Double-hoist synchronous traction control system for air film type mobile heat preservation factory building

Abstract

The application relates to the technical field of automatic control, in particular to a double-winch synchronous traction control system of a gas film type mobile heat preservation plant house, which is used for obtaining a left cumulative rope length, a right cumulative rope length, a left working oil pressure, a right working oil pressure, a left normal load, a right normal load and a foundation roll angle of a current control period; determining a torsional pendulum decoupling feature of the current control period according to the left cumulative rope length and the right cumulative rope length; determining an occupation imbalance feature of the current control period according to the left working oil pressure, the right working oil pressure, the left normal load and the right normal load; determining a near instability serial weight of the current control period according to the torsional pendulum decoupling feature and the foundation roll angle of the current control period; and determining a double-winch synchronous traction instruction according to the torsional pendulum decoupling feature, the occupation imbalance feature and the near instability serial weight of the current control period. The system can improve the synchronous control effect of double-winch synchronous traction.

Description

Technical Field

[0001] This application relates to the field of automatic control technology, specifically to a dual-winch synchronous traction control system for an air-supported membrane mobile insulated factory. Background Technology

[0002] Air-supported membrane mobile insulated workshops are mobile workshop facilities that use air-ribbed membrane structures as the main enclosed insulation body. The membrane material has a low heat transfer coefficient, and when combined with an air conditioning system, it can maintain a constant temperature environment inside the workshop, meeting the storage and operation requirements of precision equipment such as rockets under temperature control conditions. Compared to traditional fixed insulated workshops, air-supported membrane structures are lightweight and can be quickly deployed and retracted. Therefore, this type of workshop can be used not only in land-based scenarios but also installed on ship platforms as a marine launch support facility within marine engineering equipment systems, adapting to the usage requirements of applications such as sea launches.

[0003] To achieve the overall movement of the factory building, the air-supported membrane structure of this type of factory building is usually fixed to a modular railcar with left and right sides symmetrically arranged using components such as angle steel. The front and rear outer frames connect the left and right sides into a whole. Cable seats are set at the end of the rails to fix the cables. The factory building is pulled to move along the double rails by the left and right winches to wind up the cables. The left and right winches are marine traction winches, belonging to marine auxiliary traction equipment in marine engineering equipment. Whether the factory building can move smoothly depends on the synchronicity of the traction process of the left and right winches. Therefore, the synchronous traction control of the double winches is a key link in the movement process of this type of factory building.

[0004] In related technologies, synchronous control of dual winches generally uses an encoder to detect the angle difference between the two winches as feedback, and a PID controller is used to compensate for the deviation, so as to reduce the angle difference reading between the two winches and make the rope winding speed on both sides tend to be similar.

[0005] However, the left and right sides of the air-supported membrane mobile insulated factory are connected by an outer frame, and the load-bearing and traction conditions on the left and right sides are usually not symmetrical. Coordinating the two sides based solely on the angle difference between the left and right sides is difficult to accurately reflect the actual traction status of each side. As a result, the synchronous control effect is poor when the dual winches are used for synchronous traction in the air-supported membrane mobile insulated factory. Summary of the Invention

[0006] To address the technical problem in related technologies where coordination between the two sides is based solely on the angle difference between the left and right sides, resulting in poor synchronous control when applied to the synchronous traction of dual winches in air-supported membrane mobile insulated workshops, this application aims to provide a synchronous traction control system for dual winches in air-supported membrane mobile insulated workshops. The specific technical solution adopted is as follows: This application provides a dual-winch synchronous traction control system for an air-supported membrane mobile insulated factory, including a data acquisition module, a decoupling characteristic determination module, an imbalance characteristic determination module, a weight determination module, and an instruction synthesis module: The data acquisition module is used to acquire the left cumulative rope length, right cumulative rope length, left working hydraulic pressure, right working hydraulic pressure, left normal load, right normal load, and foundation tilt angle for the current control cycle; the decoupling characteristic determination module is used to determine the torsional decoupling characteristic of the current control cycle based on the left and right cumulative rope lengths, which characterizes the degree of stroke imbalance between the left and right winches; the imbalance characteristic determination module is used to... Based on the left working hydraulic pressure, right working hydraulic pressure, left normal load, and right normal load, the occupancy imbalance characteristics of the current control cycle are determined. These occupancy imbalance characteristics characterize the degree of occupancy imbalance between the traction and load of the left and right winches. The weight determination module is used to determine the near-instability serial weight of the current control cycle based on the torsional decoupling characteristics and the foundation tilt angle. The command synthesis module is used to determine the dual-winch synchronous traction command based on the torsional decoupling characteristics, occupancy imbalance characteristics, and near-instability serial weight of the current control cycle. This dual-winch synchronous traction command includes a left velocity component and a right velocity component, which are used to control the rope winding speed of the left and right winches, respectively.

[0007] Optionally, the above-mentioned decoupling feature determination module is specifically used to: determine the difference between the left cumulative rope length and the right cumulative rope length as the stroke deviation; and determine the ratio between the stroke deviation and the distance between the center lines of the left and right tracks as the torsional decoupling feature of the current control cycle.

[0008] Optionally, the aforementioned imbalance characteristic determination module is specifically used to: determine the left traction occupancy characteristic based on the left working hydraulic pressure and the left normal load, the left traction occupancy characteristic being used to characterize the degree of occupancy of the left traction relative to the left load; determine the right traction occupancy characteristic based on the right working hydraulic pressure and the right normal load, the right traction occupancy characteristic being used to characterize the degree of occupancy of the right traction relative to the right load; and determine the occupancy imbalance characteristic based on the difference between the left traction occupancy characteristic and the right traction occupancy characteristic.

[0009] Optionally, the aforementioned imbalance feature determination module is further specifically used to: determine the difference between the left traction occupancy feature and the right traction occupancy feature as the occupancy deviation; determine the sum of the left traction occupancy feature and the right traction occupancy feature as the total occupancy; and determine the ratio between the occupancy deviation and the total occupancy as the occupancy imbalance feature.

[0010] Optionally, the aforementioned weight determination module is specifically used to: determine the torsion risk factor based on the absolute value of the torsion decoupling characteristic of the current control cycle; determine the roll risk factor based on the absolute value of the sine of the base roll angle; and determine the product between the torsion risk factor and the roll risk factor as the near-instability serial weight.

[0011] Optionally, the above-mentioned instruction synthesis module includes a target speed determination submodule, a correction amount determination submodule, a redistribution amount determination submodule, and an instruction generation submodule. The target speed determination submodule is used to correct the base travel speed based on the absolute value of the torsional decoupling characteristic of the current control cycle to obtain a common target travel speed for the left and right winches. The correction amount determination submodule is used to determine the synchronous correction amount by multiplying the torsional decoupling characteristic of the current control cycle with a preset gain coefficient. The redistribution amount determination submodule is used to determine the load redistribution amount based on the target travel speed, the occupancy imbalance characteristic, and the near-instability serial weight. The instruction generation submodule is used to determine the synchronous traction instruction for both winches based on the target travel speed, the synchronous correction amount, and the load redistribution amount.

[0012] Optionally, the target speed determination submodule is specifically used for: obtaining the torsional decoupling characteristics of the previous control cycle; determining the torsional divergence speed based on the torsional decoupling characteristics of the current control cycle and the torsional decoupling characteristics of the previous control cycle; determining the rhythm contraction amount based on the absolute value of the torsional decoupling characteristics of the current control cycle and the absolute value of the torsional divergence speed; and subtracting the rhythm contraction amount from the base walking speed to obtain the target walking speed.

[0013] Optionally, the aforementioned target velocity determination submodule is further specifically used to: determine the torsion divergence velocity based on the difference between the torsion decoupling features of the current control cycle and the torsion decoupling features of the previous control cycle, and the length of the control cycle, when the torsion decoupling features of the current control cycle and the torsion decoupling features of the previous control cycle have the same sign; and set the torsion divergence velocity to zero when the torsion decoupling features of the current control cycle and the torsion decoupling features of the previous control cycle have opposite signs.

[0014] Optionally, the above-mentioned instruction generation submodule is specifically used to: subtract the synchronous correction amount from the target walking speed and then subtract the load redistribution amount to obtain the left speed component; determine the sum of the target walking speed, the synchronous correction amount, and the load redistribution amount as the right speed component; and generate the dual-winch synchronous traction instruction based on the left speed component and the right speed component.

[0015] Optionally, the above-mentioned instruction synthesis module is further configured to: generate a dual-winch synchronous stop instruction when the absolute value of the torsional decoupling characteristic is greater than the stroke imbalance threshold, the dual-winch synchronous stop instruction being used to control the left and right winches to stop winding ropes simultaneously.

[0016] This application has the following beneficial effects: By first acquiring the cumulative rope length on both sides, the working hydraulic pressure on both sides, the normal load on both sides, and the heel angle of the foundation, the torsional decoupling feature representing the degree of stroke imbalance is determined by the cumulative rope length on both sides, and the occupancy imbalance feature representing the degree of occupancy imbalance is determined by the working hydraulic pressure on both sides and the normal load on both sides. The two types of imbalances with different physical mechanisms, stroke imbalance and occupancy imbalance, are processed in two independent paths, avoiding the conflicting correction directions and mutual cancellation of adjustment effects when they are mixed in the same adjustment channel. Furthermore, the near-instability serial weight is determined by the torsional decoupling feature and the heel angle of the foundation, so that the slippage risk aggravated by torsional decoupling and heeling can be transmitted unidirectionally to the anti-slip path. Finally, the three types of information are used to jointly determine the synchronous traction command of the dual winches and control the rope speed of the left and right winches respectively. This allows the plant to correct the left and right stroke imbalance during the traction and translation process, and automatically strengthen the slippage suppression according to the risk level. The overall synchronous control effect of the dual winch synchronous traction is improved, providing a reliable synchronous traction control guarantee for the smooth transfer of the air-supported membrane mobile insulated plant under the condition of hull swaying. Attached Figure Description

[0017] Figure 1 A dual-winch synchronous traction control system for an air-supported membrane mobile insulated factory building is provided in one embodiment of this application; Figure 2 This is a structural diagram of an instruction synthesis module provided in one embodiment of this application. Detailed Implementation

[0018] The following description, in conjunction with the accompanying drawings, details the specific scheme of the dual-winch synchronous traction control system for an air-supported membrane mobile insulated factory building provided in this application.

[0019] Please see Figure 1 The diagram shows a structural diagram of a dual-winch synchronous traction control system for an air-supported membrane mobile insulated factory, according to an embodiment of this application.

[0020] like Figure 1 As shown, the dual-winch synchronous traction control system 10 of the air-supported membrane mobile insulated factory building includes a data acquisition module 101, a decoupling feature determination module 102, an imbalance feature determination module 103, a weight determination module 104, and an instruction synthesis module 105.

[0021] The dual-winch synchronous traction control system 10 for air-supported mobile insulated workshops provided in this application embodiment is applied to the control scenario of marine traction winch equipment in the marine engineering equipment industry. It can be deployed on air-supported mobile insulated workshops (hereinafter referred to as workshops) and includes a left encoder, a right encoder, a left oil pressure sensor, a right oil pressure sensor, a left wheel weight sensor, a right wheel weight sensor, a foundation tilt sensor, a left proportional valve, a right proportional valve, a left winch, a right winch, a pump station, and a synchronous traction controller.

[0022] The factory building comprises an air-supported membrane structure, left and right railcars, front and rear outer frames, double rails, and cable seats. The air-supported membrane structure is an air-ribbed membrane structure, with air filling the space between the two layers of membrane material to form a load-bearing air cushion, which is fixed to the left and right railcars by angle steel and other components. The left and right railcars are symmetrically arranged on both sides of the factory building, supporting the left and right sides of the air-supported membrane structure respectively, and can travel along the double rails. The front and rear outer frames connect the left and right railcars at both ends of the factory building into a whole, so that the railcars on both sides are rigidly constrained during travel. The double rails are laid parallel to each other on the travel path, and cable seats are set at the ends of the rails as fixed anchor points for winch rope winding.

[0023] The left and right winches are respectively installed on the railcar sets on the left and right sides of the factory building, and the ends of their wire ropes are fixed to the cable seats. The synchronous traction controller is internally deployed with a data acquisition module 101, a decoupling feature determination module 102, an imbalance feature determination module 103, a weight determination module 104, and an instruction synthesis module 105.

[0024] The data acquisition module 101 is used to acquire the cumulative left rope length, cumulative right rope length, left working hydraulic pressure, right working hydraulic pressure, left normal load, right normal load, and foundation tilt angle of the current control cycle.

[0025] Wherein, the left cumulative cable length refers to the cumulative cable length retrieved by the left winch from the moment it begins to travel from the factory building, and the right cumulative cable length refers to the cumulative cable length retrieved by the right winch from the moment it begins to travel from the factory building; the left working hydraulic pressure and the right working hydraulic pressure are the hydraulic pressures of the working hydraulic circuits of the left and right winches, respectively; the left normal load and the right normal load are the normal loads applied to the rails by the left and right railcars, respectively; the foundation tilt angle is used to characterize the degree of tilt of the factory building around the direction of travel, and in this embodiment, the tilt of the factory building to the lower right is taken as positive.

[0026] Optionally, at the beginning of each control cycle, the data acquisition module 101 can acquire the rotation angle increments of the left and right drums respectively through the left encoder and the right encoder. The rotation angle increment of the left drum multiplied by the working radius of the left drum gives the cumulative rope length on the left, and the rotation angle increment of the right drum multiplied by the working radius of the right drum gives the cumulative rope length on the right. The working radii of the left and right drums are of the same diameter to ensure that the cumulative rope lengths on the left and right are comparable. The module also acquires the left and right working hydraulic pressures through the left and right hydraulic pressure sensors, the left and right normal loads through the left and right wheel load sensors, and the foundation tilt angle through the foundation tilt sensor.

[0027] For example, the length of a control cycle can be 0.05s.

[0028] In one alternative implementation, after obtaining the foundation tilt angle, the foundation tilt angle can be verified first. When the absolute value of the foundation tilt angle reaches the overturning critical value (e.g., π / 2), it is determined to be an overturning failure condition. At this time, the target current driving the left and right winches can be reduced to zero in a ramp manner, and the left and right winches can be hydraulically locked. The system can only be reset after manual confirmation after the plant has stopped.

[0029] The decoupling feature determination module 102 is used to determine the torsional decoupling feature of the current control cycle based on the left cumulative rope length and the right cumulative rope length.

[0030] Among them, the torsional decoupling feature is used to characterize the degree of stroke imbalance between the left and right winches.

[0031] It should be understood that since the front and rear outer frames of the factory building connect the left and right sides into a whole, forming a strong mechanical coupling, if the left and right strokes are inconsistent when the front and rear outer frames are running, it will cause planar torsion and rail jamming, which manifests as one side leading and the other side lagging, causing local overload at the air film fixing point, and in severe cases, it may cause rail jamming. Therefore, this application embodiment measures the degree of stroke imbalance between the left and right winches by determining the torsion decoupling characteristics.

[0032] It can be understood that the greater the difference between the cumulative rope length on the left and the cumulative rope length on the right, the higher the degree of imbalance in the stroke, and the greater the torsional decoupling characteristic should be.

[0033] In one alternative implementation, the difference between the cumulative left and right rope lengths can be defined as the travel deviation; the ratio of this travel deviation to the distance between the center lines of the left and right tracks can be defined as the torsional decoupling characteristic of the current control cycle.

[0034] Specifically, the cumulative rope length on the left is subtracted from the cumulative rope length on the right to obtain the travel deviation. A travel deviation greater than zero indicates that the left side is ahead, and a travel deviation less than zero indicates that the right side is ahead.

[0035] It should be understood that the distance between the center lines of the left and right tracks refers to the distance between the center lines of the two tracks, i.e., the track gauge.

[0036] It is understandable that the ratio of the travel deviation to the distance between the center lines of the left and right tracks is approximately equal to the tangent of the torsion angle of the factory building in the horizontal plane. Therefore, this ratio can directly characterize the severity of the torsion of the outer frame plane.

[0037] Alternatively, the torsional decoupling characteristics satisfy the following formula: in, Indicates the current control cycle The torsional decoupling characteristics Indicates the current control cycle The total length of the rope pulled up on the left. Indicates the current control cycle The total length of the rope pulled up on the right. This indicates the distance between the center lines of the left and right tracks.

[0038] It should be noted that the distance between the center lines of the left and right tracks is a constant value that is always greater than zero. There is no situation where the denominator is zero, making the calculation meaningless. The travel deviation has the same dimension as the track gauge, and the torsional decoupling characteristic obtained by comparing the two is a dimensionless parameter. The torsional decoupling characteristic can be positive or negative, and its sign indicates the direction of the torsional movement. That is, left-side lead is positive, and right-side lead is negative. The absolute value indicates the severity of the left-right travel imbalance. The larger the absolute value, the more severe the left-right travel imbalance.

[0039] In one alternative implementation, when the absolute value of the torsional decoupling characteristic is greater than the travel imbalance threshold, the instruction synthesis module is also used to generate a dual-winch synchronous stop instruction.

[0040] The dual-winch synchronous stop command is used to control the left and right winches to stop winding the rope simultaneously.

[0041] Understandably, when the absolute value of the torsional decoupling characteristic exceeds the travel imbalance threshold, it means that the difference between the left and right travel has exceeded the adjustable range of differential correction. At this time, continuing to pull will lead to structural risks such as rail jamming. It is necessary to control both sides to stop rope winding at the same time in time to avoid additional torsional impact caused by a single-sided shutdown.

[0042] For example, the travel imbalance threshold can be taken as an empirical value of 0.2.

[0043] The imbalance characteristic determination module 103 is used to determine the occupancy imbalance characteristics of the current control cycle based on the left working oil pressure, right working oil pressure, left normal load, and right normal load.

[0044] Among them, the occupancy imbalance feature is used to characterize the degree of occupancy imbalance between the traction relative load of the left and right winches.

[0045] It should be understood that since the traction conditions of the left and right winches are often not symmetrical, if only the cumulative rope length is used for correction, the side with the traction relative to the load is more likely to slip first, which will then cause the left and right sides to lose their steps. Therefore, it is necessary to measure the degree of imbalance in the traction relative to the load of the left and right winches and determine which side is closer to slipping.

[0046] Taking the left side as an example, the left working hydraulic pressure acts on the hydraulic motor of the left winch. The higher the left working hydraulic pressure, the greater the traction force output by the left winch. The left normal load determines the adhesion capacity that the left railcar unit can provide between itself and the track. Under the same normal load, there is an upper limit to the traction force that can be transmitted. The greater the left normal load, the greater the traction force that the left side can withstand. Therefore, the higher the left working hydraulic pressure relative to the left normal load, the closer the left traction force is to its upper limit of adhesion capacity, and the closer the left side is to slippage. Conversely, the lower the left working hydraulic pressure relative to the left normal load, the greater the adhesion margin on the left side. The description of the right working hydraulic pressure and right normal load on the traction occupancy status of the right side is similar.

[0047] In one alternative implementation, the left traction occupancy characteristic can be determined based on the left working hydraulic pressure and the left normal load; the right traction occupancy characteristic can be determined based on the right working hydraulic pressure and the right normal load; and the occupancy imbalance characteristic can be determined based on the difference between the left traction occupancy characteristic and the right traction occupancy characteristic.

[0048] Among them, the left traction occupancy feature is used to characterize the degree of occupancy of the left traction relative to the left load, and the right traction occupancy feature is used to characterize the degree of occupancy of the right traction relative to the right load.

[0049] It should be understood that the working hydraulic pressure is proportional to the traction force output by the winch on that side, and the normal load determines the adhesion capacity that side can provide. The ratio of the two is the degree to which the traction on that side occupies the adhesion capacity.

[0050] Optionally, under certain working conditions (such as single-sided wheel unloading), the normal load may be zero or close to zero. In this case, the ratio may be too large, causing the calculation results to be distorted. Therefore, a load threshold can be preset. When the normal load on a certain side is less than the load threshold, it indicates that the side has almost no adhesion. In this case, the traction occupancy characteristic of the side is directly assigned to the preset upper limit value to characterize that the side is extremely prone to slippage.

[0051] Optionally, when the normal load on both sides is greater than or equal to the load threshold, the ratio between the left working hydraulic pressure and the left normal load can be determined as the left traction occupancy characteristic; and the ratio between the right working hydraulic pressure and the right normal load can be determined as the right traction occupancy characteristic.

[0052] Understandably, when the occupancy level on the left is higher than that on the right, the occupancy imbalance feature should indicate that the left side is closer to slipping; when the occupancy level on the right is higher than that on the left, the occupancy imbalance feature should indicate that the right side is closer to slipping; the greater the difference in occupancy levels between the two sides, the greater the difference in slipping risk between the left and right sides; the closer the occupancy levels on the two sides, the more balanced the slipping risk between the left and right sides.

[0053] Optionally, the difference between the left traction occupancy characteristic and the right traction occupancy characteristic can be determined as the occupancy deviation; the sum of the left traction occupancy characteristic and the right traction occupancy characteristic can be determined as the total occupancy; and the ratio between the occupancy deviation and the total occupancy can be determined as the occupancy imbalance characteristic.

[0054] Optionally, the occupancy imbalance characteristic satisfies the following formula: In the formula, Indicates the characteristics of occupancy imbalance. Indicates the left traction occupancy characteristic. Indicates right-hand traction occupancy characteristics. Indicates the amount of deviation occupied. This indicates the total amount occupied.

[0055] It should be understood that a value greater than zero for the occupancy imbalance feature indicates that the left side is more fully occupied, while a value less than zero indicates that the right side is more fully occupied. The larger the absolute value of the occupancy imbalance feature, the greater the difference in the risk of slippage between the left and right sides.

[0056] It should be noted that during the initial stage when there is no traction on either side, the total occupancy may be zero. In this case, the occupancy imbalance characteristic can be directly assigned to zero, which means that the occupancy on both sides is considered to be balanced, and no anti-slip redistribution is performed.

[0057] The weight determination module 104 is used to determine the near-instability serial weights of the current control cycle based on the torsional decoupling characteristics and the basic tilt angle of the current control cycle.

[0058] Among them, the near-instability serial weight is used to characterize the risk of traction slippage on either side of the plant under the superposition of torsional and tilting conditions.

[0059] It should be understood that when the left and right travel is obviously asymmetrical or the foundation is obviously tilted, the lateral compression and additional load between the wheel and rail increase. The same occupancy imbalance is more likely to evolve into unilateral slippage and drag down the synchronization of the opposite side. If the load redistribution does not increase accordingly with the increase in the risk of torsion and tilt, then when torsion has already occurred, the anti-slip adjustment will lag behind the process of correcting the travel imbalance, and it will be difficult to transfer the load in time before slippage occurs.

[0060] Understandably, the larger the absolute value of the torsional decoupling characteristic, the more severe the left-right travel imbalance, the more intense the planar torsional sway of the factory building under the constraint of the front and rear outer frames, the higher the lateral compression and additional load between the wheel and rail, and the greater the possibility of traction slippage on either side of the factory building; the larger the absolute value of the foundation tilt angle, the greater the proportion of the factory building's gravity along the lateral direction, the stronger the lateral load trend, and the greater the possibility of traction slippage on either side of the factory building.

[0061] Therefore, if either the absolute value of the torsional decoupling characteristic or the absolute value of the base tilt angle increases, the near-instability serial weight will also increase.

[0062] In one alternative implementation, the torsional risk factor can be determined based on the absolute value of the torsional decoupling characteristic of the current control cycle; the roll risk factor can be determined based on the absolute value of the sine of the base roll angle; and the product of the torsional risk factor and the roll risk factor can be determined as the near-instability serial weight.

[0063] Optionally, the sum of the absolute values ​​of 1 and the torsional decoupling characteristics can be determined as the torsional risk factor, and the sum of the absolute values ​​of 1 and the sine of the basic yaw angle can be determined as the yaw risk factor.

[0064] It is understandable that, since the absolute value of the torsional decoupling characteristic and the absolute value of the sine of the base tilt angle both range from [0, 1], adding 1 to each of them can ensure that, under the ideal symmetrical horizontal condition where both the torsional decoupling characteristic and the base tilt angle are zero, the near-instability serial weight is 1. At this time, the anti-slip channel works at the baseline level, retaining the basic load transfer capability.

[0065] Optionally, the near-instability serial weights satisfy the following formula: In the formula, Indicates near-instability serial weights. This indicates the torsional decoupling characteristic. This indicates taking the absolute value. Indicates the base tilt angle. It is a sine trigonometric function. As a swing risk factor, This is a horizontal risk factor.

[0066] It is understandable that the product form allows any increase in risk factor to directly amplify the near-instability serial weight, reflecting the risk amplification effect when torsional and lateral tilts are superimposed; at the same time, both risk factors are based on 1 and are never less than 1, ensuring that the weight is never less than 1, that is, the introduction of near-instability risk can only strengthen anti-slip regulation and will not weaken anti-slip regulation during normal operation.

[0067] The instruction synthesis module 105 is used to determine the dual-winch synchronous traction instruction based on the torsional decoupling characteristics, occupancy imbalance characteristics and near-instability serial weight of the current control cycle.

[0068] The synchronous traction command for the dual winches includes a left-side speed component and a right-side speed component, which are used to control the rope winding speed of the left and right winches respectively.

[0069] Understandably, the torsional decoupling feature is used to provide the detorsion direction and correction force, the occupancy imbalance feature is used to provide the anti-slip redistribution direction, and the near-instability serial weight is used to provide force weighting for anti-slip redistribution. The three together determine the difference in rope winding speed between the left and right sides.

[0070] Optionally, the rope winding speeds on the left and right sides indicated by the synchronous traction command of the dual winches (i.e., the left speed component and the right speed component) can be decomposed into the target currents of the left and right proportional valves. The target currents are output to the proportional valves through the proportional valve amplifier. After the valve core opening changes, the oil supply flow rate is changed. The pump station pressure oil enters the left and right hydraulic motors through the proportional valves to drive the left and right drums to wind up the rope.

[0071] Optionally, the target current of the left proportional valve satisfies the following formula: in, This indicates the target current of the left proportional valve. Indicates the velocity component on the left. Indicates the current-velocity calibration coefficient. This indicates the zero-position current that overcomes the dead zone of the proportional valve.

[0072] Optionally, and This can be obtained through calibration, i.e., by giving the proportional valve several current points, measuring the steady-state rope take-up speed corresponding to each current point, and performing a linear fit between the current and the steady-state rope take-up speed. The slope of the fitted line is the yield curve. The intercept of the fitted line is... .

[0073] The method for determining the target current of the right proportional valve is similar to that of the left proportional valve, and will not be repeated here.

[0074] In this embodiment, the cumulative left and right rope lengths, left and right working hydraulic pressures, left and right normal loads, and foundation tilt angle are first obtained. Then, the cumulative left and right rope lengths determine the torsional decoupling feature representing the degree of stroke imbalance, and the left and right working hydraulic pressures and left and right normal loads determine the occupancy imbalance feature representing the degree of occupancy imbalance. The two types of imbalances with different physical mechanisms, stroke imbalance and occupancy imbalance, are processed in two independent paths to avoid conflicting correction directions and mutual cancellation of adjustment effects when they are mixed in the same adjustment channel. Furthermore, the torsional decoupling feature and foundation tilt angle determine the near-instability serial weight, so that the slippage risk aggravated by torsional and tilt can be transmitted unidirectionally to the anti-slip path. Finally, the three types of information jointly determine the synchronous traction command of the dual winches and control the rope speed of the left and right winches respectively. This allows the factory to correct left and right stroke imbalances during traction and translation, and automatically strengthen slippage suppression according to the degree of risk, thus improving the overall synchronous control effect of dual winch synchronous traction.

[0075] Figure 2 A structural diagram of an instruction synthesis module is shown.

[0076] Combination Figure 1 ,like Figure 2 As shown, the instruction synthesis module 105 includes a target velocity determination submodule 201, a correction amount determination submodule 202, a redistribution amount determination submodule 203, and an instruction generation submodule 204.

[0077] The target speed determination submodule 201 is used to correct the base travel speed based on the absolute value of the torsional decoupling characteristics of the current control cycle, so as to obtain the common target travel speed of the left winch and the right winch.

[0078] It should be understood that the basic walking speed refers to the walking speed set by the operator for the factory under the ideal balance state according to the operation requirements. When the left and right travel of the factory is completely consistent and there is no external disturbance, the left and right winches pull the factory to move smoothly at this speed.

[0079] For example, in land-based relocation conditions, the foundation's travel speed can be set to 0.5 m / s, and reduced as appropriate in offshore platform conditions.

[0080] It should be understood that when the left and right travel imbalance is already large, if the overall forward speed is still maintained at a high level, the differential correction will not have enough time to eliminate the lead or lag, and the torsional sway and rail jamming impact will intensify rapidly. Therefore, when the torsional sway imbalance characteristics increase, it is necessary to dynamically reduce the base travel speed to obtain the target travel speed, so that the plant can continue to travel at a safe speed lower than the expected speed, thus gaining time margin for differential correction.

[0081] In one optional implementation, the torsional decoupling characteristics of the previous control cycle are obtained; the torsional divergence velocity is determined based on the torsional decoupling characteristics of the current control cycle and the torsional decoupling characteristics of the previous control cycle; the rhythm contraction amount is determined based on the absolute value of the torsional decoupling characteristics of the current control cycle and the absolute value of the torsional divergence velocity; the target walking speed is obtained by subtracting the rhythm contraction amount from the base walking speed.

[0082] Among them, the yaw divergence speed is used to characterize the trend of the travel imbalance within a unit of time; the rhythm contraction is used to characterize the contraction of the target walking speed relative to the base walking speed.

[0083] Understandably, correcting only based on the current imbalance amplitude would lag behind when the imbalance diverges rapidly. Introducing the yaw divergence speed is equivalent to anticipating the imbalance trend, allowing the target walking speed to contract earlier in the early stages of imbalance.

[0084] In one alternative implementation, when the torsional decoupling feature of the current control cycle has the same sign as that of the torsional decoupling feature of the previous control cycle, the torsional divergence velocity can be determined based on the difference between the torsional decoupling features of the current control cycle and those of the previous control cycle, and the length of the control cycle.

[0085] Optionally, if the torsional decoupling characteristic of the current control cycle has the same sign as that of the torsional decoupling characteristic of the previous control cycle, the torsional divergence velocity satisfies the following formula: in, This represents the velocity of the torsional divergence, with the dimension being the reciprocal of time, for example... , Indicates the current control cycle The torsional decoupling characteristics Indicates the previous control cycle The torsional decoupling characteristics Indicates the duration of the control cycle.

[0086] Based on this formula, it should be understood that when the yaw divergence velocity is positive and large, it indicates that the imbalance is rapidly intensifying; when it is close to 0, it indicates that the imbalance is changing slowly; and when it is negative, it indicates that the imbalance is converging.

[0087] In another alternative implementation, the torsional divergence velocity can be set to zero if the torsional decoupling characteristic of the current control cycle is opposite to that of the torsional decoupling characteristic of the previous control cycle.

[0088] It is understandable that when the torsional decoupling characteristic of the current control cycle is different from that of the torsional decoupling characteristic of the previous control cycle, it indicates that the direction of imbalance has been reversed. At this time, setting the torsional divergence velocity directly to zero can avoid erroneously triggering rhythm contraction.

[0089] Optionally, the rhythmic contraction amount is calculated using the following formula: in, Indicates the amount of rhythmic contraction. Indicates the base walking speed. Indicates the current control cycle The torsional decoupling characteristics This represents the prediction time constant; for example, it is taken as twice the control period. Indicates the gyratory divergence velocity. This indicates taking the absolute value.

[0090] In this formula, This indicates that the estimated time taken based on the divergence speed of the torsional oscillation is... The cumulative increment of the torsional decoupling feature after time; Indicates the process The predicted maximum degree of imbalance that may be reached after a certain period of time can be multiplied by the base walking speed to obtain the speed contraction.

[0091] Then, by subtracting the rhythmic contraction from the base walking speed, the target walking speed can be obtained.

[0092] Optionally, when the rhythm contraction is too large and the target walking speed is less than or equal to zero, it indicates that the current travel imbalance has entered a serious unstable state. If the walking continues at this time, there will be risks of getting stuck on the rails, structural damage, or even overturning. At this time, the synchronous traction controller can be forced to switch to the shutdown protection state, so that the factory stops moving.

[0093] The correction amount determination submodule 202 is used to determine the synchronous correction amount by multiplying the torsional decoupling characteristics of the current control cycle with the preset gain coefficient.

[0094] Among them, the synchronous correction amount is used to eliminate the left and right speed difference that leads or lags the travel; the preset gain coefficient is a pre-calibrated proportional coefficient, and its dimension is the same as that of the target walking speed.

[0095] It is understandable that the torsional decoupling feature only represents the ratio of travel deviation to track gauge, which is a dimensionless quantity and cannot be directly used for speed addition and subtraction. Therefore, it is necessary to introduce a preset gain coefficient with speed dimension to map the torsional decoupling feature to the actual speed correction amount (i.e., synchronous correction amount), so that the synchronous correction amount can be added and subtracted from the target travel speed and form speed components on the left and right sides respectively.

[0096] It should be understood that the size of the preset gain coefficient directly determines the response speed of the correction action: the larger the preset gain coefficient, the greater the correction deviation under the same stroke deviation, and the faster the deviation converges, but an excessively large value may cause drastic speed jumps or even oscillations; the smaller the preset gain coefficient, the smoother the correction action, but the deviation elimination time is prolonged.

[0097] For example, the preset gain coefficient can be 0.2 times the target walking speed.

[0098] The redistribution amount determination submodule 203 is used to determine the load redistribution amount based on the target walking speed, occupancy imbalance characteristics, and near-instability serial weight.

[0099] The load redistribution amount is used to characterize the speed deviation that needs to be transferred from the side with higher slip risk to the side with lower slip risk. Its sign determines the anti-slip transfer direction (positive sign means the load is transferred from left to right, negative sign means it is transferred from right to left), and its absolute value determines the transfer force, thereby preventing unilateral slip from evolving into simultaneous failure on both sides.

[0100] It is understandable that the faster the target moves, the more severe the occupancy imbalance, and the higher the risk of near instability, the greater the load redistribution; conversely, the smaller the load redistribution.

[0101] Among them, the occupancy imbalance feature provides the direction of redistribution, the near-instability serial weight provides the amplification effect as risk increases, and the target walking speed provides an amplitude benchmark that matches the current pace.

[0102] Optionally, the load redistribution amount can be determined by multiplying the target walking speed, the occupancy imbalance characteristics, and the near-instability serial weight.

[0103] The instruction generation submodule 204 is used to determine the synchronous traction instruction of the dual winches based on the target travel speed, synchronous correction amount and load redistribution amount.

[0104] In one alternative implementation, the target travel speed can be subtracted from the synchronous correction amount and then from the load redistribution amount to obtain the left velocity component; the sum of the target travel speed, the synchronous correction amount, and the load redistribution amount is determined as the right velocity component; and then the dual-winch synchronous traction command is generated based on the left and right velocity components.

[0105] Taking the case where the torsional decoupling characteristic is greater than zero and the occupancy imbalance characteristic is greater than zero as an example: If the torsional decoupling characteristic is greater than zero, it means that the cumulative rope length on the left is greater than the cumulative rope length on the right, that is, the rope winding stroke of the left winch is ahead of the right winch; if the occupancy imbalance characteristic is greater than zero, it means that the occupancy characteristic of the left traction is greater than that of the right traction, that is, the occupancy degree of the left winch relative to the left normal load is higher than that of the right, and the left winch side is closer to slippage. At this time, both the synchronous correction amount and the load redistribution amount are greater than zero. The left velocity component is the target travel speed minus the synchronous correction amount minus the load redistribution amount, so the rope winding speed of the left winch decreases, and the lead of the left winch no longer continues to increase; the right velocity component is the sum of the target travel speed, the synchronous correction amount, and the load redistribution amount, so the rope winding speed of the right winch increases. The left winch decelerates and the right winch accelerates, and the rope winding speeds on both sides decrease and increase, so that the difference between the cumulative rope length on the left and the cumulative rope length on the right gradually converges, and the lag of the right winch gradually disappears.

[0106] The case where both the torsional decoupling characteristic and the occupancy imbalance characteristic are less than zero is the opposite of the above process, and will not be repeated here; if the signs of the torsional decoupling characteristic and the occupancy imbalance characteristic are opposite, then the influence of the synchronous correction amount and the load redistribution amount on the left and right speed components is opposite, and the final adjustment direction is determined by the magnitude relationship between the left and right speed components determined above.

[0107] In this embodiment, the target speed determination submodule 201 first reduces the base walking speed based on the imbalance amplitude and its divergence trend, so that the overall walking rhythm automatically slows down with the risk, leaving time margin for resynchronization; the correction amount determination submodule 202 converts the torsional decoupling feature into a synchronous correction amount through a preset gain, forming a torsional decoupling differential with the correct direction; the redistribution amount determination submodule 203 amplifies the occupancy imbalance feature through near-instability serial weight and matches it with the target walking speed, forming an anti-slip differential that automatically strengthens with the risk; the instruction generation submodule 204 combines the three into a left speed component and a right speed component, so that the torsional decoupling adjustment and anti-slip adjustment work in coordination under the same instruction framework.

[0108] It should be noted that the order of the embodiments described above is merely for descriptive purposes and does not represent the superiority or inferiority of the embodiments. The processes depicted in the accompanying drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0109] The various embodiments in this specification are described in a progressive manner. The same or similar parts between the various embodiments can be referred to each other. Each embodiment focuses on describing the differences from other embodiments.

Claims

1. A dual-winch synchronous traction control system for an air-supported membrane mobile insulated factory building, characterized in that, It includes a data acquisition module, a decoupling feature determination module, an imbalance feature determination module, a weight determination module, and an instruction synthesis module: The data acquisition module is used to acquire the cumulative left rope length, cumulative right rope length, left working hydraulic pressure, right working hydraulic pressure, left normal load, right normal load, and foundation tilt angle for the current control cycle. The decoupling feature determination module is used to determine the torsional decoupling feature of the current control cycle based on the cumulative left and right rope lengths. The torsional decoupling feature is used to characterize the degree of stroke imbalance between the left and right winches. The imbalance feature determination module is used to determine the occupancy imbalance feature of the current control cycle based on the left working oil pressure, right working oil pressure, left normal load and right normal load. The occupancy imbalance feature is used to characterize the degree of occupancy imbalance between the traction relative load of the left winch and the right winch. The weight determination module is used to determine the near-instability serial weights of the current control cycle based on the torsional decoupling characteristics and the basic tilt angle of the current control cycle. The instruction synthesis module is used to determine the dual-winch synchronous traction instruction based on the torsional decoupling characteristics, occupancy imbalance characteristics, and near-instability serial weight of the current control cycle. The dual-winch synchronous traction instruction includes a left velocity component and a right velocity component, which are used to control the rope winding speed of the left and right winches respectively.

2. The dual-winch synchronous traction control system for the air-supported membrane mobile insulated factory building according to claim 1, characterized in that, The decoupling feature determination module is specifically used for: The difference between the cumulative rope length on the left and the cumulative rope length on the right is determined as the travel deviation. The ratio between the travel deviation and the distance between the center lines of the left and right tracks is determined as the torsional decoupling characteristic of the current control cycle.

3. The dual-winch synchronous traction control system for the air-supported membrane mobile insulated factory building according to claim 1, characterized in that, The imbalance feature determination module is specifically used for: Based on the left working hydraulic pressure and the left normal load, the left traction occupancy characteristic is determined, which is used to characterize the degree of occupancy of the left traction relative to the left load. Based on the right working hydraulic pressure and the right normal load, the right traction occupancy characteristic is determined, which is used to characterize the degree of occupancy of the right traction relative to the right load. The occupancy imbalance feature is determined based on the difference between the left traction occupancy feature and the right traction occupancy feature.

4. The dual-winch synchronous traction control system for the air-supported membrane mobile insulated factory building according to claim 3, characterized in that, The imbalance feature determination module is also specifically used for: The difference between the occupancy characteristics of the left traction and the right traction is determined as the occupancy deviation. The sum of the occupancy characteristics of the left traction and the right traction is determined as the total occupancy. The ratio between the occupancy deviation and the total occupancy is determined as the occupancy imbalance characteristic.

5. The dual-winch synchronous traction control system for the air-supported membrane mobile insulated factory building according to claim 1, characterized in that, The weight determination module is specifically used for: Determine the torsional risk factor based on the absolute value of the torsional decoupling characteristics of the current control cycle; The roll risk factor is determined based on the absolute value of the sine of the base roll angle. The product of the torsional risk factor and the lateral tilt risk factor is determined as the near-instability serial weight.

6. The dual-winch synchronous traction control system for the air-supported membrane mobile insulated factory building according to claim 1, characterized in that, The instruction synthesis module includes a target velocity determination submodule, a correction amount determination submodule, a redistribution amount determination submodule, and an instruction generation submodule. The target speed determination submodule is used to correct the base travel speed based on the absolute value of the torsional decoupling characteristics of the current control cycle, so as to obtain the target travel speed common to the left and right winches. The correction amount determination submodule is used to determine the synchronous correction amount by multiplying the torsional decoupling characteristics of the current control cycle with the preset gain coefficient. The redistribution amount determination submodule is used to determine the load redistribution amount based on the target walking speed, the occupancy imbalance characteristics, and the near-instability serial weight. The instruction generation submodule is used to determine the dual-winch synchronous traction instruction based on the target travel speed, the synchronous correction amount, and the load redistribution amount.

7. The dual-winch synchronous traction control system for the air-supported membrane mobile insulated factory building according to claim 6, characterized in that, The target velocity determination submodule is specifically used for: Obtain the torsional decoupling characteristics of the previous control cycle; The torsional divergence velocity is determined based on the torsional decoupling characteristics of the current control cycle and the torsional decoupling characteristics of the previous control cycle. The rhythm contraction amount is determined based on the absolute value of the torsional decoupling characteristic of the current control cycle and the absolute value of the torsional divergence velocity. The target walking speed is obtained by subtracting the rhythm contraction amount from the base walking speed.

8. The dual-winch synchronous traction control system for the air-supported membrane mobile insulated factory building according to claim 7, characterized in that, The target velocity determination submodule is also specifically used for: When the torsional decoupling characteristic of the current control cycle has the same sign as that of the torsional decoupling characteristic of the previous control cycle, the torsional divergence velocity is determined based on the difference between the torsional decoupling characteristics of the current control cycle and that of the previous control cycle, and the length of the control cycle. If the torsional decoupling characteristic of the current control cycle is opposite to that of the torsional decoupling characteristic of the previous control cycle, the torsional divergence velocity is set to zero.

9. The dual-winch synchronous traction control system for the air-supported membrane mobile insulated factory building according to claim 6, characterized in that, The instruction generation submodule is specifically used for: Subtract the synchronization correction amount from the target walking speed and then subtract the load redistribution amount to obtain the left-side speed component; The sum of the target walking speed, the synchronous correction amount, and the load redistribution amount is determined as the right-side speed component; The dual-winch synchronous traction command is generated based on the left and right velocity components.

10. The dual-winch synchronous traction control system for the air-supported membrane mobile insulated factory building according to claim 1, characterized in that, The instruction synthesis module is also used for: When the absolute value of the torsional decoupling characteristic is greater than the stroke imbalance threshold, a dual-winch synchronous stop command is generated. The dual-winch synchronous stop command is used to control the left and right winches to stop winding ropes simultaneously.

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