A method and system for controlling side current collection of a mine car

Abstract

The application discloses a mine car side current collection control method and system, obtains a contact rail identification signal to drive a power collecting shoe head to move to the contact rail, obtains a travel switch trigger signal to drive the power collecting shoe head to be located on the contact rail, and determines that the rail entering is successful when the travel switch trigger signal is valid and a shoe rail coupling voltage signal is in a preset voltage range; after determining that the rail entering is successful, a power-off control signal is outputted, a brake-free servo motor driving an arm rod is powered off, the arm rod is converted into a free follower, and stable current collection is realized by relying on the gravity self-locking of the power collecting shoe head; a power mode switching signal is outputted according to the shoe rail coupling voltage signal, and the arm rod is automatically recovered according to an extreme position switch trigger signal when the power collecting shoe head is separated from the contact rail. The application replaces active control with passive follower, has no control lag, is matched with double-trigger rail entering, double determination, failure safety recovery and power linkage, and realizes stable current collection in the whole process under complex working conditions.

Description

Technical Field

[0001] This invention relates to the field of electrification technology for mining transportation equipment, and in particular to a method and system for controlling the flow on the side of a mining car. Background Technology

[0002] Mining dump trucks (mining trucks) are the core transportation equipment in open-pit mines. To reduce energy consumption and emissions from diesel-electric transmissions and improve heavy-duty transportation efficiency, electrified mining trucks typically draw power from the vehicle's current collector through dynamic contact with the power supply line. In this type of side current collection, the contact rail is arranged on one side of the road, avoiding the restriction on the passage of ultra-high engineering vehicles in the mining area by the overhead contact network, which has become an important development direction for electrified transportation in open-pit mines.

[0003] However, existing side current collectors mostly use a fully active drive to maintain shoe-rail contact during the current collection process. This means that control force is continuously output through hydraulic cylinders, air cylinders, hydraulic systems, or servo motors to maintain contact pressure. Open-pit mine roads experience high frequency of bumps and large random deviations in vehicle trajectories. Active control systems suffer from limited control bandwidth and response lag, making it difficult to instantly follow high-frequency bumps. Instead, control lag can easily cause contact pressure fluctuations or even momentary disengagement, potentially generating electric arcs that damage the current collector and contact rail, and also affect the continuity of power supply.

[0004] Meanwhile, the existing current receivers rely heavily on manual operation or a single detection signal for processes such as rail entry, successful rail entry determination, derailment recovery, and vehicle power mode switching. The degree of automation and reliability are insufficient: rail entry depends on the driver's precise alignment, a single detection signal is prone to misjudgment due to foreign object contact or detection delay, there is a lack of reliable automatic recovery methods after derailment, and untimely power mode switching can also cause the vehicle to lose power.

[0005] In summary, there is an urgent need for a side flow control method and system for mine cars to improve the automation and reliability of the entire process of rail entry, flow collection, derailment recovery and power mode switching, and to improve the problems of delayed response and unstable contact of active drive under high-frequency turbulence. Summary of the Invention

[0006] The technical problem to be solved by this invention is to provide a method and system for controlling side current collection in mine cars, addressing the shortcomings of existing technologies. Firstly, this invention solves the problem that existing side current collection systems rely on manual labor and a single detection signal during the processes of rail entry, successful rail entry determination, derailment recovery, and power mode switching, resulting in insufficient automation and reliability. Secondly, addressing the shortcomings of existing current collectors that use full-process active drive to maintain shoe-rail contact, which leads to delayed response under high-frequency bumps and random trajectory deviations in open-pit mines, causing contact pressure fluctuations or even instantaneous disengagement, this invention cuts off the active drive and switches the boom to passive follow-up under the premise of reliable rail entry determination, thus solving both types of problems in the same signal control method.

[0007] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is: a method for controlling the flow on the side of a mine car, comprising the following steps: S1. Obtain the contact rail identification signal, and output a first driving signal according to the contact rail identification signal to drive the power receiving shoe head to move towards the contact rail; S2. Obtain the limit switch trigger signal, and output a second drive signal according to the limit switch trigger signal to drive the power receiving shoe head to sit on the contact rail; S3. Obtain the shoe rail coupling voltage signal, and determine that the rail insertion is successful when the limit switch trigger signal is valid and the shoe rail coupling voltage signal is within the preset voltage range; S4. When the entry into the rail is successful, output a power-off control signal to de-energize the non-brake servo motor of the drive arm. S5. Output a power mode switching signal based on the shoe rail coupling voltage signal.

[0008] This invention achieves automatic rail entry by coordinating the contact rail identification signal and the limit switch trigger signal, eliminating the need for precise driver alignment. The simultaneous fulfillment of the limit switch trigger signal and the shoe-rail coupling voltage signal serves as the criterion for successful rail entry, reflecting both mechanical and electrical contact respectively, avoiding misjudgment based on a single signal. Upon successful rail entry, the power supply to the non-brake servo motor is cut off, allowing the boom to become a freely movable joint. Vehicle bumps and trajectory deviations are absorbed by the boom's free swing, while the power receiving shoe remains stable on the contact rail due to its own gravity, preventing contact instability caused by delayed active control response. Furthermore, the vehicle's power mode is switched in conjunction with the shoe-rail coupling voltage, automatically completing rail entry, current collection, and power switching, maintaining continuous power supply and stable current collection even under complex and bumpy conditions.

[0009] Furthermore, in step S2, if the limit switch trigger signal is not obtained within a preset time after the second drive signal is output, a lifting control signal is output to raise the power receiving shoe to the hovering angle and hover for a preset time. Then, steps S1 and S2 are executed again. If the limit switch trigger signal is still not obtained after the preset number of retries, the power receiving shoe is retracted and an alarm signal is output.

[0010] When the power receiving shoe is about to enter the rail, it may fail to land on the first attempt due to momentary trajectory deviation or bumps. If it is directly judged as a failure, the driver needs to manually restart it, which affects the continuity of the operation. Repeated attempts without restriction may damage the equipment. After setting the above retry steps, when the rail entry fails, the power receiving shoe will automatically lift and hover, and re-identify and re-enter the rail, providing an opportunity for deviation correction and improving the success rate of rail entry without manual intervention. At the same time, there is a preset number of retries. If it still fails after the number of attempts is exceeded, it will automatically retract and alarm, preventing repeated operation with faults, thus balancing rail entry efficiency and equipment safety.

[0011] Furthermore, in step S4, after outputting the power-off control signal, when a manual shoe retraction command signal is obtained, or when the power receiving shoe head slides out of the end of the contact rail causing the limit switch trigger signal to disappear, a power-on control signal is output to re-energize the servo motor without brake.

[0012] After a power outage, the servo motor without brakes is in a de-energized state, and the boom moves freely. Whether the driver actively retracts the shoe or the energized shoe slides out of the contact rail end, the boom needs to resume active drive to complete the shoe retraction action. By re-energizing the servo motor without brakes when a manual shoe retraction command is received or the limit switch trigger signal disappears due to the shoe sliding out of the contact rail end, the boom is promptly restored from a free-following state to an actively controllable state, ensuring smooth execution of the shoe retraction action and achieving a seamless transition between passive follow-up during the current collection phase and active control during the shoe retraction phase.

[0013] Further, in step S4, during the period when the boom is in a free-moving state, the extension range signal of the boom is acquired. When the extension range signal indicates that the boom extends beyond a preset range, a power-on control signal is output to re-energize the servo motor without brake, and a retraction control signal is output to retract the boom.

[0014] After a power outage, the boom is in a free-moving state. If the vehicle trajectory deviates too much and the boom extension reaches its mechanical limit, without timely intervention, the boom will be rigidly pulled against the contact rail, damaging the contact rail and current collector. By monitoring the boom extension range during free movement, and restoring active drive once it exceeds the preset range, a safety boundary is defined for passive servoing. When the deviation exceeds the boom's compensable range, the equipment is actively retracted to avoid structural damage caused by mechanical limit pulling, ensuring equipment safety during free servoing.

[0015] Furthermore, when the power receiving shoe head disengages from the contact rail, an extreme position switch trigger signal is acquired, and a recovery control signal is output based on the extreme position switch trigger signal to recover the boom.

[0016] If the current collector shoe detaches from the contact rail, relying on the driver to manually retract it is not only slow but may also cause the boom to pull on the contact rail due to delayed retraction. By acquiring the limit position switch trigger signal upon derailment and automatically outputting the retraction control signal, the current collector can automatically retract without manual intervention, achieving fail-safe protection and improving equipment safety under derailment conditions.

[0017] Furthermore, after the power receiving shoe detaches from the contact rail, it drives the arm to generate a mechanical interlocking movement under its own gravity. The mechanical interlocking movement triggers the limit position switch and generates the limit position switch trigger signal.

[0018] This invention does not rely on independent derailment detection devices. Instead, it utilizes the mechanical interlocking motion generated by the boom under its own gravity after the energized shoe head detaches from the contact rail and loses support to trigger the limit position switch. As long as the energized shoe head derails, the interlocking motion caused by gravity will trigger the switch to generate a trigger signal, so that the derailment trigger is not affected by whether the electrical detection is normal, making the derailment detection and recovery trigger more reliable.

[0019] Furthermore, after obtaining the limit position switch trigger signal, the recovery control signal is immediately output, and at the same time, the power-on control signal is output to re-energize the non-brake servo motor to drive the arm to fold. The arm angle signal is obtained, and when the arm angle signal indicates that the arm angle has returned to the initial target angle, it is determined that the recovery is in place.

[0020] Derailment recovery involves multiple stages, including recovery initiation, boom folding, and positioning confirmation. Unclear timing can easily lead to untimely recovery, incomplete folding, or inability to determine whether recovery has been completed. By immediately initiating recovery after the limit position switch is triggered, and simultaneously re-energizing the non-brake servo motor to drive the boom folding, and using the angle sensor to detect the boom's angle returning to the initial target angle as the criterion for successful recovery, recovery initiation is timely, folding action is controllable, and positioning status can be objectively confirmed, avoiding delayed or incomplete recovery.

[0021] Furthermore, in step S5, when the shoe-rail coupling voltage signal is within a preset voltage range, a signal is output to switch to the external current-driven mode; when the shoe-rail coupling voltage signal is not within the preset voltage range, a signal is output to switch to the diesel-electric drive mode or the pure battery drive mode.

[0022] Dump trucks rely on external power supply for propulsion within the designated power supply zone. If they leave the zone or the power receiving shoe fails to make effective contact and loses power, they will lose power if the power supply is not switched in time. Conversely, when current collection is normal, external power supply needs to be switched back promptly to meet the high power demands of heavy-load climbing. By using the shoe-rail coupling voltage within a preset range as a criterion, the system switches to external current collection drive mode when current collection is normal, and switches to diesel-electric drive mode or pure battery drive mode when current collection is not within the preset range. This allows the vehicle's power to automatically switch according to the current collection status, satisfying the high power current collection requirements for heavy-load climbing while ensuring uninterrupted power supply during power loss.

[0023] As an inventive concept, the present invention also provides a side current collection system for a mine car, the system comprising a detection component, a power receiving shoe, a boom, and a control component; the detection component includes an image recognition sensor, a limit switch sensor, an angle sensor, and an extreme position switch, used to collect contact rail identification signals, limit switch trigger signals, boom angle signals, and extreme position switch trigger signals and send them to the control component; the boom includes a brakeless servo motor and a drive cylinder, the brakeless servo motor and drive cylinder being used to drive the boom movement; the control component receives the signals collected by the detection component and outputs control signals to the brakeless servo motor and drive cylinder, the control component comprising: The proximity detection module is used to acquire the contact rail identification signal and output a first drive signal based on the contact rail identification signal to drive the power receiving shoe head to move towards the contact rail. The trigger positioning module is used to acquire the limit switch trigger signal and output a second drive signal according to the limit switch trigger signal to drive the power receiving shoe head to sit on the contact rail; The track entry determination module is used to acquire the shoe-rail coupling voltage signal, and determine that the track entry is successful when the limit switch trigger signal is valid and the shoe-rail coupling voltage signal is within a preset voltage range; The power-off decoupling module is used to output a power-off control signal when the rail entry is determined to be successful, so as to de-energize the non-brake servo motor of the drive boom. The power linkage switching module is used to output a power mode switching signal based on the shoe rail coupling voltage signal.

[0024] The control components of this embodiment are divided into five modules according to the control flow: proximity recognition, landing trigger, rail entry determination, power-off decoupling, and power linkage switching. Each module has a clear responsibility and a well-defined interface. The detection component is responsible for signal acquisition, the control component is responsible for signal processing and control output, and the brakeless servo motor and drive cylinder are responsible for execution. The signal acquisition and control output paths are clear, and automatic rail entry, stable current collection, and power linkage can be completed without relying on complex real-time active closed-loop control. The structure is simple and easy to implement in the vehicle controller or current collector drive control device.

[0025] In an optional embodiment, the control component further includes a derailment recovery module, configured to acquire an extreme position switch trigger signal when the power receiving shoe head detaches from the contact rail, and output a recovery control signal based on the extreme position switch trigger signal to recover the boom.

[0026] Furthermore, the boom includes a forearm, and the power receiving shoe is mounted on the forearm via a universal ball joint and a deflection spring assembly, and is capable of deflecting relative to the forearm within an angle range of ±5°.

[0027] A small angular deviation inevitably exists between the receiving shoe head and the power supply rail when entering the rail. Through the universal ball joint and the deflection spring assembly, the receiving shoe head can adaptively deflect within ±5° relative to the forearm. This allows the guide structure to smoothly engage with the guide rail, improves the success rate of rail entry, and ensures that the positive and negative contact sliders are evenly attached to the conductive rail, avoiding uneven wear and reducing contact resistance. At the same time, mechanical decoupling further isolates the arm posture disturbance and maintains stable current collection.

[0028] Compared with the prior art, the present invention has the following beneficial effects: 1. After successful rail insertion, this invention actively de-energizes the non-brake servo motor and mechanically decouples the boom into a free joint. The energized shoe head maintains contact by self-locking under its own gravity. The boom passively follows the road surface bumps and trajectory deviations, and can adaptively adjust within the range of 1000~3000mm in the lateral direction and ±350mm in the vertical direction. There are no bandwidth limitations and response lags of active control. It fundamentally overcomes the problems of contact pressure fluctuation, easy instantaneous disengagement and arcing caused by active control under high-frequency bumps, and ensures that the energized shoe head always remains stably on the contact rail.

[0029] 2. This invention achieves automatic rail entry through a two-stage triggering system, which combines image recognition for coarse positioning with precise confirmation of physical contact via limit switches. It also uses a dual-condition system of limit switch trigger signal and shoe-rail coupling voltage signal to determine successful rail entry. Mechanical and electrical contacts are mutually verified, resulting in accurate rail entry and a high degree of automation. If rail entry fails, it can automatically retry and will withdraw the alarm after multiple failures, resulting in a high success rate for rail entry.

[0030] 3. This invention utilizes gravity mechanical interlocking to trigger limit position switches after derailment, which can safely trigger automatic recovery without the need for a separate derailment detection sensor. It also achieves precise recovery by combining power restoration folding and angle positioning judgment. At the same time, it switches between internal and external power modes based on the shoe-rail coupling voltage to ensure uninterrupted power throughout the process. Attached Figure Description

[0031] Figure 1 This is a schematic diagram of the mine car side flow receiving system provided in an embodiment of the present invention; Figure 2 A schematic diagram of the side contact power supply rail provided in an embodiment of the present invention; Figure 3 A schematic diagram of the side power supply contact rail expansion joint provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the side current receiver in a folded state and an unfolded state according to an embodiment of the present invention, wherein (a) is the folded state and (b) is the unfolded state; Figure 5 This is a schematic diagram of the external structure of the clamp-type power receiving shoe provided in an embodiment of the present invention; Figure 6This is a cross-sectional schematic diagram of the internal structure of the clamp-type power receiving shoe provided in an embodiment of the present invention; Figure 7 This is a schematic diagram of the connecting rod principle of the power receiving shoe head connection assembly provided in an embodiment of the present invention; Figure 8 This is an enlarged schematic diagram of the triangular connector structure provided in an embodiment of the present invention; Figure 9 This is a schematic diagram of the locked state structure of the power receiving boot head provided in an embodiment of the present invention; Figure 10 This is a schematic diagram of the process of introducing the power receiving shoe head into the rail according to an embodiment of the present invention, wherein (a) is before introduction and (b) is after introduction.

[0032] The meanings of the reference numerals in the attached figures are as follows: 1. Side current collector; 2. Side contact power supply rail (contact rail), 21. Positive rail, 22. Negative rail, 23. Guide rail; 3. Mining dump trucks; 11. Column; 12. Spiral pile; 13. Insulating support; 14. Expansion joint; 141. Connecting plate; 142. Nylon gasket; 143. Jumper wire; 144. Expansion joint; 31. Mounting base; 32. Rear boom; 33. Middle boom; 34. Forearm; 35. Rear boom drive cylinder; 36. Middle boom servo motor without brake; 37. Forearm servo motor without brake; 40. Clamp-type power receiving shoe; 51. Universal ball joint connector; 52. Deflection spring assembly; 53. Guide slide plate; 55. Guide roller; 100. Moving part; 200. Connecting assembly; 201. Connecting mechanism; 210. First connecting part; 220. Triangular connecting part; 221. First end; 222. Second end; 223. Third end; 224. First side; 225. Second side; 226. Third side; 230. Second connecting part; 240. Third connecting part; 300. First sliding part; 400. Second sliding part; 500. Guide part; 600. Limiting part; 700. Elastic part; 81. Image recognition sensor; 82. Limit switch sensor; 83. Angle sensor; 84. Limit position switch; 85. Control component. Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, 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.

[0034] Example 1 This embodiment introduces a side current collection control method for a mining car. Automatic rail entry is achieved through a two-stage triggering system using a contact rail identification signal and a limit switch trigger signal. Successful rail entry is determined by a dual condition: the limit switch trigger signal and the shoe-rail coupling voltage signal. Upon successful rail entry, the non-brake servo motor of the drive boom is de-energized, and the boom is mechanically decoupled into a freely movable joint. The energized shoe head self-locks stably against the contact rail by its own gravity, passively following road bumps and vehicle trajectory deviations. Simultaneously, it achieves automatic derailment recovery and coordinated switching of the vehicle's power mode. This method is particularly suitable for dynamic and stable current collection scenarios in open-pit mines with complex conditions such as winding mountain roads, bumpy surfaces, and random trajectories. The control method in this embodiment relies on the actuators and detection devices of the side current collection system. The hardware composition of the side current collection system in this embodiment will be described first with reference to the accompanying drawings, followed by a detailed explanation of the specific steps of the control method.

[0035] (I) Hardware composition of the side current collection system The hardware components of the side current collection system used in this embodiment's control method are as follows: Figure 1 As shown, it mainly consists of three parts: a side contact power supply rail (2), a side current collector (1), and a control component. Power transmission is achieved through dynamic contact between the side current collector and the side-arranged power supply rail. The current collector maintains stable contact pressure with an elastic mechanism. After rectification and voltage stabilization, the power is directly supplied to the mining truck drive system, realizing dynamic and stable power supply to the mining dump truck (3). The specific structure is as follows: 1. Side contact power supply rail like Figure 2 As shown, the side contact power supply rail of this embodiment adopts the design of "spiral pile (12) + column (11) + modular contact rail". The spiral pile serves as the foundation, and the column is connected by flange and bolt. The column span is set at 6000mm. The contact rail is arranged along any side of the main road. The single module span is 6000mm. There is no system tension. The disassembly and assembly of a single span does not affect the overall structure and is suitable for dynamic adjustment of the mining face.

[0036] The entire contact rail is designed and arranged according to the minimum spatial dimension of a "delta" shaped structure, with a square steel guide rail (23) arranged in the middle of the top part, and positive and negative contact conductive rails symmetrically arranged on both sides of the contact rail. The positive and negative contact conductive rails are fixedly mounted on the insulating support (13) via clamps. The contact conductive rail adopts a steel-aluminum composite busbar, with the outer layer being stainless steel (wear-resistant, suitable for long-term sliding contact) and the inner layer being aluminum alloy (high conductivity, strong plasticity, pre-bendable to adapt to curved lines, with a minimum bending radius of 15m).

[0037] Preferably, the above-mentioned delta-shaped contact rail comprises a positive rail (21), a negative rail (22) and a guide rail. The positive rail and the negative rail are located on the same horizontal plane, the height of the guide rail in the vertical direction is greater than the heights of the positive rail and the negative rail, and the horizontal distances between the guide rail and the positive rail as well as the negative rail are the same, so that the guide rail and the positive and negative conductive rails are integrated in the minimum space.

[0038] Each of the guide rail and the conductive rail is taken as a module assembly with a span of 6000mm, and extended by a splicing installation method, such as Figure 3 shown in the figure, an expansion joint (14) with an expansion gap (144) is used at the joint of two conductive rails of the same polarity. The joint is clamped in the two conductive rails by a connecting plate (141) and fixed by bolts. A nylon gasket (142) is added in the joint to reduce the sliding friction force, avoid rail deformation or poor contact caused by thermal expansion and cold contraction. Meanwhile, a jumper wire (143) is arranged between the two conductive rails of the same polarity to ensure power transmission.

[0039] When installing the power supply rails, screw piles are embedded at an interval of 6000mm. After the upright columns are flanged and connected with the screw piles, the perpendicularity is corrected (deviation ≤1°); insulators and clamps are installed to fix the positive and negative conductive rails, expansion joints are installed at the joints, and the expansion gaps are adjusted to the designed value of 5~10mm; finally, the guide rail is installed to ensure that the parallelism deviation with the current-receiving rail is ≤5mm.

[0040] 2. Side current collector As Figure 4 shown in the figure, where (a) is the folded state and (b) is the unfolded state, the current collector is fixedly mounted on the front frame of the cab of the mining dump truck through the mounting base (31) (dual fixation by welding and bolts); the current collector mainly includes a multi-degree-of-freedom arm mechanism and a clamp-type current-receiving shoe head (40), and is driven and controlled by a drive control device unit.

[0041] The multi-degree-of-freedom boom mechanism is composed of the receiver front arm (34), the front arm rotary drive motor group, the receiver middle arm (33), the middle arm rotary drive motor group, the receiver rear arm (32), and the receiver rear arm drive cylinder (35) connected in sequence. The front arm, middle arm, and rear arm are controlled independently. The rear arm drive cylinder extends and retracts, causing the rear arm rod to swing rapidly down around the fixed fulcrum of the mounting base, so that the receiver changes from a folded state to an unfolded state. The front arm and middle arm rotary drive motor groups control the front arm and middle arm to swing around the connecting fulcrum within a certain angle range.

[0042] The front and middle arm rotary drive motor sets are each composed of two sets of brakeless servo motors, namely, the brakeless servo motor (36) of the middle arm and the brakeless servo motor (37) of the front arm are arranged symmetrically. When the rotary drive motor is in the non-powered mode, the brakeless servo motor has no braking force on the arm, which is equivalent to a freely movable joint, realizing mechanical decoupling (power-off mechanical decoupling can only be performed after the current receiver shoe head contacts the rail). At this time, the front arm and middle arm can swing freely within a certain angle range, and the arm can move within a working range of 1000~3000mm in the horizontal direction and ±350mm in the vertical direction. It can adapt to the deviation of the vehicle trajectory within the range of 1000~3000mm and the road surface bumps. It should be noted that if a servo motor with a brake is used, its output shaft will be locked by the brake after power is cut off, and the arm cannot move freely. Therefore, this embodiment must use a brakeless servo motor, which is the hardware prerequisite for realizing power-off mechanical decoupling.

[0043] like Figure 5 As shown, the clamp-type power receiving shoe head is connected to the forearm through a universal ball joint joint (51) and a deflection spring assembly (52), which can enable the power receiving shoe head to deflect within ±5° angle to adapt to the guide rail method when there is a deviation angle between the power receiving shoe head and the power supply rail.

[0044] The power receiving shoe is designed with a flared guide structure and is equipped with left and right guide slides (53). The guide slides are equipped with limit switch sensors (82). When either guide slide touches the guide rail, the guide slide moves around the mounting fulcrum, triggering the limit switch sensor. The corresponding trigger signal is connected to the current collector drive control unit through a hard wire. This signal is used as the program control rail entry input signal. At the same time, the power receiving shoe is equipped with an image recognition sensor (industrial camera) to identify the contact rail during the rapid rail entry stage. This image recognition signal is also used as the program control rail entry input signal.

[0045] Preferably, such as Figure 6As shown, the clamp-type power receiving shoe adopts a gravity self-locking current collector structure, which includes a movable part (100), a connecting assembly (200), a first sliding part (300), a second sliding part (400), and a guide part (500). The movable part is connected to the first sliding part, the second sliding part, and the guide part through the connecting assembly. The movable part, the connecting assembly, and the guide part are all axisymmetric structures. The first sliding part and the second sliding part are symmetrically distributed on both sides of the guide part and respectively form a positive contact slider and a negative contact slider. The positive and negative contact sliders are electrically isolated by an insulating plate to avoid short circuits. The connecting assembly includes two connecting mechanisms (201) symmetrically distributed at the left and right ends of the movable part. The linkage principle of the connecting mechanism is as follows: Figure 7 As shown, the connecting mechanism includes: The first connecting member (210) is rotatably connected at one end to the movable member; The triangular connector (220) has its first end (221) rotatably connected to the other end of the first connector; The second connector (230) is rotatably connected at one end to the second end (222) of the triangular connector, and rotatably connected at the other end to the first or second sliding member; The third connector (240) is rotatably connected at one end to the third end (223) of the triangular connector and at the other end to the guide.

[0046] The clamp-type power receiving shoe in this embodiment has two working states: locked and open. When the power receiving shoe is installed on the contact rail without external force, it can enter the locked state by its own weight. At the same time, by changing the position of the movable part in the vertical direction, the power receiving shoe can switch between the locked and open states.

[0047] When the receiving shoe head is in the locked state, the first sliding member is in contact with the positive rail (21) of the contact rail (2), the second sliding member is in contact with the negative rail (22) of the contact rail, and the guide member is in contact with the guide rail (23) of the contact rail; when the receiving shoe head is in the open state, the first sliding member is disengaged from the positive rail, the second sliding member is disengaged from the negative rail, and the guide member is disengaged from the guide rail.

[0048] When the receiving shoe head is suspended in the air without being pressed against the contact rail, the first and second sliding members are in the open state to facilitate the guide rail; when the receiving shoe head is pressed against the contact rail, under the action of the connecting component, the first and second sliding members press against the positive and negative rails and achieve self-locking. The self-locking function is to convert the downward gravity of the receiving shoe head itself into the pressure of the first and second sliding members pressing the positive and negative rails laterally.

[0049] Therefore, when the power receiving shoe head is pressed against the contact rail, the clamping effect of the first and second sliding parts will not decrease significantly when subjected to vertical and lateral forces, and will still maintain good contact with the positive and negative rails, thus achieving reliable current collection with the contact rail under bumpy road conditions and complex turning conditions.

[0050] Specifically, such as Figure 8 As shown, when the power receiving shoe is in the locked state, the first sliding member and the second sliding member are approximately parallel. When in the open state, the first sliding member and the second sliding member have an angle within a preset range. The triangular connector includes a first side (224), a second side (225), and a third side (226) that are connected to each other. The connection point between the first side and the third side is the first end, the connection point between the first side and the second side is the second end, and the connection point between the second side and the third side is the third end. Approximately parallel means that the angle between the first sliding member and the second sliding member is within the range of 0°±2.5°. An angle within the preset range means that the angle between the two is within the range of 10° to 25°.

[0051] When the movable part is lifted upward, other components in the power receiving shoe head move downward relative to each other under the action of gravity. In particular, the guide part is heavier and moves downward significantly, driving the two third connecting parts to move the first sliding part and the second sliding part to a preset angle. At the same time, the distance between the first sliding part and the second sliding part increases, causing the first sliding part and the second sliding part to be in an open posture.

[0052] In an alternative embodiment, such as Figure 9 As shown, two limiting members (600) are also provided between the movable part and the guide part. The two limiting members are symmetrically distributed at the front and rear ends of the movable part and the guide part. The limiting members are foldable structures. When the power receiving shoe head is in the locked state, the movable part and the guide part are closest to each other and the limiting members are in the folded state. When it is in the open state, the movable part and the guide part are farthest apart and the limiting members are in the unfolded state. The limiting members and the connecting components work together to restrict the first sliding part, the second sliding part and the guide part from moving only in the vertical plane when switching from the locked state to the open state, without producing displacement in the front and rear directions, thus improving the stability of the power receiving shoe head state switching.

[0053] In an optional embodiment, an elastic element (700), i.e., a leaf spring, is provided between the second side (225) of the triangular connector and the second connector. When the power receiving shoe is in the locked state, the guide is pressed against the guide rail, restricting the guide from moving further downward, while other components continue to move downward under their own weight. The third end of the triangular connector is pulled by the third connector, the distance between the second side and the second connector increases, the elastic element is in a stretched state, and drives the second connector to drive the first sliding element and the second sliding element to press the positive and negative rails. When in the open state, the movable part moves upward and the guide continues to move downward under its own weight. The third end is pushed by the third connector, the distance between the second side and the second connector decreases, the elastic element is in a compressed state, and drives the first sliding element and the second sliding element away from the positive and negative rails.

[0054] The contact force is adjusted and maintained by an elastic element, namely a leaf spring, to ensure that the contact force between the positive and negative contact sliders and the conductive rail is between 120N and 180N.

[0055] In addition, the boot toe is equipped with a guide roller (55) for limiting. Rollers can be set on the contact surface between the guide member and the guide rail, as well as the contact surface between the sliding member and the conductive rail, so that the relative motion is rolling to reduce friction and ensure that the power receiving boot toe slides stably on the contact rail.

[0056] The single-pole slider adopts a multi-slider design. The initial design is two sets of sliders, which can be expanded into three or four slider sets according to the current carrying capacity requirements. The slider material is powder metallurgy copper or carbon fiber multi-slider, which has both high current carrying capacity and wear resistance, and meets the long-term high load current carrying capacity requirements.

[0057] When the current collector's receiving shoe head falls onto the contact rail and clamps into contact under its own weight, the rotation drive motors of the current collector's front and middle arms will be de-energized, allowing the front and middle arms to move freely, thus achieving mechanical decoupling. Regardless of the vehicle's vibrations on the bumpy track, the current collector's front and middle arms will swing freely with the vibrations, while the receiving shoe head remains unaffected by the vibrations and remains stably held on the contact rail by its own gravity.

[0058] When not receiving power, the current collector can be folded to the side of the vehicle body, below the vehicle height, so as not to affect the driver's vision or the passage of vehicles.

[0059] 3. Control components The control component hardware is divided into detection components, control components, and actuators according to the signal flow direction. The detection components include an image recognition sensor (industrial camera) installed on the power receiving shoe head, a limit switch sensor and an angle sensor (83) installed on the guide slide, and an extreme position switch (84) installed in the drive cylinder, used to collect contact rail recognition signals, limit switch trigger signals, boom angle signals, and extreme position switch trigger signals; the control component (85) includes a main controller in the driver's cab and a current collector drive control unit. The main controller and the current collector drive control unit communicate via a CAN bus. The current collector drive control unit receives the angle sensor signal, image recognition shoe rail position relationship signal (Ethernet transmission), limit switch signal, and extreme position switch trigger signal (connected via hard wire) collected by the detection components, monitors the current collection status in real time, and outputs control signals to the rear boom drive cylinder and the middle boom / forearm rotation drive motor set, which are the actuators. Among them, the limit switch trigger signals and extreme position switch trigger signals, which are critical safety signals, are directly connected by hard wires to ensure the real-time performance and reliability of rail entry triggering and derailment recovery triggering; the image recognition signals with large data volumes are transmitted via Ethernet; the vehicle-wide coordinated control uses CAN bus communication, with transmission channels configured according to the differences in signal real-time performance and data volume. The above-mentioned detection components, electric shoe head, multi-degree-of-freedom boom mechanism, as well as the brakeless servo motor, drive cylinder, and control components that serve as actuators, together constitute the execution hardware foundation of this control method.

[0060] (ii) Side flow control method The control method in this embodiment includes four stages: preparation for entry into orbit, power-on into orbit, dynamic adjustment, and disengagement and switching, as detailed below: 1. Preparation for rail entry stage: Before the dump truck travels to the power supply section of the power supply rail, the driver issues an extension shoe command through the main controller. The current collector drive control unit drives the multi-degree-of-freedom boom mechanism, the rear boom lowers to the side, and the front boom and middle boom quickly extend to the side of the contact rail, adjusting the height and lateral position of the current collector head; the image recognition sensor set on the current collector shoe head obtains the contact rail recognition signal, and the control component outputs the first drive signal according to the contact rail recognition signal, switching from rapid approach to micro-adjustment, driving the current collector shoe head to move towards the contact rail.

[0061] When the left and right guide slides of the receiving shoe head touch the guide rail, the guide slide on either side moves around the fulcrum and triggers the limit switch sensor inside. The control component obtains the limit switch trigger signal and outputs a second drive signal based on the limit switch trigger signal, driving the rear arm drive cylinder to quickly descend, so that the receiving shoe head sits on the contact rail. The clamping self-locking mechanism of the receiving shoe head is activated by force, and the positive and negative contact sliders clamp onto the positive and negative conductive rails of the contact rail. This guide rail process is as follows: Figure 10 As shown, (a) is before import and (b) is after import.

[0062] Preferably, a retry mechanism for failed track entry is set: if no limit switch trigger signal is obtained within a preset time (3s) after the second drive signal is output, it is determined as a failed track entry. The control component outputs a lifting control signal to drive the multi-degree-of-freedom boom mechanism to raise the power receiving shoe head to the hovering angle and hover for a preset time (2s). Then, steps S1 and S2 are executed again to re-enter the track. If the number of retries reaches a preset number (3 times) and no limit switch trigger signal is obtained, the power receiving shoe head is automatically retracted and an audible and visual alarm signal is output. The system will not automatically enter the track for this operation and will wait for manual inspection.

[0063] 2. Rail Entry and Power Receiving Stage: After the energized shoe head sits on the contact rail, an electrical circuit is formed. The control component acquires the shoe-rail coupling voltage signal. Successful rail entry is determined only when the limit switch trigger signal is valid (indicating mechanical contact is in place) and the shoe-rail coupling voltage signal is within the preset voltage range (DC 1500V~1800V, indicating normal electrical contact). A valid limit switch alone might indicate accidental contact by a foreign object, and voltage detection alone may have a delay. Both conditions must be met simultaneously to accurately confirm that the energized shoe head has sat down and formed stable electrical contact.

[0064] When the entry into the rail is successful, the control component outputs a power-off control signal to de-energize the non-brake servo motors driving the forearm and middle arm. Since there is no braking force after the non-brake servo motors are de-energized, the forearm and middle arm (i.e., the boom) are in a free-moving state, thus achieving mechanical decoupling.

[0065] The control components switch the vehicle's power mode in conjunction with the shoe-rail coupling voltage detection results. When the shoe-rail coupling voltage signal is within the preset voltage range, the vehicle's power mode switches to the external current drive mode, and the dump truck operates in the external power input mode, which can meet the high power demand when climbing hills with heavy loads (8% gradient), and the speed is increased to 15~20km / h.

[0066] 3. Dynamic Adjustment Phase: Subsequently, if road bumps (vertical ±350mm) or vehicle trajectory deviations (lateral 1000~3000mm) occur during vehicle operation, the boom automatically compensates and swings freely, while the power receiving shoe remains stably on the contact rail due to its own gravity and leaf spring, maintaining stable contact. Simultaneously, an image recognition sensor assists in judging the shoe-rail coupling status and transmits the shoe-rail image to the driver's dashboard in real time.

[0067] It should be noted that the power-off timing is strictly limited to after successful rail insertion. Before rail insertion, the servo motor is kept powered on to actively control alignment, so as to avoid the loss of control of the energized shoe due to power-off before reliable contact.

[0068] Preferably, in the state of mechanical decoupling after power failure, the power restoration condition is set: when a manual shoe retraction command signal is received from the driver's console, or when the energized shoe head slides out of the end of the contact rail and the limit switch trigger signal disappears, the control component outputs a power restoration control signal to re-energize the servo motor without brakes and restore active control.

[0069] Preferably, an automatic over-range retraction protection is provided: During the free-moving state of the boom, the extension range signal of the boom is acquired in real time. This extension range signal is detected by angle sensors inside the forearm and middle arm rotation axes, which detect the rotation angle of the forearm and middle arm rotation axes. The control component calculates the overall extension range of the receiver based on the boom geometry using this rotation angle. When the extension range signal indicates that the boom extends beyond the preset range (e.g., the overall extension exceeds 3000mm), a power-on control signal is first output to re-energize the servo motor without brakes, and then a retraction control signal is output to automatically retract the boom, avoiding damage to the contact rail system due to extreme pulling.

[0070] 4. Disengagement and Switching Phase: In an optional embodiment, when the receiving shoe head disengages from the contact rail, it loses the support of the contact rail and, under its own gravity, straightens the forearm and middle arm, causing the rear arm to continue swinging downwards under gravitational inertia. This causes the rod head of the rear arm drive cylinder to continue extending. When the rear arm swings downwards and the cylinder rod head extends to its limit position, it triggers the limit position switch inside the drive cylinder, thereby generating a limit position switch trigger signal. This process is a purely mechanical interlocking motion, requiring no additional independent derailment detection sensor. Even if the relevant electrical detection fails, the gravity mechanical interlock can still reliably trigger the limit position switch. After the control component receives the limit position switch trigger signal, it immediately outputs a recovery control signal to automatically recover the rear arm and retract the current collector to the side of the vehicle body.

[0071] Preferably, after the limit position switch is triggered, the control component immediately outputs a retraction control signal and a power-on control signal to re-energize the servo motor without brakes, so as to drive the middle arm and forearm to fold to the initial position; and acquires the arm angle signal detected by the angle sensor. When the arm angle signal indicates that the arm angle has returned to the initial target angle, it is determined that the retraction is in place.

[0072] The control unit switches the vehicle's power mode in conjunction with the shoe-rail coupling voltage detection results. When the shoe-rail coupling voltage signal is not within the preset voltage range (including when the vehicle leaves the power supply section or when the power receiving shoe head does not make effective contact and the power supply rail voltage is not detected), it immediately switches to diesel-electric drive mode or pure battery drive mode to complete the entire operation cycle.

[0073] Example 2 Embodiment 2 of the present invention provides a mine car side current collection system corresponding to Embodiment 1 above, to implement the steps of the method in Embodiment 1 above, comprising a detection component, a power receiving shoe, a boom, and a control component; the detection component includes an image recognition sensor, a limit switch sensor, an angle sensor, and an extreme position switch, used to collect contact rail identification signals, limit switch trigger signals, boom angle signals, and extreme position switch trigger signals and send them to the control component; the boom includes a brakeless servo motor and a drive cylinder, the brakeless servo motor and the drive cylinder being used to drive the boom movement; the control component receives the signals collected by the detection component and outputs control signals to the brakeless servo motor and the drive cylinder, the control component comprising: The proximity detection module is used to acquire the contact rail identification signal and output a first drive signal based on the contact rail identification signal to drive the power receiving shoe head to move towards the contact rail. The trigger positioning module is used to acquire the limit switch trigger signal and output a second drive signal according to the limit switch trigger signal to drive the power receiving shoe head to sit on the contact rail; The track entry determination module is used to acquire the shoe-rail coupling voltage signal, and determine that the track entry is successful when the limit switch trigger signal is valid and the shoe-rail coupling voltage signal is within a preset voltage range; The power-off decoupling module is used to output a power-off control signal when the rail entry is determined to be successful, so as to de-energize the non-brake servo motor of the drive boom. The power linkage switching module is used to output a power mode switching signal based on the shoe rail coupling voltage signal.

[0074] In an optional embodiment, the control component further includes a derailment recovery module, configured to acquire an extreme position switch trigger signal when the power receiving shoe head detaches from the contact rail, and output a recovery control signal based on the extreme position switch trigger signal to recover the boom.

[0075] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code. The solutions in the embodiments of this application can be implemented in various computer languages, such as the object-oriented programming language Java and the interpreted scripting language JavaScript.

[0076] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0077] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0078] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0079] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for controlling flow on the side of a mine car, characterized in that, Includes the following steps: S1. Obtain the contact rail identification signal, and output a first driving signal according to the contact rail identification signal to drive the power receiving shoe head to move towards the contact rail; S2. Obtain the limit switch trigger signal, and output a second drive signal according to the limit switch trigger signal to drive the power receiving shoe head to sit on the contact rail; S3. Obtain the shoe rail coupling voltage signal, and determine that the rail insertion is successful when the limit switch trigger signal is valid and the shoe rail coupling voltage signal is within the preset voltage range; S4. When the entry into the rail is successful, output a power-off control signal to de-energize the non-brake servo motor of the drive arm. S5. Output a power mode switching signal based on the shoe rail coupling voltage signal.

2. The method according to claim 1, characterized in that, In step S2, if the limit switch trigger signal is not obtained within a preset time after the second drive signal is output, a lifting control signal is output to raise the power receiving shoe to the hovering angle and hover for a preset time. Then, steps S1 and S2 are executed again. If the limit switch trigger signal is still not obtained after the preset number of retries, the power receiving shoe is retracted and an alarm signal is output.

3. The method according to claim 1, characterized in that, In step S4, after the power-off control signal is output, when a manual shoe retraction command signal is obtained, or when the power receiving shoe head slides out of the end of the contact rail and the limit switch trigger signal disappears, a power-on control signal is output to re-energize the servo motor without brake.

4. The method according to claim 1, characterized in that, In step S4, while the boom is in a free-moving state, the extension range signal of the boom is acquired. When the extension range signal indicates that the boom extends beyond a preset range, a power-on control signal is output to re-energize the servo motor without brakes, and a retraction control signal is output to retract the boom.

5. The method according to claim 1, characterized in that, When the power receiving shoe head disengages from the contact rail, an extreme position switch trigger signal is obtained, and a recovery control signal is output according to the extreme position switch trigger signal to recover the boom.

6. The method according to claim 5, characterized in that, After the power receiving shoe detaches from the contact rail, it drives the boom to generate a mechanical interlocking motion under its own gravity. The mechanical interlocking motion triggers the limit position switch and generates the limit position switch trigger signal.

7. The method according to claim 5, characterized in that, After receiving the limit position switch trigger signal, the recovery control signal is immediately output, and at the same time, the power-on control signal is output to re-energize the non-brake servo motor to drive the boom to fold. The boom angle signal is obtained, and when the boom angle signal indicates that the boom angle has returned to the initial target angle, it is determined that the recovery is in place.

8. The method according to claim 1, characterized in that, In step S5, when the shoe-rail coupling voltage signal is within a preset voltage range, a signal is output to switch to the external current-driven mode; when the shoe-rail coupling voltage signal is not within the preset voltage range, a signal is output to switch to the diesel-electric drive mode or the pure battery drive mode.

9. A side flow receiving system for a mining car, characterized in that, The system includes a detection component, a power receiving shoe, an arm, and a control component. The detection component includes an image recognition sensor, a limit switch sensor, an angle sensor, and an extreme position switch, used to collect contact rail recognition signals, limit switch trigger signals, arm angle signals, and extreme position switch trigger signals and send them to the control component. The arm includes a servo motor without a brake and a drive cylinder, which are used to drive the arm's movement. The control component receives signals collected by the detection component and outputs control signals to the brakeless servo motor and the drive cylinder. The control component includes: The proximity detection module is used to acquire the contact rail identification signal and output a first drive signal based on the contact rail identification signal to drive the power receiving shoe head to move towards the contact rail. The trigger positioning module is used to acquire the limit switch trigger signal and output a second drive signal according to the limit switch trigger signal to drive the power receiving shoe head to sit on the contact rail; The track entry determination module is used to acquire the shoe-rail coupling voltage signal, and determine that the track entry is successful when the limit switch trigger signal is valid and the shoe-rail coupling voltage signal is within a preset voltage range; The power-off decoupling module is used to output a power-off control signal when the rail entry is determined to be successful, so as to de-energize the non-brake servo motor of the drive boom. The power linkage switching module is used to output a power mode switching signal based on the shoe rail coupling voltage signal.

10. The mine car side flow receiving system according to claim 9, characterized in that, The boom includes a forearm, and the power receiving shoe is mounted on the forearm via a universal ball joint and a deflection spring assembly, and can deflect relative to the forearm within an angle range of ±5°.

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