Lining trolley walking system based on position detection and actuator cooperation and control method thereof

Abstract

This invention provides a lining trolley traveling system and its control method based on position detection and actuator coordination, relating to the field of tunnel and underground engineering lining construction technology. Before the trolley starts, the invention measures the left and right longitudinal distances of the tail section using the already poured concrete end face as a reference. During travel, it uses laser ranging and inertial measurement combined with anti-interference processing to determine the left and right distance deviations. Based on this, it outputs the current control commands for the hydraulic rail-clamping propulsion devices on both sides, and integrates the forward track status information to predict the deviation trend for the next cycle, calculating the optimal correction amount to drive the trolley to automatically correct its attitude. The smaller longitudinal distance between the two sides is used as the stopping criterion; upon reaching the desired position, propulsion stops synchronously while maintaining the mechanical engagement and locking of the clamping unit with the track. This invention achieves integrated automatic operation of the lining trolley's travel, positioning, correction, and anti-slippage functions, significantly improving construction safety and automation levels.

Description

Technical Field

[0001] This invention relates to the field of tunnel and underground engineering lining construction technology, specifically to a lining trolley travel system and its control method based on position detection and actuator coordination. Background Technology

[0002] The movement and positioning of the lining construction trolley relies heavily on manual experience. Construction workers typically judge the distance between the trolley and the target position by visually inspecting track markings, measuring with a ruler, or relying on experience, and then manually control the start and stop of the drive unit. This method, which relies entirely on manual judgment and operation, exposes several problems in actual construction: First, the stopping accuracy is affected by on-site lighting, visibility, and operator skill, resulting in large deviations and frequent manual adjustments that slow down the construction pace; second, when the track has a slope or unevenness, the starting impact is large, and stopping is prone to overshooting or incomplete positioning, resulting in poor stability; third, if the brakes are not applied in time after stopping, the trolley is prone to slippage under its own weight and the slope, posing a safety hazard. Although on-site measures such as limit blocks or wedges are often used, these all rely on manual operation, making the process cumbersome and lacking in reliability and timeliness.

[0003] In recent years, with the continuous expansion of tunnel and underground engineering construction scale and the increasing demands for mechanization and automation, the existing lining trolley travel method, which relies on manual judgment and operation, is increasingly unable to meet the comprehensive requirements of modern construction for operational safety, positioning accuracy, and construction efficiency. Although some projects have attempted to introduce automated control concepts, such as installing distance sensors separately on the trolley or making partial modifications to the travel mechanism, these devices often operate independently and lack collaborative control logic with the travel actuator. Distance data is only displayed as a manual reference and does not directly participate in the decision-making and execution of the travel process; the travel mechanism still uses an open-loop drive with equal strokes on both sides. Once a travel deviation occurs due to uneven track or uneven load, the deviation will continue to accumulate, requiring manual intervention for correction. This separation of distance measurement and execution cannot achieve automatic correction and precise closed-loop control during travel, nor can it integrate multiple links such as travel, positioning, correction, and parking locking into a continuous and controllable integrated automatic operation process. The overall improvement in construction efficiency and safety is very limited. Summary of the Invention

[0004] The purpose of this invention is to provide a lining trolley travel system and its control method based on position detection and actuator coordination, so as to solve the problems mentioned in the background art.

[0005] A lining trolley travel system based on position detection and actuator coordination includes: The baseline initialization module is used to measure the longitudinal distance between the left and right sides of the tail of the trolley and the target baseline, using the end face of the completed upper section of the lining concrete structure as the target baseline before the trolley is started. The anti-interference processing and deviation discrimination module is used to perform anti-interference processing on the longitudinal distance between the left and right sides of the tail of the trolley in real time when the trolley moves forward in a stepping manner along the track, and analyze whether there is a distance difference between the longitudinal distances of the left and right sides after the anti-interference processing. The predictive collaborative correction module is used to output the current control commands corresponding to the hydraulic rail-clamping propulsion devices on the left and right sides respectively when there is a distance difference; to obtain the track status information of the trolley in the next loop area to predict the changing trend of the distance difference after the next loop; and to calculate the optimal correction amount on the left and right sides based on the current control command, the current distance difference and the predicted changing trend to drive the trolley to adjust during the movement. The precision parking module is used to determine the stopping point by using the smaller longitudinal distance between the left and right sides as the basis for stopping the trolley during its movement. When the longitudinal distance on that side is not less than the preset target distance threshold, it is determined that the trolley has reached the predetermined construction position. At the end of the current stepping cycle, it will simultaneously stop outputting the propulsion command to the two propulsion devices to stop the trolley from moving. The autonomous mechanical locking module is used to keep the clamping units in the hydraulic rail-clamping propulsion devices on both sides mechanically clamped to the rails when the trolley stops. The mechanical biting force between the clamping units and the rails forms a rigid constraint on the trolley, so that the trolley can maintain its position lock without additional manual operation when it is stopped.

[0006] Furthermore, the target reference surface refers to the concrete end face of the above section of the lining concrete structure facing the trolley, which is formed after demolding, as the measurement reference, and the laser directly irradiates the concrete end face. The measurement of the longitudinal distance between the left and right sides of the tail of the trolley and the target reference plane is performed before the trolley completes the pouring operation of the previous construction section, the formwork is removed, and it begins to move step by step along the track to the next construction position.

[0007] Furthermore, the anti-interference processing specifically includes: Laser ranging devices and inertial measurement units are installed on the left and right sides of the bottom of the trolley, respectively. The laser ranging devices on the left and right sides continuously emit lasers towards the concrete end face and independently receive the reflected signals, thereby obtaining the original longitudinal distance detection value of the corresponding side. The inertial measurement unit synchronously acquires the acceleration and angular velocity of the trolley. The acceleration is integrated twice to obtain the displacement change, and the angular velocity is integrated to obtain the angle change. Combined with the initial attitude angle of the trolley, the position estimate based on the inertial measurement unit is recursively calculated. The original longitudinal distance detection value is compared with the position estimate value, and the absolute value between the two is calculated. When the absolute value exceeds the preset transient interference judgment threshold, the original longitudinal distance detection value is determined to be transient interference caused by dust or water mist. The original longitudinal distance detection value is discarded and the position estimate value recursively derived by the inertial measurement unit is used as the current longitudinal distance. Otherwise, the original longitudinal distance detection value is used as the current longitudinal distance.

[0008] Furthermore, the left longitudinal distance and right longitudinal distance acquired at the same time are compared numerically, and the absolute value of the difference between the two is calculated. When the absolute value of the attitude exceeds the preset allowable deviation range, it is determined that there is a distance difference that needs to be corrected. When the absolute value of the attitude is within the allowable deviation range, it is determined that the current travel attitude of the trolley meets the construction requirements and no correction action is triggered. The distance difference refers to the relative deviation between the left longitudinal distance and the right longitudinal distance.

[0009] Furthermore, the current control command specifically includes: determining the direction of the distance difference based on the relationship between the left longitudinal distance and the right longitudinal distance, determining the side with the larger value as the first adjustment direction, and the side with the smaller value as the second adjustment direction; determining the reference stroke difference between the left and right push cylinders based on the absolute value of the attitude, and the reference stroke difference is positively correlated with the absolute value of the attitude; The track status information includes the surface unevenness, longitudinal slope change rate, and lateral levelness of the track in the next step circulation area in front of the trolley. The track status information, the current attitude of the trolley, and the current control command are input into the pre-built trolley-track coupled dynamics model to predict the attitude deviation after the end of the next step cycle under the current control command; the attitude deviation is the difference between the predicted left longitudinal distance and the right longitudinal distance. The inputs of the trolley-track coupled dynamics model include the track state information of the track in the next cyclic region, the current attitude angle of the trolley, and the current control command. The outputs include the attitude deviation after the next cyclic is completed.

[0010] Further, calculating the optimal correction amount includes: The optimal correction amount refers to the correction amount that minimizes the absolute value of the distance deviation after the next step loop ends; it is adjusted based on the reference travel difference to obtain the actual correction amount executed on both sides of the current step loop; its decision logic includes: The distance difference at the end of the current stepping cycle is defined as the current deviation, and the attitude deviation predicted by the trolley-track coupled dynamics model is defined as the prediction deviation. If the absolute value of the predicted deviation is less than the absolute value of the current distance deviation, then a reduction amount is subtracted from the reference travel difference to obtain the actual correction amount; the reduction amount is determined based on the difference between the absolute value of the current distance deviation and the absolute value of the predicted deviation and a preset proportional coefficient. If the absolute value of the predicted deviation is not less than the absolute value of the current distance deviation, then a pre-compensation amount is added as the actual correction amount based on the reference travel difference; the pre-compensation amount is determined based on the difference between the absolute value of the current distance deviation and the absolute value of the predicted deviation and a preset feedforward gain coefficient. The direction of the reduction or pre-compensation amount is consistent with the direction of the current distance deviation, and the optimal correction amount is the actual correction amount executed.

[0011] Furthermore, during the continuous movement of the trolley, after each step cycle is completed, the longitudinal distance currently measured by the laser ranging devices on the left and right sides is obtained, the longitudinal distance corresponding to the second adjustment direction is taken as the current comparison value, and the current comparison value is compared with the target distance threshold. When the current comparison value is not less than the target distance threshold, it is determined that the trolley has reached the predetermined construction position. After the current stepping cycle ends, no further stepping instructions are sent to the hydraulic rail-clamping propulsion devices on the left and right sides. The clamping unit of the hydraulic rail-clamping propulsion device maintains the clamping state of the rail, and the trolley stops at the predetermined construction position.

[0012] Furthermore, maintaining the mechanical clamping state specifically means that after the trolley automatically stops in the precision parking module, the clamping unit of the hydraulic rail-clamping propulsion device does not perform a releasing action and continues to maintain the clamping state with the track; in the clamping state, the clamping unit forms a static friction force against the component of the trolley's own weight sliding down the track direction through the positive pressure generated by the hydraulic driving force or the mechanical self-locking structure between its clamping surface and the side or top surface of the track. The rigid constraint is formed by: the clamping surface of the clamping unit is provided with a toothed or textured structure, and the surface of the track that contacts the clamping unit has a corresponding rough surface or toothed structure; in the clamping state, the toothed or textured structure and the rough surface or toothed structure are interlocked to form the mechanical biting force.

[0013] Furthermore, when the track is laid on a construction foundation with a longitudinal slope, the mechanical interlocking force between the clamping unit and the track, together with the static friction force, acts to resist the downward component of the trolley's own weight along the track slope direction.

[0014] The present invention also provides a lining trolley travel control method based on position detection and actuator coordination. This method is executed by the aforementioned lining trolley travel system based on position detection and actuator coordination, and includes the following steps: Step 1: Before starting the trolley, take the end face of the completed upper section of the lining concrete structure as the target reference plane and measure the longitudinal distance between the left and right sides of the trolley tail and the target reference plane. Step 2: As the trolley moves forward step by step along the track, the longitudinal distance between the left and right sides of the trolley's tail is processed in real time to prevent interference, and the longitudinal distance between the left and right sides after the interference prevention process is analyzed to see if there is a distance difference. Step 3: When there is a distance difference, output the current control command corresponding to the hydraulic rail clamping propulsion device on the left and right sides according to the distance difference; The track status information of the trolley entering the next loop area is obtained to predict the trend of the distance difference after entering the next loop; based on the current control command, the current distance difference and the predicted trend, the optimal correction amount on the left and right sides is calculated to drive the trolley to adjust during the movement. Step 4: During the movement of the trolley, the smaller of the longitudinal distances on the left and right sides is used as the basis for stopping. When the longitudinal distance on that side is not less than the preset target distance threshold, it is determined that the trolley has reached the predetermined construction position. At the end of the current stepping cycle, the trolley stops sending the push command to the push devices on both sides and stops moving. Step 5: As the trolley stops, the clamping units in the hydraulic rail-clamping propulsion devices on both sides maintain a mechanical clamping state on the rail. The mechanical biting force between the clamping unit and the rail forms a rigid constraint on the trolley, so that the trolley can maintain its position lock without additional manual operation when it is stopped.

[0015] Compared with the prior art, the technical effects and advantages provided by the present invention are as follows: This invention, through the coordinated design of a laser ranging device and a hydraulic rail-clamping propulsion device, enables the trolley to automatically control its movement and stopping based on real-time detected longitudinal distance data. This changes the traditional mode of manual judgment and control of start and stop, improving positioning accuracy to the millimeter level. It effectively reduces repeated manual adjustments caused by parking deviations, improving construction efficiency and the continuity of process connections. Secondly, through independent ranging and differential correction control on both sides, this invention adjusts the stroke of the left and right pushing cylinders in real time according to the distance difference between the two sides in each step cycle. This allows the trolley to automatically correct posture deviations caused by uneven tracks or uneven loads during movement, avoiding the problem of continuous accumulation of deviations and the need for manual intervention in existing open-loop drive methods. This ensures the centering accuracy and stability of the trolley throughout its movement. Furthermore, this invention utilizes the mechanical clamping and biting force of the hydraulic rail-clamping propulsion device on the track in the stopped state to achieve parking self-locking. The anti-slip function relies entirely on the structural constraints of the propulsion device itself, without the need for hydraulic pressure holding or external measures such as manually placing wedges, thus eliminating the safety hazard of slippage at the structural level. Through the synergistic effect of the above-mentioned effects, the present invention realizes the integrated automatic operation of lining trolley movement, positioning, correction and anti-slippage, which significantly improves construction safety and automation level. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the system structure of the present invention; Figure 2 This is a schematic diagram comparing the results of different measurement methods in this invention; Figure 3 This is a schematic diagram of the overall method flow of the present invention. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to specific embodiments.

[0018] It should be noted that, unless otherwise defined, the technical or scientific terms used in this invention should have the ordinary meaning understood by one of ordinary skill in the art to which this invention pertains. The terms "first," "second," and similar terms used in this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0019] Example: Please see Figures 1 to 2 This invention provides a lining trolley travel system based on position detection and actuator coordination, comprising: The baseline initialization module is used to measure the longitudinal distance between the left and right sides of the trolley's rear end and the target baseline surface, using the end face of the completed upper section of the lining concrete structure as the target baseline surface, before the trolley is started.

[0020] In practice, the measurement results are recorded as the left longitudinal distance and the right longitudinal distance, respectively, for subsequent judgment of left and right deviations. During the measurement process, the trolley is in a parking brake or rail-clamping locking state to avoid measurement errors caused by small displacements.

[0021] In this embodiment, the target reference surface refers to the concrete end face of the upper section of the lining concrete structure facing the trolley, which is formed after demolding, as the measurement reference, and the laser directly irradiates the concrete end face.

[0022] After demolding, the area on the concrete end face with a flat surface and no obvious honeycomb pitting or tie rod holes should be selected as the laser reflection point. The laser reflection points on the left and right sides should be at the same height and symmetrical about the direction of track extension. If there are slight unevenness in the end face, the arithmetic mean of multiple consecutive measurements should be taken to reduce the impact of local unevenness on the measurement results.

[0023] Before the trolley completes the pouring operation of the previous construction section, the formwork is detached, and it begins to move step by step along the track to the next construction position, the longitudinal distance between the left and right sides of the trolley's rear and the target reference plane is measured.

[0024] The measurement is performed within a static window after the template has detached and retracted into place, but before the hydraulic rail-clamping propulsion device has been activated. If there is dust or water mist adhering to the concrete end face before measurement, the end face is first cleaned by blowing air, and the measurement is performed after the laser reflection signal has stabilized.

[0025] The laser ranging devices are fixedly installed on the bottom beams or steel columns on the left and right sides of the rear of the trolley, and their laser emission direction is parallel to the extension direction of the track and away from the traveling direction of the trolley, so that the laser ranging devices can continuously and unobstructedly detect the distance between the trolley and the concrete end face during the movement of the trolley.

[0026] In practical implementation, the range of the laser ranging device shall not be less than the sum of the length of one construction section and a safety redundancy of 5 meters, the measurement accuracy shall not be less than ±2 mm, and the sampling frequency shall not be less than 10 Hz. The laser ranging devices on both the left and right sides shall be installed at the same height, preferably 0.8 to 1.5 meters above the top surface of the track. The parallelism deviation between the laser emission axis and the track extension direction in both the horizontal and vertical planes shall not exceed 0.5°. The laser emission end face is preferably coplanar with the reference plane at the rear of the trolley, which is a reference plane passing through the two measurement points on the left and right sides of the trolley's rear and perpendicular to the track extension direction.

[0027] If the installation position cannot be guaranteed to be coplanar, after the trolley is assembled, the fixed offset of the left and right laser emitting end faces relative to the reference plane shall be calibrated respectively, and the correction shall be made according to the relationship that the longitudinal distance is equal to the sum of the measured distance of the laser rangefinder and the fixed offset. The fixed offset shall be taken as a positive value when the laser emitting end face is located behind the reference plane at the rear of the trolley.

[0028] When the parallelism deviation is no greater than 0.5°, the distance error introduced at a measurement distance of 50 meters is no greater than 0.2 mm, which meets the requirements for controlling the left and right deviation of the trolley; the installation height of 0.8 meters to 1.5 meters can reduce the obstruction of the laser beam path by construction equipment and personnel in the tunnel, and at the same time facilitate daily maintenance and calibration.

[0029] Generally, the measurement range is determined by the maximum length of the adjacent construction section of the trolley plus a safety redundancy; the accuracy is determined by one-tenth to one-fifth of the allowable deviation of the left and right positions of the trolley; the sampling frequency is determined by the number of measurement points required in each step cycle at the maximum step speed of the trolley; and the installation height is determined by the unobstructed laser path in the tunnel cross section and the height accessible to the operator.

[0030] The anti-interference processing and deviation discrimination module is used to perform anti-interference processing on the longitudinal distance between the left and right sides of the tail of the trolley in real time when the trolley moves forward step by step along the track, and analyze whether there is a distance difference between the longitudinal distances of the left and right sides after the anti-interference processing.

[0031] The anti-interference processing is performed by the trolley controller in each sampling period. The processed left and right longitudinal distances are used for left and right deviation comparison at the same time. When the original longitudinal distance detection value is determined to be transient interference in multiple consecutive sampling periods, the trolley controller reduces the current step speed or stops the advance to avoid the inertial measurement unit from accumulating errors over a long period of time.

[0032] In this embodiment, the anti-interference processing specifically includes: A laser ranging device and an inertial measurement unit are respectively installed on the left and right sides of the bottom of the trolley; the laser ranging devices on the left and right sides continuously emit lasers towards the concrete end face and independently receive the reflected signals, thereby obtaining the original longitudinal distance detection value of the corresponding side; the original longitudinal distance detection values ​​on the left and right sides are independent of each other and each reflects the actual longitudinal distance between the tail of the trolley on the corresponding side and the concrete end face.

[0033] The data sampling timestamps of the laser rangefinder and the inertial measurement unit are aligned by the trolley controller to ensure that the original longitudinal distance detection value and the position estimate value at the same moment are comparable. The inertial measurement unit is fixedly installed on the rigid frame at the bottom of the trolley, and its measurement axis is aligned with the longitudinal, lateral and vertical of the track. The installation position is located on the left and right symmetrical center line of the trolley to reduce the influence of left and right asymmetrical vibration on the measurement results.

[0034] The inertial measurement unit synchronously acquires the acceleration and angular velocity of the trolley. The acceleration is integrated twice to obtain the displacement change, and the angular velocity is integrated to obtain the angle change. Combined with the initial attitude angle of the trolley, the position estimate based on the inertial measurement unit is recursively calculated.

[0035] The initial value of the position estimate is aligned with the original longitudinal distance detection value on the corresponding side before the trolley starts. The displacement change of the trolley's tail relative to the initial moment is obtained during the recursive process. The absolute longitudinal distance estimate based on the inertial measurement unit is obtained by adding the displacement change to the initial value. The specific recursive calculation adopts the strapdown inertial navigation algorithm commonly used in this field. The integration period is consistent with the sampling period of the laser rangefinder. The initial attitude angle is calibrated by gravity vector when the trolley is stationary.

[0036] The original longitudinal distance detection value is compared with the position estimate value, and the absolute value between the two is calculated. When the absolute value exceeds the preset transient interference judgment threshold, the original longitudinal distance detection value is determined to be transient interference caused by dust or water mist. The original longitudinal distance detection value is discarded and the position estimate value recursively derived by the inertial measurement unit is used as the current longitudinal distance. Otherwise, the original longitudinal distance detection value is used as the current longitudinal distance.

[0037] This embodiment simulates the movement of a trolley within 30 consecutive step sampling cycles, based on the aforementioned transient interference threshold (10mm) and sampling period (0.1s, corresponding to a sampling frequency of 10Hz). The actual distance decreases linearly as the trolley moves forward. The original laser measurement value has high accuracy under normal conditions, but near the 8th, 15th, 22nd, and 28th sampling points, simulated sudden dust or water mist obstruction within the tunnel causes abnormal laser echo signals and generates large-amplitude spikes (positive or negative jumps) far exceeding the physically possible displacement. Although the IMU recursive estimate output is smooth, due to its inertial navigation integral characteristics, it accumulates drift errors over time. The fused anti-interference output value strictly follows the judgment logic of this embodiment: "discard if threshold is exceeded, take the IMU value; take the laser value if threshold is not exceeded." Specific simulation data are shown in Table 1 below. Table 1: Comparison of Simulation Data on Anti-interference Effect of Laser Ranging and Inertial Measurement Unit Fusion Combining Table 1 above and Figure 2 It can be seen that under normal working conditions (such as sampling points 1 to 7, 9 to 14, 16 to 21, etc.), the original laser measurement curve is highly consistent with the actual distance curve. At this time, the fused anti-interference output value closely follows the original laser measurement value, effectively ensuring the absolute accuracy of the trolley position detection and avoiding long-term integration drift caused by relying solely on the IMU (as can be seen from the fact that the IMU curve in the figure gradually falls below the actual value over time).

[0038] At sampling points (points 8, 15, 22, and 28) where dust or water mist interference occurred, the original laser measurement values ​​exhibited abrupt positive or negative spikes far exceeding the transient interference threshold (10 mm) (with a maximum deviation from the true value of +41.9 mm). Directly using these values ​​would lead to misjudging the trolley position by the control system. However, the fused anti-interference output value in this embodiment instantly switches to the IMU recursive estimate at these sampling points, successfully eliminating spikes and ensuring that the output curve remains smooth and close to the true distance.

[0039] At the next sampling point after the interference disappears, the fused output immediately switches back to the measured laser value, which promptly corrects the slight deviation caused by the integral drift of the IMU during the interference period, achieving the dual advantages of no distortion during interference resistance and high accuracy during normal operation.

[0040] This embodiment fully demonstrates the actual technical effect of the anti-interference processing mechanism: through the dynamic coordination and threshold discrimination of laser ranging and inertial measurement unit, it effectively resists the transient interference of dust and water mist in the tunnel on optical ranging, and avoids the cumulative error problem when the inertial navigation system works alone. It ensures the continuity and reliability of longitudinal distance detection data from the source, and provides a solid data foundation for subsequent deviation discrimination, predictive correction and precise parking.

[0041] The transient interference determination threshold is set by multiplying the maximum movement speed that the hydraulic system of the trolley can achieve by pushing the cylinder at maximum flow rate by the sampling period of the laser rangefinder, and calculating the theoretical maximum displacement of the trolley in a single sampling period.

[0042] The formula for calculating the transient interference detection threshold is: in, The threshold for determining transient interference. To increase the maximum speed of the hydraulic cylinder, The sampling period for the laser rangefinder is 0.1 m / s. In this embodiment, the maximum movement speed of the push cylinder is 0.1 m / s, and the sampling period of the laser rangefinder is 0.1 s, so the transient interference judgment threshold is 0.01 m. This value corresponds to the maximum longitudinal displacement that the trolley can theoretically produce between two adjacent samplings. When the deviation between the original longitudinal distance detection value and the position estimate exceeds this value, the actual displacement cannot reach this magnitude, and therefore it is judged as transient interference. The general method for determining the maximum movement speed of the push cylinder is as follows: the maximum extension speed of the piston rod is obtained by dividing the maximum output flow of the hydraulic pump by the effective working area of ​​the rodless chamber of the push cylinder, and then combined with the mechanical transmission ratio of the rail-clamped propulsion device to convert it into the maximum movement speed of the trolley along the track; the sampling period of the laser rangefinder is determined according to the sampling frequency, which is not less than 10 Hz. In this embodiment, if the maximum flow of the hydraulic system corresponds to a maximum movement speed of 0.12 m / s for the push cylinder, then the transient interference judgment threshold is adjusted to 0.012 m.

[0043] In this embodiment, the left longitudinal distance and the right longitudinal distance acquired at the same time are compared numerically, and the absolute value of the difference between the two is calculated. When the absolute value of the attitude exceeds the preset allowable deviation range, it is determined that there is a distance difference that needs to be corrected. When the absolute value of the attitude is within the allowable deviation range, it is determined that the current travel attitude of the trolley meets the construction requirements and no correction action is triggered. The distance difference refers to the relative deviation between the left longitudinal distance and the right longitudinal distance.

[0044] The reference value for the allowable deviation range is ±5 mm. That is, when the absolute value of the difference between the left and right longitudinal distances is greater than 5 mm, a distance difference is considered to exist. This value is determined according to the specification requirements for the allowable deviation of the trolley's left and right positions during tunnel lining construction. Generally, the lateral deviation of the trolley's centerline relative to the tunnel's design centerline is required to not exceed 10 mm. The allowable distance difference between the left and right sides is taken as half of this lateral allowable deviation, plus construction allowance, and is determined to be 5 mm. The general method for determining the allowable deviation range is as follows: based on the allowable error of the tunnel design cross-section and lining thickness, determine the allowable lateral offset of the trolley's centerline. The allowable deviation range is one-third to one-half of this allowable lateral offset. The distance difference is defined as the left longitudinal distance minus the right longitudinal distance. A positive value indicates that the left side lags behind the right side, and a negative value indicates that the left side leads the right side. This directional definition is used for subsequent correction control.

[0045] The predictive collaborative correction module is used to output the current control commands corresponding to the left and right hydraulic rail-clamping propulsion devices respectively according to the distance difference when there is a distance difference; to obtain the track status information of the trolley in the next loop area to predict the change trend of the distance difference after the next loop; and to calculate the optimal correction amount on the left and right sides based on the current control command, the current distance difference and the predicted change trend to drive the trolley to adjust during the movement.

[0046] After determining the existence of a distance difference in step 2, the trolley controller calculates the current control command based on the current left and right longitudinal distances before the start of each step cycle, and sends the command to the hydraulic proportional valves or electro-hydraulic servo valves of the hydraulic rail-clamping propulsion devices on the left and right sides to control the extension or retraction speed of the push cylinders; the track status information is obtained through the track detection sensor installed at the front of the trolley or the pre-input tunnel track parameters, and is updated before each step cycle; the optimal correction amount is used as the correction value for the actual stroke difference of the push cylinders on the left and right sides in the current step cycle, and is applied to the closed-loop control.

[0047] In this embodiment, the current control command specifically includes: determining the direction of the distance difference based on the relationship between the left longitudinal distance and the right longitudinal distance, determining the side with the larger value as the first adjustment direction, and the side with the smaller value as the second adjustment direction; determining the reference stroke difference between the left and right push cylinders based on the absolute value of the posture, and the reference stroke difference is positively correlated with the absolute value of the posture.

[0048] The first adjustment direction corresponds to the side with the larger distance value on the left or right side, and the second adjustment direction corresponds to the side with the smaller distance value; the formula for calculating the reference travel difference is: in, As the reference travel difference, This is the correction ratio coefficient. The absolute value of the attitude is used. In this embodiment, the correction ratio coefficient is 1.2, meaning the reference stroke difference is equal to 1.2 times the absolute value of the attitude. When the absolute value of the attitude is 5 mm, the reference stroke difference is 6 mm. This value ensures that within a single stepping cycle, if correction is performed solely based on the reference stroke difference, the left-right distance difference is expected to be reduced to less than 20% of the current value, avoiding excessive correction that could cause the trolley to sway. The general method for determining the correction ratio coefficient is as follows: based on the length of a single stepping cycle, the maximum stroke of the push cylinder, and the maximum allowable left-right sway amplitude of the trolley, a value is selected that balances the correction response speed with stability, typically between 0.8 and 1.5. In terms of direction determination, the side with the larger value, i.e., the first adjustment direction, is designated as the side that needs to accelerate the advance or reduce the retreat, and the side with the smaller value, i.e., the second adjustment direction, is designated as the side that needs to slow down the advance or increase the retreat. The direction of the reference stroke difference is consistent with the direction of the distance difference.

[0049] The track status information includes the surface unevenness, longitudinal slope change rate, and lateral levelness of the track in the next step cycle area in front of the trolley. The surface unevenness is represented by the arithmetic mean deviation of the track top surface profile along the longitudinal direction, the longitudinal slope change rate is represented by the change in longitudinal slope of the track per unit length, and the lateral levelness is represented by the height difference between the top surfaces of the left and right tracks. These parameters can be obtained by a laser profile scanner installed in front of the trolley or by pre-input track laying measurement data, and are updated to the trolley controller before each step cycle.

[0050] The track status information, the current attitude of the trolley, and the current control command are input into a pre-built trolley-track coupled dynamics model to predict the attitude deviation after the next step cycle under the current control command. This attitude deviation is the predicted difference between the left and right longitudinal distances. The trolley-track coupled dynamics model is based on multibody dynamics theory, treating the trolley as a body with longitudinal displacement. Lateral displacement (along the track extension direction) (Perpendicular to the centerline of the orbit) and yaw angle A rigid body with three generalized coordinates (rotating about a vertical axis). The mass of the trolley. and center of mass height The moment of inertia of the trolley about its vertical axis is determined based on the trolley's structural design drawings. Obtained through calculation using 3D modeling software.

[0051] In the dynamic modeling, the external forces acting on the trolley include the propulsion forces of the left and right side thrust cylinders. and The wheel-rail contact force and the constraint force of the clamping unit are considered. The left and right propulsion forces are calculated from the stroke difference of the left and right thrust cylinders corresponding to the current control command and the hydraulic system pressure. The wheel-rail contact force is decomposed into normal force and tangential force: the normal force is calculated using Hertzian contact theory or a linear spring-damping model, meaning the normal force equals the wheel-rail normal contact stiffness. Multiply by the wheel-rail normal compression and add the normal damping coefficient. Multiply by the normal relative velocity; the tangential force is calculated according to Coulomb's law of friction, and the friction coefficient is determined based on the matching relationship between the wheel and rail materials. The tangential contact stiffness is calculated using the Hertzian contact formula based on the elastic modulus, Poisson's ratio, and radius of curvature of the contact point of the wheel and track materials. Determined based on the creep theory between the wheel tread and the top surface of the rail. Wheel-rail normal damping coefficient. and tangential damping coefficient The trolley was subjected to an unloaded walking test. Pulse excitation was applied to the trolley and its free decay vibration curve was collected. The curve was then calculated using the logarithmic decay rate method.

[0052] During model construction, the trajectory state information of the next progressive loop region is used as the external displacement excitation input, including the surface roughness at the arc length coordinate s. Longitudinal slope change rate and horizontal levelness .in, These are the arc length coordinates along the direction of track extension. Surface roughness. The longitudinal profile data is collected along the top surface of the track using a laser profile scanner and applied as a time-history excitation at the wheel-rail contact point, causing additional longitudinal resistance on the trolley; the longitudinal gradient change rate... By adjusting the track slope angle (Obtained by integrating the rate of change of slope) Substitute into the expression for the gravity components This causes additional downward force or resistance on the trolley along the track direction; lateral levelness This represents the height difference between the top surfaces of the left and right tracks. The uneven distribution of wheel load caused by this height difference is reflected in the difference in normal force between the left and right sides. This manifests as a restoring torque that resists or exacerbates the yaw motion.

[0053] The dynamic differential equation of the trolley is established in generalized coordinate form as follows: Longitudinal motion equation: ,in, Let be the longitudinal acceleration of the car's center of mass, and let be the second derivative with respect to time. This represents the equivalent displacement excitation caused by the unevenness of the track surface. Let be the longitudinal velocity of the car's center of mass, and let be the first derivative with respect to time. The rate of change of the displacement excitation due to the unevenness of the track surface. The internal friction resistance of the trolley traveling mechanism, and This represents the actual propulsive force of the hydraulic cylinders on both the left and right sides.

[0054] Lateral motion equations: ,in, The lateral acceleration of the trolley's center of gravity. The lateral velocity of the trolley's center of gravity. The lateral displacement of the track centerline (determined by the track laying deviation and lateral levelness). This represents the rate of change of the lateral displacement along the centerline of the track. This refers to the centrifugal force component generated by the trolley's yaw motion.

[0055] Yaw motion equation: ,in, Let yaw acceleration be the acceleration of the trolley about its vertical axis. Let yaw rate be the angular velocity of the trolley about the vertical axis. The lateral spacing between the left and right propulsion devices. and These are the normal contact forces between the right and left wheel rails, respectively. It is the longitudinal distance from the wheel-rail contact point to the center of the trolley's rotation.

[0056] In the above set of dynamic equations, the clamping stiffness of the rail clamping device The stress was determined through a static load test by applying a known displacement to the clamping unit and measuring the reaction force. This stress was then added as an additional stiffness term to the equivalent stiffness term in the yaw motion equation. During model solving, the yaw angle of the trolley at the current moment was used. (Provided by the inertial measurement unit), roll angle (used to correct the left and right wheel load distribution), and the stroke difference between the left and right push cylinders are used as inputs to excite the time history corresponding to the forward track state information. , , Synchronous input, using Newmark- Numerical integration method (integration time step is 0.01 seconds), Take 0.25, We set it to 0.5 to ensure unconditional stability; and By progressively solving the above system of differential equations along the time domain (where the parameters represent the control of integral accuracy and stability, respectively), the lateral displacement at the end of the next step cycle can be calculated. and yaw angle The predicted value.

[0057] The model parameters were calibrated as follows: During the trolley's unloaded travel test, the actual longitudinal acceleration, lateral acceleration, and yaw rate of the trolley were collected using an inertial measurement unit (IMU). The measured values ​​of longitudinal displacement, lateral displacement, and yaw angle were obtained through integration. Simultaneously, the actual left and right longitudinal distance differences were acquired using laser ranging devices on both sides. The objective function was to minimize the root mean square error between the model's output lateral displacement and yaw angle and the corresponding measured values. A constrained nonlinear least squares optimization algorithm (such as the Levenberg-Marquardt algorithm) was used to optimize the aforementioned wheel-rail normal damping coefficient. Tangential damping coefficient and the clamping rigidity of the rail clamping device The model was corrected to ensure its prediction accuracy under typical working conditions met engineering application requirements (longitudinal displacement prediction error no greater than 2 mm, and left-right distance difference prediction error no greater than 1 mm). After calibration, the corrected parameters were stored in the trolley controller for real-time prediction.

[0058] When predicting attitude deviation, the lateral displacement is based on the model output. and yaw angle The predicted value, combined with the installation geometry of the laser ranging devices on the left and right sides of the trolley's rear, i.e., the lateral distance between the left ranging point and the trolley's rotation center. Horizontal distance between the right-side measuring point and the center of rotation of the trolley And the longitudinal distance from the measuring point to the center of rotation. The changes in lateral displacement and yaw angle are converted into changes in longitudinal distance between the left and right sides, and the difference between the two is obtained. This difference is the attitude deviation after the next step of the cycle ends.

[0059] The inputs of the trolley-track coupled dynamics model include the track state information of the track in the next cyclic region, the current attitude angle of the trolley, and the current control command. The outputs include the attitude deviation after the next cyclic is completed.

[0060] In this embodiment, calculating the optimal correction amount includes: The optimal correction amount refers to the correction amount that minimizes the absolute value of the distance deviation after the next step loop ends; it is adjusted based on the reference travel difference to obtain the actual correction amount executed on both sides of the current step loop; its decision logic includes: The distance difference at the end of the current stepping cycle is defined as the current deviation, and the attitude deviation predicted by the trolley-track coupled dynamics model is defined as the prediction deviation.

[0061] If the absolute value of the predicted deviation is less than the absolute value of the current distance deviation, then a reduction amount is subtracted from the reference travel difference to obtain the actual correction amount; the reduction amount is determined based on the difference between the absolute value of the current distance deviation and the absolute value of the predicted deviation and a preset proportional coefficient.

[0062] The formula for calculating the reduction is: in, To reduce the amount, This is a preset proportional coefficient. This is the absolute value of the current deviation. This represents the absolute value of the predicted deviation. In this embodiment, the preset proportional coefficient is 0.5. For example, if the current absolute deviation is 10 mm and the predicted absolute deviation is 4 mm, then the reduction is 0.5 × (10-4) = 3 mm. The reason for setting the preset proportional coefficient to 0.5 is that when the predicted deviation is less than the current deviation, it indicates that the current correction benchmark has been able to reduce the deviation. Appropriately reducing the correction amount can prevent overshoot while retaining a certain margin to cope with model errors. The general method for determining the preset proportional coefficient is to select it based on the prediction accuracy of the trolley-track coupled dynamics model. The higher the model prediction accuracy, the larger the preset proportional coefficient can be, usually between 0.3 and 0.7. The actual correction amount = benchmark travel difference - reduction amount.

[0063] If the absolute value of the predicted deviation is not less than the absolute value of the current distance deviation, then a pre-compensation amount is added as the actual correction amount based on the reference travel difference; the pre-compensation amount is determined based on the difference between the absolute value of the current distance deviation and the absolute value of the predicted deviation and a preset feedforward gain coefficient.

[0064] The formula for calculating the pre-compensation amount is: in, For pre-compensation amount, This is the preset feedforward gain coefficient. In this embodiment, the preset feedforward gain coefficient is 0.8. For example, if the current absolute deviation is 6 mm and the predicted absolute deviation is 12 mm, then the pre-compensation amount is 0.8 × (12 - 6) = 4.8 mm. The reason for setting the feedforward gain coefficient to 0.8 is that when the predicted deviation is greater than the current deviation, it indicates that the track condition will increase the deviation, and the correction amount needs to be increased for feedforward compensation. However, considering the uncertainty of the model, it is not set to 1 to avoid overcompensation. The general method for determining the feedforward gain coefficient is: it is determined according to the statistical ratio of the predicted deviation to the actual deviation of the trolley-track coupled dynamics model, and is usually taken between 0.5 and 1. The actual correction amount = reference travel difference + pre-compensation amount.

[0065] The direction of the reduction or pre-compensation amount is consistent with the direction of the current distance deviation, and the optimal correction amount is the actual correction amount executed.

[0066] The direction of the reduction or pre-compensation amount is consistent with the direction of the current distance deviation. That is, when the left distance is greater than the right distance, the correction amount causes the left pushing cylinder to shorten relatively or the right cylinder to extend relatively; when the right distance is greater than the left distance, the opposite is true. The optimal correction amount is ultimately converted into the stroke difference command of the pushing cylinders in the hydraulic rail-clamped propulsion devices on both sides, which is applied to the propulsion process of the current stepping cycle and is recalculated and updated at the end of each stepping cycle.

[0067] The precision parking module is used to determine the stopping point based on the smaller longitudinal distance between the left and right sides during the trolley's movement. When the longitudinal distance on that side is not less than the preset target distance threshold, it is determined that the trolley has reached the predetermined construction position. At the end of the current stepping cycle, it synchronously stops outputting propulsion commands to the propulsion devices on both sides to stop the trolley from moving.

[0068] The target distance threshold is the theoretical distance from the reference plane at the rear of the trolley to the predetermined construction position, and its calculation formula is as follows: in, The target distance threshold, This refers to the longitudinal overlap length of the template. This is the fixed distance from the reference plane at the rear of the trolley to the front plane of the template. This represents the upper limit of the allowable deviation range. In this embodiment, the longitudinal overlap length of the template is 0.2 meters, the fixed distance from the reference surface at the rear of the trolley to the front surface of the template is 0.3 meters, and the upper limit of the allowable deviation range is 0.005 meters. Therefore, the target distance threshold = 0.2 + 0.3 + 0.005 = 0.505 meters, which is rounded to 0.5 meters in engineering implementation. This value ensures that after the trolley stops, there is an overlap length of not less than 0.2 meters between the template and the end face of the previous concrete section, preventing grout leakage and misalignment during pouring. Adding the upper limit of the allowable deviation range of 0.005 meters ensures that even if there are deviations within the allowable range on both sides, the overlap length on the side with the smaller distance is still not less than the minimum design overlap length. The general method for determining the target distance threshold is as follows: determine the longitudinal overlap length of the template according to the tunnel lining construction specifications, determine the fixed distance from the reference surface at the rear of the trolley to the front surface of the template based on the trolley structural drawings, and then add the upper limit of the allowable deviation range. The sum of these three values ​​is the target distance threshold.

[0069] In this embodiment, during the continuous movement of the trolley, after each step cycle is completed, the longitudinal distance currently measured by the laser ranging devices on the left and right sides is obtained, the longitudinal distance corresponding to the second adjustment direction is taken as the current comparison value, and the current comparison value is compared with the target distance threshold.

[0070] When the current comparison value is not less than the target distance threshold, it is determined that the trolley has reached the predetermined construction position. After the current stepping cycle ends, no further stepping instructions are sent to the hydraulic rail-clamping propulsion devices on the left and right sides. The clamping unit of the hydraulic rail-clamping propulsion device maintains the clamping state of the rail, and the trolley stops at the predetermined construction position.

[0071] The currently measured longitudinal distances are the left and right longitudinal distances after the anti-interference processing in step 2. The second adjustment direction is the side with the smaller distance value between the left and right sides determined in step 3, and the current comparison value is the longitudinal distance corresponding to that side. To avoid insufficient overlap on one side when stopping due to excessive left and right deviations, before comparing the current comparison value with the target distance threshold, it is first determined whether the absolute value of the difference between the left and right longitudinal distances exceeds the allowable deviation range. If it exceeds the allowable deviation range, the stopping judgment is not performed, and the correction action in step 3 is continued until the absolute value of the difference between the left and right longitudinal distances returns to the allowable deviation range. Then, the stopping judgment is performed based on the current comparison value. This ensures that the left and right deviations do not exceed the allowable range when the trolley stops, and the overlap length on the side with the smaller distance meets the minimum overlap requirement.

[0072] When the current comparison value is not less than the target distance threshold, it is determined that the trolley has reached the predetermined construction position. After the current stepping cycle ends, no further stepping instructions are sent to the hydraulic rail-clamping propulsion devices on the left and right sides. The clamping unit of the hydraulic rail-clamping propulsion device maintains the clamping state of the rail, and the trolley stops at the predetermined construction position.

[0073] Specifically, at the moment the current stepping cycle ends, the trolley controller simultaneously sends a stop signal to the hydraulic control valves of the hydraulic rail-clamping propulsion devices on both the left and right sides. The pushing cylinders stop oil intake and return, and the clamping unit does not perform a release action, maintaining the clamping state with the rail. The trolley does not enter the next stepping cycle, but stays at the predetermined construction position, waiting for the subsequent pouring process.

[0074] The autonomous mechanical locking module is used to keep the clamping units in the hydraulic rail-clamping propulsion devices on both sides mechanically clamped to the rails when the trolley stops. The mechanical biting force between the clamping units and the rails forms a rigid constraint on the trolley, so that the trolley can maintain its position lock without additional manual operation when it is stopped.

[0075] The rigid constraint is established immediately after the trolley stops and is maintained by the hydraulic system of the hydraulic rail-clamping propulsion device or by the mechanical self-locking structure in the clamping unit. During the entire pouring preparation and pouring process after the trolley stops, the clamping unit does not loosen and the position of the trolley does not change due to its own weight or external disturbances until the trolley controller issues a release command when the trolley needs to be moved in the next construction section.

[0076] In this embodiment, maintaining the mechanical clamping state specifically means that after the trolley automatically stops in the precision parking module, the clamping unit of the hydraulic rail-clamping propulsion device does not perform a release action and continues to maintain the clamping state with the track; in the clamping state, the clamping unit forms a static friction force against the component of the trolley's own weight sliding down the track direction through the positive pressure generated by the hydraulic driving force or the mechanical self-locking structure between its clamping surface and the side or top surface of the track.

[0077] The reference value for the normal force is 0.5 times the weight of the trolley. In this embodiment, the weight of the trolley is approximately 600 kN, so the normal force is taken as 300 kN. This value is determined based on the maximum longitudinal slope of the track (5°), the static friction coefficient between the clamping surface and the track (0.4), and the anti-slip safety factor (1.5). The calculation process is as follows: in, As a component of downward force, For the required positive pressure, To ensure a safe anti-slip factor, The coefficient of static friction; For the trolley's own weight, 0.5 times the trolley's own weight is used in engineering to leave a margin. The general method for determining the normal force is as follows: calculate the downward component of the trolley's own weight along the track direction based on the maximum longitudinal slope angle of the tunnel, combine the static friction coefficient and anti-slip safety factor of the clamping surface material pair, and calculate according to the above-mentioned required normal force. The anti-slip safety factor shall not be less than 1.5.

[0078] The rigid constraint is formed by: the clamping surface of the clamping unit is provided with a toothed or textured structure, and the surface of the track that contacts the clamping unit has a corresponding rough surface or toothed structure; in the clamping state, the toothed or textured structure and the rough surface or toothed structure are interlocked to form the mechanical biting force.

[0079] The reference dimensions for the tooth or texture structure are: tooth height 1.5 mm, tooth pitch 8 mm, tooth angle 75°, and clamping surface width not less than 60 mm; the roughness of the track contact surface is not less than Ra12.5, or corresponding tooth grooves matching the tooth shape of the clamping surface are provided. The above tooth parameters ensure that the anti-slip safety factor when the mechanical biting force acts alone is not less than 2.0, meaning that even if the positive pressure disappears due to an unexpected loss of pressure in the hydraulic system, the mechanical biting force generated by the tooth engagement can still independently resist the downward component of the trolley's own weight. The general method for determining the tooth or texture structure is as follows: based on the trolley's own weight and the downward component of the force at the maximum slope, calculate the mechanical biting force by multiplying the shear area of ​​the tooth engagement by the allowable shear stress of the material, and then divide by the downward component of the force to obtain the anti-slip safety factor, ensuring it is not less than 2.0; the tooth height should not exceed 3 mm to avoid affecting the separation of the clamping unit from the track when it is released.

[0080] In this embodiment, when the track is laid on a construction foundation with a longitudinal slope, the mechanical biting force between the clamping unit and the track, together with the static friction force, works to resist the downward component of the trolley's own weight along the track slope direction; the position locking effect depends only on the clamping constraint of the hydraulic rail-clamping propulsion device itself, and does not depend on the hydraulic pressure holding state of the pushing cylinder, nor on external wedges, brake blocks, or manual auxiliary fixing measures.

[0081] The reference range for the longitudinal slope is 0° to 5°, with a maximum of 8°. Within this slope range, the anti-slip safety factor resulting from the combined action of mechanical engagement force and static friction force is not less than 2. This anti-slip safety factor is determined as follows: the mechanical engagement force generated by the toothed engagement is added to the static friction force generated by the normal pressure, and then divided by the component of the trolley's self-weight along the track slope direction. The resulting ratio is the anti-slip safety factor, and a value not less than 2 indicates reliable position locking. The hydraulic pressure-holding state that does not rely on the pushing cylinder refers to the clamping unit being equipped with a mechanical self-locking structure. After the hydraulic driving force is removed, this mechanical self-locking structure maintains the normal pressure between the clamping surface and the track by relying on the wedge surface self-locking or spring holding force, ensuring that the normal pressure does not disappear after the hydraulic system is depressurized. The statement that it does not rely on external wedges, brake blocks, or manual auxiliary fixing measures means that the position locking after the trolley stops is completely completed by the hydraulic rail-clamping propulsion devices on both sides themselves, without the need for additional wedges, tightening brake blocks, or manual locking by the operator.

[0082] Please see Figure 3 The present invention also provides a lining trolley travel control method based on position detection and actuator coordination. This method is executed by the aforementioned lining trolley travel system based on position detection and actuator coordination, and includes the following specific steps: Step 1: Before starting the trolley, take the end face of the completed upper section of the lining concrete structure as the target reference plane and measure the longitudinal distance between the left and right sides of the trolley tail and the target reference plane. Step 2: As the trolley moves forward step by step along the track, the longitudinal distance between the left and right sides of the trolley's tail is processed in real time to prevent interference, and the longitudinal distance between the left and right sides after the interference prevention process is analyzed to see if there is a distance difference. Step 3: When there is a distance difference, output the current control command corresponding to the hydraulic rail clamping propulsion device on the left and right sides according to the distance difference; The track status information of the trolley entering the next loop area is obtained to predict the trend of the distance difference after entering the next loop; based on the current control command, the current distance difference and the predicted trend, the optimal correction amount on the left and right sides is calculated to drive the trolley to adjust during the movement. Step 4: During the movement of the trolley, the smaller of the longitudinal distances on the left and right sides is used as the basis for stopping. When the longitudinal distance on that side is not less than the preset target distance threshold, it is determined that the trolley has reached the predetermined construction position. At the end of the current stepping cycle, the trolley stops sending the push command to the push devices on both sides and stops moving. Step 5: As the trolley stops, the clamping units in the hydraulic rail-clamping propulsion devices on both sides maintain a mechanical clamping state on the rail. The mechanical biting force between the clamping unit and the rail forms a rigid constraint on the trolley, so that the trolley can maintain its position lock without additional manual operation when it is stopped.

[0083] The above formulas are all dimensionless calculations. The formulas are derived from software simulations based on a large amount of collected data to obtain the most recent real-world results. The preset parameters in the formulas are set by those skilled in the art according to the actual situation.

[0084] The above embodiments can be implemented, in whole or in part, by software, hardware, firmware, or any other combination thereof. When implemented in software, the above embodiments can be implemented, in whole or in part, as a computer program product. Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution.

[0085] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment, depending on actual needs.

[0086] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. A lining trolley travel system based on position detection and actuator coordination, characterized in that, include: The baseline initialization module is used to measure the longitudinal distance between the left and right sides of the tail of the trolley and the target baseline, using the end face of the completed upper section of the lining concrete structure as the target baseline before the trolley is started. The anti-interference processing and deviation discrimination module is used to perform anti-interference processing on the longitudinal distance between the left and right sides of the tail of the trolley in real time when the trolley moves forward in a stepping manner along the track, and analyze whether there is a distance difference between the longitudinal distances of the left and right sides after the anti-interference processing. The predictive collaborative correction module is used to output the current control commands corresponding to the left and right hydraulic rail clamping propulsion devices respectively according to the distance difference when there is a distance difference. The track status information of the trolley in the next loop area is obtained to predict the trend of the distance difference after the next loop. Based on the current control command, the current distance difference and the predicted trend, the optimal correction amount on the left and right sides is calculated to drive the trolley to adjust during the movement. The precision parking module is used to determine the stopping point by using the smaller longitudinal distance between the left and right sides as the basis for stopping the trolley during its movement. When the longitudinal distance on that side is not less than the preset target distance threshold, it is determined that the trolley has reached the predetermined construction position. At the end of the current stepping cycle, it will simultaneously stop outputting the propulsion command to the two propulsion devices to stop the trolley from moving. The autonomous mechanical locking module is used to keep the clamping units in the hydraulic rail-clamping propulsion devices on both sides mechanically clamped to the rails when the trolley stops. The mechanical biting force between the clamping units and the rails forms a rigid constraint on the trolley, so that the trolley can maintain its position lock without additional manual operation when it is stopped.

2. The lining trolley traveling system based on position detection and actuator coordination according to claim 1, characterized in that, The target reference surface refers to the concrete end face of the above section of the lining concrete structure facing the trolley, which is formed after demolding, as the measurement reference, and the laser directly irradiates the concrete end face. The measurement of the longitudinal distance between the left and right sides of the tail of the trolley and the target reference plane is performed before the trolley completes the pouring operation of the previous construction section, the formwork is removed, and it begins to move step by step along the track to the next construction position.

3. The lining trolley traveling system based on position detection and actuator coordination according to claim 1, characterized in that, The anti-interference processing specifically includes: Laser ranging devices and inertial measurement units are installed on the left and right sides of the bottom of the trolley, respectively. The laser ranging devices on the left and right sides continuously emit lasers towards the concrete end face and independently receive the reflected signals, thereby obtaining the original longitudinal distance detection value of the corresponding side. The inertial measurement unit synchronously acquires the acceleration and angular velocity of the trolley. The acceleration is integrated twice to obtain the displacement change, and the angular velocity is integrated to obtain the angle change. Combined with the initial attitude angle of the trolley, the position estimate based on the inertial measurement unit is recursively calculated. The original longitudinal distance detection value is compared with the position estimate value, and the absolute value between the two is calculated. When the absolute value exceeds the preset transient interference judgment threshold, the original longitudinal distance detection value is determined to be transient interference caused by dust or water mist. The original longitudinal distance detection value is discarded and the position estimate value recursively derived by the inertial measurement unit is used as the current longitudinal distance. Otherwise, the original longitudinal distance detection value is used as the current longitudinal distance.

4. The lining trolley traveling system based on position detection and actuator coordination according to claim 3, characterized in that, The left longitudinal distance and the right longitudinal distance acquired at the same time are compared numerically, and the absolute value of the difference between the two is calculated. When the absolute value of the attitude exceeds the preset allowable deviation range, it is determined that there is a distance difference that needs to be corrected. When the absolute value of the attitude is within the allowable deviation range, it is determined that the current travel attitude of the trolley meets the construction requirements and no correction action is triggered. The distance difference refers to the relative deviation between the left longitudinal distance and the right longitudinal distance.

5. A lining trolley traveling system based on position detection and actuator coordination according to claim 4, characterized in that, The current control command specifically includes: determining the direction of the distance difference based on the relationship between the left longitudinal distance and the right longitudinal distance, determining the side with the larger value as the first adjustment direction, and the side with the smaller value as the second adjustment direction; determining the reference stroke difference between the left and right push cylinders based on the absolute value of the attitude, and the reference stroke difference is positively correlated with the absolute value of the attitude; The track status information includes the surface unevenness, longitudinal slope change rate, and lateral levelness of the track in the next step circulation area in front of the trolley. The track status information, the current attitude of the trolley, and the current control command are input into the pre-built trolley-track coupled dynamics model to predict the attitude deviation after the end of the next step cycle under the current control command; the attitude deviation is the difference between the predicted left longitudinal distance and the right longitudinal distance. The inputs of the trolley-track coupled dynamics model include the track state information of the track in the next cyclic region, the current attitude angle of the trolley, and the current control command. The outputs include the attitude deviation after the next cyclic is completed.

6. A lining trolley traveling system based on position detection and actuator coordination according to claim 5, characterized in that, Calculating the optimal correction amount includes: The optimal correction amount refers to the correction amount that minimizes the absolute value of the distance deviation after the next step loop ends; it is adjusted based on the reference travel difference to obtain the actual correction amount executed on both sides of the current step loop; its decision logic includes: The distance difference at the end of the current stepping cycle is defined as the current deviation, and the attitude deviation predicted by the trolley-track coupled dynamics model is defined as the prediction deviation. If the absolute value of the predicted deviation is less than the absolute value of the current distance deviation, then a reduction amount is subtracted from the reference travel difference to obtain the actual correction amount; the reduction amount is determined based on the difference between the absolute value of the current distance deviation and the absolute value of the predicted deviation and a preset proportional coefficient. If the absolute value of the predicted deviation is not less than the absolute value of the current distance deviation, then a pre-compensation amount is added as the actual correction amount based on the reference travel difference; the pre-compensation amount is determined based on the difference between the absolute value of the current distance deviation and the absolute value of the predicted deviation and a preset feedforward gain coefficient. The direction of the reduction or pre-compensation amount is consistent with the direction of the current distance deviation, and the optimal correction amount is the actual correction amount executed.

7. A lining trolley traveling system based on position detection and actuator coordination according to claim 5, characterized in that, During the continuous movement of the trolley, after each step cycle is completed, the longitudinal distance currently measured by the laser ranging devices on the left and right sides is obtained, and the longitudinal distance corresponding to the second adjustment direction is taken as the current comparison value. The current comparison value is then compared with the target distance threshold. When the current comparison value is not less than the target distance threshold, it is determined that the trolley has reached the predetermined construction position. After the current stepping cycle ends, no further stepping instructions are sent to the hydraulic rail-clamping propulsion devices on the left and right sides. The clamping unit of the hydraulic rail-clamping propulsion device maintains the clamping state of the rail, and the trolley stops at the predetermined construction position.

8. A lining trolley traveling system based on position detection and actuator coordination according to claim 1, characterized in that, Maintaining the mechanical clamping state specifically means that after the trolley automatically stops in the precision parking module, the clamping unit of the hydraulic rail-clamping propulsion device does not perform a release action and continues to maintain the clamping state with the rail; in the clamping state, the clamping unit's clamping surface and the side or top surface of the rail are connected by positive pressure generated by hydraulic driving force or mechanical self-locking structure, forming a static friction force that resists the downward force of the trolley's own weight component along the rail direction; The rigid constraint is formed by: the clamping surface of the clamping unit is provided with a toothed or textured structure, and the surface of the track that contacts the clamping unit has a corresponding rough surface or toothed structure; in the clamping state, the toothed or textured structure and the rough surface or toothed structure are interlocked to form the mechanical biting force.

9. A lining trolley traveling system based on position detection and actuator coordination according to claim 8, characterized in that, When the track is laid on a construction foundation with a longitudinal slope, the mechanical interlocking force between the clamping unit and the track, together with the static friction force, acts to resist the downward component of the trolley's own weight along the track slope direction.

10. A method for controlling the movement of a lining trolley based on position detection and actuator coordination, characterized in that, The lining trolley travel control method based on position detection and actuator coordination is executed by the lining trolley travel system based on position detection and actuator coordination as described in any one of claims 1-9, and the specific steps include: Step 1: Before starting the trolley, take the end face of the completed upper section of the lining concrete structure as the target reference plane and measure the longitudinal distance between the left and right sides of the trolley tail and the target reference plane. Step 2: As the trolley moves forward step by step along the track, the longitudinal distance between the left and right sides of the trolley's tail is processed in real time to prevent interference, and the longitudinal distance between the left and right sides after the interference prevention process is analyzed to see if there is a distance difference. Step 3: When there is a distance difference, output the current control command corresponding to the hydraulic rail clamping propulsion device on the left and right sides according to the distance difference; The track status information of the trolley entering the next loop area is obtained to predict the trend of the distance difference after entering the next loop; based on the current control command, the current distance difference and the predicted trend, the optimal correction amount on the left and right sides is calculated to drive the trolley to adjust during the movement. Step 4: During the movement of the trolley, the smaller of the longitudinal distances on the left and right sides is used as the basis for stopping. When the longitudinal distance on that side is not less than the preset target distance threshold, it is determined that the trolley has reached the predetermined construction position. At the end of the current stepping cycle, the trolley stops sending the push command to the push devices on both sides and stops moving. Step 5: As the trolley stops, the clamping units in the hydraulic rail-clamping propulsion devices on both sides maintain a mechanical clamping state on the rail. The mechanical biting force between the clamping unit and the rail forms a rigid constraint on the trolley, so that the trolley can maintain its position lock without additional manual operation when it is stopped.

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