Pipelined three underfeed port train continuous car loading coordination control method and system

Abstract

The application relates to the technical field of train loading intelligent control, in particular to a flow line type three-unloading-port train continuous loading cooperative control method and system. In the scheme, the precise material supplementing bin is equipped with a swing type telescopic chute, and a static track scale is arranged below the precise material supplementing bin. The method comprises the following steps: controlling a winch to continuously drive a train to move; when a carriage moves to below a bottom laying gate bin, bottom laying unloading is performed, and bottom laying material surface data is collected through a laser radar; when the carriage after the bottom laying moves to below an even material gate bin, even material unloading is performed, low-lying and convex areas are identified based on the bottom laying material surface data, and the unloading amount is dynamically adjusted; even material surface data is collected through the laser radar; when the carriage after the even material moves to the static track scale, the winch is braked to make the train stationary, the actual loading weight is obtained through weighing, the precise material supplementing bin is controlled to supplement material when the loading is insufficient, and the chute is controlled to supplement material to the low-lying area based on the even material surface data.

Description

Technical Field

[0001] This application relates to the field of intelligent control technology for train loading, specifically to a collaborative control method and system for continuous loading of trains with three unloading ports in an assembly line manner. Background Technology

[0002] In large-scale operations at rapid quantitative loading stations for bulk freight railways, the assembly line-style three-discharge-port continuous loading mode is the mainstream and efficient solution in the industry: three discharge ports are set up sequentially along the direction of train travel, with the spacing between the three discharge ports matching the length of a single car. The train is pulled by a winch and moves continuously at a constant speed. Each car passes through the bottom slab bin, the equalization bin, and the replenishment bin in sequence, completing approximately 30%, 30%, and 40% of the loading operations, respectively. The three discharge ports simultaneously discharge materials from three different cars, achieving uninterrupted assembly line loading, with loading efficiency far exceeding that of the single discharge port solution.

[0003] However, the solutions provided in the existing technology have problems such as uneven material level and excessive error between the weight of the loaded material and the planned weight. Summary of the Invention

[0004] In view of this, the embodiments of this application are committed to providing a continuous loading collaborative control method and system for a three-discharge train in an assembly line, aiming to overcome problems such as uneven material surface and excessive error between the weight of the loaded material and the planned weight in the prior art.

[0005] This application provides a coordinated control method for continuous loading of trains with three discharge ports in a flow-line manner, applied to a winch-traction continuous loading station; the loading station is sequentially equipped with: a bottom-laying gate bin, a leveling gate bin, and a precision replenishment bin with a chute along the train's direction of travel; the precision replenishment bin is equipped with a swing-type telescopic chute, and a static track scale is arranged only below the precision replenishment bin; the method includes:

[0006] Control the winch to pull the train continuously, so that the carriages pass through the bottom paving gate bin, the equalization gate bin and the precision replenishment bin in sequence; When the carriage moves to the bottom gate compartment, the bottom gate compartment is controlled to perform bottom material feeding according to the first preset ratio; during feeding, the gate opening is dynamically adjusted based on the train speed fluctuation through the time-speed coupling model to ensure that the feeding amount per unit distance in the carriage is constant. The three-dimensional morphological data of the material surface inside the truck bed after the bottom paving gate is collected by a lidar installed behind the bottom paving gate. When the carriage after the bottom layer is laid moves to the bottom of the material leveling gate, the material leveling gate is controlled to perform material leveling and feeding according to the second preset ratio. When the material leveling gate feeds material, based on the three-dimensional shape data of the material surface after the bottom layer is laid, the low-lying areas and convex areas of the material surface are identified, and the feeding amount of the corresponding area of ​​the material leveling gate is dynamically adjusted so that the material accumulation in the carriage after material leveling tends to be flat. The sum of the first preset ratio and the second preset ratio is less than 1. The three-dimensional morphology data of the material surface inside the carriage after material equalization is collected by a lidar installed behind the material equalization gate. When the car body after uniform material distribution moves to the location of the static track scale, the winch brake is controlled to stop the train, and the actual total weight of the car body loaded is obtained by weighing on the static track scale. When the actual total load weight is less than the rated load, the precision replenishment bin is controlled to replenish material according to the difference between the actual total load weight and the rated load. During the replenishment process, based on the three-dimensional shape data of the material surface after uniform material distribution, the swing-type telescopic chute is controlled to move and prioritize replenishing the material to the low-lying areas of the material surface so as to make the material surface flat.

[0007] Optionally, train operation data and carriage location data can be obtained; Based on the train operation data and carriage location data, the relative positional relationship between the carriage and the bottom paving gate compartment, the even material gate compartment, and the precision replenishment compartment is determined; Based on the relative positional relationship, the start-up and shutdown sequence of the bottom-laying gate bin, the even-forming gate bin, and the precision replenishment bin are controlled respectively.

[0008] Optionally, neither the bottom-laying gate bin nor the even-forming gate bin is equipped with a chute; The control method further includes: The time from when the material leaves the bottom gate bin or the equalization gate bin to when it falls into the car is calculated as the compensation time. The compensation distance is obtained by multiplying the compensation time by the train speed. When controlling the bottom-laying gate or the even-material gate to discharge materials, the gate is triggered to start or stop in advance based on the compensation distance and train operation data, so that the material falls into the corresponding area inside the carriage.

[0009] Optionally, the dynamic adjustment of the material discharge amount in the corresponding area of ​​the material equalization gate bin includes: A three-dimensional height distribution map of the material surface inside the carriage is generated based on the three-dimensional morphological data of the material surface after the bottom layer is laid; Areas with a height lower than the preset threshold of the average material surface are identified as low-lying areas, and areas with a height higher than the preset threshold of the average material surface are identified as raised areas. Increase the material feed rate in low-lying areas, decrease the material feed rate in raised areas, and maintain the initial target material feed rate in flat areas.

[0010] Optionally, it also includes: Based on the three-dimensional morphological data of the material surface inside the truck after the bottom material is laid, the actual mass of the material inside the truck after the bottom material is laid is calculated. Calculate the difference between the planned material weight corresponding to the first preset ratio and the actual material weight to obtain the first deviation weight; The target material feeding weight of the material equalization gate bin is determined by the sum of the planned material feeding weight corresponding to the second preset ratio and the first deviation weight of the preset coefficient. The material feeding gate is controlled to feed materials according to the target feeding weight.

[0011] Optionally, it also includes: Based on the first deviation weight, adjust the working parameters of the bottom-laying gate chamber so that the actual weight of the bottom-laying gate chamber unloading the next car is consistent with the planned unloading weight corresponding to the first preset ratio.

[0012] Optionally, it also includes: When the actual total load weight exceeds the rated load, the feeding parameters of the bottom-laying gate bin and the even-forming gate bin are adjusted according to the difference between the actual total load weight and the rated load.

[0013] Optionally, it also includes: For each preset time interval or preset number of trips, the material characteristic correction coefficient, feeding ratio parameter and material bulk density benchmark value are iteratively corrected based on the weight converted from the volume of the bottom silo, the dynamic adjustment data of the uniform silo, and the weighing and replenishment data of the precision replenishment silo.

[0014] Optionally, it also includes interlocking protection for abnormal operating conditions: When any of the discharge ports experiences gate jamming or discharge blockage, a deceleration or stop command is sent to the winch traction system, while a timing adjustment or gate closure command is sent to the other two discharge ports. When the winch traction system experiences overspeed, slippage, or encoder failure, an emergency shut-off command is simultaneously sent to the three discharge ports. When the static track scale or lidar malfunctions, switch to manual control mode and trigger on-site audible and visual alarms.

[0015] This application also provides a streamlined three-outlet train continuous loading collaborative control system, including: A winch traction unit is used to traction a train for continuous movement. The three-discharge-inlet execution unit includes a bottom-laying gate bin, a leveling gate bin, and a precision replenishment bin with a chute, arranged sequentially along the train's direction of travel; the bottom-laying gate bin and the leveling gate bin are only equipped with discharge gates and have no chute structure; the precision replenishment bin is equipped with a swing-type telescopic chute. The sensing unit includes a static track scale, a first lidar, and a second lidar. The static track scale is located only below the precision replenishment bin and is used to weigh and obtain the actual total weight of the loaded car. The first lidar is installed behind the bottom-laying gate bin and is used to collect three-dimensional morphological data of the material surface inside the car after bottom-laying and unloading. The second lidar is installed behind the leveling gate bin and is used to collect three-dimensional morphological data of the material surface inside the car after leveling. The PLC central control unit is connected to the winch traction unit, the three-discharge port execution unit, and the sensing unit, respectively. The PLC central control unit is used to execute the above-mentioned assembly line type three-discharge port train continuous loading collaborative control method.

[0016] In the solution provided in this application, the time-velocity coupling model ensures that the bottom-laying gate bin is basically flat. When the car body after the bottom-laying moves to the bottom of the material leveling gate bin, the material leveling gate bin is controlled to perform material leveling and unloading according to the second preset ratio. When the material leveling gate bin unloads material, based on the three-dimensional morphological data of the material surface after bottom-laying and unloading, the low-lying and high-lying areas of the material surface are identified, and the unloading amount of the corresponding area of ​​the material leveling gate bin is dynamically adjusted to make the material accumulation in the car body after leveling tend to be flat. During the subsequent replenishment process, the precision replenishment bin controls the movement of the swing-type telescopic chute based on the three-dimensional morphological data of the material surface after leveling to replenish the low-lying areas of the material surface. With this setting, during the loading process, the material leveling gate bin and the precision replenishment bin are used to load the car while considering whether the material surface is flat, so that the material surface is flat after loading is completed, avoiding problems such as uneven material surface or even exceeding the height limit. Furthermore, a static track scale is arranged below the precision replenishment bin, which can control the precision replenishment bin to replenish materials according to the difference, so that the actual weight after replenishment is consistent with the rated load. Attached Figure Description

[0017] The above and other objects, features, and advantages of this application will become more apparent from the more detailed description of the embodiments of this application in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this application and form part of the specification. They are used together with the embodiments of this application to explain this application and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0018] Figure 1 This is a flowchart illustrating a method for coordinated control of continuous loading of a three-inlet train in an assembly line, according to an embodiment of this application. Figure 2 A schematic diagram of the structure of a loading station is provided in one embodiment of this application; Figure 3 This is a schematic diagram of the architecture of a production line-type three-outlet train continuous loading collaborative control system provided in one embodiment of this application.

[0019] Figure label: 1-Windlock traction unit; 2-Three-discharge port execution unit; 3-Sensing unit; 31-First lidar; 32-Second lidar; 33-Static track scale; 4-PLC centralized control unit. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] Figure 1 This is a flowchart illustrating a method for coordinated control of continuous loading of a three-inlet train in an assembly line, as provided in one embodiment of this application. Figure 2 This application provides a schematic diagram of the structure of a loading station according to one embodiment.

[0022] Reference Figure 1 Figure 2 The continuous loading control system for a three-inlet train with a production line provided in this application is applied to a winch-traction continuous loading station. The loading station is sequentially equipped with: a bottom-laying gate bin, a leveling gate bin, and a precision replenishment bin with a chute along the train's direction of travel. The precision replenishment bin is equipped with a swing-type telescopic chute, and a static track scale 33 is arranged only below the precision replenishment bin. The method includes: Step S101: Control the winch to pull the train continuously, so that the carriage passes through the bottom laying gate bin, the equalization gate bin and the precision replenishment bin in sequence; Specifically, the PLC control unit sends traction commands to the winch traction unit, which drives the winch to rotate, pulling the train continuously along the loading station track via wire rope. During traction, the speed sensor and incremental encoder of the winch traction unit collect real-time data on the train's speed, acceleration, and displacement, and feed this data back to the PLC control unit. The PLC control unit dynamically adjusts the inverter output frequency according to a preset traction speed curve (typically 0.2-0.5 m / s) to maintain a relatively constant speed for the train, ensuring that the carriages pass sequentially through the bottom-laying gate compartment, the equalization gate compartment, and the precision replenishment compartment. It should be noted that in some situations, braking is required to stop the train, so a relatively constant speed is not guaranteed.

[0023] This step enables continuous movement of the train during loading, laying the foundation for the subsequent assembly-line collaborative operation of the three unloading ports. Simultaneously, the PLC control unit establishes a one-to-one mapping between the train's real-time displacement and the trigger positions of the three unloading ports, ensuring that when the nth car reaches the starting position of the bottom-laying gate, the (n-1)th car simultaneously reaches the starting position of the equalization gate, and the (n-2)th car simultaneously reaches the starting position of the precision replenishment bin.

[0024] Step S102: When the carriage moves to the bottom gate compartment, control the bottom gate compartment to perform bottom laying and material feeding according to the first preset ratio; Specifically, when the train moves under the bottom-laying gate compartment and the PLC control unit detects that the front of the carriage has reached the starting position of the bottom-laying gate compartment, the PLC control unit sends an opening command to the bottom-laying gate compartment. The hydraulically driven gate of the bottom-laying gate compartment opens according to a preset opening degree, and the bottom-laying material is unloaded according to a first preset ratio (e.g., 30%).

[0025] During the bottom-laying process, the PLC control unit dynamically adjusts the gate opening based on the real-time collected train speed using a time-speed coupling model: when the train speed fluctuates, the gate opening is adjusted synchronously to ensure a constant amount of material per unit distance. When the end of the carriage reaches the bottom-laying gate's termination position, the PLC control unit sends a closing command, the gate closes, and the bottom-laying is completed.

[0026] The main function of laying the bottom material is to form a uniform material base layer at the bottom of the carriage, providing a foundation for subsequent material mixing and replenishment.

[0027] Step S103: Collect three-dimensional morphological data of the material surface inside the truck bed after the bottom paving is unloaded by using a lidar installed behind the bottom paving gate chamber. Specifically, after the bottom material is laid, the train continues to move. When the carriage passes under the first lidar 31 installed behind the bottom material gate, the first lidar 31 starts scanning. The first lidar 31 uses two-dimensional or three-dimensional laser scanning technology to continuously scan the material surface inside the carriage at a scanning frequency of not less than 10 Hz, and obtains three-dimensional point cloud data of the material surface inside the carriage after the bottom material is laid.

[0028] The PLC control unit receives point cloud data collected by the first lidar 31 and generates three-dimensional morphological data of the material surface inside the carriage through a three-dimensional reconstruction algorithm, including a three-dimensional height distribution map and volume data of the material surface. This data is used in two ways: firstly, to calculate the actual material weight of the bottom hopper in subsequent steps, and secondly, to adjust the material surface during material distribution from the equalization hopper.

[0029] This step enables real-time quantitative detection of the paving effect, providing data support for subsequent deviation correction and dynamic adjustment.

[0030] Step S104: When the carriage after the bottom layer is laid moves to the bottom of the material leveling gate, the material leveling gate is controlled to perform material leveling and feeding according to the second preset ratio. When the material leveling gate feeds material, based on the three-dimensional shape data of the material surface after the bottom layer is laid, the low-lying area and the raised area of ​​the material surface are identified, and the feeding amount of the corresponding area of ​​the material leveling gate is dynamically adjusted so that the material accumulation in the carriage after material leveling tends to be flat. The sum of the first preset ratio and the second preset ratio is less than 1. Specifically, when the car body, after being laid, moves to the bottom of the material distribution gate and the PLC control unit detects that the front of the car body has reached the starting position of the material distribution gate, the PLC control unit sends an opening command to the material distribution gate. The material distribution gate then performs material distribution according to a second preset ratio (e.g., 30%).

[0031] Unlike conventional material feeding, this step introduces a dynamic adjustment mechanism for material surface adaptation during the material feeding process. Specifically: First, the PLC control unit generates a three-dimensional height distribution map of the material surface inside the carriage based on the three-dimensional morphological data of the material surface after laying and unloading, obtained in step S103. Then, areas with heights lower than the average material surface preset threshold (e.g., 2cm) are identified as low-lying areas, areas with heights higher than the average material surface preset threshold (e.g., 2cm) are identified as raised areas, and the remaining areas are flat areas.

[0032] Based on this, the PLC control unit dynamically adjusts the material discharge amount in the corresponding area of ​​the material distribution gate: for low-lying areas, the material discharge amount is increased (e.g., by 10%-20%) to fill the low-lying areas; for raised areas, the material discharge amount is reduced (e.g., by 10%-20%) to prevent the raised areas from rising further; for flat areas, the initial target material discharge amount is maintained.

[0033] Through this material surface adaptation and adjustment mechanism, the material accumulation in the car body after uniform material distribution tends to be flat, effectively eliminating the cumulative deviation caused by uneven material distribution at the bottom and avoiding the risk of the subsequent loading height exceeding the car side.

[0034] It should be noted that the sum of the first and second preset ratios is less than 1, for example, 30% + 30% = 60%, leaving 40% of the material replenishment space for the third preset ratio (i.e., the replenishment ratio).

[0035] In some embodiments, the first preset ratio and the second preset ratio may also be 40%, or one may be 30% and the other may be 50%, and this application does not limit this.

[0036] Specifically, the material feeding process of the uniform material gate also needs to receive the assistance of the time-speed coupling model to dynamically adjust the valve opening based on the train's speed and position information, so that the material accumulation in the carriage tends to be flat after uniform material feeding.

[0037] Step S105: Collect three-dimensional morphological data of the material surface inside the uniform material compartment by using a lidar installed behind the uniform material gate. Specifically, after the material is evenly distributed and discharged, the train continues to move. When the carriage passes under the second lidar 32 installed behind the evenly distributed gate, the second lidar 32 starts scanning. The second lidar 32 also uses laser scanning technology to scan the material surface inside the carriage after even distribution at a scanning frequency of not less than 10 Hz, and obtains three-dimensional point cloud data of the material surface inside the carriage after even distribution.

[0038] The PLC control unit receives point cloud data collected by the second lidar 32 and generates three-dimensional morphological data of the material surface inside the carriage after uniform material distribution. This data is used to guide the movement direction and material landing point of the swing-type telescopic chute in the subsequent material replenishment step, ensuring that the material is accurately replenished to the low-lying areas of the material surface.

[0039] Step S106: When the car after uniform material distribution moves to the location of the static track scale, control the winch to brake and stop the train, and obtain the actual total weight of the car loaded by weighing through the static track scale. Specifically, when the evenly distributed wagon reaches the position of the static track scale 33, the PLC control unit sends a braking command to the winch traction unit. The braking module of the winch traction unit activates, stopping the winch rotation and bringing the train to a precise stop above the static track scale 33. After the wagon comes to a stop, the static track scale 33 starts weighing. Multiple high-precision sensors below the weighing platform collect the wagon's weight signal, which is then calculated by the data acquisition and processing unit to obtain the actual total weight of the wagon.

[0040] The static track scale 33 is positioned only below the precision replenishment bin, with a measurement error not exceeding ±0.1%. This step enables the accurate acquisition of the actual loaded weight of the wagon, providing an accurate basis for subsequent replenishment calculations.

[0041] Step S107: When the actual total load weight is less than the rated load, the precision replenishment bin is controlled to replenish material according to the difference between the actual total load weight and the rated load. During the replenishment process, based on the three-dimensional shape data of the material surface after uniform material distribution, the swing-type telescopic chute is controlled to move to replenish the material to the low-lying area of ​​the material surface.

[0042] The PLC control unit compares the actual total weight of the loaded car body obtained in step S106 with the rated load capacity and calculates the difference. When the actual total weight of the loaded car body is less than the rated load capacity, it indicates that the car body is underloaded, and the PLC control unit controls the precision replenishment bin to replenish materials according to the difference.

[0043] Specifically, during the replenishment process, the hydraulically driven gate of the precision replenishment hopper opens, and the material falls into the carriage via a swing-type telescopic chute. Simultaneously, the PLC control unit, based on the three-dimensional morphological data of the material surface after homogenization obtained in step S105, generates a distribution map of low-lying areas on the material surface and controls the swing-type telescopic chute to swing horizontally, precisely replenishing the material to these low-lying areas. The swing angle control error of the swing-type telescopic chute does not exceed ±0.5°, enabling precise replenishment to any location within the carriage.

[0044] After refilling, the static track scale 33 can be weighed again to ensure that the total weight of the car is consistent with the rated load. When the actual total weight of the loaded car is greater than or equal to the rated load, the precision refill bin will not refill to avoid overloading.

[0045] This step achieves closed-loop control of "stopping to weigh + weighing while replenishing materials", which ensures both weighing accuracy and precise control of replenishment amount, ultimately ensuring that the loading weight error of a single car body is controlled within ±100kg.

[0046] In summary, the solution provided in this application uses a time-speed coupling model to synchronously adjust the gate openings of the three feeding ports when the train speed fluctuates, maintaining a constant feeding amount per unit distance. This fundamentally solves the problem of timing misalignment in assembly line operations, reducing the timing misalignment rate to zero. The LiDAR behind the bottom-laying gate collects three-dimensional morphological data of the material surface after laying, and based on this data, identifies low-lying and raised areas, dynamically adjusting the feeding amount in the corresponding area of ​​the leveling gate. This makes the material accumulation after leveling tend to be flat. After passing through the replenishment bin, the loading over-side rate can be reduced to zero, and the material surface uniformity error is controlled within ±2cm. The LiDAR behind the leveling gate collects three-dimensional morphological data of the material surface after leveling, and during the replenishment process, the swing-type telescopic chute accurately replenishes the material to the low-lying areas of the material surface. Combined with the precise weighing of the static track scale 33, the loading weight error is stably controlled within ±100kg. The design adopts a first preset ratio and a second preset ratio of less than 1 to reserve space for material replenishment. The three feeding ports operate simultaneously on three different carriages, which can shorten the loading time of a single carriage by more than 45% and reduce the manual intervention rate in the loading process to 0.

[0047] In some embodiments, the method further includes: Acquire train operation data and carriage position data; determine the relative positional relationship between the carriage and the bottom-laying gate compartment, the equalization gate compartment, and the precision replenishment compartment based on the train operation data and carriage position data; control the start and stop sequence of the bottom-laying gate compartment, the equalization gate compartment, and the precision replenishment compartment according to the relative positional relationship.

[0048] Specifically, the PLC control unit collects train operation data in real time through the incremental encoder of the winch traction unit, including train speed, acceleration, and displacement; simultaneously, it obtains car position data through preset car parameters (car length, car spacing, car side height, etc.). Based on the train operation data and car position data, the PLC control unit calculates the relative positional relationship between each car and the bottom-laying gate bin, the even-feeding gate bin, and the precision replenishment bin in real time.

[0049] Based on this relative positional relationship, the PLC control unit controls the start and stop sequence of the three feeding ports respectively: When the front end of the nth car reaches the starting position of the bottom-laying gate compartment, the PLC control unit sends an opening command to the bottom-laying gate compartment to start the bottom-laying material unloading; when the end of the nth car reaches the ending position of the bottom-laying gate compartment, a closing command is sent to end the bottom-laying material unloading.

[0050] When the front end of the (n-1)th car reaches the starting position of the material leveling gate bin (at which point the nth car is exactly below the bottom paving gate bin), the PLC control unit sends an opening command to the material leveling gate bin to start the material leveling and unloading process; when the end of the (n-1)th car reaches the ending position of the material leveling gate bin, a closing command is sent to end the material leveling and unloading process.

[0051] When the front end of the (n-2)th car reaches the starting position of the precision replenishment bin (at this time, the nth car is located below the bottom paving gate bin, and the (n-1)th car is located below the even distribution gate bin), the PLC control unit sends an opening command to the precision replenishment bin to start the replenishment operation.

[0052] Through this position mapping and start / stop timing control mechanism, the three unloading ports can simultaneously perform corresponding proportion unloading operations on three different carriages, ensuring the continuity of the assembly line operation sequence and avoiding problems such as missing loading, duplicate unloading, or timing chaos.

[0053] Furthermore, acquiring train operation data, including train speed, and dynamically adjusting the gate opening based on a time-speed coupling model: when train speed fluctuates, the gate opening is adjusted synchronously to ensure the material unloading position is the same as expected. That is, based on the above position mapping and start / stop timing control, this invention also introduces a time-speed coupling model to solve the impact of train speed fluctuations on the accuracy of the material unloading position.

[0054] Specifically, the PLC control unit collects the train's running speed in real time. When the timing-speed coupling model detects fluctuations in the train speed (e.g., speed increases or decreases due to load changes, track conditions, etc.), the system dynamically adjusts the opening of each discharge gate according to the current speed value, ensuring that the gate opening matches the train speed in real time. That is, when the train speed fluctuates, the gate opening of the discharge port is adjusted synchronously: when the speed increases, the gate opening increases accordingly to maintain the expected discharge amount per unit distance; when the speed decreases, the gate opening decreases accordingly, similarly maintaining the expected discharge amount per unit distance.

[0055] In some embodiments, neither the bottom-laying gate bin nor the leveling gate bin is equipped with a chute; the control method further includes: calculating the time from when the material leaves the bottom-laying gate bin or the leveling gate bin to when it falls into the carriage, as a compensation time; calculating the product of the compensation time and the train speed to obtain the compensation distance; when the bottom-laying gate bin or the leveling gate bin discharges material, triggering the gate to start or stop in advance according to the compensation distance and train operation data, so that the material falls into the corresponding area inside the carriage.

[0056] Specifically, firstly, the PLC control unit calculates the total time from when the material leaves the bottom gate bin or the evenly distributed gate bin to when it falls into the bottom of the car, based on the vertical drop height from the gate outlet to the car floor and the material characteristic correction coefficient. This time is defined as the compensation time.

[0057] The formula for calculating the compensation duration is as follows:

[0058] in, To compensate for the time (i.e., the total time for material to fall from the gate outlet to the car floor), h is the vertical drop height from the gate outlet to the car floor, and g is the acceleration due to gravity (taken as 9.8 m / s²). 2 k is the material characteristic correction coefficient, which is calibrated based on the material's particle size, moisture content, and other characteristics, and is usually between 0.9 and 1.1.

[0059] Secondly, the PLC control unit dynamically calculates the compensation distance based on real-time collected train operation data (including train speed, acceleration, etc.) and the compensation duration. The calculation of the compensation distance considers three operating conditions: constant speed, acceleration, and deceleration. When the train is traveling at a constant speed, the compensation distance is equal to the product of the train's speed and the compensation time:

[0060] When the train accelerates, the compensation distance is equal to the product of the travel speed and the compensation time, plus the product of half the acceleration and the square of the compensation time. .

[0061] When the train decelerates, the compensation distance is equal to the product of the travel speed and the compensation time, minus the product of half the absolute value of the deceleration and the square of the compensation time. .

[0062] in, To compensate for distance, v is the real-time speed of the train, and a is the real-time acceleration of the train. To compensate for the time spent.

[0063] The PLC control unit dynamically adjusts the material feeding trigger position based on the calculated compensation distance. Specifically: When the front of the carriage reaches the difference between the preset starting position and the compensation distance, the PLC control unit triggers the gate opening command of the corresponding discharge port in advance, so that the material falls into the carriage just as the train is moving to the starting position during the falling process. When the end of the carriage reaches the difference between the preset work termination position and the compensation distance, the PLC control unit triggers the gate closing command in advance, so that the material is dropped just as the train reaches the work termination position during the falling process.

[0064] Through this compensation mechanism, materials can fall precisely into the corresponding area inside the carriage, effectively avoiding the problem of material landing point deviation caused by lag in falling.

[0065] In some embodiments, dynamically adjusting the material discharge amount in the corresponding area of ​​the material equalization gate bin includes: A three-dimensional height distribution map of the material surface inside the carriage is generated based on the three-dimensional morphological data of the material surface after the bottom is laid and the material is fed. Areas with heights lower than the preset threshold of the average material surface are identified as low-lying areas, and areas with heights higher than the preset threshold of the average material surface are identified as raised areas. The feeding amount is increased for low-lying areas, decreased for raised areas, and the initial target feeding amount is maintained for flat areas.

[0066] Specifically, firstly, the PLC control unit receives the three-dimensional point cloud data of the material surface inside the carriage after the bottom-laying and unloading process, collected by the first lidar 31 installed behind the bottom-laying gate. Then, it generates a three-dimensional height distribution map of the material surface inside the carriage using a three-dimensional reconstruction algorithm. This three-dimensional height distribution map, with carriage length as the X-axis, carriage width as the Y-axis, and material accumulation height as the Z-axis, accurately reflects the material accumulation situation at various locations within the carriage after the bottom-laying and unloading process.

[0067] Secondly, the PLC control unit calculates the average height of the material surface inside the carriage based on the generated three-dimensional height distribution map. Then, areas with heights below a preset threshold for the average material surface are identified as low-lying areas, areas with heights above the preset threshold for the average material surface are identified as raised areas, and the remaining areas are identified as flat areas.

[0068] The preset threshold can be set according to the loading process requirements; for example, the threshold can be set to 2 cm. That is, areas with a height more than 2 cm below the average material surface are considered low-lying areas, and areas with a height more than 2 cm above the average material surface are considered raised areas. This threshold setting ensures both the sensitivity of adjustment and avoids frequent adjustments caused by minor fluctuations.

[0069] Finally, the PLC control unit dynamically adjusts the material discharge rate of the corresponding area in the material distribution gate bin based on the identified low-lying areas, raised areas, and flat areas. For low-lying areas, the PLC control unit controls the material distribution gate to increase the material discharge rate in that area. The increase can be dynamically determined based on the depth of the depression, for example, it can be set to increase by 10% to 20%. By increasing the material discharge rate, the low-lying areas are filled, raising the material accumulation height in that area to a level comparable to the average material surface.

[0070] For the raised areas, the PLC control unit controls the material distribution gate to reduce the amount of material discharged in these areas. The reduction can be dynamically determined based on the height of the raised area, for example, it can be set to reduce by 10% to 20%. By reducing the amount of material discharged, the raised areas are prevented from rising further, and the material accumulation height in these areas gradually drops back to a level comparable to the average material surface.

[0071] For flat slope areas, the PLC control unit controls the material distribution gate to maintain the initial target material feeding amount in the area, that is, to perform material distribution according to the second preset ratio without making any additional adjustments.

[0072] Through this dynamic adjustment mechanism for material surface adaptation, the material accumulation inside the carriage tends to be flat after uniform material distribution, effectively eliminating the cumulative deviation caused by uneven material distribution at the bottom. At the same time, since the material surface is flattened during the uniform material distribution stage, the subsequent material replenishment stage only requires weight replenishment, without the need for significant material surface correction, further improving the efficiency and accuracy of material replenishment.

[0073] In some embodiments, the method further includes: calculating the actual mass of the material in the carriage after the bottom material is laid based on the three-dimensional morphological data of the material surface in the carriage; calculating the difference between the planned material weight corresponding to the first preset ratio and the actual mass of the material to obtain a first deviation weight; determining the target material feeding weight of the material distribution gate bin according to the sum of the planned material feeding weight corresponding to the second preset ratio and the first deviation weight of the preset coefficient; and controlling the material distribution gate bin to feed the material according to the target material feeding weight.

[0074] Specifically, the PLC control unit realizes the real-time calculation of the material weight of the bottom hopper and the deviation correction of the material quantity of the uniform hopper through the following steps: First, the PLC control unit receives three-dimensional morphological data of the material surface inside the truck bed after the bottom-laying and unloading process, collected by the first lidar 31 installed behind the bottom-laying gate. This three-dimensional morphological data includes three-dimensional point cloud information of the material surface inside the truck bed, and the accumulation volume of the material inside the truck bed after bottom-laying and unloading can be accurately calculated through a three-dimensional reconstruction algorithm.

[0075] Based on this, the PLC control unit calculates the actual mass of the material in the carriage after the base material is laid and unloaded, according to the material bulk density benchmark value and bulk density correction coefficient. The calculation formula is as follows:

[0076] in: The actual mass of the material in the carriage after the bottom layer is laid is expressed in kilograms. The three-dimensional volume of the material surface after the initial laying and material feeding, obtained from the first lidar scan, is expressed in cubic meters. The bulk density of the material is the benchmark value, expressed in kilograms per cubic meter, and is obtained in real time through a material property detector. This is a bulk density correction factor, dynamically adjusted based on material particle size and moisture content, with a value ranging from 0.95 to 1.05. This volume-to-weight conversion mechanism enables real-time acquisition of the weight of materials discharged from the bottom silo, providing an accurate basis for subsequent deviation calculations.

[0077] (II) Calculation of the first deviation weight Secondly, the PLC control unit calculates the difference between the planned material weight corresponding to the first preset ratio and the actual material weight after the initial material feeding, thus obtaining the first deviation weight. The calculation formula is as follows:

[0078] in: The first deviation weight is expressed in kilograms. The planned material weight corresponding to the first preset ratio is, i.e., the rated load of a single car multiplied by the first preset ratio; when When, it indicates that the bottom gate compartment is not fully installed; when This indicates that the bottom gate bin is overloaded, which is an important basis for adjusting the material discharge amount of the uniform material bin in the future.

[0079] (III) Determination of target material feeding weight in the uniform material bin Next, the PLC control unit determines the target material feeding weight of the material distribution gate bin based on the sum of the planned feeding weight corresponding to the second preset ratio and the first deviation weight of the preset coefficient. The calculation formula is as follows:

[0080] in: The target material discharge weight of the uniform material gate bin is expressed in kilograms. The planned material weight corresponding to the second preset ratio is the rated load of a single car multiplied by the second preset ratio. This is the deviation correction factor, with a value ranging from 0.8 to 1.2. It is used to control the magnitude of deviation adjustment and avoid over-adjustment that could lead to new deviations. Furthermore, When it is the right time, The value range is 0.8-1; When it is negative, The value range is 1-1.2; Through this adjustment mechanism, when the bottom warehouse is underloaded ( When the value is positive, the material distribution bin increases the material discharge to compensate for the insufficient material in the bottom hopper; when the bottom hopper is overloaded ( (If the value is negative), the material distribution bin reduces the amount of material discharged to avoid cumulative overloading.

[0081] Finally, the PLC control unit controls the material leveling gate bin to uniformly discharge material according to the determined target discharge weight. During the material leveling process, the PLC control unit also dynamically adjusts the discharge amount of the corresponding area of ​​the material leveling bin based on the three-dimensional shape data of the material surface after the bottom layer is laid (as described in the aforementioned dynamic adjustment mechanism for material surface adaptation), ensuring that the material accumulation in the carriage tends to be flat after material leveling. Through this bottom layer bin volume-to-weight conversion and deviation feedback mechanism, the discharge deviation of the bottom layer bin can be corrected in a timely manner, avoiding the cumulative deviation from being transmitted to subsequent processes, thus improving loading accuracy from the root.

[0082] In some embodiments, the operating parameters of the bottom-laying gate chamber are adjusted according to the first deviation weight so that the actual weight of the bottom-laying gate chamber unloading the next car is consistent with the planned unloading weight corresponding to the first preset ratio.

[0083] Specifically, the PLC control unit calculates the first deviation weight of the current material unloading from the bottom hopper based on the aforementioned weight conversion mechanism for the bottom hopper volume. This deviation weight reflects the difference between the actual and planned material discharge amounts during the current unloading process of the bottom gate chamber.

[0084] The PLC control unit analyzes the main causes of the deviation based on the magnitude and direction of the first deviation weight, combined with current operating data (including train speed fluctuations, changes in material properties, gate opening response characteristics, etc.). For example, if the deviation is positive (underloading), it may be caused by the material bulk density being lower than the reference value, train speed fluctuations causing a lag in gate opening response, or blockage during material descent; if the deviation is negative (overloading), it may be caused by the material bulk density being higher than the reference value, or a delay in gate closing response.

[0085] Based on the deviation cause analysis results, the PLC control unit dynamically adjusts the operating parameters of the bottom-laying gate compartment to ensure that the actual weight of the bottom-laying material in the next car is consistent with the planned weight corresponding to the first preset ratio. Adjustable operating parameters include, but are not limited to: Material bulk density benchmark correction: Based on the deviation between the actual converted weight and the planned weight, the material bulk density benchmark value is iteratively corrected using algorithms such as recursive least squares method to make the subsequent volume conversion weight more accurate.

[0086] Gate opening-feed amount mapping relationship correction: Based on the deviation between the actual feed amount and the theoretical feed amount, the mapping relationship between the gate opening and the feed amount is corrected to make the gate control more precise.

[0087] Time-velocity coupling model parameter correction: Based on the material feeding deviation under speed fluctuation conditions, the material characteristic correction coefficient in the time-velocity coupling model is corrected to improve the feeding accuracy under speed fluctuation conditions.

[0088] Gate start / stop response delay compensation: Adjust the lead time of start / stop commands according to the actual response delay of gate opening and closing to ensure that gate action is precisely matched with train position.

[0089] It should be noted that in actual operation, if the absolute value of the first deviation weight exceeds the preset value multiple times in a row, the working parameters of the bottom gate chamber can be adjusted.

[0090] When the next carriage moves to the bottom gate compartment, the PLC control unit uses the corrected working parameters to execute the bottom material unloading, so that the actual weight of the bottom material unloading of the carriage is consistent with the planned unloading weight corresponding to the first preset ratio.

[0091] Through the bottom hopper deviation feedback and self-correction mechanism, the material feeding accuracy of the bottom hopper is continuously optimized during continuous operation, reducing the generation of deviations from the root and preventing the same deviation from recurring in subsequent carriages.

[0092] In some embodiments, the method further includes: when the actual total load weight is greater than the rated load, adjusting the feeding parameters of the bottom-laying gate bin and the even-forming gate bin according to the difference between the actual total load weight and the rated load.

[0093] Specifically, when the total weight of the actual load on the car exceeds the rated load capacity, it indicates that overloading has occurred during the bottom-laying and material leveling stages. Since the precision replenishment bin does not replenish material (reverse material reduction is not possible during overloading), the overloading deviation cannot be corrected in the current car. To prevent the overloading problem from recurring in subsequent cars, this invention designs an overloading feedback and feedforward correction mechanism. This mechanism feeds the overloading deviation back to the bottom-laying gate bin and the material leveling gate bin, adjusting the unloading parameters of subsequent cars and achieving proactive prevention of the overloading problem.

[0094] Specifically, when a single car has completed the unloading operations of the bottom-laying gate bin and the even-material gate bin, and is moving directly below the unloading port of the precision replenishment bin, the PLC control unit sends a stop command to the winch traction system. The winch stops traction, the car stops, and errors caused by dynamic weighing are avoided. Static track scale 33 starts weighing to collect the actual weight of the loaded car. The weighing data is transmitted to the PLC control unit in real time. Calculate the total weight deviation:

[0095] in, The rated load of a single carriage; when When (underfilled), the precise replenishment bin is activated. Perform material replenishment; when When overloading occurs, the precision replenishment bin will not replenish materials, and at the same time, the overloading deviation will be fed back to the material unloading parameters of the bottom gate bin of the next car to correct it in advance and avoid the continuous accumulation of deviation. During the replenishment process, the material surface shape is scanned by LiDAR, and the precise replenishment bin's swing-type telescopic chute dynamically adjusts the material drop point according to the low-lying areas of the material surface to ensure that the material surface is uniform after replenishment. At the same time, the replenishment amount is strictly controlled to avoid excessive replenishment that would cause the loading height to exceed the side of the car. After the replenishment is completed, the static rail scale 33 weighs and verifies again to ensure that the total weight deviation is ≤±100kg.

[0096] In some embodiments, the system further includes: In order to adapt to dynamic changes in operating conditions such as material characteristics, train speed, and equipment status, and to avoid a continuous decrease in accuracy of fixed control parameters due to changes in operating conditions, the present invention establishes an online self-calibration mechanism for the model. This mechanism automatically corrects the key parameters of the control model by periodically collecting actual data during the loading process and using an iterative optimization algorithm, so that the system always maintains the optimal control state. That is, at each preset time interval or preset number of train trips, based on the weight converted from the volume of the bottom hopper, the dynamic adjustment data of the uniform hopper, and the weighing and replenishment data of the precision replenishment hopper, the material characteristic correction coefficient, the feeding ratio parameter, and the material bulk density benchmark value are iteratively corrected.

[0097] Specifically, during the loading process, the PLC control unit collects and stores the following data in real time: The volume-to-weight data of the bottom silo includes the planned material weight of the bottom silo, the three-dimensional volume of the material surface after bottom silo filling collected by LiDAR, the calculated actual material weight of the bottom silo, and the material filling deviation of the bottom silo.

[0098] Dynamic adjustment data for the material distribution bin includes: planned material weight of the material distribution bin, three-dimensional morphological data of the material surface after the bottom is laid, distribution of identified low-lying and raised areas, actual material quantity of each area of ​​the material distribution bin, and three-dimensional morphological data of the material surface after material distribution.

[0099] Precise material replenishment bin weighing and replenishment data: including the actual total weight of the car body loaded, rated load, total weight deviation, replenishment amount, and three-dimensional morphology data of the material surface after replenishment, obtained from static rail scale weighing.

[0100] These data, indexed by time series or carriage number, are stored in the local data cache module of the PLC control unit for subsequent model self-calibration.

[0101] The PLC control unit initiates the model self-calibration process according to preset trigger conditions. The trigger conditions can be one or more of the following: Time interval trigger: Automatic self-calibration is triggered every preset time interval (e.g., 30 minutes, 1 hour, or 4 hours). This method is suitable for scenarios where material properties change relatively slowly.

[0102] Train number trigger: A self-calibration is automatically triggered after a preset number of train car loading operations are completed (e.g., every 10, 20, or 50 train cars). This method is suitable for scenarios with batch loading operations and can reflect changes in equipment status and material characteristics in a timely manner.

[0103] Deviation accumulation trigger: When the accumulated deviation of the base silo or the total weight deviation exceeds a preset threshold, self-calibration is triggered immediately. This method is suitable for rapid response when abnormal deviations occur.

[0104] When the self-calibration trigger condition is met, the PLC control unit calls the model self-calibration algorithm to iteratively correct the following key parameters based on the collected historical data: Material property correction factor: This factor is used to correct for the impact of material bulk density, moisture content, particle size, and other characteristics on the feed rate. The self-calibration algorithm dynamically adjusts the material property correction factor based on the difference between the volumetric weight converted from the bottom silo and the actual weighing data, making the volumetric weight conversion more accurate.

[0105] Material feeding ratio parameter: This parameter is used to allocate the rated feeding ratio of the base feeding bin, the even feeding bin, and the precision replenishment bin. The self-calibration algorithm dynamically adjusts the feeding ratio parameter based on the deviation between the actual feeding amount and the planned feeding amount in each bin, so that the feeding amount in each bin is more balanced.

[0106] Material bulk density benchmark: This parameter is used to convert the volume data scanned by LiDAR into material weight. The self-calibration algorithm dynamically adjusts the material bulk density benchmark based on the difference between the converted weight from the volume of the silo and the actual weighing data, thereby improving the accuracy of the volume conversion.

[0107] Self-calibration algorithms can employ iterative optimization algorithms such as recursive least squares, gradient descent, or Kalman filtering. Taking recursive least squares as an example, the iterative correction formula is as follows:

[0108] in, This is the vector of coefficients to be corrected (including material property correction coefficients, bulk density baseline value, and feed ratio coefficient). Let covariance be the initial value. ( (the identity matrix) The input vector contains volume data, weight data, and velocity data. The actual output value is set to a convergence threshold of 0.001 and a forgetting factor of 0.95. This factor controls the weight of historical data. The smaller the forgetting factor, the faster the historical data decays and the more sensitive the response to new data.

[0109] After the iterative correction is completed, the PLC control unit applies the updated parameters to the control model for subsequent loading operations. Specifically, this includes: using the corrected material bulk density benchmark value for the volume-to-weight calculation of the bottom hopper; using the corrected feeding ratio parameters for the allocation of feeding quantities in each hopper; and using the corrected material characteristic correction coefficient for the calculation of real-time feeding quantities in the time-velocity coupled model.

[0110] Through the online self-calibration mechanism of this model, the control model can continuously adapt to the dynamic changes in working conditions, ensuring that the installation accuracy is always kept at the optimal level.

[0111] In some embodiments, the system also includes abnormal operating condition collaborative interlocking protection: when any one of the discharge ports experiences gate jamming or discharge blockage, a deceleration or stop command is sent to the winch traction system, while a timing adjustment or gate closing command is sent to the other two discharge ports; when the winch traction system experiences overspeed, slippage, or encoder failure, an emergency gate closing command is sent synchronously to all three discharge ports; when the static track scale or lidar fails, the system switches to manual control mode and triggers an on-site audible and visual alarm.

[0112] Specifically, this application establishes an integrated collaborative interlocking protection mechanism for traction, unloading, and inspection to ensure production safety and prevent batch loading of substandard wagons: When any discharge port experiences gate jamming, discharge blockage, or sensor failure, the PLC control unit immediately sends a deceleration / stop command to the winch traction system, and simultaneously sends corresponding timing adjustment / gate closing commands to the other two discharge ports to prevent batch loading of unqualified cars. When the winch traction system experiences overspeed, slippage, encoder failure, or brake failure, the PLC control unit immediately sends an emergency gate-closing command to the three discharge ports simultaneously. The gate-closing response time is ≤100ms, and an on-site audible and visual alarm is triggered at the same time. When the static track scale or lidar malfunctions, the system immediately switches to manual control mode and triggers an on-site audible and visual alarm to remind staff to handle the situation promptly and avoid loss of control due to lack of detection data. All operational data and action commands for all fault conditions are cached locally in real time, with a caching period of ≥1 year, supporting subsequent fault tracing and analysis.

[0113] Reference Figure 3 This application also provides a streamlined three-outlet train continuous loading collaborative control system, including: Winch traction unit 1 is used to traction the train for continuous movement; The three-discharge-port execution unit 2 includes a bottom-laying gate chamber, a uniform-material gate chamber, and a precision replenishment chamber with a chute, arranged sequentially along the train's direction of travel; the bottom-laying gate chamber and the uniform-material gate chamber are only equipped with discharge gates and have no chute structure; the precision replenishment chamber is equipped with a swing-type telescopic chute. The sensing unit 3 includes a static track scale 33, a first lidar 31, and a second lidar 32. The static track scale is located only below the precision replenishment bin and is used to weigh and obtain the actual total weight of the loaded car. The first lidar is installed behind the bottom-laying gate bin and is used to collect three-dimensional morphological data of the material surface inside the car after bottom-laying and unloading. The second lidar 32 is installed behind the leveling gate bin and is used to collect three-dimensional morphological data of the material surface inside the car after leveling. The PLC control unit 4 is connected to the winch traction unit, the three-discharge port execution unit and the sensing unit respectively. The PLC control unit is used to execute the above-mentioned assembly line type three-discharge port train continuous loading collaborative control method.

[0114] The system and method provided in this application will be described below with reference to specific embodiments: This system is used to implement the above control method. All units are connected to the same industrial Ethernet to achieve clock synchronization and bidirectional data interaction. The specific structure is as follows: The winch traction unit is the core power source for train movement, comprising a variable frequency winch, incremental encoder, speed sensor, acceleration sensor, and braking module. The variable frequency winch uses vector frequency conversion control, with a speed adjustment range of 0 to 1 meter per second and a speed control accuracy of no more than ±0.02 meters per second. It can achieve precise start and stop according to PLC commands, adapting to the requirements of precise material replenishment bin stopping and weighing. The incremental encoder is installed on the winch main shaft, with a sampling frequency of no less than 50 Hz, used for real-time acquisition of train displacement. The braking module is hard-interlocked with the PLC control unit, enabling emergency braking with a stopping response time of no more than 200 milliseconds, ensuring timely train stopping and preventing accidents.

[0115] The three-feeding-outlet execution unit includes a bottom-laying gate bin, a uniform material gate bin, and a precision replenishment bin with chutes, arranged sequentially along the train's direction of travel.

[0116] The bottom-laying gate bin and the even-forming gate bin are only equipped with dual-cylinder hydraulically driven discharge gates, without chute structure. The gate opening control accuracy does not exceed ±1%, and it supports rapid emergency gate closing, making it suitable for scenarios without chute discharge.

[0117] The precision feeding bin is equipped with a dual-cylinder hydraulically driven gate and a swing-type telescopic chute. The chute is made of wear-resistant steel, with a telescopic stroke of not less than 1.2 meters and a swing angle of 0 to 30 degrees. The control error does not exceed ±0.5 degrees. It can dynamically adjust the feeding point according to the material surface shape to achieve precise feeding while avoiding overfeeding.

[0118] The sensing unit includes a static track scale 33, a first lidar 31, a second lidar 32, a material characteristic detector, a gate opening encoder, and an acceleration sensor.

[0119] The static track scale is located only below the precision replenishment bin. It is a static weighing structure with a measurement error of no more than ±0.1%. It is used for weighing and replenishment calibration after the carriage stops, avoiding errors caused by dynamic weighing.

[0120] The first lidar is installed behind the bottom paving gate bin, with a scanning frequency of no less than 10 Hz. It is used to collect the three-dimensional shape and volume data of the material surface in the carriage after the bottom paving is unloaded, providing data support for the weight conversion of the bottom paving bin and the material surface adaptation adjustment of the uniform hopper.

[0121] The second lidar is installed behind the material leveling gate bin, with a scanning frequency of no less than 10 Hz. It is used to collect three-dimensional morphological data of the material surface in the car after material leveling, providing data support for chute control during precise material replenishment.

[0122] The material property detector is installed at the feed end of the silo to collect data on the bulk density, moisture content, and particle size of the material in real time, providing material property parameters for the algorithm to correct the bulk density benchmark value.

[0123] The gate opening encoder is used to collect the real-time gate opening of each bin's discharge port and feed it back to the PLC control unit to achieve closed-loop regulation.

[0124] Accelerometers are used to collect real-time train acceleration, providing data support for compensation of lag during chuting descent.

[0125] The PLC centralized control unit uses a domestically produced, controllable PLC and an edge computing server as the core control hub of the system, and is connected to the winch traction unit, the three discharge port execution unit, and the sensing unit.

[0126] The PLC control unit has the following built-in modules: Clock synchronization module: Enables microsecond-level synchronization of speed and displacement data of the winch traction unit with gate control data, lidar data, and static track scale data of the three discharge ports, avoiding misalignment of the assembly line operation sequence.

[0127] Position mapping module: used to establish the mapping relationship between the real-time displacement of the train and the operation trigger positions of the three unloading ports.

[0128] Bottom-laying control module: When the carriage moves under the bottom-laying gate, it controls the bottom-laying gate to perform bottom-laying material feeding according to the first preset ratio; during feeding, the gate opening is dynamically adjusted based on the train speed fluctuation through a time-speed coupling model to ensure that the feeding amount per unit distance in the carriage is constant.

[0129] First detection module: used to collect three-dimensional morphological data of the material surface inside the carriage after the material is laid and unloaded using the first lidar.

[0130] Material leveling control module: When the carriage after the bottom layer is laid moves to the bottom layer gate, it controls the material leveling gate to perform material leveling and feeding according to the second preset ratio. The material leveling control module includes a material surface adaptation unit, which is used to identify the low-lying and high-lying areas of the material surface based on the three-dimensional morphology data of the material surface after the bottom layer is laid and feeding, and dynamically adjusts the feeding amount of the corresponding area of ​​the material leveling gate to make the material accumulation in the carriage after material leveling tend to be flat.

[0131] The second detection module is used to collect three-dimensional morphological data of the material surface inside the carriage after uniform material distribution using a second lidar.

[0132] Weighing and replenishing module: When the car body, after being uniformly fed, moves to the location of the static track scale, the winch traction unit is controlled to brake and stop the train. The actual total weight of the car body loaded is obtained by weighing through the static track scale. When the actual total weight of the car body loaded is less than the rated load, the precision replenishing bin is controlled to replenish the material according to the difference. During the replenishing process, based on the three-dimensional shape data of the material surface after uniform feeding, the swing telescopic chute is controlled to move and replenish the material to the low-lying area of ​​the material surface.

[0133] Weight conversion module: used to calculate the actual mass of the material in the truck bed after the bottom layer is laid and the material is unloaded, based on the three-dimensional shape data of the material surface in the truck bed.

[0134] Deviation calculation module: used to calculate the difference between the planned material weight and the actual material weight corresponding to the first preset ratio, and obtain the first deviation weight.

[0135] Target adjustment module: It is used to determine the target material feeding weight of the material distribution gate bin based on the sum of the planned material feeding weight corresponding to the second preset ratio and the first deviation weight of the preset coefficient, and to control the material distribution gate bin to feed materials according to the target material feeding weight.

[0136] Feedback correction module: used to adjust the working parameters of the bottom gate chamber according to the first deviation weight, so that the actual weight of the bottom gate chamber unloading the next car is consistent with the planned unloading weight corresponding to the first preset ratio.

[0137] Overloading handling module: When the actual total load weight exceeds the rated load, it adjusts the material feeding parameters of the bottom loading gate bin and the even loading gate bin based on the difference between the actual total load weight and the rated load.

[0138] The lag compensation module is used to calculate the displacement advance of the gate opening and stopping during the material unloading process in the bottom paving gate bin and the uniform material gate bin, based on the real-time speed and acceleration of the train and the material falling lag time, dynamically adjust the material unloading trigger position, and compensate for the train's travel displacement during the material falling process.

[0139] Self-calibration module: Used for each preset time interval or preset number of trips, based on the weight converted from the volume of the bottom silo, the dynamic adjustment data of the uniform silo, and the weighing and replenishment data of the precision replenishment silo, to iteratively correct the material characteristic correction coefficient, the feeding ratio parameter, and the material bulk density benchmark value.

[0140] Interlocking Protection Module: Used to perform collaborative interlocking protection for abnormal operating conditions, including: when any discharge port experiences gate jamming or discharge blockage, sending a deceleration or stop command to the winch traction unit, and simultaneously sending timing adjustment or gate closing commands to the other two discharge ports; when the winch traction unit experiences overspeed, slippage, or encoder failure, simultaneously sending an emergency gate closing command to all three discharge ports; when the static track scale, the first lidar, or the second lidar malfunctions, switching to manual control mode and triggering on-site audible and visual alarms.

[0141] Dual-mode switching module: Supports seamless switching between continuous loading line mode and single-carriage fixed-point loading mode.

[0142] Deviation Accumulation Early Warning Module: When the cumulative material deviation of the bottom paving gate bin and the uniform material gate bin exceeds the preset threshold, an early warning will be automatically triggered and the parameters of the next car will be adjusted.

[0143] The control response time of the PLC centralized control unit is no more than 0.5 seconds, the data processing delay is no more than 100 milliseconds, and it supports online parameter calibration and model update, and parameter optimization can be completed without stopping the machine.

[0144] In some embodiments, the redundant protection unit further includes a dual-redundant power supply, a backup sensor, an emergency control module, and a local data cache module.

[0145] It is powered by dual industrial power supplies, and automatically and seamlessly switches over in case of a single power failure to ensure continuous system operation.

[0146] The core sensors (including the first lidar, the second lidar, and the gate opening encoder) are all equipped with backup devices. When the main sensor fails, it automatically switches to the backup data link to avoid interruption of detection data.

[0147] The emergency control module can operate independently locally during network outages, ensuring the continuity of the loading process.

[0148] The local data caching module can cache at least 7 days of full runtime data, which will be automatically re-uploaded after the network is restored, and supports fault tracing and model optimization.

[0149] This embodiment takes the renovation project of a three-inlet automated loading system at a large state-owned coal mine with a 5,000-ton-per-hour rapid quantitative loading station as an example to illustrate the implementation process of the present invention in detail.

[0150] The loading station is equipped with a bottom-laying gate bin, a leveling gate bin, and a precision replenishment bin with a chute, arranged sequentially along the train's direction of travel. The three discharge ports are spaced 13 meters apart, matching the C70 type 13-meter standard railway freight car. The bottom-laying gate bin and the leveling gate bin are only equipped with hydraulically driven discharge gates and do not have a chute structure; the precision replenishment bin is equipped with a hydraulically driven gate and a swing-type telescopic chute.

[0151] The traction system is a variable frequency winch with a traction speed range of 0 to 0.5 meters per second, enabling precise start and stop. The material to be loaded is thermal coal with a bulk density ρ_base of 1.0 × 10³ kg / m³ and a moisture content of 6% to 12%.

[0152] A static rail scale is installed only below the precision replenishment bin for weighing and replenishing materials when the carriage stops. A first lidar is installed behind the bottom-laying gate bin to scan the volume and shape of the material surface after bottom-laying and unloading; a second lidar is installed behind the leveling gate bin to scan the shape of the material surface inside the carriage after leveling, providing data support for replenishment.

[0153] Each of the three discharge ports is equipped with an absolute gate opening encoder to collect the gate opening in real time and feed it back to the PLC control unit. A material characteristic detector is installed at the feed end of the silo to collect parameters such as material bulk density, moisture content, and particle size in real time.

[0154] The first lidar is installed behind the bottom-laying gate compartment, with a scanning frequency of 20 Hz, and is used to collect the three-dimensional shape and volume data of the material surface inside the carriage after the bottom-laying is completed. The second lidar is installed behind the leveling gate compartment, with a scanning frequency of 20 Hz, and is used to collect the three-dimensional shape data of the material surface inside the carriage after leveling.

[0155] A static rail scale is installed in the loading section, located only below the precision replenishment bin, with a measurement error of no more than ±0.1%.

[0156] The winch main shaft is equipped with a 2500-line incremental encoder, a speed sensor, and an acceleration sensor. The incremental encoder is used to collect the train's displacement in real time, with a sampling frequency of not less than 50 Hz; the speed sensor is used to collect the train's real-time speed; and the acceleration sensor is used to collect the train's real-time acceleration, providing data support for compensation of lag in the chuteless descent.

[0157] All equipment is connected to a domestically produced PLC centralized control platform, and data interaction is achieved through gigabit industrial Ethernet. The clock synchronization accuracy is 1 microsecond, ensuring the time synchronization of traction data, material unloading data, lidar data, and static track scale data. In summary, the solution proposed in this application addresses the scenario of a production line where the bottom-laying gate bin, the equalizing gate bin, and the precision replenishment bin simultaneously operate on three different carriages. This invention establishes a one-to-one mapping relationship between the real-time displacement of the train and the trigger positions of the three material discharge ports. A time-speed coupling model is used to achieve dynamic coordination of the three material discharge ports and winch traction throughout the entire process. When the train speed fluctuates, the gate openings of the three material discharge ports are adjusted synchronously to maintain a constant material discharge per unit distance. This technical solution fundamentally solves the core industry pain points of missed loading, repeated material discharge, and chaotic timing, reducing the timing misalignment rate of production line operations to zero. An innovative bottom-laying bin volume-to-weight conversion and deviation feedback mechanism reduces material discharge deviation at its source. This invention uses a first laser radar behind the bottom-laying gate bin to scan the material surface volume after bottom-laying and discharge, and combines this with the material bulk density benchmark value to calculate the actual material discharge weight in the bottom-laying bin. The deviation is then calculated by comparing this weight with the planned material discharge weight corresponding to a first preset ratio in real time. This deviation is used to dynamically adjust the target material feeding weight of the uniform material gate bin, and also fed back to the loading model to correct parameters such as the bulk density benchmark value. This technical solution realizes real-time correction of the material feeding deviation of the bottom hopper, avoiding the problem of inaccurate material feeding in the next car, and the cumulative deviation rate can be reduced to 0. The design of the uniform material bin material surface adaptation dynamic adjustment logic eliminates the problem of loading height exceeding the side of the car; based on the three-dimensional morphology data of the material surface after bottom feeding, this invention generates a three-dimensional height distribution map of the material surface in the car, accurately identifies low-lying areas and high-lying areas, and dynamically adjusts the material feeding amount of the uniform material gate bin in the corresponding areas: increasing the material feeding amount in low-lying areas and decreasing the material feeding amount in high-lying areas. This technical solution effectively fills the gap caused by uneven bottom feeding, avoids the risk of loading height exceeding the side of the car, reduces the loading height exceeding the side of the car to 0, and controls the material surface uniformity error within ±2 cm. The optimized static rail scale application scheme achieves industry-leading replenishment accuracy; this invention only places a static rail scale below the precision replenishment bin, realizing weighing and replenishment at the same time after the car stops. The actual total weight of the loaded car is accurately obtained by static track scale weighing, and the difference is calculated by comparing it with the rated load. When there is a shortage, the precise replenishment bin replenishes the material according to the difference. During the replenishment process, the movement of the swing-type telescopic chute is controlled based on the three-dimensional morphology data of the material surface after uniform material distribution, and the material is replenished to the low-lying areas of the material surface. This technical solution achieves dual calibration of weight and material surface uniformity, and the loading weight error is stably controlled within ±100 kg, which fully meets the compliance requirements of railway transportation. The chuteless bin falling lag compensation algorithm completely solves the problem of material landing point deviation. For the structural characteristics of the bottom gate bin and the uniform material gate bin without chutes, this invention establishes a material falling lag compensation mechanism. By calculating the compensation time of material falling from the gate outlet to the bottom of the car, and combining the real-time speed and acceleration of the train to dynamically calculate the compensation distance, the gate is triggered to start and stop in advance according to the compensation distance to compensate for the train's displacement during the material falling process.This technical solution is adaptable to all operating conditions of trains, including constant speed, acceleration, and deceleration, ensuring that the material landing point accurately corresponds to the effective loading area of ​​the carriage. Material spillage rate can be reduced to 0, material surface uniformity error is controlled within ±2 cm, and the one-time pass rate of leveled coal can reach over 99.5%. This invention adopts a continuous, assembly-line loading mode with coordinated bottom-laying, uniform material distribution, and replenishment processes. Combined with dynamic collaborative mechanisms such as time-speed coupling control, material surface adaptation adjustment, and lag compensation, the loading time of a single carriage can be shortened by more than 45%, and the overall capacity of the loading station can be increased by more than 30%. Through an online self-calibration mechanism, the system can adaptively adapt to dynamic changes in material characteristics and train speed, eliminating the need for frequent manual parameter adjustments. The manual intervention rate in the loading process can be reduced to 0, and the loading team can be reduced by more than 40%. This invention designs an integrated two-way hard interlock protection mechanism for traction, unloading, and detection. When a gate jam or material blockage occurs at the discharge port, a deceleration or stop command is sent to the winch traction system, while a timing adjustment or gate closure command is sent to the other two discharge ports. If the winch traction system experiences overspeeding, slippage, or encoder failure, an emergency gate closure command is sent simultaneously to all three discharge ports. If the static track scale or lidar malfunctions, the system switches to manual control mode and triggers an on-site audible and visual alarm. The fault response time is no more than 100 milliseconds, completely preventing material spillage, overflow, and other safety accidents. The entire system adopts an industrial-grade redundant design, with a mean time between failures (MTBF) of no less than 1200 hours, adaptable to the harsh working conditions of loading stations with high dust and strong vibration. This invention supports seamless switching between continuous conveyor loading mode and single-carriage fixed-point loading mode, adaptable to different vehicle types such as C64, C70, and C80, different bulk materials such as coal and ore, and loading station requirements with varying production capacities. The system can directly interface with existing loading station winches and unloading equipment, requiring only the addition of a first lidar, a second lidar, and a static track scale. No large-scale hardware modifications are needed, resulting in low modification costs and high potential for widespread adoption. The above description has been provided for illustrative and descriptive purposes. Furthermore, this description is not intended to limit the embodiments of this application to the forms disclosed herein. Although several exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations therein.

Claims

1. A method for coordinated control of continuous loading of a three-inlet train in an assembly line, characterized in that, It is applied to winch-traction continuous loading stations; the loading station is provided with the following in sequence along the direction of train travel: bottom paving gate bin, even paving gate bin and precision replenishment bin with chute; The precision replenishment bin is equipped with a swing-type telescopic chute, and a static track scale is arranged only below the precision replenishment bin; the method includes: Control the winch to pull the train continuously, so that the carriages pass through the bottom paving gate bin, the equalization gate bin and the precision replenishment bin in sequence; When the carriage moves to the bottom gate compartment, the bottom gate compartment is controlled to perform bottom material feeding according to the first preset ratio; during feeding, the gate opening is dynamically adjusted based on the train speed fluctuation through the time-speed coupling model to ensure that the feeding amount per unit distance in the carriage is constant. The first lidar installed behind the bottom paving gate chamber collects three-dimensional morphological data of the material surface inside the carriage after the bottom paving is unloaded. When the carriage after the bottom layer is laid moves to the bottom of the material leveling gate, the material leveling gate is controlled to perform material leveling and feeding according to the second preset ratio. When the material leveling gate feeds material, based on the three-dimensional shape data of the material surface after the bottom layer is laid, the low-lying areas and convex areas of the material surface are identified, and the feeding amount of the corresponding area of ​​the material leveling gate is dynamically adjusted so that the material accumulation in the carriage after material leveling tends to be flat. The sum of the first preset ratio and the second preset ratio is less than 1. The three-dimensional morphological data of the material surface inside the carriage after material equalization are collected by a second lidar installed behind the material equalization gate. When the car body after uniform material distribution moves to the location of the static track scale, the winch brake is controlled to stop the train, and the actual total weight of the car body loaded is obtained by weighing on the static track scale. When the actual total load weight is less than the rated load, the precision replenishment bin is controlled to replenish material according to the difference between the actual total load weight and the rated load. During the replenishment process, based on the three-dimensional shape data of the material surface after uniform material distribution, the swing-type telescopic chute is controlled to move to prioritize replenishing the material to the low-lying areas of the material surface, so as to make the material surface flat. Neither the bottom-laying gate bin nor the even-forming gate bin is equipped with a chute; The control method further includes: The time from when the material leaves the bottom gate bin or the equalization gate bin to when it falls into the car is calculated as the compensation time. The compensation distance is obtained by multiplying the compensation time by the train speed. When controlling the bottom-laying gate or the even-material gate to discharge materials, the gate is triggered to start or stop in advance based on the compensation distance and train operation data, so that the material falls into the corresponding area inside the carriage.

2. The control method according to claim 1, characterized in that, Also includes: Obtain train operation data and carriage location data; Based on the train operation data and carriage location data, the relative positional relationship between the carriage and the bottom paving gate compartment, the even material gate compartment, and the precision replenishment compartment is determined; Based on the relative positional relationship, the start-up and shutdown sequence of the bottom-laying gate bin, the even-forming gate bin, and the precision replenishment bin are controlled respectively.

3. The control method according to claim 1, characterized in that, The dynamic adjustment of the material discharge rate in the corresponding area of ​​the uniform material gate includes: A three-dimensional height distribution map of the material surface inside the carriage is generated based on the three-dimensional morphological data of the material surface after the bottom layer is laid; Areas with a height lower than the preset threshold of the average material surface are identified as low-lying areas, and areas with a height higher than the preset threshold of the average material surface are identified as raised areas. Increase the material feed rate in low-lying areas, decrease the material feed rate in raised areas, and maintain the initial target material feed rate in flat areas.

4. The control method according to claim 1, characterized in that, Also includes: Based on the three-dimensional morphological data of the material surface inside the truck after the bottom material is laid, the actual mass of the material inside the truck after the bottom material is laid is calculated. Calculate the difference between the planned material weight corresponding to the first preset ratio and the actual material weight to obtain the first deviation weight; The target material feeding weight of the material equalization gate bin is determined by the sum of the planned material feeding weight corresponding to the second preset ratio and the first deviation weight of the preset coefficient. The material feeding gate is controlled to feed materials according to the target feeding weight.

5. The control method according to claim 4, characterized in that, Also includes: Based on the first deviation weight, adjust the working parameters of the bottom-laying gate chamber so that the actual weight of the bottom-laying gate chamber unloading the next car is consistent with the planned unloading weight corresponding to the first preset ratio.

6. The control method according to claim 1, characterized in that, Also includes: When the actual total load weight exceeds the rated load, the feeding parameters of the bottom-laying gate bin and the even-forming gate bin are adjusted according to the difference between the actual total load weight and the rated load.

7. The control method according to claim 1, characterized in that, Also includes: For each preset time interval or preset number of trips, the material characteristic correction coefficient, feeding ratio parameter and material bulk density benchmark value are iteratively corrected based on the weight converted from the volume of the bottom silo, the dynamic adjustment data of the uniform silo, and the weighing and replenishment data of the precision replenishment silo.

8. The control method according to claim 1, characterized in that, It also includes abnormal operating condition collaborative interlocking protection: When any of the discharge ports experiences gate jamming or discharge blockage, a deceleration or stop command is sent to the winch traction system, while a timing adjustment or gate closure command is sent to the other two discharge ports. When the winch traction system experiences overspeed, slippage, or encoder failure, an emergency shut-off command is simultaneously sent to the three discharge ports. When the static track scale, the first lidar, or the second lidar malfunctions, switch to manual control mode and trigger an on-site audible and visual alarm.

9. A streamlined three-inlet train continuous loading collaborative control system, characterized in that, include: A winch traction unit is used to traction a train for continuous movement. The three-discharge-inlet execution unit includes a bottom-laying gate bin, a leveling gate bin, and a precision replenishment bin with a chute, arranged sequentially along the train's direction of travel; the bottom-laying gate bin and the leveling gate bin are only equipped with discharge gates and have no chute structure; the precision replenishment bin is equipped with a swing-type telescopic chute. The sensing unit includes a static track scale, a first lidar, and a second lidar. The static track scale is located only below the precision replenishment bin and is used to weigh and obtain the actual total weight of the loaded car. The first lidar is installed behind the bottom-laying gate bin and is used to collect three-dimensional morphological data of the material surface inside the car after bottom-laying and unloading. The second lidar is installed behind the leveling gate bin and is used to collect three-dimensional morphological data of the material surface inside the car after leveling. The PLC central control unit is connected to the winch traction unit, the three-discharge port execution unit and the sensing unit respectively. The PLC central control unit is used to execute the assembly line type three-discharge port train continuous loading collaborative control method as described in any one of claims 1 to 8.

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