A heat-preservation and anti-corrosion type heat-preservation pipe winding device and method

Abstract

This invention discloses a thermal insulation and corrosion-resistant insulated pipe bypass device and method, belonging to the technical field of adhesion control and bypass path planning for pipeline traveling devices. It includes: S1, a ring-shaped frame, a sensing arm, a first drive wheel system, a first clamping mechanism, a three-dimensional sensor, an inertial measurement unit, a sensing wheel, a high-resolution encoder, a first torque meter, a second torque meter, and a controller. The sensing arm is connected to the front end of the ring-shaped frame in the traveling direction via a flexible hinge. The first drive wheel system, the first clamping mechanism, the three-dimensional sensor, and the inertial measurement unit are mounted on the ring-shaped frame. The first torque meter is integrated into the output shaft of the first drive wheel system. This invention's forward-looking adhesion feedforward control allows the device to anticipate sudden changes in friction on the pipe surface, overcoming the slippage problem that is difficult to avoid with traditional methods relying on hysteresis slip rate feedback, and improving the device's stable adhesion capability on sudden low-friction pipe surfaces.

Description

Technical Field

[0001] This invention relates to the field of adhesion control and detour path planning for pipeline traveling devices, specifically to a thermal insulation and corrosion-resistant insulated pipe detour device and method. Background Technology

[0002] With the continuous development of modern industrial pipeline networks, the demand for inspection and maintenance of special pipelines such as insulated pipes has increased significantly. The surface of these pipelines is usually covered with a thermal insulation and anti-corrosion layer, and the challenges faced by the devices used to travel on the pipeline surface in practical applications are becoming increasingly prominent.

[0003] Currently, when these types of traveling devices move across the surface of the insulation and anti-corrosion layer, various factors such as oil stains, frost, or unevenness on the pipe surface can cause changes in the adhesion between the drive wheels and the pipe surface. This change may cause the drive wheels to slip, leading to loss of control of the traveling device or its inability to effectively avoid obstacles along the predetermined path, thus affecting the efficiency and reliability of inspection and maintenance.

[0004] Traditional travel devices mainly rely on hysteresis slip ratio feedback to adjust the driving force. However, this method is difficult to react and adjust in time before the adhesion changes abruptly, so it is difficult to effectively prevent slippage, especially on the complex and variable surface of insulated pipes.

[0005] Therefore, ensuring stable adhesion of the traveling device to the surface of the thermal insulation and anti-corrosion layer, and enabling it to accurately perform obstacle avoidance tasks, has become an urgent problem to be solved in this field.

[0006] The information disclosed in the background section above is only intended to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0007] The purpose of this invention is to provide a thermal insulation and corrosion-resistant insulated pipe bypass device and method to solve the problems mentioned in the background art.

[0008] The technical solution of the present invention includes:

[0009] S1. A ring-shaped frame, a sensing arm, a first drive wheel system, a first clamping mechanism, a 3D sensor, an inertial measurement unit, a sensing wheel, a high-resolution encoder, a first torque meter, a second torque meter, and a controller are provided. The sensing arm is connected to the front end of the ring-shaped frame in the direction of travel via a flexible hinge. The first drive wheel system, the first clamping mechanism, the 3D sensor, and the inertial measurement unit are disposed on the ring-shaped frame. The first torque meter is integrated into the output shaft of the first drive wheel system. The sensing wheel is disposed at the end of the sensing arm and leads the first drive wheel system in physical position. The high-resolution encoder is coaxially connected to the sensing wheel. The second torque meter is integrated into the wheel axle of the sensing wheel.

[0010] S2. Perform adhesion calibration, wherein the theoretical travel speed of the first drive wheel system is compared with the actual ground speed of the sensing wheel fed back by the high-resolution encoder, and the real-time slip rate is calculated. When the real-time slip rate exceeds a preset safety threshold, the first clamping mechanism is instructed to increase the clamping force until the real-time slip rate returns to below the safety threshold, and the clamping force at this time is calibrated as the minimum safe adhesion force.

[0011] S3. Perform detour path planning, wherein, based on the three-dimensional topological shape of the pipe surface scanned by the three-dimensional sensor and combined with the roll angle data provided by the inertial measurement unit, the obstacle is converted into a motion restricted area on the two-dimensional unfolded coordinate, and the optimal path to bypass the motion restricted area is planned.

[0012] S4, Execution force-position hybrid trajectory tracking, wherein the first drive wheel system is instructed to execute the optimal path, while continuously monitoring the driven rolling resistance torque of the second torque meter. When a sharp drop in the driven rolling resistance torque is detected, before the real-time slip ratio exceeds the standard, the first clamping mechanism is instructed to apply a target clamping force through the controller (500). The target clamping force is equal to the sum of the minimum safe adhesion force and the pre-gain adhesion buffer value.

[0013] S5. Based on the axial displacement provided by the high-resolution encoder and the circumferential rotation angle provided by the inertial measurement unit, feedback is given to correct the motion command of the first drive wheel system.

[0014] Preferably, step S2 includes:

[0015] The first clamping mechanism is instructed to apply an initial clamping force;

[0016] Slightly increase the output torque of the first drive wheel system while continuously monitoring the real-time slip ratio;

[0017] When the real-time slip rate exceeds the preset safety threshold, it is determined that the friction limit has been reached, and the first clamping mechanism is then instructed to increase the clamping force.

[0018] Preferably, step S2 further includes:

[0019] Based on the relationship between the output torque monitored by the first torque meter at the critical slippage point and the current clamping force, the dynamic friction coefficient of the pipe surface is calculated.

[0020] Preferably, in step S4: the pre-gain adhesion buffer value is derived based on the rate of decrease of the driven rolling resistance torque and the current travel speed fed back by the high-resolution encoder.

[0021] Preferably, in step S4: the adhesion calibration process in step S2 runs continuously in the background, and when a non-abrupt change in the friction coefficient or a device rotation causes the real-time slip rate to exceed the preset threshold, the clamping force of the first clamping mechanism is dynamically increased.

[0022] Preferably, in step S1: a constant force spring is provided, which connects the sensing arm and the encircling frame, and is used to apply constant pressure to make the sensing wheel slightly press against the pipe surface.

[0023] A thermal insulation and corrosion-resistant insulated pipe bypass device, comprising:

[0024] Wrap-around rack;

[0025] The first drive wheel system is disposed on the encircling frame;

[0026] A first clamping mechanism is disposed on the encircling frame;

[0027] The first torque meter is integrated into the output shaft of the first drive wheel system;

[0028] The three-dimensional sensor is fixedly installed on the wraparound frame;

[0029] An inertial measurement unit is fixedly installed on the wraparound frame;

[0030] Sensor arm;

[0031] A flexible hinge connects the sensing arm to the front end of the wraparound frame in the direction of travel.

[0032] The sensing wheel is located at the end of the sensing arm and is physically ahead of the first drive wheel system;

[0033] A high-resolution encoder is coaxially connected to the sensing wheel;

[0034] The second torque meter is integrated into the axle of the sensing wheel;

[0035] The controller is used to uniformly control the first drive wheel system, the first clamping mechanism, the first torque meter, the second torque meter, the high-resolution encoder, the three-dimensional sensor, and the inertial measurement unit.

[0036] Preferred options also include:

[0037] A constant force spring, connecting the sensing arm and the encircling frame, is used to apply constant pressure to slightly press the sensing wheel against the pipe surface.

[0038] Preferably, the first clamping mechanism is a linear lead screw motor, used to laterally drive the two sides of the encircling frame to close or open.

[0039] Preferably, the three-dimensional sensing device is a structured light camera or a solid-state lidar.

[0040] This invention provides an improved thermal insulation and corrosion-resistant insulated pipe bypass device and method, which has the following improvements and advantages compared with the prior art:

[0041] 1. This invention incorporates a sensing wheel and a second torque meter, with the sensing wheel positioned ahead of the first drive wheel system. The sensing wheel is connected to the encircling frame via a flexible hinge, effectively isolating the sensing arm from disturbances caused by clamping force adjustment. The sensing wheel passes over the pipe surface before the drive wheel, and the second torque meter continuously monitors the driven rolling resistance torque. When the rolling resistance torque drops sharply, the system captures this signal as an early warning of impending slippage. Before the real-time slippage rate exceeds the limit, the system uses a controller feedforward command to instruct the first clamping mechanism to apply a target clamping force. This force is equal to the sum of the minimum safe adhesion force and the pre-gain adhesion force buffer value. This proactive adhesion force feedforward control allows the device to anticipate sudden changes in friction on the pipe surface, overcoming the slippage problem that is difficult to avoid with traditional methods relying on hysteresis slippage rate feedback, thereby improving the device's stable adhesion capability on sudden low-friction pipe surfaces.

[0042] 2. When the slip ratio exceeds a preset safety threshold, the system reverses the adjustment of the first clamping mechanism to increase the clamping force until the slip ratio returns to the safe range. The clamping force at this time is then calibrated as the minimum safe adhesion force, ensuring that the device always has the basic adhesion force to cope with the current road conditions, thus forming the safety baseline of the entire adhesion control system. In addition, the system can also calculate the dynamic friction coefficient of the pipe surface based on the output torque monitored by the first torque meter and the current clamping force when the slipping threshold is reached.

[0043] 3. By using a 3D sensing instrument, such as a structured light camera or solid-state lidar, to scan the 3D topological morphology of the pipe surface, and combining it with the roll angle data provided by the inertial measurement unit, obstacles are converted into no-go zones on a 2D unfolded coordinate system. The motion commands of the first drive wheel system are fed back and corrected by the axial displacement provided by the high-resolution encoder and the circumferential rotation angle provided by the inertial measurement unit. This enables precise obstacle avoidance and real-time correction of the trajectory on complex pipe surfaces. Attached Figure Description

[0044] The present invention will be further explained below with reference to the accompanying drawings and embodiments:

[0045] Figure 1 This is a schematic diagram of the front structure of the device;

[0046] Figure 2 This is a schematic diagram of the back structure of the device;

[0047] Figure 3 This is a schematic diagram of the sensor arm and its overall connection structure;

[0048] Figure 4 This is a schematic diagram of the process flow of the method of the present invention.

[0049] In the diagram: 100, encircling frame; 110, first drive wheel system; 120, first clamping mechanism; 130, flexible hinge; 200, sensing arm; 220, constant force spring; 310, three-dimensional sensor; 320, inertial measurement unit; 410, sensing wheel; 420, high-resolution encoder; 430, first torque meter; 440, second torque meter; 500, controller. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0051] Example 1

[0052] Please see Figure 1-4 This invention provides a method for bypassing thermal insulation and corrosion-resistant insulated pipes, comprising:

[0053] S1. A ring-shaped frame 100, a sensing arm 200, a first drive wheel system 110, a first clamping mechanism 120, a three-dimensional sensor 310, an inertial measurement unit 320, a sensing wheel 410, a high-resolution encoder 420, a first torque meter 430, a second torque meter 440, and a controller 500 are configured. The sensing arm 200 is connected to the front end of the ring-shaped frame 100 in the direction of travel via a flexible hinge 130. The first drive wheel system 110, the first clamping mechanism 120, the three-dimensional sensor 310, and the inertial measurement unit 320 are configured on the ring-shaped frame 100. The first torque meter 430 is integrated into the output shaft of the first drive wheel system 110. The sensing wheel 410 is configured at the end of the sensing arm 200 and is physically ahead of the first drive wheel system 110. The high-resolution encoder 420 is coaxially connected to the sensing wheel 410. The second torque meter 440 is integrated into the wheel axle of the sensing wheel 410.

[0054] S2. Perform adhesion calibration, wherein the theoretical speed of the first drive wheel system 110 is compared with the actual ground speed of the sensing wheel 410 fed back by the high-resolution encoder 420, and the real-time slip ratio is calculated. The calculation logic is as follows: the theoretical speed of the first drive wheel system 110 is... The actual ground speed fed back by the sensor wheel 410 A comparison is made. The theoretical travel speed can be calculated based on the speed command of the motor 110 of the first drive wheel system and the wheel diameter, while the actual ground speed is fed back by the high-resolution encoder 420.

[0055] Real-time slip ratio The following logic calculation is used to determine:

[0056]

[0057] in:

[0058] Real-time slip ratio.

[0059] : The theoretical speed of the first drive wheel system 110.

[0060] : The actual ground speed fed back by the sensor wheel 410.

[0061] when Significantly smaller than When this ratio increases, it indicates that the drive wheel is slipping.

[0062] The preset safety threshold is a pre-defined upper limit for the slip ratio, which physically corresponds to the critical state of transitioning from static friction to kinetic friction, i.e., the starting point of slippage. It ensures that the device takes measures to increase adhesion before kinetic friction occurs.

[0063] Real-time slip ratio It is a dynamically quantified adhesion state index used to characterize the degree of matching between the output power of the first drive wheel system 110 and its actual adhesion force to the pipe surface; it represents the relative slippage between the theoretical motion of the drive wheel and the actual ground speed.

[0064] When the real-time slip rate exceeds the preset safety threshold, the first clamping mechanism 120 is instructed to increase the clamping force until the real-time slip rate returns to below the safety threshold, and the clamping force at this time is calibrated as the minimum safe adhesion force.

[0065] When real-time slip ratio When the threshold is exceeded, the controller 500 determines that the friction limit has been reached and immediately instructs the first clamping mechanism 120 to increase the clamping force to restore the safe attachment state.

[0066] This threshold was determined through experimental calibration. The calibration process involved gradually increasing the driving torque on a stable pipe surface with uniform friction until... It begins to increase slightly, for example... To reach 0.01-0.03, this The value is calibrated as a safety threshold;

[0067] S3. Perform detour path planning, wherein, based on the three-dimensional topological shape of the pipe surface scanned by the three-dimensional sensor 310 and combined with the roll angle data provided by the inertial measurement unit 320, the obstacle is converted into a motion restricted area on the two-dimensional unfolded coordinate, and the optimal path to bypass the motion restricted area is planned.

[0068] The input to this processing flow comes from the three-dimensional spatial point cloud data of the pipe surface scanned by the three-dimensional perceptron 310 and the roll angle data θ provided by the inertial measurement unit 320;

[0069] The transformation logic is as follows: the cylindrical pipe surface is unfolded into a planar rectangle in a coordinate system; where the horizontal axis of this rectangle, such as the X-axis, corresponds to the axial direction of the pipe, i.e., the direction of travel, and its coordinate value x comes from the high-resolution encoder 420, which provides the cumulative axial displacement in step S5; the vertical axis of this rectangle, such as the Y-axis, corresponds to the circumferential direction of the pipe, i.e., the direction of travel, and its coordinate value... According to the roll angle provided by the inertial measurement unit 320 and the known pipe circumference Calculations show that, for example .

[0070] The positions of obstacles detected by the 3D perceptron 310 in the 3D point cloud are all calculated in real time and mapped onto this 2D unfolded map. The corresponding coordinates of ) form a two-dimensional no-movement zone.

[0071] The final output of the process is the no-movement zone on the coordinates of the two-dimensional unfolded graph; this no-movement zone data is then passed to the path planning algorithm module to calculate the optimal path to bypass the no-movement zone;

[0072] S4. Execution force-position hybrid trajectory tracking, wherein the first drive wheel system 110 is instructed to execute the optimal path, while continuously monitoring the driven rolling resistance torque of the second torque meter 440. When a sharp drop in the driven rolling resistance torque is detected, before the real-time slip ratio exceeds the standard, the controller 500 feeds forward to instruct the first clamping mechanism 120 to apply a target clamping force. The target clamping force is equal to the sum of the minimum safe adhesion force and the pre-gain adhesion force buffer value.

[0073] When the sensing wheel 410 passes over low-friction areas such as oil stains or frost, the frictional force between the pipe surface and the sensing wheel 410 decreases, causing a sharp drop in the tangential rolling resistance torque experienced by the sensing wheel 410 during driven rolling. Therefore, the decrease in driven rolling resistance torque monitored by the second torque meter 440 is a direct and physical leading signal of the decrease in the friction coefficient of the pipe surface ahead.

[0074] As the core logic input for the S2 reactive adhesion calibration process; when When the preset safety threshold is exceeded, it will serve as a trigger signal, causing the controller 500 to immediately instruct the first clamping mechanism 120 to increase the clamping force. This is used to perform the calibration of the minimum safe adhesion force in S2, or as a reactive compensation that continues to run in the background during the execution of S4. This is different from, but works together with, the feedforward control mechanism triggered by the "sharp decrease in driven rolling resistance torque" in S4. The logic is defined as follows: S2 aims to detect the basic physical friction bearing limit of the current pipe surface. It can only be measured by actively increasing the driving torque of the drive wheel system until relative motion occurs. Therefore, it must rely on the real-time slip ratio for closed-loop calibration and does not need to detect the resistance torque. S4 aims to prevent sudden low-friction road conditions ahead by using the sensor wheel that is physically ahead to contact the abrupt change area in advance. Since the sensor wheel is a driven wheel with constant force compression, a sharp decrease in the friction coefficient of the front surface will directly cause a sudden change in its tangential driven rolling resistance torque. Thus, before the drive wheel system reaches the area and slips, lag-free feedforward control is implemented. Therefore, S2 relies on slip ratio feedback, and S4 relies on resistance torque feedforward.

[0075] S5. Based on the axial displacement provided by the high-resolution encoder 420 and the circumferential rotation angle provided by the inertial measurement unit 320, the motion command of the first drive wheel system 110 is fed back and corrected.

[0076] This invention provides a method for bypassing insulated and corrosion-resistant pipes, which aims to solve the problem that when the pipeline traveling device travels on the surface of the insulated and corrosion-resistant layer, the adhesion changes due to factors such as oil stains, frost, or uneven surface can lead to slippage of the drive wheels, loss of control of travel, or inability to effectively avoid obstacles.

[0077] The method sets the required hardware through S1. The core of the method is to set a sensing arm 200 and a sensing wheel 410 that are physically ahead of the first drive wheel system 110. The sensing arm 200 is connected to the wrap-around frame 100 through a flexible hinge 130. This connection method isolates the sensing arm 200 from the disturbance when the first clamping mechanism 120 adjusts the clamping force, so that the high-resolution encoder 420 and the second torque meter 440 on the sensing wheel 410 can independently and purely sense the surface information of the pipe in front.

[0078] When performing adhesion calibration in S2, the method calculates the real-time slip ratio by comparing the theoretical travel speed of the first drive wheel system 110 with the actual ground speed fed back by the sensor wheel 410, and adjusts the clamping force of the first clamping mechanism 120 in reverse according to whether the slip ratio exceeds the standard, thereby calibrating the minimum safe adhesion benchmark, which is the basis for ensuring the stable travel of the device.

[0079] When obstacle avoidance is required, S3 performs detour path planning, using data from the 3D sensor 310 and the inertial measurement unit 320 to convert physical obstacles into two-dimensional no-go zones and plan the optimal path.

[0080] During S4 force-position hybrid trajectory tracking, this method utilizes the physical leading characteristic of the sensing wheel 410 and monitors the driven rolling resistance torque via a second torque meter 440. When the sensing wheel 410 passes through the low-friction zone before the drive wheel, its resistance torque drops sharply. The method captures this signal as an early warning of impending slippage and, before the real-time slip ratio exceeds the limit, feedforward commands the controller 500 to the first clamping mechanism 120 to apply a target clamping force including a pre-gain adhesion buffer value.

[0081] Meanwhile, step S5 uses the axial displacement provided by the high-resolution encoder 420 and the circumferential rotation angle provided by the inertial measurement unit 320 to provide feedback correction to the motion command of the first drive wheel system 110.

[0082] This method combines reactive adhesion calibration, forward-looking adhesion feedforward control, and real-time position feedback correction, enabling the device to anticipate sudden changes in friction on the surface of the pipe ahead. This effectively prevents slippage problems that are difficult to avoid by relying on hysteresis slip rate feedback, achieving stable adhesion and precise detour on the complex and ever-changing surface of the insulated pipe.

[0083] The steps in S2 include:

[0084] The first clamping mechanism 120 is instructed to apply an initial clamping force;

[0085] Slightly increase the output torque of the first drive wheel system 110, while continuously monitoring the real-time slip ratio;

[0086] When the real-time slip rate exceeds the preset safety threshold, it is determined that the friction limit has been reached, and the first clamping mechanism 120 is then instructed to increase the clamping force.

[0087] In the specific implementation of the adhesion calibration, the steps of S2 include an active detection process; the controller 500 instructs the first clamping mechanism 120 to apply an initial clamping force, which is a small value that ensures the device can initially adhere to the pipe, avoiding instability in the initial state.

[0088] The controller 500 begins to slightly increase the output torque of the first drive wheel system 110. The purpose of this action is to actively test the static friction boundary between the current pipe surface and the drive wheel. At the same time, the controller 500 continuously monitors the changes in the real-time slip ratio.

[0089] When the real-time slip ratio exceeds a preset safety threshold, such as a small value indicating that relative slip has just begun, the controller 500 determines that the currently applied driving torque has reached the friction limit.

[0090] Once this limit is detected, the controller 500 instructs the first clamping mechanism 120 to increase the clamping force until the slip ratio returns to a safe range. This process actively acquires the frictional bearing capacity of the current pipe surface, providing a dynamic benchmark for subsequent calibration of the minimum safe adhesion force and dynamic friction coefficient.

[0091] Step S2 also includes:

[0092] Based on the relationship between the output torque monitored by the first torque meter 430 at the slippage critical point and the current clamping force, the dynamic friction coefficient of the pipe surface is calculated.

[0093] The calculation logic is as follows: the controller 500 first measures the output torque monitored by the first torque meter 430 at the slippage critical point. Divide by the known radius of the first drive gear train 110 Calculate the critical tangential friction force applied by the drive wheel to the pipe surface at this time. ;

[0094] The purpose of this model is to accurately quantify the dynamic friction performance between the current pipe surface and the drive wheel when the device reaches the adhesion limit, so as to provide friction coefficient reference data for subsequent adhesion feedforward control.

[0095] Right now:

[0096]

[0097] At the same time, the controller 500 acquires the current clamping force. This force is the normal pressure applied to the drive wheel.

[0098] The controller 500 calculates the critical tangential friction force according to the classical definition of friction. Divide by the normal pressure The current dynamic friction coefficient is derived by reverse derivation. ,Right now:

[0099]

[0100] in: The first torque meter outputs 430 torque.

[0101] : The known radius and design parameters of the first drive wheel train 110.

[0102] Critical tangential friction force.

[0103] Current clamping force, normal pressure.

[0104] : Dynamic friction coefficient.

[0105] This calculation characterizes the classical Coulomb's law of friction, which states that the maximum tangential friction force that the driving wheel can provide is proportional to the normal pressure and clamping force acting on the driving wheel at the critical point of slippage, and the proportionality coefficient is the dynamic friction coefficient. ;

[0106] Furthermore, in the calibration process described above, step S2 also includes the quantification of frictional characteristics.

[0107] At the moment when the friction limit is reached, i.e. at the critical moment of slippage, the controller 500 not only records the current clamping force, which can be obtained from the control command of the first clamping mechanism 120 or its built-in pressure sensor, but also accurately monitors and records the output torque at this time according to the first torque meter 430.

[0108] Since the first torque meter 430 is integrated into the output shaft of the first drive wheel system 110, its data can directly reflect the tangential torque applied to the pipe surface.

[0109] By mastering the two key data points of tangential torque and normal clamping force at the critical slippage point, the controller 500 can calculate the dynamic friction coefficient of the pipe surface using physical formulas. This friction coefficient data is stored and updated by the controller 500 to more accurately adjust the distribution of driving torque during subsequent travel, enabling the device to operate efficiently in a safe state close to the friction limit.

[0110] The pre-gain adhesion buffer value is derived based on the rate of decrease of the driven rolling resistance torque and the current travel speed fed back by the high-resolution encoder 420.

[0111] The derivation logic is as follows: the controller 500 needs to calculate a suitable target clamping force to ensure that the pressurization is completed before the drive wheel reaches the low friction zone.

[0112] Calculating the warning time: The controller 500 utilizes the fixed physical distance between the sensing wheel 410 and the first drive wheel system 110. Divide by the current travel speed fed back by the high-resolution encoder 420 The warning time when the drive wheel is about to contact the low-friction area is calculated. .

[0113] Assessing the severity of road conditions: The controller 500 calculates in real time the rate of decrease of the driven rolling resistance torque. This rate reflects the severity of frictional loss on the surface of the pipe ahead.

[0114] Calculate the pre-gain adhesion buffer value: This buffer value is calculated and applied only in the feedforward control of step S4. Its calculation logic is to feedforward compensate the normal clamping force based on the expected decrease in drag torque; and to estimate the decrease in drag torque caused during the system response time. Based on Coulomb's law of friction, to compensate for the tangential frictional force loss corresponding to this resistance torque, the pre-gain adhesion buffer value is derived. The calculation formula is: ;in, Given the known radius of the first drive gear train 110, The dynamic friction coefficient is calculated in step S2; in particular, when At that time, the system instructs the first clamping mechanism 120 to perform emergency boost at maximum rated power.

[0115] : The fixed physical distance between the sensing wheel 410 and the first drive wheel system 110, a design parameter.

[0116] Current speed of travel.

[0117] Warning time.

[0118] : Rate of decrease of resistance torque.

[0119] The first clamping mechanism 120, for example, is the physical response time required for a linear lead screw motor to complete the pressurization action, and its calibration parameters.

[0120] In the process of force-position hybrid trajectory tracking, in order to achieve effective feedforward control, the calculation logic of the pre-gain adhesion buffer value in step S4 was refined.

[0121] When the second torque meter 440 detects a decrease in the driven rolling resistance torque, the controller 500 calculates the rate of change of this torque signal over time in real time, i.e., the rate of decrease of the driven rolling resistance torque. Simultaneously, the controller 500 obtains the current travel speed from the data fed back by the high-resolution encoder 420.

[0122] The derivation logic of the pre-gain adhesion buffer value is as follows: the descent rate reflects the degree of reduction in friction on the surface of the pipe ahead, such as slowly entering a slightly damp area or suddenly pressing on a large area of ​​oil; while the current travel speed determines how much time, for example in milliseconds, the first drive wheel system 110 behind the sensing wheel 410 will contact this low-friction area.

[0123] The controller 500 combines these two variables to derive a dynamic pre-gain adhesion buffer value. The faster the travel speed and the more drastic the decrease in drag torque, the larger this buffer value becomes. This buffer value is superimposed on the minimum safe adhesion force, and the resulting target clamping force ensures that the first clamping mechanism 120, whose response requires a certain amount of time, such as the linear screw motor's drive time having sufficient lead time to complete the pressurization action, has already obtained sufficient adhesion before the first drive wheel system 110 reaches the dangerous pipe surface.

[0124] The adhesion calibration process in step S2 runs continuously in the background. When a non-abrupt change in the coefficient of friction or a device rotation causes the real-time slip rate to exceed a preset threshold, the clamping force of the first clamping mechanism 120 is dynamically increased.

[0125] In step S4, feedforward control is used to deal with sudden low friction, while reactive mechanisms are used to handle gradually changing conditions.

[0126] The reactive adhesion calibration process in step S2, which calculates the real-time slip ratio by comparing the theoretical speed with the actual speed of the sensing wheel 410, is not executed only once at the beginning, but runs continuously in the background.

[0127] During travel, when there are non-abrupt changes in the coefficient of friction, such as when the pipe surface slowly transitions from a dry area to a slightly frosted area, or when the device turns while executing the path planned by S3, the turning action will cause the drive wheels to generate additional lateral forces, which in turn will cause changes in the longitudinal adhesion requirements.

[0128] When the real-time slip rate exceeds the preset threshold due to either of the above two situations, the calibration process running in the background will react immediately.

[0129] The controller 500 dynamically increases the clamping force of the first clamping mechanism 120 until the slip ratio returns to a safe range. This continuously refreshes the minimum safe adhesion benchmark value, ensuring that the device always has the basic adhesion to cope with the current road conditions, forming the safety baseline of the entire adhesion control system, and working together with feedforward control.

[0130] In this logic, the feedforward control S4 is dedicated to dealing with the sudden sharp drop in friction coefficient that the sensing wheel 410 has sensed, in order to achieve zero lag or advance boost; while the reactive calibration process S2 runs continuously in the background to deal with non-abrupt, gradual changes in friction coefficient that have occurred in the drive wheel, such as slow transition to a micro-wet zone or real-time slip rate exceeding the standard caused by steering, to ensure dynamic refresh of the minimum safe adhesion benchmark.

[0131] In step S1: a constant force spring 220 is set up, which connects the sensing arm 200 and the ring frame 100 to apply constant pressure so that the sensing wheel 410 is slightly pressed against the surface of the pipe.

[0132] The inertial measurement unit 320 is fixedly installed on the ring frame 100 and is used to measure the roll angle of the device in real time, that is, the rotation angle in the circumferential direction of the pipe. The roll angle data is processed and converted into circumferential rotation angle information, which can be used to calculate the actual position of the device in the circumferential direction of the pipe. It is the basis for motion command feedback correction in step S5 and two-dimensional unfolded diagram coordinate calculation in path planning in step S3.

[0133] In step S1, a constant force spring 220 is provided to ensure that the sensing wheel 410 can stably contact the pipe surface to obtain reliable data.

[0134] A constant force spring 220 connects the sensing arm 200 to the wrap-around frame 100.

[0135] It is used to apply constant pressure, causing the sensing wheel 410 to press slightly against the surface of the pipe.

[0136] The purpose of using a constant force spring 220 is to ensure that, regardless of how the sensing arm 200 floats due to slight unevenness on the pipe surface, the pressure on the sensing wheel 410 remains essentially constant, achieved through the flexible hinge 130. This constant, slight pressure ensures that the high-resolution encoder 420 can accurately measure displacement and prevents jumping due to insufficient pressure, while also ensuring that the second torque meter 440 can sensitively reflect the driven rolling resistance torque and prevents the introduction of additional interference due to excessive pressure. This provides physical assurance for accurate measurements in steps S2, S4, and S5.

[0137] Example 2

[0138] Please see Figure 1-3 A thermal insulation and corrosion-resistant insulated pipe bypass device, comprising:

[0139] 100mm wraparound rack;

[0140] The first drive wheel system 110 is mounted on the encircling frame 100;

[0141] The first clamping mechanism 120 is disposed on the encircling frame 100;

[0142] The first torque meter 430 is integrated into the output shaft of the first drive wheel system 110;

[0143] The 3D sensor 310 is fixedly installed on the wraparound frame 100;

[0144] An inertial measurement unit 320 is fixedly installed on a ring-shaped frame 100;

[0145] 200 sensor arm;

[0146] Flexible hinge 130 connects the sensing arm 200 to the front end of the wrap-around frame 100 in the direction of travel;

[0147] The sensing wheel 410 is located at the end of the sensing arm 200 and is physically ahead of the first drive wheel system 110.

[0148] A high-resolution encoder 420 is coaxially connected to the sensing wheel 410;

[0149] The second torque meter 440 is integrated into the axle of the sensing wheel 410;

[0150] The controller 500 is used to uniformly control the first drive wheel system 110, the first clamping mechanism 120, the first torque meter 430, the second torque meter 440, the high-resolution encoder 420, the three-dimensional sensor 310, and the inertial measurement unit 320, and to execute the above-described method.

[0151] The device includes a wraparound frame 100, which serves as the main body of the entire device and is used to wrap around the outside of the insulated pipe. A first drive wheel system 110 and a first clamping mechanism 120 are both mounted on the wraparound frame 100, providing the main driving force for movement and an adjustable normal clamping force, respectively. A three-dimensional sensor 310 and an inertial measurement unit 320 are also fixedly mounted on the wraparound frame 100 to sense obstacles in front and the device's own attitude.

[0152] The key structure of this device is the sensing arm 200. This sensing arm 200 is connected to the front end of the wraparound frame 100 in the direction of travel via a flexible hinge 130, ensuring that it always contacts the pipe surface before the first drive wheel train 110. The sensing wheel 410 is located at the end of the sensing arm 200, thus physically leading the first drive wheel train 110.

[0153] To achieve accurate measurement, a high-resolution encoder 420 is coaxially connected to the sensing wheel 410 to measure the actual number of rotations. A second torque meter 440 is integrated into the axle of the sensing wheel 410 to monitor the resistance during its rotation. Correspondingly, a first torque meter 430 is integrated into the output shaft of the first drive wheel system 110 to monitor the driving torque.

[0154] The device also includes a controller 500, such as an NVIDIA Jetson AGX Orin embedded development kit or a Siemens S7-1500 PLC, a programmable logic controller 500; the controller 500 is electrically connected to uniformly control the first drive wheel system 110, such as controlling multiple servo motors inside it, the first clamping mechanism 120, such as controlling the extension and retraction of the motor, and real-time acquisition of data from the first torque meter 430, the second torque meter 440, the high-resolution encoder 420, such as a Heidenhain ECN1123 high-precision encoder, the three-dimensional sensor 310, and the inertial measurement unit 320, such as an Xsens MTi-300 inertial sensor.

[0155] The algorithm logic running inside the controller 500 enables it to execute any of the above methods, including adhesion calibration, path planning, and force-position hybrid trajectory tracking, thereby achieving adaptive and stable circumduction of the device on the surface of the insulation pipe.

[0156] Also includes:

[0157] A constant force spring 220 connects the sensing arm 200 and the wrap-around frame 100, and is used to apply constant pressure to make the sensing wheel 410 slightly press against the pipe surface.

[0158] A high-resolution encoder 420 is coaxially connected to the sensing wheel 410. By accurately measuring the number of rolling revolutions of the sensing wheel 410 and combining this with the known diameter of the sensing wheel 410, the cumulative axial displacement generated by the device rolling on the pipe surface can be calculated. This axial displacement data serves as position information and is the basis for motion command feedback correction in step S5.

[0159] In order to further improve the measurement stability of the sensing wheel 410, the device also includes a constant force spring 220.

[0160] The constant force spring 220 connects the sensing arm 200 and the wrap-around frame 100, and is used to apply constant pressure to make the sensing wheel 410 slightly press against the pipe surface.

[0161] As in the aforementioned method embodiment, this design utilizes the floating capability of the flexible hinge 130 and the constant tension of the constant force spring 220 to isolate the interference of frame vibration and clamping force changes on the sensing arm 200, ensuring that the high-resolution encoder 420 and the second torque meter 440 can operate under constant small pressure, thereby improving the accuracy of data acquisition in steps S2 and S4.

[0162] The first clamping mechanism 120 is a linear lead screw motor, used to drive the two sides of the encircling frame 100 to close or open laterally.

[0163] In the above-described device, a specific but non-limiting implementation of the first clamping mechanism 120 is provided; the first clamping mechanism 120 is a linear lead screw motor, for example, using a THK KR series lead screw module.

[0164] The linear lead screw motor is used to laterally drive the two sides of the encircling frame 100 to close or open.

[0165] The controller 500 can achieve precise adjustment and rapid response of the clamping force by accurately controlling the current or step pulses of the linear lead screw motor. This structure converts the rotational motion of the motor into linear thrust, providing sufficiently large self-locking force and clamping force to meet the requirements for dynamic adjustment of the clamping force during adhesion calibration in step S2 and force-position mixed trajectory tracking in step S4.

[0166] It should be noted that the implementation of the first clamping mechanism 120 is not limited to this. Other structures that can actively adjust the normal clamping force can also be used, such as a cylinder controlled by an SMC SY series solenoid valve, or a miniature hydraulic cylinder driven by a hydraulic pump, as long as it can receive instructions from the controller 500 and adjust the clamping force.

[0167] According to the above-mentioned device, the three-dimensional perceptron 310 is a structured light camera or a solid-state lidar.

[0168] In the aforementioned device, a specific implementation of the 3D perceptron 310 is provided. The 3D perceptron 310 is a structured light camera, such as the Intel RealSense D435, or a solid-state LiDAR, such as the Livox Mid-70.

[0169] When a structured light camera is used, it projects a grating with a specific pattern onto the surface of the pipe and captures the deformation of the pattern through the camera. The controller 500 obtains the three-dimensional topological shape of the surface of the pipe in front by solving the deformation.

[0170] When using solid-state lidar, it acquires dense point cloud data by emitting laser beams and measuring flight time or phase difference, thus constructing a three-dimensional topological shape.

[0171] Both sensors can actively emit light sources, are less affected by changes in light conditions in the pipeline environment, and can quickly acquire high-precision three-dimensional data. The controller 500 uses this data to perform detour path planning in step S3, accurately identifying pipe supports, flanges, or other obstacles on the surface of the insulated pipe, and converting their positions into no-movement zones on a two-dimensional unfolded coordinate system, providing a reliable environmental model for optimal path planning.

[0172] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A method for bypassing thermal insulation and corrosion-resistant insulated pipes, characterized in that, include: S1. A ring-shaped frame (100), a sensing arm (200), a first drive wheel system (110), a first clamping mechanism (120), a three-dimensional sensor (310), an inertial measurement unit (320), a sensing wheel (410), a high-resolution encoder (420), a first torque meter (430), a second torque meter (440), and a controller (500) are configured, wherein the sensing arm (200) is connected to the front end of the ring-shaped frame (100) in the direction of travel via a flexible hinge (130), and the first drive wheel system (110), the first clamping mechanism (120), the first torque meter (310), the first torque meter (420), the first torque meter (430), the first torque meter (440), and the first torque meter (500) are configured. The holding mechanism (120), the three-dimensional sensor (310) and the inertial measurement unit (320) are disposed on the encircling frame (100), the first torque meter (430) is integrated on the output shaft of the first drive wheel system (110), the sensing wheel (410) is disposed at the end of the sensing arm (200) and is physically ahead of the first drive wheel system (110), the high-resolution encoder (420) is coaxially connected to the sensing wheel (410), and the second torque meter (440) is integrated on the wheel axle of the sensing wheel (410); S2. Perform adhesion calibration, wherein the theoretical travel speed of the first drive wheel system (110) is compared with the actual ground speed of the sensing wheel (410) fed back by the high-resolution encoder (420), the real-time slip ratio is calculated, and the theoretical travel speed of the first drive wheel system (110) is set as follows. The actual ground speed fed back by the sensing wheel (410) The comparison is performed; when the real-time slip rate exceeds the preset safety threshold, the first clamping mechanism (120) is instructed to increase the clamping force until the real-time slip rate returns to below the safety threshold, and the clamping force at this time is calibrated as the minimum safe adhesion force. S3. Perform detour path planning, wherein, based on the three-dimensional topological shape of the pipe surface scanned by the three-dimensional sensor (310) and combined with the roll angle data provided by the inertial measurement unit (320), the obstacle is converted into a motion restricted area on the two-dimensional unfolded coordinate, and the optimal path to bypass the motion restricted area is planned; S4, Execution force-position hybrid trajectory tracking, wherein the first drive wheel system (110) is instructed to execute the optimal path, while continuously monitoring the driven rolling resistance torque of the second torque meter (440). When a sharp drop in the driven rolling resistance torque is detected, before the real-time slip ratio exceeds the standard, the first clamping mechanism (120) is instructed by the controller (500) to apply a target clamping force. The target clamping force is equal to the sum of the minimum safe adhesion force and the pre-gain adhesion buffer value. The pre-gain adhesion buffer value is derived from the rate of decrease of the driven rolling resistance torque and the current travel speed fed back by the high-resolution encoder (420). S5. Based on the axial displacement provided by the high-resolution encoder (420) and the circumferential rotation angle provided by the inertial measurement unit (320), the motion command of the first drive wheel system (110) is fed back and corrected.

2. The method for bypassing a thermal insulation and corrosion-resistant insulated pipe according to claim 1, characterized in that, The steps in S2 include: The first clamping mechanism (120) is instructed to apply an initial clamping force; Slightly increase the output torque of the first drive wheel system (110) while continuously monitoring the real-time slip ratio; When the real-time slip rate exceeds the preset safety threshold, it is determined that the friction limit has been reached, and the first clamping mechanism (120) is then instructed to increase the clamping force.

3. The method for bypassing a thermal insulation and corrosion-resistant insulated pipe according to claim 2, characterized in that, Step S2 further includes: Based on the relationship between the output torque monitored by the first torque meter (430) at the critical slippage point and the current clamping force, the dynamic friction coefficient of the pipe surface is calculated.

4. The method for bypassing a thermal insulation and corrosion-resistant insulated pipe according to claim 1, characterized in that, In step S4: the adhesion calibration process in step S2 runs continuously in the background. When a non-abrupt change in the friction coefficient or a device rotation causes the real-time slip rate to exceed the preset safety threshold, the clamping force of the first clamping mechanism (120) is dynamically increased.

5. The method for bypassing a thermal insulation and corrosion-resistant insulated pipe according to claim 4, characterized in that, In step S1: a constant force spring (220) is set, which connects the sensing arm (200) and the ring frame (100) to apply constant pressure so that the sensing wheel (410) is slightly pressed against the surface of the pipe.

6. A thermal insulation and corrosion-resistant insulated pipe bypass device, applied to the thermal insulation and corrosion-resistant insulated pipe bypass method described in any one of claims 1 to 5, characterized in that, include: Wrap-around rack (100); The first drive wheel system (110) is disposed on the encircling frame (100). The first clamping mechanism (120) is disposed on the encircling frame (100). The first torque meter (430) is integrated into the output shaft of the first drive wheel system (110); A three-dimensional sensor (310) is fixedly installed on the wrap-around frame (100). An inertial measurement unit (320) is fixedly installed on the encircling frame (100). Sensor arm (200); A flexible hinge (130) connects the sensing arm (200) to the front end of the wrap-around frame (100) in the direction of travel; The sensing wheel (410) is located at the end of the sensing arm (200) and is physically ahead of the first drive wheel system (110). A high-resolution encoder (420) is coaxially connected to the sensing wheel (410). The second torque meter (440) is integrated into the axle of the sensing wheel (410); The controller (500) is used to uniformly control the first drive wheel system (110), the first clamping mechanism (120), the first torque meter (430), the second torque meter (440), the high-resolution encoder (420), the three-dimensional sensor (310) and the inertial measurement unit (320), and to execute the method described in any one of claims 1 to 5.

7. A thermal insulation and corrosion-resistant insulated pipe bypass device according to claim 6, characterized in that, Also includes: A constant force spring (220), connecting the sensing arm (200) and the circumferential frame (100), is used to apply constant pressure to slightly press the sensing wheel (410) against the pipe surface.

8. A thermal insulation and corrosion-resistant insulated pipe bypass device according to claim 6, characterized in that, The first clamping mechanism (120) is a linear lead screw motor, used to drive the two sides of the encircling frame (100) to close or open laterally.

9. A thermal insulation and corrosion-resistant insulated pipe bypass device according to claim 6, characterized in that, The three-dimensional sensor (310) is a structured light camera or a solid-state lidar.

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