CN115012262A - Control system of comprehensive operation vehicle - Google Patents
Control system of comprehensive operation vehicle Download PDFInfo
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- CN115012262A CN115012262A CN202210809061.7A CN202210809061A CN115012262A CN 115012262 A CN115012262 A CN 115012262A CN 202210809061 A CN202210809061 A CN 202210809061A CN 115012262 A CN115012262 A CN 115012262A
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B37/00—Making, maintaining, renewing, or taking-up the ballastway or the track, not provided for in a single one of groups E01B27/00 - E01B35/00
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D15/00—Other railway vehicles, e.g. scaffold cars; Adaptations of vehicles for use on railways
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K3/00—Wetting or lubricating rails or wheel flanges
- B61K3/02—Apparatus therefor combined with vehicles
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Abstract
The invention discloses a control system of a comprehensive operation vehicle, which comprises: mend tiny fragments of stone, coal, etc. device, oiling station and controlling means. The oiling device comprises a lifting driving mechanism and an approach rail oiling mechanism, and an oil injection assembly of the approach rail oiling mechanism comprises a detection sensor. When the comprehensive operation vehicle runs, the lifting driving mechanism drives the backup rail oiling mechanism to perform the backup rail pressing operation, and when the detection sensor detects a bolt signal, the control device outputs a signal to control the backup rail oiling mechanism to perform the automatic oiling operation. Meanwhile, the control device calculates the time of reaching the pick nest according to the bolt signal, the operation traveling speed and the distance between the ballast supplementing port of the ballast supplementing device and the bolt, and controls the ballast supplementing device to carry out quantitative conveying on the railway ballast. When the ballast supplementing opening moves to the position above the pick pit, the control device controls the railway ballast to fall down from the ballast supplementing device and backfill into the pick pit. The invention can solve the technical problems that the existing operation vehicle has single operation mode, the cooperativity between operation units is poor, and the sleeper bolt oiling and automatic ballast supplementing operation cannot be realized simultaneously.
Description
Technical Field
The invention relates to the technical field of railway engineering machinery, in particular to a control system for a whole vehicle running and core device of a railway line comprehensive operation vehicle.
Background
By 2019, the total mileage of railways in China reaches 13.9 kilometers, the mileage of high-speed rails also reaches 3.5 kilometers, the borne transport capacity reaches 70% of the total passenger transport capacity, and the normal operation of the railway has increasingly large influence on national travel and business activities. In order to ensure the normal operation of the railway, large and medium maintenance operations are usually performed on the railway regularly, but before the next large and medium maintenance period comes after the large and medium maintenance of the railway line, various diseases such as bolt corrosion, sleeper damage, ballast slurry leakage, and roadside miscellaneous tree clumping also occur on the railway line, and the temporary maintenance operation needs to be organized in a work section. At the present stage, various defects and shortcomings still exist when the railway line is subjected to the temporary repair operation, and the defects and the shortcomings are mainly represented as follows: the system comprises a detection device, a maintenance machine and a decentralized operation, wherein the detection device, the maintenance machine and the decentralized operation are used for detecting and maintaining each professional section; secondly, various machines have low mechanization degree and single function, most of the machines need to be pushed by hand and have high labor intensity; thirdly, the correlation among all the specialties is poor, and the utilization rate of the maintenance skylight is low.
In order to reduce the labor intensity of the railway line near-repairing process, improve the overall near-repairing operation efficiency and the skylight utilization rate and meet the integrated management requirement of maintenance and production, a comprehensive operation vehicle capable of meeting various near-repairing operations is required to be developed, and can simultaneously carry out automatic bolt oiling, sleeper replacement (including sleeper transportation and sleeper lifting and unloading), ballast replacement (including turnout ballast replacement and mortar pumping remediation), automatic ballast repairing of tamping pits, tree cutting and weeding, and various near-repairing operations of repairing invasion shrubs and the like. Because the comprehensive operation vehicle is simultaneously loaded with a plurality of operation devices, the running of the whole vehicle needs to adapt to the operation requirements of different operation devices, and meanwhile, the devices need to safely carry out cooperative operation. Therefore, the development of a control system for the whole vehicle traveling and core devices of the comprehensive operation vehicle becomes a key point for ensuring the safe, stable and efficient traveling and operation of the comprehensive operation vehicle.
In the prior art, the following technical schemes are mainly related to the invention:
the prior art 1 is a chinese invention application published in 2018, 12 and 28, and published under the publication number CN 109098050a by the china gao-new equipment, ltd. The invention discloses a railway ballast backfilling and tamping comprehensive operation vehicle between sleepers, which comprises a vehicle frame, wherein a ballast storage hopper is arranged above the vehicle frame, and a ballast backfilling and tamping device is arranged below the vehicle frame. Compared with the prior art, the ballast tamping maintenance system can simultaneously carry out ballast on sleeper cleaning, pick nest backfilling and ballast tamping maintenance operations, and can simultaneously configure a corresponding intelligent detection control system to realize automatic backfilling operations of tamping pick nests, automatic tamping operations of ballast between sleepers and fixed-point quantitative ballast discharging operations and fixed-point tamping operations, so that the pick nest backfilling and ballast tamping maintenance operations are carried out instead of the existing manual work, the labor cost is greatly saved, and the maintenance operation efficiency is greatly improved.
The prior art 2 is a chinese utility model patent that chinese iron-building high-tech equipment limited company, chinese railway general company, applies for 25/01/2019, and announces 27/03/2020 with a publication number of CN 210194356U. The utility model discloses a car is backfilled in pick nest, including automobile body and pick nest backfill device, be equipped with on the automobile body and mend tiny fragments of stone, coal, etc. device, mend tiny fragments of stone, coal, etc. device and include davit, grab bucket, mend tiny fragments of stone, coal, etc. device and supply tiny fragments of stone, coal, etc. in to pick nest backfill device. The utility model discloses a car is backfilled to pick nest can be automatically to the pick nest that the operation of tamping formed fix a point, quantitative backfill, saved the required manpower of artifical backfill pick nest and man-hour, practiced thrift the cost of labor. When the stone ballast is accumulated on the slope bottom, a slope bottom ballast taking mode is adopted, the ballast hopper is moved to the position of the slope bottom through the suspension arm, the stone ballast is grabbed, and the stone ballast is conveyed into the ballast hopper; when no stone ballast exists at the slope bottom, a side slope ballast fetching mode is adopted, the side slope stone ballast is collected through a side plough, the grab bucket is moved to the side slope position to grab the stone ballast, and the stone ballast is conveyed into the ballast bucket. When the stone ballast is grabbed, the bottom of the grab bucket is along the slope angle without damaging the shape of the slope; if the shape of the side slope is damaged carelessly, the side plough can be adopted to reshape the side slope and restore the shape of the side slope.
However, the above prior arts 1 to 3 still have the technical defects that the operation type is relatively single, and the requirement of multipurpose comprehensive operation cannot be satisfied, especially the technical defect of cooperative control of multiple operation devices cannot be satisfied.
Disclosure of Invention
In view of the above, the invention aims to provide a comprehensive operation vehicle control system to solve the technical problems that the operation mode of the operation vehicle of the existing operation vehicle is single, the cooperativity between operation units is poor, and the sleeper bolt oiling and automatic ballast supplementing operation cannot be simultaneously realized.
In order to achieve the above object, the present invention specifically provides a technical implementation scheme of a control system for a comprehensive working vehicle, including:
the ballast supplementing device is arranged on a frame of the comprehensive operation vehicle;
the oiling device is arranged at the bottom of the frame and is positioned at the front end of the operation of the ballast supplementing device;
and the control device is used for respectively controlling the ballast supplementing device and the oiling device.
The oiling device comprises a lifting driving mechanism and an approach rail oiling mechanism, and an oil injection assembly of the approach rail oiling mechanism comprises a detection sensor.
When the comprehensive operation vehicle runs, the lifting driving mechanism drives the backup rail wheel assembly of the backup rail oiling mechanism to perform the backup rail pressing operation, and when the detection sensor detects a sleeper bolt signal, the control device outputs a signal to control the backup rail oiling mechanism to perform the automatic oiling operation.
Meanwhile, the control device calculates the time of reaching the pick nest according to the sleeper bolt signal, the operation walking speed and the distance between the ballast falling port of the ballast supplementing device and the sleeper bolt, and controls the ballast supplementing device to carry out quantitative conveying on the railway ballast. When the ballast dropping port moves to the position above the pick pit, the control device controls the ballast supplementing device to control the ballast to drop from the ballast supplementing device and backfill into the pick pit.
Further, the oiling device further comprises a main frame and a locking mechanism. The main frame comprises a first fixing frame and a cross beam, and the first fixing frame is installed at the bottom of the frame. The upper part of the lifting driving mechanism is connected with the frame, the lower part of the lifting driving mechanism is connected with the cross beam, and the cross beam can be driven by the lifting driving mechanism to move up and down relative to the first fixing frame. The rail oiling mechanisms are arranged on the left side and the right side of the cross beam and are used for realizing rail walking and oiling operation of sleeper bolts. The locking mechanism is arranged on the cross beam and used for locking the first fixing frame and the cross beam in a non-operation mode.
Furthermore, the main frame further comprises a guide mechanism and a stretching mechanism, the guide mechanism is hinged with the first fixing frame and the cross beam respectively, and the stretching mechanism is connected between the first fixing frame and the guide mechanism. The upper part of the lifting driving mechanism is hinged with the frame, and the lower part of the lifting driving mechanism is hinged with the cross beam. The guide mechanism is used for guiding the cross beam in the lifting process, supporting the cross beam in the transverse moving process and drawing the cross beam in the walking process. The guide mechanism comprises a guide pillar, a protective cover, a guide sleeve and a first mounting seat, and the first mounting seat is provided with an inclination angle sensor. The protective cover is sleeved outside the guide pillar, and the guide sleeve is sleeved on the protective cover. The first mounting seat is fixed on the outer side of the guide sleeve, the lower portion of the guide pillar is hinged to the cross beam, and the first mounting seat is hinged to the first fixing frame. The stretching mechanism comprises a second mounting seat, a tension spring and a pin shaft, wherein two ends of the tension spring in the length direction are connected with the second mounting seat through the pin shaft. One end of the tension spring is fixed on the first mounting seat through the second mounting seat, and the other end of the tension spring is fixed on the first fixing frame through the other second mounting seat and used for limiting and resetting the guide mechanism during deflection.
Further, first mount includes longeron and main beam, the longeron sets up in the both ends of main beam along length direction. One end of the longitudinal beam along the length direction is provided with a positioning hole, and the other end of the longitudinal beam is provided with a connecting plate. The main beam is provided with mounting holes along both ends of the length direction. The first mounting seat is hinged to the mounting hole, and one end of the tension spring is fixed to the outer side portion of the longitudinal beam through the second mounting seat. The locking mechanism is arranged on the main cross beam. The crossbeam includes the girder to and be horizontal bilateral symmetry along transversely set up in link, locating pin post and the articulated seat of second on the girder. The girder is provided with the first articulated seat that links to each other with lift actuating mechanism along horizontal both ends. The lower part of the guide post is connected with the main beam through a second hinged seat, and the hanging ring is used for hanging the locking mechanism in a non-operation mode. And the positioning pin column is matched with the positioning hole at the lower part of the longitudinal beam and is used for realizing the rapid positioning of the main beam and the first fixing frame in the lifting process of the cross beam.
Furthermore, the rail oiling mechanisms are transversely and bilaterally symmetrically arranged at the lower parts of the two ends of the cross beam and comprise rail driving mechanisms, second fixing frames, pressure springs, torsion springs and oscillating bars. The second fixing frame is provided with a transverse guide pillar and is arranged below the cross beam, and the rail leaning wheel assembly is movably arranged on the transverse guide pillar. The rail driving mechanism is arranged between the second fixing frame and the rail wheel assembly, and drives the rail wheel assembly to move along the transverse guide pillar through the rail driving mechanism so as to realize rail action of the rail wheel assembly. One end of the swing rod is movably installed on the rail wheel leaning component through the rotating shaft, and the other end of the swing rod is hinged with the oil injection component and used for achieving swing and reset of the oil injection component. The oil injection assembly is used for detecting, positioning and oiling the sleeper bolt. And a height sensor for measuring the distance between the backup rail oiling mechanism and the rail surface of the steel rail is arranged on the backup rail wheel assembly. The pressure spring is arranged on the transverse guide post and is positioned between the second fixing frame and the rail leaning wheel assembly, and the rail leaning wheel assembly provides rail leaning pressure for the rail leaning wheel assembly. The torsion spring is arranged on the rotating shaft and is positioned between the rail wheel assembly and the swing rod to provide restoring force for the swing rod to reset.
Further, the oil injection assembly further comprises a protective cover, a nozzle and a third mounting seat. The third installation seat is installed in the protective cover, and the nozzle is installed on the third installation seat and connected with the oil tank. The detection sensor is arranged in the protective cover and used for detecting and positioning the sleeper bolt. Two sets of oil injection assemblies are symmetrically arranged on the left side and the right side of the rail leaning wheel assembly, and detection sensors and nozzles of the two sets of oil injection assemblies are installed in a crossed and symmetrical structure relative to the left side and the right side of the steel rail. When the detection sensor on one side of the steel rail detects a sleeper bolt signal, the control device sends a control signal to a nozzle on the other side of the steel rail and on the same horizontal plane with the detection sensor according to the sleeper bolt signal so as to realize oil injection operation. The rail leaning wheel component comprises a sliding frame, a shaft pressing plate, a sleeve, a sensor mounting plate and a rail leaning wheel. The sliding frame and the sleeve pipe form an installation frame of the rail wheel, and the sleeve pipe is sleeved on the transverse guide post. Two rotating shafts are respectively arranged on the front side and the rear side of the sliding frame, and the rail-leaning wheel is movably arranged on the sliding frame through a shaft pressing plate. The sensor mounting plate is arranged on the front side of the sliding frame and used for mounting the height sensor.
Further, when the control device controls the operation of the oiling device, the lifting driving mechanism is unlocked firstly, and then the lifting driving mechanism is controlled to extend out and descend. When the lifting driving mechanism descends to a position where the rail leaning wheel is close to the steel rail, the height sensor detects a steel rail signal, and the control device controls the rail leaning driving mechanism to drive the rail leaning wheel to execute automatic rail leaning operation according to the steel rail signal. After the rail leaning wheel successfully leans on the rail, the bolt oiling operation function is started, the control device can carry out starting logic judgment according to the collected oil tank temperature and liquid level sensing signals, the anti-rust oil hydraulic pump in the oil tank is controlled to be started after the starting conditions are met, and then the comprehensive operation vehicle is controlled to work in a low constant speed running mode. And when the detection sensor detects a sleeper bolt signal once in the running process of the comprehensive operation vehicle, the control device automatically outputs a control signal to open an oiling electromagnetic valve of the primary oil injection assembly to perform automatic oiling operation. The control device can automatically match the oil injection duration and the delay time of the oil injection assembly according to different operation traveling speeds, and fixed-point quantitative oil coating operation under different operation speeds is ensured. After the oiling operation is finished, the control device controls the lifting driving mechanism to ascend and lock, and simultaneously controls the anti-rust oil hydraulic pump of the oil tank to stop working.
Further, when the oiling device works on a curve, the relationship between the lateral moving amount delta x and the inclination angle theta of the rail oiling mechanism is calculated according to the following formula:
wherein a is the distance from the upper rotating point to the guide post, h is the distance from the upper rotating point to the lower rotating point in the vertical direction, theta is the angle of inclination of the guide post, b is the distance from the upper rotating point to the lower rotating point, c is the distance from the lower rotating point to a, and theta is the distance from the upper rotating point to the guide post 1 Is the angle of b with the horizontal, θ 2 B is the included angle between B and C, delta x is the horizontal moving distance of the lower rotating point when a rotates by theta, R is the radius of the curve of the line, L is the distance between the point A of the front wheel and the point C of the rear wheel of the comprehensive operation vehicle, point B is the installation position of the oiling device, L is the installation position of the oiling device 1 The distance between the foot and point a is taken as the perpendicular of line segment AC for point B.
Further, the ballasting device includes:
the railway ballast hopper is arranged on the frame and used for accommodating railway ballasts;
the conveying mechanism is arranged below the railway ballast hopper and used for quantitatively conveying the railway ballasts in the railway ballast hopper by controlling the transmission distance of the conveying mechanism;
and the ballast dropping hopper is arranged below the conveying mechanism and used for controlling the ballast to drop and backfill into the pick nest so as to realize single quantitative backfill of the ballast.
Furthermore, the ballast supplementing device further comprises a gate valve connected between a ballast outlet below the ballast hopper and the conveying mechanism and used for controlling the ballast in the ballast hopper to fall to the conveying mechanism. The ballast supplementing device further comprises a ballast distributing hopper connected between the conveying mechanism and the ballast dropping hopper and used for distributing the ballast conveyed by the conveying mechanism quantitatively. A ballast dropping valve is arranged below the ballast dropping hopper, and a valve driving mechanism is hinged between the ballast dropping hopper and the ballast dropping valve. When the ballast dropping port of the ballast dropping hopper faces the pick nest upper side, the control device outputs a signal to control the valve driving mechanism to act, the ballast dropping valve is opened under the pushing of the valve driving mechanism, and the railway ballast drops into the pick nest. And then, the control device outputs a signal to the valve driving mechanism to control the ballast dropping valve to be closed, and the railway ballast continuously drops into the ballast distributing hopper to repeat the next ballast supplementing operation.
Furthermore, two identical inverted cone-shaped hopper mouths are formed at the lower part of the railway ballast hopper along the transverse direction, and the hopper mouths are connected with the ballast outlets and are respectively used for repairing the ballast in the pick pits at two sides of the two steel rails. And a gate valve is arranged below each ballast outlet, and a set of conveying mechanism is arranged below each gate valve. Two ballast distributing hoppers are arranged below the conveying mechanism, and one ballast dropping hopper is respectively arranged below the two ballast distributing hoppers. The ballast dropping buckets are transversely arranged and respectively correspond to four pickaxe nests between every two sleepers. The ballast conveyed quantitatively by the conveying mechanism is distributed into two parts through the ballast distributing hopper, falls through the ballast falling hopper and is backfilled into the pick nest.
Furthermore, the gate valve comprises a frame, a rotating door, a gate and a first power mechanism. The picture peg sets up in the cavity bottom one side of frame to the partial seal the bottom of frame, the revolving door movably sets up in the opposite side of frame. The first power mechanism is movably connected with the inserting plate, and the inserting plate can be driven to move along the length direction of the frame through the first power mechanism. When the ballast supplementing device breaks down and needs to be maintained, the lower ballast opening of the gate valve can be closed by closing the gate and the rotating door, so that the railway ballast cannot slide out during maintenance operation. The conveying mechanism adopts a belt conveying structure and comprises a second power mechanism, a speed reducing mechanism, a belt and a roller. The second power mechanism drives the speed reducing mechanism to further drive the belt to roll, and the roller is used for performing power transmission on the rolling of the belt. When picture peg and revolving door are in the open mode, when second power unit drives reduction gears rotatory, the belt is carried out the railway ballast from a tiny fragments of stone, coal, etc. department, the railway ballast falls into and equally divides after the tiny fragments of stone, coal, etc. fight to divide the tiny fragments of stone, coal, etc. that falls into below to fight. The control device controls the distance of belt conveying by controlling the number of rotation turns of the second power mechanism, so that the ballast is quantitatively measured at a single time.
Furthermore, a transverse moving mechanism is installed on the ballast dividing hopper and comprises a lead screw module and a transverse moving driving mechanism, the ballast falling hopper is installed on the ballast dividing hopper through a supporting roller, and a vertical limiting block is further arranged on the ballast dividing hopper. The ballast falling hopper is connected with the sliding table of the lead screw module through the transverse moving push rod, the transverse moving driving mechanism drives the lead screw of the lead screw module to rotate, the lead screw rotates to drive the sliding table to move transversely, and the ballast falling hopper realizes transverse displacement along with the movement of the sliding table. When the track is a straight line, the ballast dropping hopper is positioned at the central position through the screw rod module, and the four ballast dropping openings are respectively positioned right above the pick nest. When the track is a curve, the screw rod module is controlled by a pick nest deviation signal measured by the front detection sensor and given by the control device to drive the ballast dropping hopper to move transversely so as to adjust the transverse position, so that the railway ballast can accurately drop into the pick nest.
Further, when the control device controls the operation of the ballast supplementing device, the lifting driving mechanism is unlocked, and then the lifting driving mechanism is controlled to extend out and descend until the rail wheel contacts the surface of the steel rail and the successful rail leaning state is maintained. And starting an automatic ballast supplementing operation function, outputting a signal by the control device to control a second power mechanism to supply power, establishing communication with the second power mechanism, and reading the signal of the second power mechanism by the control device to judge whether the second power mechanism works normally or not. After the control device establishes communication with the second power mechanism, the control device controls the comprehensive operation vehicle to work in a low constant speed running mode, and the second power mechanism is synchronously started and quantitatively conveys the railway ballast to the ballast dropping hopper while the comprehensive operation vehicle runs. In the running process of the comprehensive operation vehicle, when a detection sensor detects a sleeper bolt signal, the control device carries out delay calculation, so that when a ballast dropping port moves to a position in the middle of a sleeper where a detection signal corresponds to a sleeper bolt, the control device outputs a signal to control a ballast dropping valve to be opened for one-time automatic ballast supplementing operation, and ballast falls into a pick nest from a ballast dropping hopper.
Furthermore, the control device performs correlation control through the running speed and the operation speed of the belt and the sectional area of the ballast outlet of the ballast hopper, so as to realize quantitative ballast supplement. When the ballast outlet belt with the sectional area of A being B multiplied by H is arranged at the lower part of the ballast hopper, the running speed of the ballast outlet belt is V 0 The operating speed is V 1 When the detecting sensor detects that the distance between two adjacent sleepers is S, the distance isThe time T of the next ballast supplement is S/V 1 During which the belt travels a distance L of V 0 And x T, the ballast supplementing quantity at the next time is V ═ A x L. V, B, H is used as a fixed quantity in the process of ballast supplementing operation, and the control device is used for controlling the ballast supplementing operation according to the operation speed V 1 Calculating the running speed V of the belt 0 And the running speed V of the belt is adjusted by the second power mechanism 0 。
Further, when the comprehensive operation vehicle drives to the end II, the ballast supplementing action is carried out after the sleeper bolt is detected, and the time when the sleeper bolt is detected by the detection sensor each time is recorded as t i ，i＝1，2，...，N，t 1 0 s. Supposing that the structural comprehensive response delay time of the control device and the ballast supplementing device is delta t, the time of opening each ballast dropping port is recorded as t oi N, the vehicle speed when the ballast dropping port is opened is V oi When the ballast dropping port reaches the middle of the sleeper in front of the ith sleeper bolt, the following formula is satisfied:
wherein L is r For detecting the distance from the sensor to the ballast-dropping opening, V II And (t) the speed of the vehicle travelling to the end II, h the height of the railway ballast falling from the ballast falling port to the pick nest, and g the gravity acceleration.
By implementing the technical scheme of the comprehensive operation vehicle control system provided by the invention, the following beneficial effects are achieved:
(1) the comprehensive operation vehicle control system integrates multiple operation functions into a whole and performs centralized control, not only realizes the control of various functions of each device and operation traveling, but also enables various devices to work orderly, and greatly improves the operation efficiency of the railway temporary repair operation;
(2) the comprehensive operation vehicle control system disclosed by the invention is based on a whole vehicle control system, and carries out centralized control on the oil coating device and the ballast supplementing device, so that the detection information of the two devices can be conveniently intercommunicated and shared, an additional matched oil coating and ballast supplementing device control system is not needed, and the overall research and development cost of the devices is reduced;
(3) the comprehensive operation vehicle control system disclosed by the invention is used for controlling the hydrostatic high-speed and low-constant-speed running based on PWM output, monitoring the safety of the device in the operation and transportation processes and controlling the safety interlock in the construction process, so that the equipment safety in the whole vehicle operation and transportation processes is effectively ensured, and the safety construction in the operation process is also ensured;
(4) according to the comprehensive operation vehicle control system, the continuous fixed-point quantitative oil coating and ballast supplementing operation at different traveling speeds is realized by adopting methods such as bolt detection, track bending radius detection and transverse movement control, differential compensation, hydraulic low-constant speed control and the like, and the application effect of the related technology is better;
(5) the comprehensive operation vehicle control system can realize the function control of the whole comprehensive operation vehicle, the main control objects comprise an engine, a hydraulic traveling system, an oiling device, a ballast supplementing device, a multifunctional operation arm, a crane boom and other equipment, and the cooperation among all operation function units can be well realized.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, from which other embodiments can be derived by a person skilled in the art without inventive effort.
FIG. 1 is a schematic side view of the construction of one embodiment of an integrated work vehicle to which the control system of the present invention is applied;
FIG. 2 is a schematic top view of one embodiment of an integrated work vehicle to which the control system of the present invention is applied;
FIG. 3 is a block diagram of a system architecture for one embodiment of an integrated work vehicle control system of the present invention;
FIG. 4 is a schematic view of a partial transverse configuration of one embodiment of an integrated work vehicle to which the control system of the present invention is applied;
FIG. 5 is a schematic view of a partial longitudinal configuration of one embodiment of an integrated work vehicle to which the control system of the present invention is applied;
FIG. 6 is a schematic perspective view of an oiling station in one embodiment of an integrated work vehicle control system according to the present invention;
FIG. 7 is a front elevational view of a schematic of the structure of the oiling device in one embodiment of the integrated work vehicle control system of the present invention;
FIG. 8 is a schematic view of the structure of the guiding mechanism of the oiling device in one embodiment of the integrated work vehicle control system of the present invention;
FIG. 9 is a schematic diagram of the structure of the stretching mechanism of the oiling device in one embodiment of the integrated work vehicle control system of the present invention;
FIG. 10 is a schematic view of a first mounting bracket of the oiling device in one embodiment of the integrated work vehicle control system of the present invention;
FIG. 11 is a schematic cross-member configuration of an oiling device in one embodiment of an integrated work vehicle control system of the present invention;
FIG. 12 is a schematic structural view of a rail backup mechanism of an oiling device in one embodiment of an integrated work vehicle control system of the present invention;
FIG. 13 is a schematic view of the oil spray assembly of the oil application device of one embodiment of the integrated work vehicle control system of the present invention from a first perspective;
FIG. 14 is a schematic view of the oil spray assembly of the oil application device of one embodiment of the integrated work vehicle control system of the present invention from a second perspective;
FIG. 15 is a schematic diagram of a third perspective view of a fuel injection assembly of a fuel application assembly of one embodiment of an integrated work vehicle control system in accordance with the present invention;
FIG. 16 is a schematic view of the oil spray assembly of the oil application device of one embodiment of the integrated work vehicle control system of the present invention shown from a fourth perspective;
FIG. 17 is a schematic illustration of a backup rail wheel assembly of an oiling device in an embodiment of an integrated work vehicle control system of the present invention;
FIG. 18 is a schematic illustration of the locking mechanism of the oiling device in one embodiment of the integrated work vehicle control system of the present invention;
FIG. 19 is a schematic view of the operation of the applicator running wheel rail in one embodiment of the integrated work vehicle control system of the present invention 1;
FIG. 20 is a schematic illustration of the operation of the applicator running wheel rail in one embodiment of the integrated work vehicle control system of the present invention 2;
FIG. 21 is a schematic view of an operation process of an oil injection assembly of an oil injection device for avoiding an obstacle in one embodiment of a control system of an integrated work vehicle according to the present invention;
FIG. 22 is a schematic view of the operation of the oil injection assembly of the oiling device to avoid obstacles in one embodiment of the integrated work vehicle control system of the present invention 2;
FIG. 23 is a schematic illustration of the oiling station adapted to lateral yaw during curved operation in one embodiment of the integrated work vehicle control system of the present invention;
FIG. 24 is a schematic representation of the operating principles of the oiling device operating in a curve in one embodiment of the integrated work vehicle control system of the present invention;
FIG. 25 is a schematic illustration of the lateral movement of the oiling device in one embodiment of the integrated work vehicle control system of the present invention;
FIG. 26 is a schematic view of the pitch-vector/turn radius curve of the lateral movement of the oiling device in one embodiment of the integrated work vehicle control system of the present invention 1;
FIG. 27 is a schematic view of the pitch-vector/turn radius curve of the lateral movement of the oiling device in one embodiment of the integrated work vehicle control system of the present invention 2;
fig. 28 is a schematic view of a transverse arrangement structure of a ballast supplementing device according to an embodiment of the control system of the comprehensive operation vehicle;
fig. 29 is a schematic view of a longitudinal arrangement structure of a ballast supplementing device in one embodiment of the control system of the comprehensive operation vehicle;
FIG. 30 is a schematic diagram of a plug-pull valve structure of a ballast supplementing device in one embodiment of the control system of the comprehensive working truck of the present invention;
fig. 31 is a schematic view of an installation structure of a ballast distributing hopper and a ballast dropping hopper of a ballast supplementing device in one embodiment of the control system of the comprehensive operation vehicle;
fig. 32 is a schematic view of an installation structure of a ballast distributing hopper and a ballast dropping hopper of the ballast supplementing device in another view angle in one embodiment of the control system of the comprehensive operation vehicle;
fig. 33 is a schematic view of a mounting structure of a ballast distributing hopper and a ballast dropping hopper of a ballast supplementing device in one embodiment of the control system of the comprehensive operation vehicle;
fig. 34 is a schematic view of an installation structure of a ballast distributing hopper and a ballast dropping hopper of a ballast supplementing device in another view angle in one embodiment of the control system of the comprehensive operation vehicle;
FIG. 35 is a schematic diagram of a quantitative ballast supplementing principle of a ballast supplementing device according to a specific embodiment of the control system of the comprehensive operation vehicle;
fig. 36 is a schematic diagram of a quantitative ballast supplement principle of a ballast supplement device of one embodiment of the comprehensive operation vehicle control system at another view angle;
fig. 37 is a schematic view of a differential compensation principle of a ballast supplementing device according to an embodiment of the control system of the comprehensive working vehicle;
FIG. 38 is a system schematic block diagram of one embodiment of an integrated work vehicle control system of the present invention;
in the figure: 1-lifting driving mechanism, 2-derailing prevention chain, 3-main frame, 31-guiding mechanism, 311-guide column, 312-protective cover, 313-guide sleeve, 314-first mounting seat, 315-tilt angle sensor, 32-stretching mechanism, 321-second mounting seat, 322-tension spring, 323-pin shaft, 33-first fixing frame, 331-connecting plate, 332-mounting hole, 333-longitudinal beam, 334-positioning hole, 335-main beam, 34-beam, 341-first hinging seat, 342-second hinging seat, 343-hanging ring, 344-main beam, 345-positioning pin column, 346-derailing prevention chain interface, 4-derailing oil coating mechanism, 41-derailing driving mechanism, 42-second fixing frame, 43-oil spraying component, 431-protective cover, 432-detection sensor, 433-nozzle, 434-third mounting seat, 44-track wheel assembly, 441-sliding frame, 442-rotating shaft, 443-shaft pressing plate, 444-sleeve, 445-sensor mounting plate, 446-track wheel, 45-pressure spring, 46-torsion spring, 47-swinging rod, 48-height sensor, 49-transverse guide column, 5-locking mechanism, 51-fourth mounting seat, 52-fifth mounting seat, 53-locking driving mechanism, 54-hook, 6-ballast hopper, 61-ballast outlet, 7-gate valve, 71-frame, 72-rotating door, 73-gate board, 74-lead screw, 75-first power mechanism, 76-ballast outlet, 8-conveying mechanism, 81-a second power mechanism, 82-a speed reducing mechanism, 83-a belt, 84-a roller, 9-a ballast distributing hopper, 91-a transverse moving mechanism, 92-a screw rod module, 93-a transverse moving driving mechanism, 94-a transverse moving push rod, 95-a vertical limiting block, 96-a supporting roller, 10-a ballast dropping hopper, 101-a ballast dropping valve, 102-a valve driving mechanism, 103-a ballast dropping port, 20-a steel rail, 30-a ballast, 40-a sleeper, 50-a sleeper bolt, 60-a track bed, 70-a pick socket, 80-an obstacle, 90-an oil conveying pipe, 100-a comprehensive operation vehicle, 200-an oil coating device, 300-a ballast supplementing device, 400-a control device, 500-a multifunctional operation arm, 600-a crane arm and 700-a vehicle frame, 800-driver control room, 900-oil tank.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the described embodiments are merely a few embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring now to fig. 1 through 38, there is shown an embodiment of an integrated work vehicle control system according to the present invention, and the present invention will be further described with reference to the drawings and the embodiment.
The comprehensive operation vehicle 100 is a rail engineering vehicle suitable for the temporary repair operation of a railway line, and the layout of all functional mechanisms of the whole vehicle is shown as the attached drawings 1 and 2. The comprehensive operation vehicle 100 mainly comprises a vehicle frame 700, an integrated driver control room 800, a multifunctional operation arm 500, a crane arm 600, a ballast supplementing device 300, an oiling device 200, an engine, a hydraulic system, wheels, a bogie and other mechanisms. Wherein, the frame 700 provides mounting and support for each mechanism; the engine is a power source of the whole vehicle, supplies power to the whole vehicle and drives a hydraulic pump of a hydraulic system; the hydraulic system, the wheels and the bogie are main mechanisms of a running part of the whole vehicle, and meanwhile, the hydraulic system also provides hydraulic power for the multifunctional working arm 500 and the crane arm 600; the multifunctional working arm 500 is a device capable of realizing switching operation of various working machines (a sleeper changer, a drilling machine, a ballast chain raking machine, a tamping head, a crusher, a weeding machine and the like) by utilizing a quick change connector; the crane boom 600 is mainly used for hoisting materials when a steel rail is replaced; the oiling device 200 is used for oiling and maintaining the sleeper bolt 50 after being rusted; the ballast supplementing device 300 is used for automatic tamping pit back-supplementing operation after tamping operation; the integrated driver's control cabin 800 is the control center of the entire vehicle.
As shown in fig. 3, a system configuration block diagram of the entire vehicle control network system of the integrated working vehicle 100 is shown. The control device 400 is constructed by combining and constructing a plurality of control modules (a main control module, a digital input module, an analog input module, a digital output module, an analog output module, a hydraulic control module, etc.) of different types according to the number of signals which need to be acquired and the number of signals which need to be output and controlled. The master control module, the digital quantity input module, the analog quantity input module, the digital quantity output module, the analog quantity output module, the display module and the hydraulic control module are communicated with one another through a CAN bus. The built network control system (i.e., the control device 400) needs to directly control the engine, the hydraulic traveling system, the auxiliary system, the ballast supplementing device 300 and the oiling device 200, so as to realize high-speed operation traveling and ballast supplementing operation of the whole vehicle. Meanwhile, the multifunctional working arm 500 and the boom 600 need to be powered, CAN (Controller Area Network, short for Controller Area Network) and hard-wired, so as to realize the authorization control and the motion state display of the two mechanisms. The integrated driver control room 800 is a hardware support for the network control system (i.e., the control device 400) of the entire vehicle and the working device of the integrated working vehicle 100, and is mainly used for installing and distributing electrical components and providing a closed working space for operators.
The control objects related to the driving and core device control system of the comprehensive working truck 100 mainly include an engine, a hydraulic traveling system, an oiling device 200, a ballast supplementing device 300, a multifunctional working arm 500, a crane arm 600, an auxiliary system, a remote diagnosis system and the like. The engine and the traveling hydraulic system basically constitute a normal main power source, the engine can be started and stopped firstly on a driver platform of the driver control room 800, then the operations such as gear engaging, traveling direction and traveling mode can be performed on an operation panel, and finally the traveling control of the comprehensive operation vehicle 100 under different modes can be realized only by pushing an accelerator handle or pressing a traveling confirmation switch. The driving modes are divided into high-speed running, operation running and emergency running. The high-speed running mode is adopted when the vehicle runs for a long distance, and the running speed of the vehicle is divided into two types of low constant speeds (for example, five constant speeds of 1km/h, 3km/h, 5km/h, 7km/h and 10km/h can be selected) and any low speed below 10 km/h. During oil coating and ballast supplementing operation, a low-constant-speed traveling vehicle is adopted, the control device 400 outputs a Pulse Width Modulation (PWM) wave to control a Proportional solenoid valve in a hydraulic motor in a low-constant-speed operation mode, and collects parameters such as vehicle speed, hydraulic system pressure and temperature in real time to perform Proportion Integration Differentiation (PID) negative feedback regulation to ensure that the rotating speed of the motor is constant, so that the comprehensive operation vehicle 100 is ensured to stably travel according to a set speed, and the stable vehicle speed is convenient for realizing automatic fixed-point oil coating and ballast supplementing operation. The multifunctional working arm 500 and the crane arm 600 can be driven at any low speed of less than 10km/h, so that the construction operators can control the speed of the crane in the two device operating rooms according to actual requirements. The emergency driving mode is adopted when the system fails to work, so that the comprehensive operation vehicle 100 is ensured to be driven away from the railway line when the system fails to work, and the railway cannot normally run. In the process of controlling the running of the engine and the hydraulic system, a display module (namely a display) on the driver platform can also display important parameters of the engine and the hydraulic system in real time.
The oiling device 200 and the ballast supplementing device 300 are required to be operated and controlled in a low constant speed driving mode, and the control device 400 can comprehensively control all functions of the oiling device 200 and the ballast supplementing device 300.
Example 1
An embodiment of the invention relates to a control system of an integrated working vehicle, which specifically comprises:
the ballast supplementing device 300 is mounted on the frame 700 of the comprehensive operation vehicle 100, as shown in fig. 29;
the oiling device 200 is installed at the bottom of the frame 700 and is located at the front end of the operation of the ballast supplementing device 300, as shown in fig. 4;
and a control device 400 for controlling the ballast supplementing device 300 and the oiling device 200 respectively, as shown in fig. 38.
The oiling device 200 comprises a lifting driving mechanism 1 and an approach rail oiling mechanism 4, and an oil injection assembly 43 of the approach rail oiling mechanism 4 comprises a detection sensor 432.
When the comprehensive operation vehicle 100 runs, the lifting driving mechanism 1 drives the rail backup wheel assembly 44 of the rail backup oiling mechanism 4 to perform rail backup operation, and when the detection sensor 432 detects a sleeper bolt signal, the control device 400 outputs a signal to control the rail backup oiling mechanism 4 to perform automatic oiling operation;
meanwhile, the control device 400 calculates the time for reaching the pick nest 70 according to the sleeper bolt signal, the operation traveling speed and the distance between the ballast dropping port 103 of the ballast supplementing device 300 and the sleeper bolt 50, and controls the ballast supplementing device 300 to quantitatively convey the railway ballast 30. When the ballast dropping port 103 moves to the position above the pick nest 70, the control device 400 controls the ballast 30 to fall from the ballast supplementing device 300 and backfill into the pick nest 70.
As shown in fig. 6, the oiling device 200 further includes a main frame 3 and a locking mechanism 5. The main frame 3 further comprises a first fixing frame 33 and a cross beam 34, wherein the first fixing frame 33 is mounted at the bottom of the frame 700, as shown in fig. 7. The upper part of the lifting driving mechanism 1 is connected with the frame 700, the lower part is connected with the cross beam 34, and the cross beam 34 can be driven by the lifting driving mechanism 1 to move up and down relative to the first fixing frame 33. The rail oiling mechanisms 4 are mounted on the left and right sides of the cross beam 34 in the length direction (as shown by W in fig. 4, 6 and 7) and are used for realizing rail traveling and oiling operation of the sleeper bolt 50. The locking mechanism 5 is disposed on the cross beam 34 and used for locking the first fixing frame 33 and the cross beam 34 in the non-operation mode.
As shown in fig. 7, the main frame 3 further includes a guide mechanism 31 and a stretching mechanism 32, the guide mechanism 31 is hinged to the first fixing frame 33 and the cross beam 34, and the stretching mechanism 32 is connected between the first fixing frame 33 and the guide mechanism 31. The upper part of the lifting driving mechanism 1 is hinged with the frame 200, and the lower part is hinged with the cross beam 34. The guide mechanism 31 is used for guiding the cross beam 34 during lifting, supporting during traversing, and pulling during traveling. As shown in fig. 8, the guide mechanism 31 further includes a guide post 311, a protective cover 312, a guide sleeve 313, and a first mounting seat 314, and a tilt sensor 315 is mounted on the first mounting seat 314. The protective cover 312 is sleeved outside the guide post 311, and the guide sleeve 313 is sleeved on the protective cover 312. The first mounting seat 314 is fixed at the outer side of the guide sleeve 313, the lower part of the guide post 311 is hinged with the cross beam 34, and the first mounting seat 314 is hinged with the first fixing frame 33. As shown in fig. 9, the stretching mechanism 32 includes a second mounting seat 321, a tension spring 322, and a pin 323, and both ends of the tension spring 322 along the length direction are connected to the second mounting seat 321 through the pin 323. One end of the tension spring 322 is fixed on the first mounting seat 314 through the second mounting seat 321, and the other end is fixed on the first fixing frame 33 through the other second mounting seat 321, so as to limit and reset the guide mechanism 31 during deflection.
As shown in fig. 10, the first fixing frame 33 is formed by welding metal parts, is an H-shaped integral component with bilateral symmetry, and includes a longitudinal beam 333 and a main cross beam 335, and the longitudinal beam 333 is disposed at two ends of the main cross beam 335 along a length direction (a direction W shown in fig. 10). One end of the longitudinal beam 333 in the longitudinal direction is provided with a positioning hole 334, and the other end is provided with a connecting plate 331. Both ends of the main beam 335 in the length direction are provided with mounting holes 332. First mounting base 314 is hinged to mounting hole 332, and one end of tension spring 322 is fixed to the outer side of longitudinal beam 333 through second mounting base 321. The lock mechanism 5 is provided on the main cross member 335. As shown in fig. 11, the cross beam 34 further includes a main beam 344, and a hanging ring 343, a positioning pin 345 and a second hinge seat 342, which are transversely (W in fig. 11) disposed on the main beam 344 in a left-right symmetry manner. The main beam 344 is provided with first hinge seats 341 connected to the elevation driving mechanism 1 at both ends in the lateral direction. The lower part of the guide post 311 is connected to the main beam 344 through the second hinge base 342, and the hanging ring 343 is used for hanging the locking mechanism 5 in the non-operation mode. The positioning pin 345 is matched with the positioning hole 334 at the lower part of the longitudinal beam 333, and is used for realizing the quick positioning of the main beam 344 and the first fixing frame 33 during the lifting process of the cross beam 34. The sleeper bolt oiling device 100 further comprises a drop-proof chain 2, the upper end of the drop-proof chain 2 is connected with the frame 200, and the lower end of the drop-proof chain 2 can be connected with the cross beam 34 through a drop-proof chain connector 346 in a non-operation mode so as to realize drop prevention and drop prevention of the rail leaning oiling mechanism 4.
The rail oiling mechanisms 4 are transversely and bilaterally symmetrically installed at the lower parts of the two ends of the cross beam 34, and further include a rail driving mechanism 41, a second fixing frame 42, a pressure spring 45, a torsion spring 46 and a swing link 47, as shown in fig. 12. The second fixing frame 42 is provided with a transverse guide post 49 and is mounted below the cross beam 34, and the rail wheel assembly 44 is movably arranged on the transverse guide post 49. The rail driving mechanism 41 is disposed between the second fixing frame 42 and the rail wheel assembly 44, and the rail driving mechanism 41 drives the rail wheel assembly 44 to move along the transverse guide post 49 (as shown in the direction W in fig. 12) to realize the rail operation of the rail wheel assembly 44. One end of the swing rod 47 is movably mounted on the rail wheel assembly 44 through a rotating shaft 442, and the other end is hinged with the oil spraying assembly 43, so as to realize the swinging and resetting of the oil spraying assembly 43. The oil injection assembly 43 is used for detecting, positioning and oiling the sleeper bolt 600. And a height sensor 48 for measuring the distance between the rail oiling mechanism 4 and the rail surface of the steel rail 20 is arranged on the rail wheel assembly 44. The pressure spring 45 is disposed on the transverse guide post 49 and between the second fixing frame 42 and the rail wheel assembly 44 to provide rail pressure for the rail wheel assembly 44. The torsion spring 46 is disposed on the rotating shaft 442 and located between the rail wheel assembly 44 and the swing link 47 to provide a restoring force for restoring the swing link 47.
As shown in fig. 13 to 16, the oil injection assembly 43 further includes a shroud 431, a nozzle 433 and a third mounting seat 434. A third mount 434 is mounted inside the protection cover 431, and a nozzle 433 is mounted on the third mount 434 and connected to the oil tank 900 through an oil pipe 90, as shown in fig. 5. A detection sensor 432 is mounted inside the shield 431 for detecting the positioning of the tie bolts 50. Two sets of oil jet modules 43 are symmetrically arranged on the left and right sides of the rail wheel assembly 44, and the detection sensors 432 and the nozzles 433 of the two sets of oil jet modules 43 are installed in a cross-symmetrical structure with respect to the left and right sides of the rail 20. When the tie bolt signal is detected by the detecting sensor 432 located at one side of the rail 20, the control device 400 sends a control signal to the nozzle 433 located at the other side of the rail 20 and at the same horizontal level as the detecting sensor 432 according to the tie bolt signal to implement the oil spraying operation. As shown in fig. 17, the rail wheel assembly 44 further includes a carriage 441, a shaft pressing plate 443, a sleeve 444, a sensor mounting plate 445, and a rail wheel 446. The carriage 441 and the sleeve 444 form a mounting frame of the rail wheel 446, and the sleeve 444 is sleeved on the transverse guide post 49. The two rotating shafts 442 are respectively disposed on the front and rear sides of the carriage 441, and the rail wheels 446 are movably mounted on the carriage 441 via shaft holding plates 443. A sensor mounting plate 445 is provided on the front side of the carriage 441 for mounting the height sensor 48.
As shown in fig. 17, the rail wheel assembly 44 further includes a carriage 441, a shaft pressing plate 443, a sleeve 444, a sensor mounting plate 445, and a rail wheel 446. The carriage 441 and the sleeve 444 form a mounting frame of the rail wheel 446, and the sleeve 444 is sleeved on the transverse guide column 49. The two rotating shafts 442 are respectively disposed on the front and rear sides of the carriage 441, and the rail wheels 446 are movably mounted on the carriage 441 via shaft holding plates 443. A sensor mounting plate 445 is provided on the front side of the carriage 441 for mounting a height sensor 48, the height sensor 48 being used to provide signal feedback that the rail wheel 446 is lowered into position. The rail drive mechanism 41 provides a pre-pressure of the pressure spring 45 so that the rail wheel 446 can accurately track in the direction W shown in fig. 17.
As shown in fig. 18, the locking mechanism 5 further includes a fourth mounting seat 51, a fifth mounting seat 52, a lock driving mechanism 53, and a hook 54. The hook 54 is hingedly connected to the fifth mounting seat 52 and is mounted to the bottom of the main cross member 335 by the fifth mounting seat 52. One end of the locking driving mechanism 53 is hinged to the fourth mounting seat 51 and is mounted on the front or rear side of the main beam 335 through the fourth mounting seat 51, the other end is hinged to the hook 54, and the locking and unlocking of the beam 34 are realized through the extension and contraction of the locking driving mechanism 53. The two sets of locking mechanisms 5 are arranged on the front side and the rear side of the cross beam 34 in a bilateral symmetry structure (or can be arranged on the same side), and the locking and unlocking of the cross beam 34 are realized through the expansion and contraction of the locking driving mechanism 53. The fourth mounting seat 51 is mounted to the front or rear of the cross member 34 of the first fixing frame 33 by bolts, and is used for mounting the locking driving mechanism 53. The fifth mounting seat 52 is mounted to the lower portion of the cross beam 34 of the first fixing frame 33 by bolts, and is used for mounting the hook 54. The cylinder body of the locking driving mechanism 53 is hinged on the fourth mounting seat 51, the front part of the push rod is hinged with the hook 54 through a pin shaft, and the hook 54 rotates through stretching. The hook 54 is connected to the fifth mounting seat 52 by a pin and is locked to a suspension ring 343 on the cross beam 34 in the locked state.
In the present embodiment, the power units including the elevation driving mechanism 1, the rail driving mechanism 41, and the lock driving mechanism 53 may be linear rod type power units such as an air cylinder, a hydraulic cylinder, and an electric cylinder. The types of the height sensor 48 and the detection sensor 432 can be flexibly selected, and in the same structural form, the modes of a laser type, an inductance type, a proximity switch type and the like can be selected. The tension spring 322 is used to realize the deflection limiting and resetting functions of the guide mechanism 31, and rubber or other elastic elements can also realize the functions. The matching between the cross beam 34 and the first fixing frame 33 adopts a mode that a positioning hole 334 is arranged at the lower part of the longitudinal beam 333, and a positioning pin 345 is arranged on the cross beam 34, and can also adopt a mode that a hole is arranged on the cross beam 34 to realize similar functions. In this embodiment, the rail mechanism and the fuel injection assembly can independently operate on the sleeper bolt 600 of the same sleeper 500, and similar structures and operation modes are adopted, and the scheme of only expanding the number of the rail wheels or the number of the nozzles belongs to the protection scope of the present invention.
When the control device 400 performs operation control on the oiling device 200, the control device 400 may perform operations such as unlocking and descending on the lifting drive mechanism 1 in an oiling control area on an operation panel of the driver platform, and the control device 400 outputs a DO (digital output, short for digital signal output) signal to control a corresponding valve to unlock the lifting drive mechanism 1, and then controls the lifting drive mechanism 1 to extend out and descend. When the lifting driving mechanism 1 descends to the rail-leaning wheel 446 to approach the steel rail 20, the height sensor 48 (which may specifically adopt an inductive proximity switch) at the lower end of the main frame 3 detects a steel rail signal, and the control device 400 controls the rail-leaning driving mechanism 41 to drive the rail-leaning wheel 446 to perform automatic rail-leaning operation according to the steel rail signal. After the rail leaning wheel 446 successfully leans on the rail, the bolt oiling operation function is started, the control device 400 can perform starting logic judgment (automatic heating is performed at low temperature) according to the collected oil tank temperature and liquid level sensing signals, the rust-preventive oil hydraulic pump in the oil tank 900 is controlled to be started after the starting conditions are met, and then the comprehensive operation vehicle 100 is controlled to work in a low constant speed driving mode. When the detection sensor 432 detects a sleeper bolt signal during the traveling of the integrated working vehicle 100, the control device 400 automatically outputs a control signal to open the oiling solenoid valve of the primary oil injection assembly 43 for automatic oiling operation. The control device 400 can automatically match the oil injection duration and the delay time of the oil injection assembly 43 according to different operation traveling speeds, and ensure fixed-point quantitative oil coating operation at different operation speeds. After the oiling operation is completed, the lifting driving mechanism 1 can be controlled to ascend, be locked, stop the oil pump and the like in an oiling control area of the driver platform operation panel, and the control device 400 controls the lifting driving mechanism 1 to ascend and be locked and controls the anti-rust oil hydraulic pump of the oil tank 900 to stop working at the same time. The control device 400 can realize the oiling control functions of unlocking and locking, lifting, automatic rail leaning, oil tank heating, automatic oil spraying and the like of the oiling mechanism 200.
By utilizing the transverse moving characteristic of the oiling device 200, the real-time detection of the bending radius (or vector distance) of the railway curve can be realized. When the railway engineering operation vehicle enters a curve in the oiling operation process, the rail leaning wheel 446 below the oiling device 200 needs to transversely move left and right, so that the front and rear wheels of the railway engineering operation vehicle and the rail leaning wheel 446 of the oiling device 200 are ensured to adapt to curve driving operation of the curve. When the guide mechanism 31 is transversely moved, the tilt angle sensor 315 mounted on the mechanism detects the deflection angle of the mechanism, firstly, mathematical modeling is performed on the transverse deviation principle of the oiling device 200, then, the tilt angle generated by transverse deviation is converted into the bending radius (or vector distance) of the vehicle curve by using the three-point detection principle, the mathematical model is converted into the curve relation of 'tilt angle-vector distance/turning radius', and further, the real-time detection of the bending radius (or vector distance) of the curve is realized. The sideslip principle mathematical modeling and "Dip-vector/turning radius" curves of the oiling device 200 are shown in FIGS. 26 and 27. The curve shown as d is a curve corresponding relationship between the turning radius and the inclination angle, the curve shown as e is a curve corresponding relationship between the vector distance and the inclination angle, and the straight line shown as f is the corresponding inclination angle and vector distance value at the minimum turning radius.
As shown in fig. 24 and 25, when the oiling device 200 is operated in a curve, the relationship between the lateral shift amount Δ x and the inclination angle θ of the rail oiling mechanism 4 is calculated according to the following formula:
according to the three-point detection principle, the following can be obtained:
wherein, a is the distance from the upper rotating point to the guide post 311, and the unit is mm; h is the distance between the upper rotating point and the lower rotating point in the vertical direction, and the unit is mm; θ is the angle at which the guide post 311 is tilted, and b is the distance from the upper rotation point to the lower rotation point (when θ is 0, b is h), and the unit is mm; c is the distance from the lower turning point to a and the unit is mm; theta 1 Is the angle between b and the horizontal direction, and the unit is radian (rad); theta 2 Is the angle between b and c in radians (rad); when the delta x rotates by an angle theta, the horizontal moving distance of the lower rotating point in the horizontal direction is in mm; r is the radius of a curve of the line and the unit is mm; l is the distance between the point A of the front wheel and the point C of the rear wheel of the comprehensive operation vehicle 100, and the unit is mm; point B is the mounting position of the oiling device 200, L 2 、L 3 Are respectively arc
The corresponding chord length is in mm; l is 1 The distance between the foot and point a, in mm, is taken as the perpendicular to line segment AC through point B.
Generally, after ballast tamping operation is performed on a track, two pick pockets 70 will be formed in the area of the track bed 60 between two sleepers 40 on either side of each rail 20, and thus 4 pick pockets 70 will be formed between two sleepers 40 of two rails 20. In order to solve the technical problem, in the specific embodiment of the present invention, ballast supplementing and backfilling are performed by using a ballast supplementing device 300 for a pick nest 70 formed after a track line is tamped.
As shown in fig. 28 and fig. 29, the ballast repairing device 300 further includes:
a ballast hopper 6 mounted on the frame 700 for accommodating a ballast 30;
the conveying mechanism 8 is arranged below the railway ballast hopper 6, and the railway ballast 30 in the railway ballast hopper 6 is quantitatively conveyed by controlling the conveying distance of the conveying mechanism 8;
and a ballast dropping hopper 10 arranged below the conveying mechanism 8, and used for controlling the ballast 30 to drop and backfill into the pick nest 70 so as to realize single quantitative backfill of the ballast 30.
The ballast supplementing device 300 further comprises a gate valve 7 connected between the ballast outlet 61 below the ballast hopper 6 and the conveying mechanism 8, and is used for controlling the ballast 30 in the ballast hopper 6 to fall to the conveying mechanism 8. The ballast supplementing device 300 further comprises a ballast distributing hopper 9 connected between the conveying mechanism 8 and the ballast dropping hopper 10 and used for distributing the ballast 30 quantitatively conveyed by the conveying mechanism 8. A ballast dropping valve 101 is arranged below the ballast dropping hopper 10, and a valve driving mechanism 102 is hinged between the ballast dropping hopper 10 and the ballast dropping valve 101. When the ballast dropping port 103 of the ballast dropping hopper 10 faces the pick nest 70, the control device 400 outputs a signal to control the valve driving mechanism 102 to act, the ballast dropping valve 101 is opened under the pushing of the valve driving mechanism 102 (which may specifically adopt a motor, an air cylinder, an oil cylinder or an electric cylinder), and the railway ballast 30 falls into the pick nest 70. Subsequently, the control device 400 outputs a signal to the valve driving mechanism 102 to control the ballast dropping valve 101 to be closed, and the railway ballast 30 continues to fall into the ballast distributing hopper 9 to repeat the next ballast supplementing operation. By arranging the ballast-dropping valve 101, the continuous operation of the valve driving mechanism 102 under the condition of intermittent ballast supplement can be realized, so that frequent starting and stopping of the valve driving mechanism are avoided, and the accurate positioning of the falling of the railway ballast 30 during the ballast supplement backfilling is realized.
The lower part of the ballast hopper 6 is further symmetrically formed with two identical inverted cone-shaped hopper mouths along the transverse direction (the direction is shown as W in fig. 28, and the direction is shown as L in fig. 29) and the hopper mouths are connected with a ballast outlet 61 and are respectively used for ballast supplement of the pick sockets 70 at two sides of the two steel rails 20. A gate valve 7 is arranged below each ballast outlet 61, and a set of conveying mechanism 8 is arranged below the gate valve 7. Two ballast distributing hoppers 9 are arranged below the conveying mechanism 8, and one ballast dropping hopper 10 is respectively arranged below the two ballast distributing hoppers 9, as shown in fig. 34. The ballast dropping buckets 10 are respectively corresponding to four pick sockets 70 between every two sleepers 40 in the transverse arrangement. The ballast 30 quantitatively conveyed by the conveying mechanism 8 is distributed into two parts through the ballast distributing hopper 9, falls through the ballast falling hopper 10 and is backfilled into the pick nest 70.
As shown in fig. 30, the gate valve 7 further includes a frame 71, a rotating door 72, an insert plate 73 and a first power mechanism 75. The insertion plate 73 is disposed at one side of the hollow bottom of the frame 71 and partially closes the bottom of the frame 71, and the rotating door 72 is movably disposed at the other side of the frame 71. The first power mechanism 75 is movably connected to the inserting plate 73, and the inserting plate 73 can be driven to move along the length direction (the direction shown as L in fig. 30) of the frame 71 by the first power mechanism 75. The first power mechanism 75 may specifically adopt a hand wheel, a lead screw and a slider combined structure, one end of the lead screw 74 is connected with the hand wheel, the other end of the lead screw is matched with a slider with internal threads, and the slider is fixed on the insertion plate 73. When the inserting plate 73 and the rotating door 72 are in an open state, and the second power mechanism 81 drives the speed reducing mechanism 82 to rotate, the belt 83 conveys the railway ballast 30 out from the ballast outlet 61, and the railway ballast 30 falls into the ballast distributing hopper 9 and then uniformly distributes the ballast distributing hopper 10 below. The control device 400 controls the conveying distance of the belt 83 by controlling the number of rotation turns of the second power mechanism 81, so that single quantitative ballast measurement is realized.
As shown in fig. 29, the conveying mechanism 8 adopts a belt conveying structure, and further includes a second power mechanism 81, a speed reducing mechanism 82, a belt 83, and a roller 84. The second power mechanism 81 (which may specifically be a speed-adjustable motor) drives the speed reduction mechanism 82 to further drive the belt 83 to roll, and the roller 84 is used for performing power transmission on the rolling of the belt 83. When the ballast supplementing device 300 breaks down and needs to be maintained, the lower ballast opening 76 of the gate valve 7 can be closed by closing the gate 73 and the rotating door 72, so that the railway ballast 30 cannot slide out during maintenance operation. According to the standard of the railway ballast crushed by stone, the size of the ballast 200 is from 16mm to 63mm, and the belt transmission mechanism not only needs to complete the transportation of the ballast 200 but also needs to prevent the ballast from being blocked due to a large size range.
As shown in fig. 31, 32 and 33, the ballast dividing hopper 9 is provided with a traversing mechanism 91, the traversing mechanism 91 further comprises a screw module 92 and a traversing driving mechanism 93, the ballast dropping hopper 10 is mounted on the ballast dividing hopper 9 through a support roller 96, and the ballast dividing hopper 9 is further provided with a vertical limiting block 95. The ballast dropping hopper 10 is connected with the sliding table of the screw module 92 through a transverse moving push rod 94, a transverse moving driving mechanism 93 (which can specifically adopt a motor, a cylinder, an oil cylinder or an electric cylinder) drives a screw of the screw module 92 to rotate, the screw rotates to drive the sliding table to move transversely (in the direction shown by W in the attached drawings 31 and 32), and the ballast dropping hopper 10 realizes transverse displacement along with the movement of the sliding table. The control of the ballast supplementing device 300 can specifically adopt the control that the ballast dropping port 103 automatically follows the transverse movement along with the bending radius of the oiling device 200. When the track is a straight line, the ballast dropping hopper 10 is positioned at the central position through the lead screw module 92, and the four ballast dropping openings 103 are respectively positioned right above the pick nest 70. When the track is a curve, the pick-pit deviation signal measured by the front detection sensor 432 and given by the control device 400 controls the screw rod module 92 to drive the ballast dropping hopper 10 to move transversely so as to adjust the transverse position, so that the railway ballast 30 accurately drops into the pick pit 70, and the ballast is compensated by deviation in the curve operation process.
The ballast supplementing device 300 is used for automatic backfilling operation of the tamping pit 70 after tamping operation, and when the control device 400 controls operation of the ballast supplementing device 300, the lifting driving mechanism 1 is unlocked firstly, and then the lifting driving mechanism 1 is controlled to extend out and descend until the rail leaning wheel 446 contacts the surface of the steel rail 20 and the rail leaning success state is kept. And starting an automatic ballast supplementing operation function, outputting a signal by the control device 400 to control the second power mechanism 81 to supply power, establishing communication (for example, CAN specifically adopt CAN communication) with the second power mechanism 81, and reading the signal of the second power mechanism 81 by the control device 400 to judge whether the operation is normal or not. After the control device 400 establishes communication with the second power mechanism 81, the comprehensive operation vehicle 100 is controlled to work in a low constant speed running mode, the second power mechanism 81 is synchronously started while the comprehensive operation vehicle 100 runs, and the ballast 30 is quantitatively conveyed to the ballast dropping hopper 10. In the running process of the comprehensive operation vehicle 100, when the detection sensor 432 detects a sleeper bolt signal once, the control device 400 performs delay calculation, so that when the ballast dropping port 103 moves to a position where the detection signal corresponds to the middle of the sleeper 40 where the sleeper bolt 50 is located (considering that the dropping time of the ballast 30 is actually the middle part behind), the control device 400 outputs a signal to control the ballast dropping valve 101 to be opened once to perform automatic ballast supplementing operation, and the ballast 30 falls into the pick nest 70 from the ballast dropping hopper 10. The control device 400 adopts a differential compensation algorithm, performs differential compensation control on opening and closing of the ballast dropping port based on parameters such as sleeper bolt detection, sleeper spacing and operation vehicle speed as negative feedback, and performs mathematical modeling according to parameters such as the distance between the ballast dropping port 103 and the detection sensor 432, the selected theoretical vehicle speed and the theoretical sleeper spacing, and the specific modeling principle is shown in fig. 37. And then comparing the calculated results according to the parameters with the actual detection values of the detection sensor 432 to analyze errors, and when the errors are larger than the set values of the system, performing differential correction adjustment on the opening and closing time points of the ballast dropping port 103 to ensure that the railway ballast 30 can drop into the pick nest 70 between the two sleepers 40 when the ballast supplementing port is opened.
The control device 400 CAN be specifically controlled by a servo motor of the belt conveying mechanism of the ballast supplementing device 300 based on the CAN communication. As shown in fig. 35 and fig. 36, the control device 400 performs correlation control through the running speed and the operation speed of the belt 83 and the sectional area of the ballast outlet 61 of the ballast hopper 6, so as to achieve quantitative ballast supplement. When the ballast outlet 61 with the sectional area of a ═ B × H is arranged at the lower part of the ballast hopper 6, the running speed of the belt 83 is V 0 The operating speed is V 1 When the detecting sensor 432 detects that the distance between two adjacent sleepers 40 is S, the time T from the next ballast supplement is S/V 1 During which the belt 83 is movedDistance of travel L ═ V 0 And x T, the ballast supplementing quantity at the next time is V ═ A x L. V, B, H is used as a fixed quantity in the process of ballast supplementing operation, and the control device 400 is used for controlling the ballast supplementing operation according to the operation speed V 1 Calculates the running speed V of the belt 83 0 And the running speed V of the belt 83 is adjusted by the second power mechanism 81 0 。
As shown in fig. 37, when the comprehensive working truck 100 drives to the end II, the ballast supplementing operation is performed after the sleeper bolt 50 is detected, and the time when the sleeper bolt 50 is detected by the detection sensor 432 each time is recorded as t i ，i＝1，2，...，N，t 1 0 s. Assuming that the structural comprehensive response delay time of the control device 400 and the ballast supplementing device 300 is Δ t, the time for opening the ballast dropping port 103 every time is recorded as t oi N, the vehicle speed when the ballast dropping port 103 is opened is V oi When the ballast dropping port 103 reaches the middle of the sleeper 40 in front of the ith sleeper bolt 50, the following formula is satisfied:
wherein L is r For detecting the distance, V, from the sensor 432 to the ballast port 103 II And (t) is the speed of driving the vehicle to the end II, h is the height of the railway ballast 30 falling from the ballast falling port 103 to the pick nest 70, and g is the gravity acceleration.
Obviously, t 1 Is a constant number of times, and is,
is also constant, denoted k, and therefore:
t o1 ＝t 1 +k
since the volume of each pick nest 70 is substantially constant, in the embodiment 1, a ballast quantitative backfill technology may be adopted when ballast supplement backfill is performed. The ballast supplementing device 300 described in embodiment 1 uses a belt conveying mechanism to convey the ballast 30, and realizes quantitative ballast supplementing by controlling the running speed of the belt 25, the operation speed and the sectional area of the ballast outlet 61 of the ballast hopper 6 in a correlation manner. As can be seen from the above calculation, the opening time of the ballast opening 76 only needs to be increased by a delay correction value based on the detection time of the first sleeper bolt 50.
The whole vehicle traveling and core device control system of the comprehensive operation vehicle 100 is further provided with a 4G (fourth generation mobile communication short for short) module, all fault information of the whole vehicle CAN be sent to the 4G module through a CAN bus of the display module, the 4G module sends the information to the cloud end through a wireless ethernet, and the ground end CAN inquire historical fault information of the vehicle through accessing a cloud end database. The control device 400 can also supply power and control auxiliary functions of lighting, whistling, air conditioning, fans, electric heating glass, windscreen wipers, water spraying and the like.
The multifunctional working arm 500 and the crane boom 600 are all operation devices which are very critical in comprehensive operation, and the two working arms are both provided with independent operation control rooms and local control systems, and the integrated driver control room 800 is mainly used for carrying out authorization control and motion state display on the multifunctional working arm 500 and the crane boom 600. When the two operation arms are controlled, the corresponding switches of the power distribution cabinet are firstly shifted to supply power to the corresponding operation arms, then the enable buttons are clicked on the corresponding display interfaces, the corresponding operation arm control system CAN obtain the driving control right and the operation control right, the operation arms with the authority CAN send driving request signals (send parameters such as gear engagement, direction and speed) to the integrated driver control room 800 through the CAN bus, the control device 400 in the driver control room 800 responds to output to control driving after carrying out relevant logic operation, the display module display interfaces of the driver station in the driver control room 800 CAN also display real-time action states and fault information of the two operation arms in real time in the operation process, and the authorization control among different operation devices avoids the risks of mutual interference and collision.
The embodiment 1 of the invention provides a whole-vehicle traveling and core device control system of a comprehensive operation vehicle 100, which adopts an integrated driver control room 800 to realize whole-vehicle operation and normal traveling control, simultaneously controls a vehicle-mounted oil coating device 200, a ballast supplementing device 300, an authorized control multifunctional operation arm 500 and a crane arm 600, and finally realizes the safe and stable control of the whole vehicle on a plurality of near-repair comprehensive operation tasks of a railway line. The embodiment 1 adopts a control system for the whole vehicle traveling and core devices of the comprehensive operation vehicle, and can solve the problems of hydrostatic high-speed traveling, low constant-speed traveling, control of the oiling device 200, control of the ballast supplementing device 300, authorization control of the multifunctional operation arm 500 and the crane boom 600 and the like of the whole vehicle.
Example 2
An embodiment of a method for controlling a comprehensive working vehicle based on the system of embodiment 1 specifically comprises the following steps:
s10) when the integrated working vehicle 100 is running, the lifting drive mechanism 1 drives the rail oiling mechanism 4 to perform rail pressing operation, and when the detection sensor 432 detects a sleeper bolt signal, the control device 400 outputs a signal to control the rail oiling mechanism 4 to perform automatic oiling operation;
s20), simultaneously, the control device 400 calculates the time of reaching the pick nest 70 according to the sleeper bolt signal, the operation traveling speed and the distance between the ballast falling port 103 of the ballast supplementing device 300 and the sleeper bolt 50, and controls the ballast supplementing device 300 to quantitatively convey the ballast 30. When the ballast dropping port 103 moves to the position above the pick nest 70, the control device 400 controls the ballast supplementing device 300 to control the ballast 30 to fall from the ballast supplementing device 300 and backfill into the pick nest 70.
The oiling device 200 is installed at the operation front end of the ballast supplementing device 300 at the bottom of the frame 700 of the comprehensive operation vehicle 100. Step S10) further includes:
when the oiling device 200 is controlled to perform operation, the control device 400 unlocks the elevation drive mechanism 1, and controls the elevation drive mechanism 1 to extend and descend. As shown in fig. 19 and 20, when the lifting drive mechanism 1 descends until the rail wheel 446 approaches the rail 20, the height sensor 48 detects a rail signal, and the control device 400 controls the rail drive mechanism 41 to drive the rail wheel 446 to perform an automatic rail operation according to the rail signal. After the rail leaning wheel 446 successfully leans on the rail, the bolt oiling operation function is started, the control device 400 can perform starting logic judgment according to the collected oil tank temperature and liquid level sensing signals, the anti-rust oil hydraulic pump in the oil tank 900 is controlled to be started after the starting conditions are met, and then the comprehensive operation vehicle 100 is controlled to work in a low constant speed running mode. When the detection sensor 432 detects a sleeper bolt signal during the traveling of the integrated working vehicle 100, the control device 400 automatically outputs a control signal to open the oiling solenoid valve of the primary oil injection assembly 43 for automatic oiling operation. The control device 400 can automatically match the oil injection duration and the delay time of the oil injection assembly 43 according to different operation traveling speeds, and ensure fixed-point quantitative oil coating operation at different operation speeds. After the oiling operation is completed, the control device 400 controls the lifting drive mechanism 1 to ascend and lock, and controls the hydraulic pump of the rust preventive oil in the oil tank 900 to stop working.
Step S10) further includes:
after the integrated working vehicle 100 arrives at the working site, the locking mechanism 5 is opened before the oiling operation is performed. The lifting driving mechanisms 1 positioned on the left side and the right side synchronously extend out, and the oiling rail leaning mechanisms 4 are lowered by driving the main frame 3. When the rail wheel assembly 44 of the oiling rail mechanism 4 contacts the steel rail 20, the rail driving mechanism 41 releases pressure, the rail wheel assembly 44 moves along the direction W shown in the attached drawings 12 and 17 under the action of the pressure spring 45, and the rim of the rail wheel 446 of the rail wheel assembly 44 is ensured to contact with the inner side surface of the steel rail 20, so that the rail operation is completed. And the oil injection assembly 43 of the oil coating rail leaning mechanism 4 starts the bolt 600 signal detection and the nozzle 433 control. After the oiling operation is completed, the rail driving mechanism 41 is stretched to drive the rail wheel 446 to be separated from the inner side surface of the steel rail 300, the lifting driving mechanism 1 drives the oiling rail mechanism 4 to be lifted, the rail driving mechanism 41 releases pressure, the rail wheel assembly 44 moves under the action of the pressure spring 45, and the locking mechanism 5 and the main frame 3 are locked.
As shown in fig. 21 and 22, during the oil coating operation, when the oil spraying assembly 43 encounters an obstacle 80 on the line, the link mechanism formed by the swing link 47 and the oil spraying assembly 43 swings back and forth along the line direction (direction L shown in fig. 22) to achieve obstacle avoidance. After passing through the obstacle 80, the swinging rod 47 completes the reset under the action of the torsion spring 46.
As shown in fig. 23, when the oil applying device 200 is performing a curving operation, the center of the vehicle frame 700 is offset from the center of the rail 20, and at this time, the guiding mechanism 31 and the stretching mechanism 32 are used to perform an adaptive lateral swing so as to ensure that the rail wheel assembly 44 is always in contact with the rail 20 to perform the curving operation.
Two sets of the oil jet modules 43 are symmetrically arranged on the left and right sides of the rail wheel assembly 44, and the detection sensors 432 and the nozzles 433 of the two sets of the oil jet modules 43 are installed in a cross-symmetrical structure with respect to the left and right sides of the rail 20. When the detection sensor 432 on the inner side detects a signal of the tie bolt 50 on the inner side, the nozzle 433 on the outer side is controlled to be opened. When the detection sensor 432 on the outer side detects a signal of the outer tie bolt 50, the nozzle 433 on the inner side is controlled to be opened.
Step S20) further includes:
and installing a ballast supplementing device 300 for realizing ballast backfilling on the frame 700 of the comprehensive operation vehicle 100. When the control device 400 performs operation control on the ballast supplementing device 300, the lifting drive mechanism 1 is unlocked, and then the lifting drive mechanism 1 is controlled to extend out and descend until the rail wheel 446 contacts the surface of the steel rail 20 and the rail leaning success state is maintained. And starting an automatic ballast supplementing operation function, outputting a signal by the control device 400 to control the second power mechanism 81 to supply power, establishing communication with the second power mechanism 81, and reading the signal of the second power mechanism 81 by the control device 400 to judge whether the operation is normal or not. After the control device 400 establishes communication with the second power mechanism 81, the comprehensive operation vehicle 100 is controlled to work in a low constant speed running mode, the second power mechanism 81 is synchronously started while the comprehensive operation vehicle 100 runs, and the ballast 30 is quantitatively conveyed to the ballast dropping hopper 10. In the running process of the comprehensive operation vehicle 100, when the detection sensor 432 detects a sleeper bolt signal once, the control device 400 performs delay calculation, so that when the ballast dropping port 103 moves to a position where the detection signal corresponds to the middle of the sleeper 40 where the sleeper bolt 50 is located, the control device 400 outputs a signal to control the ballast dropping valve 101 to be opened once to perform automatic ballast supplementing operation, and the railway ballast 30 falls into the pick nest 70 from the ballast dropping hopper 10.
Step S20) further includes:
the comprehensive operation vehicle 100 runs continuously, when the ballast dropping port 103 is located right above the pick nest 70, the control device 400 outputs a trigger signal to control the valve driving mechanism 102 to drive the ballast dropping valve 101 to be opened, the railway ballast 30 falls into the pick nest 70 from the ballast dropping hopper 10, and the ballast dropping valve 101 is closed after the ballast dropping is finished. The control device 400 simultaneously infers the distance between the next set of four pick pockets 70 according to the distance between the next set of sleepers 40 measured by the front detection sensor 432, calculates the time required for passing through the next set of four pick pockets 70 according to the operation speed, and automatically adjusts the rotating speed of the second power mechanism 81. The ballast 30 in the ballast hopper 6 is conveyed by the belt 83 to fall into the ballast dividing hopper 9 and further fall into the ballast dropping hopper 10, and when the ballast dropping hopper 10 passes through the top of the next group of four pick nests 70, the control device 400 outputs a trigger signal to control the ballast dropping valve 101 to be opened, so that next ballast supplementing operation is performed. Therefore, the automatic and accurate ballast supplement of the comprehensive operation vehicle 100 in the continuous running process is realized.
As an exemplary embodiment of the present invention, the conveying mechanism 8 adopts a belt conveying manner, and further includes a second power mechanism 81, a speed reducing mechanism 82, a belt 83 and a roller 84. The second power mechanism 81 drives the speed reduction mechanism 82 and further drives the belt 83 to roll, and the roller 84 is used for power transmission of the rolling of the belt 83. When the second power mechanism 81 drives the speed reducing mechanism 82 to rotate, the belt 83 conveys the railway ballast 30 out of the ballast outlet 61, and the railway ballast 30 falls into the ballast distributing hopper 9 and then uniformly distributes the railway ballast falling into the ballast distributing hopper 10 below. The distance conveyed by the belt 83 is controlled by controlling the number of turns of the second power mechanism 81, so that the ballast is quantitatively measured at a single time.
The transverse moving mechanism 91 is installed on the ballast distributing hopper 9, and the transverse moving mechanism 91 further comprises a lead screw module 92 and a transverse moving driving mechanism 93. The ballast dropping hopper 10 is installed on the ballast distributing hopper 9 through the supporting rollers 96, and the vertical limiting blocks 95 are arranged on the ballast distributing hopper 9. The ballast falling hopper 10 is connected with the sliding table of the screw rod module 92 through the transverse push rod 94, the screw rod of the screw rod module 92 is driven to rotate through the transverse moving driving mechanism 93, the sliding table is driven to transversely move through the rotation of the screw rod, and the ballast falling hopper 10 realizes transverse displacement along with the movement of the sliding table.
When the track is a straight line, the ballast dropping hopper 10 is positioned at the central position through the screw rod module 92, and the four ballast dropping openings 103 are respectively positioned right above the pick nest 70. When the track is a curve, the pick nest deviation signal given by the control device 400 is measured by the front detection sensor 432, and the lead screw module 92 is controlled to drive the ballast dropping hopper 10 to move transversely so as to adjust the transverse position, so that the ballast 30 accurately drops into the pick nest 70.
In the description of the present application, it is noted that when an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or be indirectly disposed on the other element; when an element is referred to as being "connected to" another element, it can be directly connected to the other element or be indirectly connected to the other element.
It will be understood that the terms "central," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like, as used herein, refer to an orientation or positional relationship indicated in the drawings for convenience in describing the present application and to simplicity in description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the present application.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present application, "plurality" or "a plurality" means two or more unless specifically limited otherwise.
It should be understood that the structures, ratios, sizes, and the like shown in the drawings are only used for matching the disclosure of the specification, so as to be understood and read by those skilled in the art, and are not used to limit the conditions that the present application can be implemented, so that the present application has no technical significance.
By implementing the technical scheme of the comprehensive operation vehicle control system described in the specific embodiment of the invention, the following technical effects can be produced:
(1) the control system of the comprehensive operation vehicle described in the specific embodiment of the invention integrates multiple operation functions and performs centralized control, thereby not only realizing various function control of each device and operation traveling, but also enabling various devices to work orderly, and greatly improving the operation efficiency of the railway repair operation;
(2) the comprehensive operation vehicle control system described in the specific embodiment of the invention performs centralized control on the oil coating device and the ballast supplementing device on the basis of the whole vehicle control system, thereby facilitating the intercommunication and sharing of the detection information of the two devices, avoiding the need of additionally matching oil coating and ballast supplementing device control systems, and reducing the overall research and development cost of the devices;
(3) the comprehensive operation vehicle control system described in the specific embodiment of the invention is based on the hydrostatic high-speed and low-constant-speed driving control of PWM output, monitors the safety of the device in the operation and transportation process, and controls the safety interlock in the construction process, thereby effectively ensuring the equipment safety in the whole vehicle operation and transportation process, and simultaneously ensuring the safe construction in the operation process;
(4) according to the comprehensive operation vehicle control system described in the specific embodiment of the invention, the continuous fixed-point quantitative oil coating and ballast supplementing operation at different traveling speeds is realized by adopting methods such as bolt detection, track bending radius detection and transverse movement control, differential compensation, hydraulic low-constant speed control and the like, and the application effect of the related technology is better;
(5) the control system of the comprehensive operation vehicle described in the specific embodiment of the invention can realize the function control of the whole comprehensive operation vehicle, and the main control objects comprise an engine, a hydraulic traveling system, an oiling device, a ballast supplementing device, a multifunctional operation arm, a crane boom and other equipment, so that the cooperation among all operation function units can be well realized.
The embodiments are described in a progressive manner in the specification, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.
The foregoing is merely a preferred embodiment of the invention and is not intended to limit the invention in any manner. Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Those skilled in the art can make many possible variations and modifications to the disclosed embodiments, or equivalent modifications, without departing from the spirit and scope of the invention, using the methods and techniques disclosed above. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments according to the technical essence of the present invention are still within the protection scope of the technical solution of the present invention.
Claims (16)
1. An integrated work vehicle control system, comprising:
a ballast supplementing device (300) arranged on a frame (700) of the comprehensive operation vehicle (100);
the oiling device (200) is installed at the bottom of the frame (700) and is positioned at the operation front end of the ballast supplementing device (300);
the control device (400) is used for respectively controlling the ballast supplementing device (300) and the oiling device (200);
the oiling device (200) comprises a lifting driving mechanism (1) and an approach rail oiling mechanism (4), and an oil spraying assembly (43) of the approach rail oiling mechanism (4) comprises a detection sensor (432);
when the comprehensive operation vehicle (100) runs, the lifting driving mechanism (1) drives the rail backup wheel assembly (44) of the rail backup oiling mechanism (4) to press down the rail backup, and when the detection sensor (432) detects a sleeper bolt signal, the control device (400) outputs a signal to control the rail backup oiling mechanism (4) to automatically oil;
meanwhile, the control device (400) calculates the time of reaching the pick nest (70) according to the sleeper bolt signal, the operation traveling speed and the distance between the ballast falling port (103) of the ballast supplementing device (300) and the sleeper bolt (50), and controls the ballast supplementing device (300) to quantitatively convey the ballast (30); when the ballast dropping port (103) moves to the position above the pick nest (70), the control device (400) controls the railway ballast (30) to fall from the ballast supplementing device (300) and backfill into the pick nest (70).
2. The integrated work vehicle control system according to claim 1, characterized in that: the oiling device (200) further comprises a main frame (3) and a locking mechanism (5); the main frame (3) comprises a first fixing frame (33) and a cross beam (34), and the first fixing frame (33) is arranged at the bottom of the frame (700); the upper part of the lifting driving mechanism (1) is connected with the frame (700), the lower part of the lifting driving mechanism is connected with the cross beam (34), and the cross beam (34) can be driven by the lifting driving mechanism (1) to move up and down relative to the first fixing frame (33); the rail oil coating mechanisms (4) are arranged on the left side and the right side of the cross beam (34) and are used for realizing rail traveling and oil coating operation of sleeper bolts (50); the locking mechanism (5) is arranged on the cross beam (34) and used for locking the first fixing frame (33) and the cross beam (34) in a non-operation mode.
3. The integrated work vehicle control system according to claim 2, characterized in that: the main frame (3) further comprises a guide mechanism (31) and a stretching mechanism (32), the guide mechanism (31) is hinged with the first fixing frame (33) and the cross beam (34) respectively, and the stretching mechanism (32) is connected between the first fixing frame (33) and the guide mechanism (31); the upper part of the lifting driving mechanism (1) is hinged with the frame (200), and the lower part of the lifting driving mechanism is hinged with the cross beam (34); the guide mechanism (31) is used for guiding the cross beam (34) in the lifting process, supporting in the transverse moving process and drawing in the walking process; the guide mechanism (31) comprises a guide post (311), a protective cover (312), a guide sleeve (313) and a first mounting seat (314), and an inclination angle sensor is mounted on the first mounting seat (314); the protective cover (312) is sleeved outside the guide post (311), and the guide sleeve (313) is sleeved on the protective cover (312); the first mounting seat (314) is fixed at the outer side part of the guide sleeve (313), the lower part of the guide column (311) is hinged with the cross beam (34), and the first mounting seat (314) is hinged with the first fixing frame (33); the stretching mechanism (32) comprises a second mounting seat (321), a tension spring (322) and a pin shaft (323), and two ends of the tension spring (322) along the length direction are connected with the second mounting seat (321) through the pin shaft (323); one end of the tension spring (322) is fixed on the first mounting seat (314) through the second mounting seat (321), and the other end of the tension spring is fixed on the first fixing frame (33) through the other second mounting seat (321) and used for limiting and resetting when the guide mechanism (31) swings.
4. The integrated work vehicle control system according to claim 3, characterized in that: the first fixing frame (33) comprises longitudinal beams (333) and a main cross beam (335), and the longitudinal beams (333) are arranged at two ends of the main cross beam (335) along the length direction; one end of the longitudinal beam (333) along the length direction is provided with a positioning hole (334), and the other end is provided with a connecting plate (331); both ends of the main cross beam (335) along the length direction are provided with mounting holes (332); the first mounting seat (314) is hinged to the mounting hole (332), and one end of the tension spring (322) is fixed to the outer side part of the longitudinal beam (333) through a second mounting seat (321); the locking mechanism (5) is arranged on the main cross beam (335); the cross beam (34) comprises a main beam (344), and hanging rings (343), positioning pins (345) and second hinge seats (342) which are transversely arranged on the main beam (344) in a bilateral symmetry manner; the two ends of the main beam (344) along the transverse direction are provided with first hinged seats (341) connected with the lifting driving mechanism (1); the lower part of the guide post (311) is connected with a main beam (344) through a second hinge seat (342), and the hanging ring (343) is used for hanging and connecting with the locking mechanism (5) in a non-operation mode; the positioning pin column (345) is matched with a positioning hole (334) at the lower part of the longitudinal beam (333) and is used for realizing the quick positioning of the main beam (344) and the first fixing frame (33) in the lifting process of the cross beam (34).
5. The integrated work vehicle control system according to any one of claims 1 to 4, characterized in that: the rail oil coating mechanisms (4) are transversely and bilaterally symmetrically arranged at the lower parts of the two ends of the cross beam (34) and comprise rail driving mechanisms (41), second fixed frames (42), pressure springs (45), torsion springs (46) and swing rods (47); the second fixing frame (42) is provided with a transverse guide post (49) and is arranged below the cross beam (34), and the rail wheel assembly (44) is movably arranged on the transverse guide post (49); the rail leaning driving mechanism (41) is arranged between the second fixing frame (42) and the rail leaning wheel assembly (44), and the rail leaning driving mechanism (41) drives the rail leaning wheel assembly (44) to move along the transverse guide post (49) so as to realize the rail leaning action of the rail leaning wheel assembly (44); one end of the swing rod (47) is movably arranged on the rail wheel leaning component (44) through a rotating shaft (442), and the other end of the swing rod is hinged with the oil injection component (43) and used for realizing the swing and reset of the oil injection component (43); the oil injection assembly (43) is used for detecting, positioning and oiling the sleeper bolt (600); a height sensor (48) for measuring the distance between the rail oiling mechanism (4) and the rail surface of the steel rail (20) is arranged on the rail wheel assembly (44); the pressure spring (45) is arranged on the transverse guide post (49) and is positioned between the second fixed frame (42) and the rail leaning wheel assembly (44) to provide rail leaning pressure for the rail leaning wheel assembly (44); the torsion spring (46) is arranged on the rotating shaft (442) and is positioned between the rail wheel leaning assembly (44) and the swing rod (47) to provide restoring force for the swing rod (47) to reset.
6. The integrated work vehicle control system according to claim 5, characterized in that: the oil injection assembly (43) further comprises a protective cover (431), a nozzle (433) and a third mounting seat (434); the third mounting seat (434) is mounted inside the protective cover (431), and the nozzle (433) is mounted on the third mounting seat (434) and connected with the oil tank (900); the detection sensor (432) is arranged inside the protective cover (431) and used for detecting and positioning the sleeper bolt (50); two groups of oil injection assemblies (43) are symmetrically arranged at the left side and the right side of the rail wheel leaning assembly (44), and detection sensors (432) and nozzles (433) of the two groups of oil injection assemblies (43) are arranged in a crossed and symmetrical structure relative to the left side and the right side of the steel rail (20); when a detection sensor (432) positioned on one side of a steel rail (20) detects a sleeper bolt signal, the control device (400) sends a control signal to a nozzle (433) which is positioned on the other side of the steel rail (20) and is positioned on the same horizontal plane with the detection sensor (432) according to the sleeper bolt signal so as to realize oil injection operation; the rail wheel assembly (44) comprises a sliding frame (441), a shaft pressing plate (443), a sleeve (444), a sensor mounting plate (445) and a rail wheel (446); the sliding frame (441) and the sleeve (444) form a mounting frame of a rail wheel (446), and the sleeve (444) is sleeved on the transverse guide column (49); the two rotating shafts (442) are respectively arranged at the front side and the rear side of the sliding frame (441), and the rail leaning wheel (446) is movably arranged on the sliding frame (441) through a shaft pressing plate (443); the sensor mounting plate (445) is provided on the front side of the carriage (441) for mounting the height sensor (48).
7. The integrated work vehicle control system according to claim 6, characterized in that: when the control device (400) is used for controlling the operation of the oiling device (200), firstly the lifting driving mechanism (1) is unlocked, and then the lifting driving mechanism (1) is controlled to extend out and descend; when the lifting driving mechanism (1) descends to a position where the rail leaning wheel (446) approaches the steel rail (20), the height sensor (48) detects a steel rail signal, and the control device (400) controls the rail leaning driving mechanism (41) to drive the rail leaning wheel (446) to execute automatic rail leaning operation according to the steel rail signal; after the rail-leaning wheel (446) successfully leans against the rail, a bolt oiling operation function is started, the control device (400) can perform starting logic judgment according to collected oil tank temperature and liquid level sensing signals, control an anti-rust oil hydraulic pump in the oil tank (900) to start after the starting conditions are met, and then control the comprehensive operation vehicle (100) to work in a low constant speed driving mode; when the detection sensor (432) detects a sleeper bolt signal once in the running process of the comprehensive operation vehicle (100), the control device (400) automatically outputs a control signal to open an oiling electromagnetic valve of the primary oil injection assembly (43) to perform automatic oiling operation; the control device (400) can automatically match the oil injection duration and the delay time of the oil injection assembly (43) according to different operation traveling speeds, and fixed-point quantitative oil coating operation at different operation speeds is ensured; after the oiling operation is finished, the control device (400) controls the lifting driving mechanism (1) to ascend and lock, and controls the anti-rust oil hydraulic pump of the oil tank (900) to stop working.
8. The integrated work vehicle control system according to claim 7, characterized in that: when the oiling device (200) works on a curve, the relationship between the transverse moving amount delta x and the inclination angle theta of the rail oiling mechanism (4) is calculated according to the following formula:
wherein a is the distance from the upper rotating point to the guide post (311), h is the distance from the upper rotating point to the lower rotating point in the vertical direction, theta is the inclined angle of the guide post (311), b is the distance from the upper rotating point to the lower rotating point, c is the distance from the lower rotating point to a, and theta is 1 Is the angle of b with the horizontal, θ 2 Is the included angle between B and C, delta x is the horizontal moving distance of the lower rotating point when a rotates by theta angle, R is the radius of the curve of the line, L is the distance between the point A of the front wheel and the point C of the rear wheel of the comprehensive operation vehicle (100), the point B is the installation position of the oiling device (200), and L is the installation position of the oiling device (200) 1 The distance between the foot and point a is taken as the perpendicular of line segment AC for point B.
9. The integrated work vehicle control system according to claim 1, 2, 3, 4, 6, 7 or 8, characterized in that: the ballast supplementing device (300) comprises:
a railway ballast hopper (6) which is arranged on the frame (700) and used for accommodating railway ballasts (30);
the conveying mechanism (8) is arranged below the railway ballast hopper (6), and the railway ballast (30) in the railway ballast hopper (6) is quantitatively conveyed by controlling the transmission distance of the conveying mechanism (8);
and a ballast dropping hopper (10) arranged below the conveying mechanism (8) controls the ballast (30) to fall down and backfill into the pick nest (70) so as to realize single quantitative backfill of the ballast (30).
10. The integrated work vehicle control system according to claim 9, characterized in that: the ballast supplementing device (300) further comprises a gate valve (7) connected between a ballast outlet (61) below the ballast hopper (6) and the conveying mechanism (8), and the gate valve is used for controlling the ballast (30) in the ballast hopper (6) to fall to the conveying mechanism (8); the ballast supplementing device (300) further comprises a ballast distributing hopper (9) connected between the conveying mechanism (8) and the ballast dropping hopper (10) and used for distributing the ballast (30) quantitatively conveyed by the conveying mechanism (8); a ballast dropping valve (101) is arranged below the ballast dropping hopper (10), and a valve driving mechanism (102) is hinged between the ballast dropping hopper (10) and the ballast dropping valve (101);
when a ballast dropping port (103) of the ballast dropping hopper (10) faces to the upper part of the pick nest (70), the control device (400) outputs a signal to control the valve driving mechanism (102) to act, the ballast dropping valve (101) is opened under the pushing of the valve driving mechanism (102), and the railway ballast (30) falls into the pick nest (70); and then, the control device (400) outputs a signal to the valve driving mechanism (102) to control the ballast dropping valve (101) to be closed, and the railway ballast (30) continuously drops into the ballast distributing hopper (9) to repeat the next ballast supplementing operation.
11. The integrated work vehicle control system according to claim 10, characterized in that: two identical inverted cone-shaped hopper mouths are formed at the lower part of the railway ballast hopper (6) along the transverse direction, and the hopper mouths are connected with ballast outlets (61) and are respectively used for repairing the ballast by pick pits (70) at two sides of two steel rails (20); a gate valve (7) is arranged below each ballast outlet (61), and a set of conveying mechanism (8) is arranged below each gate valve (7); two ballast distributing hoppers (9) are arranged below the conveying mechanism (8), and a ballast dropping hopper (10) is respectively arranged below the two ballast distributing hoppers (9); the ballast dropping buckets (10) are transversely arranged and respectively correspond to four pickaxe pits (70) between every two sleepers (40); the ballast (30) quantitatively conveyed by the conveying mechanism (8) is distributed into two parts through the ballast distributing hopper (9), falls through the ballast falling hopper (10) and is backfilled into the pick nest (70).
12. The integrated work vehicle control system according to claim 10 or 11, characterized in that: the gate valve (7) comprises a frame (71), a rotating door (72), a gate (73) and a first power mechanism (75); the inserting plate (73) is arranged on one side of the hollow bottom of the frame (71) and partially seals the bottom of the frame (71), and the rotating door (72) is movably arranged on the other side of the frame (71); the first power mechanism (75) is movably connected with the inserting plate (73), and the inserting plate (73) can be driven to move along the length direction of the frame (71) through the first power mechanism (75); when the ballast supplementing device (300) breaks down and needs to be maintained, the lower ballast opening (76) of the gate valve (7) can be closed by closing the gate (73) and the rotating door (72), so that the railway ballast (30) cannot slide out during maintenance operation; the conveying mechanism (8) adopts a belt conveying structure and comprises a second power mechanism (81), a speed reducing mechanism (82), a belt (83) and a roller (84); the second power mechanism (81) drives the speed reducing mechanism (82) to further drive the belt (83) to roll, and the roller (84) is used for carrying out power transmission on the rolling of the belt (83); when the inserting plate (73) and the rotating door (72) are in an opening state, and the second power mechanism (81) drives the speed reducing mechanism (82) to rotate, the belt (83) conveys the railway ballast (30) out of the ballast outlet (61), and the railway ballast (30) falls into the ballast distributing hopper (9) and then uniformly falls into the ballast distributing hopper (10) below; the control device (400) controls the conveying distance of the belt (83) by controlling the number of rotation turns of the second power mechanism (81), so that the ballast is quantitatively measured at a single time.
13. The integrated work vehicle control system according to claim 12, characterized in that: the ballast distributing hopper (9) is provided with a transverse moving mechanism (91), the transverse moving mechanism (91) comprises a lead screw module (92) and a transverse moving driving mechanism (93), the ballast dropping hopper (10) is arranged on the ballast distributing hopper (9) through a supporting roller (96), and the ballast distributing hopper (9) is also provided with a vertical limiting block (95); the ballast dropping hopper (10) is connected with a sliding table of the screw rod module (92) through a transverse moving push rod (94), the transverse moving driving mechanism (93) drives a screw rod of the screw rod module (92) to rotate, the screw rod rotates to drive the sliding table to move transversely, and the ballast dropping hopper (10) moves along with the sliding table to realize transverse displacement; when the track is a straight line, the ballast dropping hopper (10) is positioned at the central position through the lead screw module (92), and the four ballast dropping openings (103) are respectively positioned right above the pick nest (70); when the track is a curve, the screw rod module (92) is controlled by a pick nest deviation signal measured by the front detection sensor (432) and given by the control device (400) to drive the ballast dropping hopper (10) to move transversely so as to adjust the transverse position, so that the ballast (30) accurately drops into the pick nest (70).
14. The integrated work vehicle control system according to claim 13, characterized in that: when the control device (400) is used for carrying out operation control on the ballast supplementing device (300), firstly, the lifting driving mechanism (1) is unlocked, and then the lifting driving mechanism (1) is controlled to extend out and descend until the rail leaning wheel (446) contacts the surface of the steel rail (20) and the rail leaning success state is kept; starting an automatic ballast supplementing operation function, wherein the control device (400) outputs a signal to control a second power mechanism (81) to supply power and establishes communication with the second power mechanism (81), and meanwhile, the control device (400) reads a signal of the second power mechanism (81) to judge whether the work is normal or not; after the control device (400) establishes communication with the second power mechanism (81), the comprehensive operation vehicle (100) is controlled to work in a low constant speed running mode, the second power mechanism (81) is synchronously started while the comprehensive operation vehicle (100) runs, and the railway ballast (30) is quantitatively conveyed to the ballast dropping hopper (10); in the running process of the comprehensive operation vehicle (100), when a detection sensor (432) detects a sleeper bolt signal, the control device (400) carries out time delay calculation, so that a ballast dropping port (103) moves to the position in the middle of a sleeper (40) where a sleeper bolt (50) corresponds to a detection signal, the control device (400) outputs a signal to control a ballast dropping valve (101) to be opened for automatic ballast supplement operation, and a ballast (30) falls into a pickaxe pit (70) from a ballast dropping hopper (10).
15. The integrated work vehicle control system according to claim 13 or 14, characterized in that: the control device (400) performs correlation control through the running speed and the operation speed of the belt (83) and the sectional area of a ballast outlet (61) of the ballast hopper (6) to realize quantitative ballast supplement; when a ballast outlet (61) with the sectional area of A being B multiplied by H is arranged at the lower part of the ballast hopper (6), the running speed of the belt (83) is V 0 At an operating speed of V 1 When the detection sensor (432) detects that the distance between two adjacent sleepers (40) is S, the time T from the next ballast supplement is S/V 1 During which the belt (83) travels a distance L equal to V 0 X T, thenThe secondary ballast supplement quantity is V ═ A × L; v, B, H is used as a fixed quantity in the process of ballast supplementing operation, and the control device (400) is used for controlling the ballast supplementing operation according to the operation vehicle speed V 1 Calculates the running speed V of the belt (83) 0 And the running speed V of the belt (83) is adjusted by the second power mechanism (81) 0 。
16. The integrated work vehicle control system according to claim 15, wherein: when the comprehensive operation vehicle (100) drives to the end II, the ballast supplementing action is carried out after the sleeper bolt (50) is detected, and the time when the sleeper bolt (50) is detected by the detection sensor (432) every time is recorded as t i ，i＝1，2，...，N，t 1 0 s; supposing that the structural comprehensive response delay time of the control device (400) and the ballast supplementing device (300) is delta t, the time for opening the ballast dropping port (103) every time is recorded as t oi N, the vehicle speed when the ballast dropping port (103) is opened is V oi When the ballast dropping port (103) reaches the middle of the sleeper (40) in front of the ith sleeper bolt (50), the following formula is satisfied:
wherein L is r V is used for detecting the distance from the sensor (432) to the ballast dropping port (103) II And (t) is the speed of the vehicle travelling to the end II, h is the height of the railway ballast (30) falling from the ballast falling port (103) to the pick nest (70), and g is the gravity acceleration.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210809061.7A CN115012262B (en) | 2022-07-11 | Comprehensive operation vehicle control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210809061.7A CN115012262B (en) | 2022-07-11 | Comprehensive operation vehicle control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115012262A true CN115012262A (en) | 2022-09-06 |
| CN115012262B CN115012262B (en) | 2024-10-25 |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115193614A (en) * | 2022-07-11 | 2022-10-18 | 株洲时代电子技术有限公司 | Control method of comprehensive operation vehicle |
| CN116809278A (en) * | 2023-08-30 | 2023-09-29 | 河北荣坤铁路设备制造有限公司 | Bolt fastener oil injection protection device of railway sleeper |
| CN115193614B (en) * | 2022-07-11 | 2024-10-25 | 株洲时代电子技术有限公司 | Control method of comprehensive operation vehicle |
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| CN116809278A (en) * | 2023-08-30 | 2023-09-29 | 河北荣坤铁路设备制造有限公司 | Bolt fastener oil injection protection device of railway sleeper |
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