CN114326568A - Converter ground vehicle positioning control method and system - Google Patents
Converter ground vehicle positioning control method and system Download PDFInfo
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Abstract
The invention relates to the field of metallurgical steelmaking, in particular to a method and a system for positioning and controlling a vehicle on the ground of a converter. The method comprises the following steps: in the running process of the vehicle, acquiring the transient speed and the state information of the vehicle, solving each deviation value in each sampling period, and calculating the accurate position information of the vehicle; and when the vehicle runs to the zero position for limiting, calculating the distance deviation, and executing deviation coefficient self-learning correction. By the method, the running state of the vehicle can be detected in real time in the running process of the vehicle, the speed of the vehicle is periodically sampled, and the position information of the vehicle is accurately calculated; meanwhile, errors caused by start-stop sliding, track obstruction and mechanical performance reduction of the vehicle in long-term running are overcome through self-learning correction of the deviation coefficient, and the calculated accurate position of the vehicle in running is ensured to be within an allowable error range.
Description
Technical Field
The invention relates to the technical field of metallurgical steelmaking, in particular to a method and a system for positioning and controlling a converter ground vehicle.
Background
The ground vehicles of the converter workshop comprise a ladle car, a slag car and a scrap car, and are important auxiliary equipment in the converter steelmaking production process. And the ladle car transports the molten steel after the converter blowing is finished to a ladle position, and waits for hoisting to the next smelting process such as refining or continuous casting. And the slag car conveys the steel slag generated by smelting to a slag bay for the next steel slag treatment. And the scrap steel is conveyed to a converter workshop by the scrap steel vehicle, and then the scrap steel is added into the converter for smelting by the crane. Whether the ground vehicle can work normally or not directly influences the steelmaking production process and the production rhythm. The converter ground vehicle adopts a PLC and a frequency converter to control a variable frequency motor to drive the vehicle to walk.
At present, a converter ground vehicle is generally positioned by a travel switch, a proximity switch and a laser range finder. Signals of the travel switch and the proximity switch are connected into the PLC, and in the running process of the vehicle, if the mechanical part touches the travel switch or reaches the sensing distance of the proximity switch, the switch sends an electric control signal. And the PLC judges whether the switch is triggered or not according to the change of the level signal so as to judge the position of the vehicle and control the speed and the start and stop of the vehicle. And laser ranging, wherein a laser emitting device is arranged at the end of a vehicle track, a photoelectric element in the emitting device receives a laser beam reflected by a vehicle in real time, the running distance of the vehicle is calculated according to the time difference between the emitting and receiving of the beam, and the PLC calculates the running position of the ladle car according to the distance fed back by the device.
Converter ground vehicles, especially ladle cars and slag cars, are in a severe environment of high temperature and dust throughout the year, and travel switches and limit switches can only be installed at individual positions such as a ladle position and an argon blowing position, and cannot be positioned in the whole process. In addition, under severe environments such as high temperature, dust, steel slag and the like, the travel switch and the proximity switch are often burnt out or crashed.
The laser range finder is also interfered in severe environment, and is easily influenced by steel splash and smoke dust when the converter taps steel, so that wrong signals are easily reflected. When the running track of the vehicle is longer, it is more obvious that if the foreign matter interference blocks the laser emission or reception, the wrong information is easily received. Moreover, for the laser range finder needing the reflecting plate, the buggy ladle is always in a high-temperature state, and the reflecting plate is deformed through high-temperature baking, so that a fault occurs, and production interruption and even safety accidents are caused.
Disclosure of Invention
In view of the above-mentioned defects of the prior art, an object of the present invention is to provide a method and a system for controlling the positioning of a converter on a ground vehicle, which can overcome environmental interference, overcome errors caused by mechanical performance degradation during long-term operation of the vehicle, and accurately obtain the operation position of the vehicle during the operation of the ground vehicle.
In order to achieve the purpose, the invention provides the following technical scheme:
a converter ground vehicle positioning control method comprises the following steps:
step S10, in the running process of the vehicle, obtaining the transient speed and the state information of the vehicle, solving each deviation value in each sampling period, and calculating the accurate position information of the vehicle;
and step S20, when the vehicle runs to a zero position for limiting, the distance deviation is calculated, and the deviation coefficient self-learning correction is executed.
Further, the step S10 includes:
s101, a controller reads running state information of a vehicle motor;
s102, setting a sampling period t, and acquiring the transient speed of the vehicle in each sampling period;
step S103, calculating the initial position of the vehicle after the sampling according to the transient speed and the running direction state of the vehicle;
step S104, calculating each deviation amount in the sampling period according to the vehicle state information;
and step S105, calculating the accurate position of the vehicle in the sampling period according to the initial position and the deviation amount of the vehicle, and outputting the accurate position information of the vehicle.
Further, in step S103, the calculation formula of the preliminary position of the vehicle is:
wherein n is the sampling frequency, and S0 is the initial distance of the vehicle; ls is the distance the vehicle travels at the reference speed Vs within the time t; vt is the transient speed of the vehicle and K is a direction coefficient, representing the direction of travel of the vehicle.
Further, the Ls is obtained in a manner that:
(1) it is known that at a reference speed Vs, the time required for the vehicle to travel a fixed distance l is tlWhen Ls is l t/tl；
(2) Nominal angular velocity V of known electrical machineNMotor bearing radius r and mechanical transmission ratio eta at motor rated angular velocity VNIs the reference velocity Vs, then
Wherein the radius r is given in mm, VNIn units of rpm, Ls in units of meters, and t in units of seconds.
Further, the calculation formula of the accurate position of the vehicle in step S105 is:
wherein Es is a starting deviation coefficient which represents the deviation generated when the vehicle is started every time; et is a parking deviation coefficient, which represents the deviation generated during each parking deceleration sliding; ev is a speed deviation coefficient and represents a locked rotor deviation generated when sundries exist on a vehicle track; m is the number of starts.
Further, the step S20 includes:
the control system stores two deviation data sets in real time, respectively represented as: { Delta Sn-1,Esn-1,Etn-1,Ev,kn-1} and {ΔSn-2,Esn-2,Etn-2,Ev,kn-2In the two data sets, delta S represents the deviation delta S between the logic initial zero position and the actual running distance of the vehicle; k represents the absolute value of the sum of the current stroke direction coefficients
When the vehicle triggers zero position limit, the current delta S and delta S in two deviation data setsn-1 and ΔSn-2Comparing absolute values, and if the absolute value of the current delta S is smaller than the delta Sn-1 and ΔSn-2In one, the Δ S is replaced with the current Δ S data setn-1 and ΔSn-2The group with large absolute value; the start deviation coefficient Es and the stop deviation coefficient Et used for the next vehicle travel are obtained by the calculation methodThe following: es ═ e (Es)n-1*kn-1+Esn-2*kn-2)/(kn-1+kn-2)；Et＝(Etn-1*kn-1+Etn-2*kn-2)/(kn-1+kn-2)；
The two deviation data sets stored in real time take the two data sets corresponding to the maximum positioning error of the vehicle allowed in the production process as initial data of first calculation: maximum positive deviation data set [ Delta S ]max,Esmax,Etmax,Ev,kmax}, maximum negative bias data set { Δ Smin,Esmin,Etmin,Ev,kmin}。
Further, if the current Δ S is greater than or equal to Δ S at the same timen-1 and ΔSn-2Absolute value of, Δ Sn-1 and ΔSn-2No replacement of data occurs; calculating a deviation coefficient Es (Es)n-1*kn-1+Esn-2*kn-2)/(kn-1+kn-2)；Et＝(Etn-1*kn-1+Etn-2*kn-2)/(kn-1+kn-2) (ii) a And then carrying out single increment or decrement on the deviation coefficient according to the positive value and the negative value of the delta S.
Further, the magnitude of the single increment or decrement is not more than 5%.
Furthermore, the value of the deviation coefficient after automatic correction cannot exceed delta Smax and ΔSminCorresponding start-up deviation factor and stop deviation factor.
In order to achieve the purpose, the invention also provides the following technical scheme:
a converter ground vehicle positioning control system comprises a PLC (programmable logic controller), a frequency converter, a vehicle brake, a vehicle and a first switch;
the PLC is used for executing the converter ground vehicle positioning control method in the technical scheme;
the frequency converter is used for controlling the variable frequency motor to drive the vehicle to run and transmitting the running parameter information of the vehicle to the PLC;
the vehicle brake is used for executing a closing command sent by the PLC controller and controlling the vehicle to stop stably;
the first switch is arranged at the tail end of the ground track and used as a parking space of the vehicle, namely an initial zero position of the control logic.
Further, the shutdown command is a control command sent by the PLC after detecting that the vehicle running signal disappears and the running speed decreases to the parking threshold.
Furthermore, the converter ground vehicle positioning control system further comprises a second switch, wherein the second switch is arranged on the ground track and positioned outside the first switch to serve as a limit protection position.
Further, the converter ground vehicle positioning control system further comprises at least one third switch, and the third switch is arranged on the ground track and located on the inner side of the first switch to serve as a deceleration position.
The invention realizes the following technical effects:
by the method, the running state of the vehicle can be detected in real time in the running process of the vehicle, the speed of the vehicle is periodically sampled, and the position information of the vehicle is accurately calculated; the parking threshold value is combined, so that the deceleration time of the vehicle can be well controlled, and the vehicle is controlled to park stably; meanwhile, errors caused by start-stop sliding, track obstruction and mechanical performance reduction of the vehicle in long-term running are overcome through self-learning correction of the deviation coefficient, and the calculated accurate position of the vehicle in running is ensured to be within an allowable error range.
The method is not influenced by severe environments such as high temperature, dust and the like, can obtain the driving position of the vehicle particularly in a severe working condition area of tapping and slag discharging, and has good stability and applicability.
According to the method, the vehicle position obtained through calculation is compared with the positions of the proximity switch and the travel switch and the data of laser ranging, the fault of equipment can be pre-judged according to the error amount, the accident rate is reduced, and the normal production of the converter is guaranteed.
Drawings
FIG. 1 is an embodiment of a converter ground vehicle positioning control system according to the present invention;
FIG. 2 is an example of a flow chart of a converter ground vehicle positioning control method of the present invention;
FIG. 3 is an example of a correction mechanism for the self-learning correction of the present invention.
Detailed Description
To further illustrate the various embodiments, the invention provides the accompanying drawings. The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the embodiments. Those skilled in the art will appreciate still other possible embodiments and advantages of the present invention with reference to these figures. Elements in the figures are not drawn to scale and like reference numerals are generally used to indicate like elements.
The invention will now be further described with reference to the accompanying drawings and detailed description.
The invention provides a converter ground vehicle positioning control method.
Fig. 1 shows an embodiment of a positioning control system for a converter ground vehicle.
In the embodiment, the converter ground vehicle generally adopts a double variable frequency motor driving vehicle with a brake. The frequency converter is connected with the two variable frequency motors through a single cable, and the frequency converter controls the motors to operate in a non-speed sensing vector control mode. The whole system adopts a control framework of a frequency converter and a PLC, and the frequency converter is connected with the PLC through a bus (Profibus) or an industrial Ethernet (Profinet). The frequency converter sends the running state (direction signal, start-stop signal, running signal, fault signal and the like), speed, current and torque information of the running of the vehicle motor to the PLC; the PLC sends a start-stop command and a speed set value to the frequency converter, and the frequency converter controls the vehicle to stably run at the speed.
Two proximity switches (S1, S2) are installed at the tail end of the track, and electric signals of the proximity switches are connected to a PLC controller. The position of the proximity switch S2 is used as a parking space, also as an initial zero position for the control logic, and S1 is used as an extreme protection position. According to the process requirements, a plurality of proximity switches can be arranged at each process parking position of the vehicle running track to serve as parking or deceleration positions, and the position of one proximity switch is selected to serve as a logic initial zero position.
And after the PLC sends out a stop signal, the frequency converter controls the vehicle to run in a slope deceleration way. And the controller detects that the running state of the frequency converter disappears, and sends a closing command to close the brake after the running speed of the vehicle is reduced to a parking threshold value, so that the vehicle is controlled to park stably and the sliding distance is reduced. The parking threshold is adjusted according to the mechanical characteristics of the brakes, for example, the parking threshold is set to 50 rpm, and when the vehicle speed is less than 50 rpm, no mechanical shock is generated when the brakes are closed.
The software control logic, as shown in fig. 2, includes the following steps:
(1) the PLC reads the running state information of the vehicle motor in real time (step S101).
(2) The PLC sets the sampling period t (e.g., 100 milliseconds) using a timer or interrupt. At the beginning of each sampling period t, the PLC reads the current instantaneous speed Vt from the frequency converter (step S102), and the distance the vehicle travels in each sampling period t at the current speed can be obtained by multiplying the ratio of the current instantaneous speed Vt to the reference speed Vs by the distance Ls the reference speed Vs travels in the time t.
(3) And determining a direction coefficient K (the positive direction is 1, and the reverse direction is-1) according to a vehicle running direction signal fed back by the frequency converter, and continuously accumulating the initial distance and the running distance within t time in the running process of the vehicle to calculate the initial vehicle position information (step S103). Vehicle position:
where n is the number of sampling times, and S0 is the vehicle initial distance.
In the sampling period t, the distance Ls of the vehicle running at the reference speed Vs can be obtained in the debugging process by the following two ways:
a. it is known that at a reference speed Vs, the time required for the vehicle to travel a fixed distance l is tlWhen Ls is l t/tl。
b. Nominal angular velocity V of known electrical machineNMotor bearing radius r and mechanical transmission ratio eta, in terms of motor amountConstant angular velocity VNIs the reference velocity Vs, then
Wherein the radius r is given in mm, VNIn units of rpm, Ls in units of meters, and t in units of seconds.
The result calculated by adopting the mechanism is only the initial theoretical distance, and the actual running distance and the theoretical distance have deviation due to the influence of various factors such as track sundries, mechanical equipment abrasion, vehicle acceleration and deceleration, start-stop sliding and the like in the actual running process of the vehicle, and the deviation can be continuously amplified along with the increase of the start-stop times.
(4) Deviation control is executed (step S104) to calculate vehicle accurate position information S. (step S105)
In this embodiment, the control mechanism for overcoming the bias is as follows:
three deviation coefficients are set to correct the vehicle travel distance calculation deviation: a start deviation coefficient Es representing a deviation generated at each start of the vehicle; a parking deviation coefficient Et indicating a deviation generated every time the vehicle is parked and decelerated; and the speed deviation coefficient Ev represents the locked-rotor deviation generated when the vehicle track has sundries. The vehicle running distance is calculated as follows, each time the pulse of the starting signal triggers the starting deviation, the starting deviation is multiplied by the direction coefficient K, and then the starting deviation and the current vehicle position calculation data are accumulated; triggering parking deviation by a pulse signal when the running signal disappears every time, multiplying an error coefficient by a direction coefficient K, and then accumulating the error coefficient and the current vehicle position calculation data; and in a sampling interval t period, if the current is greater than the rated current, the vehicle is considered to be locked in running, the instantaneous speed Vt is multiplied by a speed deviation coefficient Ev, and then the running distance is calculated. In the running process of the vehicle, according to the control mechanism, the PLC continuously calculates the running distance in each sampling time interval to obtain the actual running position.
Corrected vehicle position:
and m is the starting times of the vehicle.
(5) And a self-learning correction mechanism is adopted to correct the deviation coefficient again, so that errors caused by start-stop sliding, track obstruction and mechanical performance reduction of the vehicle in long-term running are overcome, more accurate position information is obtained, and the calculated accurate position of the vehicle in running is ensured to be within an allowable error range.
When the ground vehicle moves to the position of the zero-position proximity switch every time, an electric pulse signal of the proximity switch triggers the PLC to reset the running distance, meanwhile, the PLC calculates the deviation delta S between the logic initial zero position and the actual running distance of the vehicle, and records the current deviation, the deviation coefficient and the absolute value of the sum of the current travel direction coefficient by adopting a data structure
And expressing the data set by the data set, wherein the data set comprises delta S, Es, Et, Ev and k. The PLC controller stores two deviation data sets, respectively represented as: { Delta Sn-1,Esn-1,Etn-1,Ev,kn-1} and {ΔSn-2,Esn-2,Etn-2,Ev,kn-2To make the next algorithmic correction. (step S20)
The deviation coefficients Es, Et, Ev are determined in the debugging process, and two data sets corresponding to the maximum positioning error of the vehicle in the production process are selected as initial data of the first calculation, such as: according to the process requirement, the maximum positioning error allowed during the running of the vehicle is 500mm, and when the vehicle runs at an initial zero position, the data when the deviation is +500mm is taken as a maximum positive deviation data set { Delta S }max,Esmax,Etmax,Ev,kmaxSimilarly, the data when the deviation was-500 mm was regarded as the most negative deviation data set { Δ Smin,Esmin,Etmin,Ev,kmin}。
In the present embodiment, the self-learning mode is used to correct the deviation coefficient (step S20), and the correction mechanism is shown in fig. 3:
and when the vehicle triggers zero position limit, calculating delta S. Comparing the current Δ S with Δ S in two deviation data setsn-1 and ΔSn-2Comparing absolute values, and if the absolute value of the current delta S is smaller than the delta Sn-1 and ΔSn-2One of them, the current data set { Δ S, Es, Et, Ev, k } is stored in place of Δ Sn-1 and ΔSn-2The group with the largest absolute value; the starting deviation coefficient Es and the stopping deviation coefficient Et used by the next vehicle stroke are obtained, and the calculation method is as follows: es ═ e (Es)n-1*kn-1+Esn-2*kn-2)/(kn-1+kn-2)；Et＝(Etn-1*kn-1+Etn-2*kn-2)/(kn-1+kn-2). If the current delta S is simultaneously more than or equal to the delta Sn-1 and ΔSn-2The data is not replaced, and the deviation coefficient still adopts Es (Es)n-1*kn-1+Esn-2*kn-2)/(kn-1+kn-2)；Et＝(Etn-1*kn-1+Etn-2*kn-2)/(kn-1+kn-2) A calculation is made and then the deviation factor is incremented or decremented by a small single increment (reference 5%) depending on the positive and negative values of Δ S. Such as Delta S>And 0, when the deviation coefficient is too large and the deviation needs to be reduced, starting the deviation coefficient Es '(1-5%) Es, stopping the deviation coefficient Et' (1-5%) Et, storing the calculated data, and continuously decreasing the calculated data if the deviation is larger than the two groups of stored data next time. Similarly, when Δ S<0, the correction mechanism is opposite. In order to prevent the infinite amplification of the Delta S deviation, the value of the deviation coefficient after automatic correction cannot exceed the Delta Smax and ΔSminThe corresponding start-up deviation factor and the stop deviation factor, namely: et (Et)min≤Et≤Etmax，Esmin≤Es≤Esmax。
According to the process requirement, when the absolute value of the current deviation delta S is smaller, the current deviation coefficient is reasonable, the stored deviation data set is not replaced, and the vehicle keeps the current data running. When the ground vehicle is in operation, the control mechanism is adopted for ceaseless self-learning correction, the vehicle position positioning error presents a gradually reduced trend, and better vehicle positioning is realized.
The vehicle running distance calculated by the method can also be used for verifying the data of the laser range finder or the proximity switches and the travel switches on each process point of the vehicle track. And in the vehicle running process, comparing the data calculated by the method with the data of the laser range finder in real time, and if the difference value generates step change and exceeds a certain threshold value, checking whether the laser range finder has interference or is damaged. Similarly, the distance of the vehicle passing through the proximity switch and the travel switch on each process point of the track can be calculated, under the normal condition, the distance of the same switch position can be stabilized within a range and fluctuates slightly, and if the calculated distance of the same switch exceeds the variation range, the switch can be damaged. Therefore, faults of the proximity switch, the travel switch and the laser range finder are pre-judged, the accident rate is reduced, and normal production of converter steelmaking is effectively guaranteed.
By implementing the method, mechanical impact is not generated when the ground vehicle parking brake is closed, and the sliding distance is reduced.
While the invention has been particularly shown and described with reference to a preferred embodiment, it will be understood by those skilled in the art that various changes in form and detail may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (13)
1. A converter ground vehicle positioning control method is characterized by comprising the following steps:
step S10, in the running process of the vehicle, obtaining the transient speed and the state information of the vehicle, solving each deviation value in each sampling period, and calculating the accurate position information of the vehicle;
and step S20, when the vehicle runs to a zero position for limiting, the distance deviation is calculated, and the deviation coefficient self-learning correction is executed.
2. The method for controlling the position of a vehicle on the converter floor according to claim 1, wherein the step S10 includes:
s101, reading running state information of a vehicle motor fed back by a frequency converter by a controller;
s102, setting a sampling period t, and collecting the transient speed of the vehicle in each sampling period;
step S103, calculating the initial position of the vehicle after the sampling according to the transient speed and the running direction state of the vehicle;
step S104, calculating each deviation amount in the sampling period according to the vehicle state information;
and step S105, calculating the accurate position of the vehicle in the sampling period according to the initial position and the deviation amount of the vehicle, and outputting the accurate position information of the vehicle.
3. The method for controlling the positioning of the vehicle on the converter ground according to claim 2, wherein in step S103, the calculation formula of the preliminary position of the vehicle is as follows:
wherein n is the sampling frequency, and S0 is the initial distance of the vehicle; ls is the distance the vehicle travels at the reference speed Vs within the time t; vt is the transient speed of the vehicle and K is a direction coefficient, representing the direction of travel of the vehicle.
4. The method for controlling the positioning of a vehicle on the ground of a converter as claimed in claim 3, wherein said Ls is obtained by a method comprising:
(1) it is known that at a reference speed Vs, the time required for the vehicle to travel a fixed distance l is tlWhen Ls is l t/tl；
(2) Nominal angular velocity V of known electrical machineNMotor bearing radius r and mechanical transmission ratio eta, at rated angular velocity V of the motorNAs the reference velocity Vs, then
Wherein the radius r is given in mm, VNIn units of rpm, Ls in units of meters, and t in units of seconds.
5. The converter ground vehicle positioning control method according to claim 3,
the calculation formula of the accurate position of the vehicle in the step S105 is as follows:
wherein Es is a starting deviation coefficient which represents the deviation generated when the vehicle is started every time; et is a parking deviation coefficient, which represents the deviation generated during each parking deceleration sliding; ev is a speed deviation coefficient and represents a locked rotor deviation generated when sundries exist on a vehicle track; m is the number of starts.
6. The converter ground vehicle positioning control method according to claim 3 or 5, characterized in that the step S20 includes:
the control system stores two deviation data sets in real time, respectively represented as: { Delta Sn-1,Esn-1,Etn-1,Ev,kn-1} and {ΔSn-2,Esn-2,Etn-2,Ev,kn-2In the two deviation data sets, delta S represents the deviation delta S between the logic initial zero position and the actual running distance of the vehicle; k represents the absolute value of the sum of the current stroke direction coefficients
When the vehicle triggers zero position limit, the current delta S and delta S in two deviation data setsn-1 and ΔSn-2Comparing absolute values, and if the absolute value of the current delta S is smaller than the delta Sn-1 and ΔSn-2In one, the Δ S is replaced with the current Δ S data setn-1 and ΔSn-2The group with large absolute value; the starting deviation coefficient Es and the stopping deviation coefficient Et used by the next vehicle stroke are obtained, and the calculation method is as follows: es ═ e (Es)n-1*kn-1+Esn-2*kn-2)/(kn-1+kn-2)；Et＝(Etn-1*kn-1+Etn-2*kn-2)/(kn-1+kn-2)；
Wherein, two deviation data sets stored in real time are taken out of allowable vehicles in the production processTwo data sets corresponding to the maximum positioning error of the vehicle are used as initial data of the first calculation: maximum positive deviation data set [ Delta S ]max,Esmax,Etmax,Ev,kmax}, maximum negative bias data set { Δ Smin,Esmin,Etmin,Ev,kmin}。
7. The converter ground vehicle positioning control method according to claim 6,
if the current delta S is simultaneously more than or equal to the delta Sn-1 and ΔSn-2Absolute value of, Δ Sn-1 and ΔSn-2No replacement of data occurs; calculating a deviation coefficient Es (Es)n-1*kn-1+Esn-2*kn-2)/(kn-1+kn-2)；Et＝(Etn-1*kn-1+Etn-2*kn-2)/(kn-1+kn-2) (ii) a And then carrying out single increment or decrement on the deviation coefficient according to the positive value and the negative value of the delta S.
8. The method of claim 7, wherein the magnitude of the single increment or decrement is no greater than 5%.
9. The method of claim 6, wherein the value of the automatically corrected deviation factor is not greater than Δ Smax and ΔSminCorresponding start-up deviation factor and stop deviation factor.
10. A converter ground vehicle positioning control system is characterized by comprising a PLC (programmable logic controller), a frequency converter, a vehicle brake, a vehicle and a first switch;
the PLC is used for executing the converter ground vehicle positioning control method according to any one of claims 1-9;
the frequency converter is used for controlling the variable frequency motor to drive the vehicle to run and transmitting the running parameter information of the vehicle to the PLC;
the vehicle brake is used for executing a closing command sent by the PLC controller and controlling the vehicle to stop stably;
the first switch is arranged at the tail end of the ground track and used as a parking space of the vehicle, namely an initial zero position of the control logic.
11. The converter ground vehicle positioning control system of claim 10, wherein the shutdown command is a control command issued by the PLC controller after detecting that the vehicle operation signal has disappeared and the operation speed has decreased to the stop threshold.
12. The converter ground vehicle positioning control system of claim 10, further comprising a second switch disposed on the ground track outside the first switch as a limit protection position.
13. The converter ground vehicle positioning control system of claim 10, further comprising at least one third switch disposed on the ground track inboard of the first switch as a deceleration position.
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| CN202111570040.6A CN114326568B (en) | 2021-12-21 | 2021-12-21 | Positioning control method and system for converter ground vehicle |
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| CN117723091A (en) * | 2024-02-07 | 2024-03-19 | 农业农村部南京农业机械化研究所 | Method and device for detecting shutdown starting error of agricultural machinery |
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