized electromagnet, the protruding section is disposed on the outer surface of the stepped rod and is located between the upper limiting sleeve and the lower limiting sleeve, and the buffer spring is located between the first connecting platform and the circular de-energized electromagnet.

[0016] Optionally, the protruding section is clearance-fitted with the inner sidewall of the upper limiting sleeve, and a buffer gap is provided between the upper surface of the protruding section and the inner rear wall of the upper limiting sleeve. The front sidewall of the protruding section and the front sidewall at the step of the stepped rod are coplanar and both contact the rear sidewall of the lower limiting sleeve.

[0017] Optionally, the Z-axis adjustment device includes a Z-axis lead screw motor, a transmission device, a Z-axis linear guide rail, a Z-axis lead screw, a connecting frame, and a mounting frame. The Z-axis lead screw motor is mounted on the mounting platform via the mounting frame. The mounting frame is movably connected to the connecting frame via the Z-axis linear guide rail. The output end of the Z-axis lead screw motor is connected to the input end of the transmission device. One end of the Z-axis lead screw is connected to the output end of the transmission device. The other end of the Z-axis lead screw is rotatably connected to the mounting frame via a bearing. The connecting frame achieves Z-axis position adjustment via the Z-axis lead screw and the Z-axis linear guide rail.

[0018] Optionally, the X-axis adjustment device includes an X-axis motor, an X-axis lead screw, and a bracket. The X-axis motor is mounted on a connecting frame, the X-axis lead screw passes through the X-axis motor, one end of the X-axis lead screw is fixedly mounted on the bracket, and an X-axis linear guide rail is provided on the side of the bracket near the X-axis motor. The X-axis linear guide rail is movably connected to the connecting frame.

[0019] Optionally, cable chains are installed on both the connecting frame and the bracket.

[0020] Secondly, the present invention provides a method for anchoring a railway intelligent hook-lifting robot to a train, comprising the following steps: S1. According to the model of the car body to be operated, adjust the height position of the attitude adjustment device through the Z-axis adjustment device to make it reach the height that matches the side beam of the model. S2. Drive the attitude adjustment device to move horizontally toward the carriage body through the X-axis adjustment device to the preset fitting position; S3. Activate the attitude adjustment device to adjust the relative position between the circular de-energized electromagnet and the square de-energized electromagnet so that the horizontal distance between them matches the distance from the upper side beam of the carriage body to the side wall of the carriage. S4. Control the circular de-energized electromagnet and the square de-energized electromagnet to generate magnetic attraction force, which will adhere to the side beam and the side wall of the carriage respectively, to achieve physical anchoring of the hook-lifting robot body and the carriage body. The impact at the moment of contact is buffered and absorbed by the first spring shock absorption device and the second spring shock absorption device. S5. In the anchored state, the first spring damping device and the second spring damping device allow relative micro-movements within a controlled range between the hook-lifting robot body and the carriage body, maintaining a stable common speed state for the unhooking robot arm to perform subsequent unhooking operations. S6. After the unhooking operation is completed, control the circular de-energized electromagnet and the square de-energized electromagnet to demagnetize them and release the anchor. Then, drive the attitude adjustment device in the reverse direction through the X-axis adjustment device to remove the robot body and separate the robot body from the carriage body.

[0021] Compared with the prior art, the present invention has the following beneficial effects: This invention, through the adjustment capabilities of the Z-axis and X-axis adjustment devices, as well as the attitude adjustment function of the attitude adjustment device, can cover different side beam heights and structural forms of mainstream railway freight cars such as C70, C64K, NX70, X6K, GQ70, P70, and P64K. The height and attitude adjusted by the attitude adjustment device ensure that the adsorption surface is directly facing the plane of the car body's steel structure. A physical connection is established between the car body and the uncoupling robot body through the common speed arm. Even on uneven ground or with slight chassis movement, the common speed arm can still pull the uncoupling robot body to maintain the same speed as the train, providing a stable working platform for the uncoupling robotic arm.

[0022] The adsorption posture is adjusted by simultaneously driving the first and second adjustment mechanisms through the attitude adjustment motor.

[0023] The design of multiple de-energized electromagnets provides redundancy. Even if the vehicle body surface is corroded, oily, or some electromagnets are pressed against protrusions and cannot fit completely, the remaining electromagnets can still maintain a stable connection and provide sufficient attraction. At the same time, the use of de-energized electromagnets means that they generate magnetic force when the power is off and demagnetize when the power is on, which has inherent safety and can prevent pulling accidents caused by jamming.

[0024] By setting up a first spring shock absorber and a second spring shock absorber, a soft landing can be achieved at the moment of adsorption, absorbing impact energy and protecting the robot body and vehicle structure; during the follow-up process, the mechanism allows the vehicle body to sway slightly left and right relative to the robot, avoiding damage to the mechanism from hard connection.

[0025] The height of the attitude adjustment device can be adjusted by the Z-axis adjustment device, and the horizontal position of the attitude adjustment device can be adjusted by the X-axis adjustment device to meet the usage needs of various carriage bodies.

[0026] The common-speed arm using this method can use different types of carriages to ensure the best adsorption effect, realize the same speed between the hook-lifting robot body and the carriage, and facilitate the hook-lifting robot body to perform hook-unhooking operations. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of the common speed arm device provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the Z-axis adjustment device provided in an embodiment of the present invention; Figure 3This is a top view of the common speed arm device provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the posture adjustment device in an embodiment of the present invention; Figure 5 This is a bottom view of the attitude adjustment device in an embodiment of the present invention; Figure 6 This is a schematic diagram of the operation of the common speed arm device in an embodiment of the present invention; Figure 7 Embodiments of the present invention Figure 6 Enlarged view of point A in the middle; Figure 8 This is a cross-sectional view of the first spring damping device in an embodiment of the present invention; Figure 9 As described in the embodiments of the present invention Figure 8 Enlarged view of point B.

[0028] In the diagram: 1- Mounting platform; 2- Z-axis adjustment device; 3- X-axis adjustment device; 4- Attitude adjustment device; 5- Lifting robot body; 6- Carriage body; 7- First spring damping device; 8- Second spring damping device; 9- Circular de-energized electromagnet; 10- Square de-energized electromagnet; 21- Z-axis lead screw motor; 22- Transmission device; 23- Z-axis linear guide; 24- Z-axis lead screw; 25- Connecting frame; 26- Mounting frame; 31- X-axis motor; 32- X-direction lead screw; 33-bracket; 41-frame; 42-attitude adjustment motor; 43-drive shaft; 44-drive arm; 45-adjustment part; 61-side beam; 62-carriage side wall; 451-first adjustment mechanism; 452-second adjustment mechanism; 4511-driven rod; 4512-first connecting platform; 4521-second connecting platform; 4522-swing rod; 71-limiting upper sleeve; 72-step rod; 73-limiting lower sleeve; 74-buffer spring; 75-protruding section. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0030] Figure 1 This is a schematic diagram of the overall structure of the common speed arm device provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the Z-axis adjustment device provided in an embodiment of the present invention; Figure 3 This is a top view of the common speed arm device provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the posture adjustment device in an embodiment of the present invention; Figure 5 This is a bottom view of the attitude adjustment device in an embodiment of the present invention; Figure 6 This is a schematic diagram of the operation of the common speed arm device in an embodiment of the present invention; Figure 7Embodiments of the present invention Figure 6 Enlarged view of point A in the middle; Figure 8 This is a cross-sectional view of the first spring damping device in an embodiment of the present invention; Figure 9 As described in the embodiments of the present invention Figure 8 Enlarged view of point B. (See image below.) Figures 1 to 9 As shown, this embodiment of the invention provides a common-speed arm device for a railway intelligent hook-up robot, aiming to solve technical problems in the prior art such as difficulty in dynamic following, difficulty in ensuring operational accuracy, and poor adaptability to multiple train models. It includes: a mounting platform 1, a Z-axis adjustment device 2, an X-axis adjustment device 3, and an attitude adjustment device 4.

[0031] The mounting platform 1 serves as the supporting foundation for the entire mechanism and is fixedly mounted to the hook-lifting robot body 5 with bolts. The mounting platform 1 is made of high-strength steel and has sufficient rigidity and strength to withstand various loads generated by the common-speed arm device during operation.

[0032] It should be noted that the hook-lifting robot body 5 is the mounting carrier of the common speed arm device, and the carriage body 6 is the object being operated on. Neither the hook-lifting robot body 5 nor the carriage body 6 is a component of the device itself. The carriage body 6 includes a side beam 61 and a carriage side wall 62.

[0033] like Figure 2 As shown, the Z-axis adjustment device 2 is located on the front of the mounting platform 1 and is used to adjust the height position of the posture adjustment device 4 to accommodate the differences in side beam height of different vehicle models. The Z-axis adjustment device 2 includes a Z-axis lead screw motor 21, a transmission device 22, a Z-axis linear guide rail 23, a Z-axis lead screw 24, a connecting frame 25, and a mounting frame 26.

[0034] Optionally, the Z-axis lead screw motor 21 is mounted on the mounting platform 1 via a mounting bracket 26. The mounting bracket 26 is movably connected to the connecting bracket 25 via Z-axis linear guides 23. Two sets of Z-axis linear guides 23 are provided and located on the side of the mounting bracket 26 closest to the connecting bracket 25. The Z-axis linear guides are distributed on both sides of the Z-axis lead screw to ensure smooth movement and guiding accuracy. The output end of the Z-axis lead screw motor 21 is connected to the input end of the transmission device 22. One end of the Z-axis lead screw 24 is connected to the output end of the transmission device 22, and the other end is rotatably connected to the mounting bracket 26 via bearings. The connecting bracket 25 achieves Z-axis position adjustment through the Z-axis lead screw 24 and the Z-axis linear guides 23, and its stroke covers the height difference range between the lower side beam of the flatbed NX70 and the higher side beam of the open wagon C70.

[0035] Optionally, the transmission device 22 can adopt a synchronous belt drive or a gear drive to realize the transmission of power and the adjustment of speed. In this embodiment, the transmission device adopts a synchronous belt structure. Specifically, the transmission device 22 includes a driving synchronous pulley, a driven synchronous pulley and a synchronous belt. The driving synchronous pulley is fixed on the outer surface of the output end of the Z-axis lead screw motor 21, and the driven synchronous pulley is fixed on the outer surface of the Z-axis lead screw. The driving synchronous pulley and the driven synchronous pulley transmit power through the synchronous belt.

[0036] like Figure 3 As shown, the X-axis adjustment device 3 is located at the output end of the Z-axis adjustment device 2, i.e., on the connecting frame 25. The X-axis adjustment device 3 is used to adjust the horizontal position of the attitude adjustment device 4 and control the extension or retraction of the adsorption head to cross the safety gap between the robot and the train. The X-axis adjustment device 3 includes an X-axis motor 31, an X-axis lead screw 32, and a bracket 33.

[0037] Optionally, the X-axis lead screw passes through the X-axis motor, one end of the X-axis lead screw is fixedly mounted on the bracket, and an X-axis linear guide is provided on the side of the bracket near the X-axis motor. The X-axis linear guide is movably connected to the connecting frame.

[0038] Optionally, the X-axis motor 31 is mounted on the connecting frame 25, and an X-axis lead screw passes through the X-axis motor. Specifically, the X-axis motor is a stepper motor with internal transmission output linear motion. The end of the X-axis lead screw 32 near the attitude adjustment device 4 is fixedly mounted on the bracket 33. The bracket 33 is made of high-rigidity aluminum profile and has two sets of X-axis linear guides inside. The X-axis linear guides are movably connected to the connecting frame 25 to ensure that the bracket 33 can smoothly extend and retract in the X direction.

[0039] The X-axis motor 31 directly drives the X-axis lead screw 32 to move, thereby causing the bracket 33 to move relative to the connecting frame 25 in the X direction, thus controlling the extension distance of the end attitude adjustment device 4.

[0040] like Figure 4 and Figure 5 As shown, the attitude adjustment device 4 is located at the end of the X-axis adjustment device 3 away from the Z-axis adjustment device 2, i.e., at the end of the bracket 33. The attitude adjustment device 4 is used to adjust the adsorption attitude to adapt to the side beam 61 and side wall 62 of the body 6 of different vehicle models. The attitude adjustment device 4 includes a frame 41, an attitude adjustment motor 42, a drive shaft 43, at least two drive arms 44, and at least two adjustment parts 45.

[0041] Optionally, the frame 41 is mounted at the output end of the X-axis adjustment device 3, i.e., the end of the bracket 33. The attitude adjustment motor 42 is located on the front of the frame 41, and its output end simultaneously drives at least two drive arms 44 via a drive shaft 43. The drive shaft 43 and the at least two drive arms 44 are connected by a spline or key to ensure reliable power transmission. The at least two drive arms 44 are respectively connected to at least two adjustment parts 45. When the attitude adjustment motor 42 rotates, the drive shaft 43 drives all drive arms 44 to rotate synchronously, thereby driving each adjustment part 45 to adjust its attitude synchronously. The number of drive arms 44 is consistent with the number of adjustment parts 45.

[0042] The adjustment unit 45 includes a first adjustment mechanism 451 and a second adjustment mechanism 452, and the drive arm 44 drives the first adjustment mechanism 451 and the second adjustment mechanism 452 simultaneously.

[0043] The first adjustment mechanism 451 is used to adjust the attitude and position of the circular de-energized electromagnet 9, and includes at least two driven rods 4511 and a first connecting platform 4512. The first connecting platform 4512 is hinged to the drive arm 44, and both ends of each driven rod 4511 are respectively hinged to the frame 41 and the first connecting platform 4512, forming a parallelogram linkage mechanism. When the drive arm 44 rotates about the drive shaft 43 as the rotation center, the kinematic relationship of the linkage mechanism causes the position of the first connecting platform 4513 to change angularly relative to the frame 41, thereby adjusting the attitude of the electromagnet mounted on it.

[0044] Specifically, the attitude adjustment motor 42 drives the drive shaft 43 to rotate. When the drive shaft rotates, it drives the drive arm 44 to rotate around the axis of the drive shaft 43. In conjunction with the driven rod 4511, the position of the first connecting platform 4512 is adjusted so that the first connecting platform 4512 is parallel before and after the adjustment.

[0045] The second adjustment mechanism 452 is used to adjust the attitude and position of the square de-energized electromagnet 107, and includes a second connecting platform 4521 and at least two swing arms 4522. The second connecting platform 4521 is hinged to the drive arm 44, and the two ends of the swing arms 4522 are respectively hinged to the frame 41 and the second connecting platform 4521, forming a parallelogram linkage mechanism to achieve attitude adjustment.

[0046] Specifically, when the drive arm 44 rotates around the axis of the drive shaft 43, the second connecting platform 4521 will also change its own position in conjunction with the swing arm 4522. The second connecting platform 4521 will only change its own position and will not change its own posture, that is, the posture of the second connecting platform 4521 is parallel before and after the movement.

[0047] In summary, when the attitude adjustment motor 42 drives forward, the drive arm 44 and the driven rod 4511 drive the first connecting platform 4512 to move backward, and the drive arm 44 and the swing rod 4522 drive the second connecting platform 4521 to move forward. The limit position of forward drive is when the multiple circular de-energized electromagnets 9 on the first connecting platform 4512 and the multiple square de-energized electromagnets 10 on the second connecting platform 4521 are on the same plane. When the attitude adjustment motor 42 drives in reverse, the drive arm 44 and the driven rod 4511 drive the first connecting platform 4512 to move forward, and the drive arm 44 and the swing rod 4522 drive the second connecting platform 4521 to move backward. The limit position of reverse drive is when the angle between the drive arm 44 and the multiple circular de-energized electromagnets 9 and the multiple square de-energized electromagnets 10 is 45°.

[0048] like Figure 5 , Figure 8 and Figure 9 As shown, a first spring damping device 7 is provided on the front of the first connecting platform 4512, and a circular de-energized electromagnet 9 is provided on the front of the first spring damping device 7. This allows for a soft landing upon adsorption, absorbing impact energy, while also allowing slight lateral swaying of the vehicle body relative to the robot during the follow-up process, preventing damage to the mechanism from a hard connection. The circular de-energized electromagnet 9 is used to adsorb the side wall 62 of the vehicle body 6.

[0049] The bottom of the second connecting platform 4521 is provided with a second spring damping device 8, and the front of the second spring damping device 8 is provided with a square de-energized electromagnet 10. The structure of the second spring damping device 8 is the same as that of the first spring damping device 7. The square de-energized electromagnet 10 is used to attract the side beam 61 of the carriage body 6.

[0050] Optionally, the first spring damping device 7 and the second spring damping device 8 have the same structure. The difference between the two is that the front of the first spring damping device 7 is fixed to the circular de-energized electromagnet 9, and the front of the second spring damping device 8 is fixed to the square de-energized electromagnet 10. The first spring damping device 7 includes a limiting upper sleeve 71, a stepped rod 72, a limiting lower sleeve 73, a buffer spring 74, and a protruding section 75. The limiting upper sleeve 71 and the limiting lower sleeve 73 are both sleeved on the stepped rod 72 and are clearance-fitted with the stepped rod 72. The limiting upper sleeve 71 is set on the first connecting platform 4512, and the limiting lower sleeve 73 is set on the circular de-energized electromagnet 9. The protruding section 75 is set on the outer surface of the stepped rod 72 and is located between the limiting upper sleeve 71 and the limiting lower sleeve 73. The buffer spring 74 is located between the first connecting platform 4512 and the circular de-energized electromagnet 9. The buffer spring 74 is located outside the protruding section 75 and does not contact the protruding section 75.

[0051] The lower sleeve of the second spring damping device 8 is mounted on the square de-energized electromagnet 10, and the spring of the second spring damping device 8 is located between the second connecting platform and the square de-energized electromagnet.

[0052] In this embodiment, a total of six de-energized electromagnets are provided, including four circular de-energized electromagnets 9, which are installed on the front of the first spring damping device 7; and two square de-energized electromagnets 10, which are installed on the front of the second spring damping device 8. The six electromagnets are arranged in two groups, with the two circular de-energized electromagnets 9 and the square de-energized electromagnets 10 forming one group, creating a stable adsorption array. The de-energized electromagnets are characterized by generating magnetic force when the power is off and demagnetizing when the power is on, thus providing safety.

[0053] Cable chains are installed on both the connecting frame 25 and the bracket 33 to protect and organize cables and air pipes, preventing them from getting tangled or damaged during movement.

[0054] This embodiment describes in detail the train contact and anchoring method of the above-mentioned common speed arm device: After the hook-lifting robot body 5 starts, it accelerates and achieves a rough speed match with the train through its vision system and chassis motion control, so that the two remain relatively stationary and complete the initial synchronization.

[0055] The vision system identifies the vehicle model of the current carriage body 6, for example, a C70 convertible. The hook-lifting robot body 5 queries the pre-stored vehicle model database to obtain the adsorption height parameters of the side beam 61 of that vehicle model and the distance difference parameters between the side beam 61 and the side wall 62 of the carriage.

[0056] The lifting robot body 5 sends a control command to the Z-axis lead screw motor 21, which drives the Z-axis lead screw 24 to rotate. Guided by the Z-axis linear guide rail 23, the connecting frame 25 moves along the Z-direction, adjusting the attitude adjustment device 4 to a height position compatible with the side beam 61 of the vehicle model. At this time, the X-direction adjustment device 3 is in the retracted state, and both the circular de-energized electromagnet 9 and the square de-energized electromagnet 10 are in the energized and demagnetized state, not yet in contact with the vehicle body 6.

[0057] The lifting robot body 5 sends a control command to the X-axis motor 31, which drives the X-axis lead screw 32 to extend along the X direction, causing the bracket 33 and its attitude adjustment device 4 to cross the safety gap between the lifting robot body 5 and the carriage body 6, so that the circular de-energized electromagnet 9 and the square de-energized electromagnet 10 approach the surface of the carriage body 6.

[0058] The hook-lifting robot body 5 sends control commands to the attitude adjustment motor 42. The attitude adjustment motor 42 drives multiple drive arms 44 simultaneously through the drive shaft 43, causing the first adjustment mechanism 451 and the second adjustment mechanism 452 to move and adjust the relative position between the circular de-energized electromagnet 9 and the square de-energized electromagnet 10 so that the horizontal distance between them matches the distance from the side beam 61 of the current vehicle model to the side wall 62 of the carriage.

[0059] The circular de-energized electromagnet 9 and the square de-energized electromagnet 10 are de-energized, and the magnetic force generated by their internal permanent magnets attracts them to the side beam 61 and the side wall 62 of the carriage, respectively, achieving physical anchoring between the hook-lifting robot body 5 and the carriage body 6. The impact force generated at the moment of contact is buffered and absorbed by the first spring damping device 7 and the second spring damping device 8. A pressure sensor is installed at the end of the robotic arm of the hook-lifting robot body 5. When the pressure sensor detects a stable contact pressure, the anchoring is determined to be complete.

[0060] After anchoring, the hook-lifting robot body 5 enters the follow-up mode. The chassis of the hook-lifting robot body 5 is a drive-by-wire chassis. In follow-up mode, the drive motor of the drive-by-wire chassis continues to operate but does not output torque. The robot body 5 moves along with the carriage body 6 entirely by the attraction force of the circular de-energized electromagnet 9 and the square de-energized electromagnet 10, achieving a common speed. In this state, the first spring damping device 7 and the second spring damping device 8 allow for controlled relative micro-movements between the hook-lifting robot body 5 and the carriage body 6, avoiding stress damage caused by rigid connections. This micro-movement value is negligible relative to the travel speed of the carriage body 6 and does not affect the accuracy of subsequent unhooking operations.

[0061] Under stable anchored and common-speed conditions, the unhooking robotic arm of the hook-lifting robot body 5 performs the unhooking operation. Since the common-speed arm device has eliminated the relative displacement between the hook-lifting robot body 5 and the carriage body 6, the unhooking robotic arm can accurately grasp and lift the hook rod.

[0062] After the uncoupling operation is completed, the circular de-energized electromagnet 9 and the square de-energized electromagnet 10 are energized and demagnetized, releasing the attraction force. Simultaneously, the lifting robot body 5 controls the attitude adjustment motor 42 to adjust the attitudes of the circular de-energized electromagnet 9 and the square de-energized electromagnet 10 to a coplanar state. The driving-by-wire chassis accelerates and drives the circular de-energized electromagnet 9 and the square de-energized electromagnet 10 to separate from the carriage body 6. The X-axis motor 31 reverses its direction to retract the X-axis adjustment device 3, and the lifting robot body 5 moves to a safe position, completing the entire process of train engagement, anchoring, and uncoupling.

[0063] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0064] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention.

Claims

1. A common-speed arm device for a railway intelligent hook-lifting robot, characterized in that, include: The mounting platform (1) is installed on the hook-lifting robot body and serves as the supporting foundation for the entire mechanism; Z-axis adjustment device (2) is set on the front of the mounting platform (1) and is used to adjust the height position of attitude adjustment device (4); The X-axis adjustment device (3) is located at the output end of the Z-axis adjustment device (2) and is used to adjust the horizontal position of the attitude adjustment device (4); The attitude adjustment device (4) is located at the end of the X-axis adjustment device (3) away from the Z-axis adjustment device (2) and is used to adjust the adsorption attitude to meet the distance difference between the side beam and the side wall of the carriage.

2. The common-speed arm device of a railway intelligent hook-lifting robot according to claim 1, characterized in that: The attitude adjustment device (4) includes a frame (41), an attitude adjustment motor (42), a drive shaft (43), at least two drive arms (44), and at least two adjustment parts (45). The frame (41) is installed at the output end of the X-axis adjustment device (3). The attitude adjustment motor (42) is located on the front of the frame (41). The output end of the attitude adjustment motor (42) drives at least two drive arms (44) simultaneously through the drive shaft (43). The at least two drive arms (44) are respectively connected to at least two adjustment parts (45).

3. The common-speed arm device of a railway intelligent hook-lifting robot according to claim 2, characterized in that: The adjustment unit (45) includes a first adjustment mechanism (451) and a second adjustment mechanism (452), and the drive arm (44) simultaneously drives the first adjustment mechanism (451) and the second adjustment mechanism (452).

4. The common-speed arm device of a railway intelligent hook-lifting robot according to claim 3, characterized in that: The first adjustment mechanism (451) includes at least two driven rods (4511) and a first connecting platform (4512), the first connecting platform (4512) being hinged to the drive arm (44), and both ends of each driven rod (4511) being hinged to the frame (41) and the first connecting platform (4512) respectively.

5. The common-speed arm device of a railway intelligent hook-lifting robot according to claim 4, characterized in that: The first connecting platform (4512) is provided with a first spring damping device (7) on its front side, and a circular de-energized electromagnet (9) is provided on its front side.

6. The common-speed arm device of a railway intelligent hook-lifting robot according to claim 3, characterized in that: The second adjustment mechanism (452) includes a second connecting platform (4521) and at least two swing arms (4522). The second connecting platform (4521) is hinged to the drive arm (44), and the two ends of the swing arms (4522) are respectively hinged to the frame (41) and the second connecting platform (4521).

7. The common-speed arm device of a railway intelligent hook-lifting robot according to claim 6, characterized in that: The front of the second connecting platform (4521) is provided with a second spring damping device (8), and the front of the second spring damping device (8) is provided with a square de-energized electromagnet (10).

8. The common-speed arm device of a railway intelligent hook-lifting robot according to claim 5, characterized in that: The first spring damping device (7) includes a limiting upper sleeve (71), a step rod (72), a limiting lower sleeve (73), a buffer spring (74), and a protruding section (75). The limiting upper sleeve (71) and the limiting lower sleeve (73) are both sleeved on the step rod (72) and are in clearance fit with the step rod (72). The limiting upper sleeve (71) is set on the first connecting platform (4512). The limiting lower sleeve (73) is set on the circular de-energized electromagnet (9). The protruding section (75) is set on the outer surface of the step rod (72) and is located between the limiting upper sleeve (71) and the limiting lower sleeve (73). The buffer spring (74) is located between the first connecting platform (4512) and the circular de-energized electromagnet (9).

9. The common-speed arm device of a railway intelligent hook-lifting robot according to claim 8, characterized in that: The protruding section (75) is clearance-fitted with the inner wall of the upper limiting sleeve (71). A buffer gap is provided between the upper surface of the protruding section (75) and the inner rear wall of the upper limiting sleeve (71). The front side wall of the protruding section (75) and the front side wall at the step of the step rod (72) are coplanar and both contact the rear side wall of the lower limiting sleeve (73).

10. A method for anchoring a railway intelligent hook-up robot to a train, employing the common-speed arm device as described in any one of claims 1 to 9, characterized in that: Includes the following steps: S1. According to the model of the car body to be operated, adjust the height position of the posture adjustment device (4) through the Z-direction adjustment device (2) so that it reaches the height that matches the side beam of the model. S2. Drive the posture adjustment device (4) to move horizontally toward the carriage body through the X-direction adjustment device (3) to the preset fitting position; S3. Start the attitude adjustment device (4) and adjust the relative position between the circular de-energized electromagnet (9) and the square de-energized electromagnet (10) so that the horizontal distance between them matches the distance from the upper side beam (61) of the carriage body (6) to the side wall (62) of the carriage. S4. Control the circular de-energized electromagnet (9) and the square de-energized electromagnet (10) to generate magnetic attraction force, which are respectively attached to the side beam (61) and the side wall of the carriage (62) to achieve physical anchoring of the hook-lifting robot body (5) and the carriage body (6). The impact at the moment of attachment is buffered and absorbed by the first spring damping device (7) and the second spring damping device (8). S5. In the anchored state, the first spring damping device (7) and the second spring damping device (8) allow relative micro-movements within a controlled range between the hook-lifting robot body (5) and the carriage body (6) to maintain a stable common speed state for the unhooking robot arm to perform subsequent unhooking operations. S6. After the unhooking operation is completed, the circular de-energized electromagnet (9) and the square de-energized electromagnet (10) are energized and demagnetized to release the anchor. The X-axis adjustment device (3) drives the attitude adjustment device (4) to withdraw, so that the hook-lifting robot body (5) is separated from the carriage body (6).

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