RU2758169C2 - Train loading system - Google Patents

Abstract

FIELD: loading systems.SUBSTANCE: invention relates to the loading of material into train cars. A train loading system for loading material into train cars contains a reclaimer, an intermediate hopper, direct and inverse connection components. The reclaimer is made with the possibility of taking from a stack with some consumption of material for loading into the train. The hopper is made with the possibility of receiving material from the reclaimer and feeding it to cars that move under the hopper. The hopper contains a gate with an adjustable opening position to change the flow rate of the output material flow and the flow rate when loading into the train. The opening position of the gate depends on the train speed. An increase in the train speed entails a position of the gate, at which the opening and the flow rate when loading the train are increased. When the speed is decreased, the opening and the flow rate when loading the train are decreased. The direct connection component is made with the possibility of determining the train speed taking into account the direct connection based on the flow rate during the intake. The train speed, taking into account the direct connection, is used to set the train speed. The inverse connection component is made with the possibility of changing the train speed taking into account the direct connection based on the amount of material in the intermediate hopper. The method for loading material into train cars includes intaking for loading from the stack of material, receiving from the reclaimer into the hopper and feeding material from the hopper into cars, determining the train speed taking into account the direct connection based on the flow rate during the intake, changing the train speed taking into account the direct connection based on the amount of material in the hopper.EFFECT: maintenance the amount of material in the intermediate hopper at a level that avoids stopping the reclaimer or stopping the train due to the level of material in the intermediate hopper is achieved.46 cl, 1 tbl, 6 dwg

Description

The technical field to which the invention relates

The present invention relates to a train loading system for loading mined material onto a train during mining operations.

Background of the invention

It is known that for carrying out mining operations, for example in a quarry, equipment for loading the train is provided, designed to facilitate the loading of material into special trains for transporting material with the help of train shipment operators.

Typically, the ore is conveyed from the reclaimer to the intermediate hopper, and the ore is fed from the intermediate hopper to the wagons of the train while the train moves continuously under the bunker. The flow rate of ore from the intermediate hopper is regulated by opening and closing the flap gate.

For cost reasons, it is highly undesirable to stop the reclaimer before the end of the stack, or to stop the train during loading. In order to ensure continuous loading of the train, it is desirable to maintain the level of the intermediate bunker closer to a certain level, since with an empty bunker, a train stop will be required, and with a full bunker, a reclaimer stop will be required. However, the flow rate of the ore from the reclaimer varies greatly, and therefore the filling speed of the intermediate hopper and the level of the hopper also vary.

Since each car passes under an intermediate hopper, the gate must open and close at the correct time in accordance with the position of the car relative to the gate and with the correct opening position of the gate (“opening”). The gate opening adjustment determines the flow rate of ore through the gate when it is open, and therefore the opening adjustment should be made in accordance with the speed of the composition. To set the hopper level, the operator regulates the flow rate of ore from the intermediate hopper by manually adjusting the train speed and opening the gate remotely in real time.

However, such a train loading control scheme is cumbersome, inefficient and error prone.

The essence of the invention

It should be understood that in the present description, mining operations means any operation or device associated with the extraction, processing, processing and / or transportation of bulk cargo in a resource extraction environment, or part of such a process, for example, mining sites, railways, port facilities and related with them the infrastructure.

In accordance with a first aspect of the present invention, a train loading system is provided for loading material onto wagons of the train, the system comprising:

a reclaimer configured to pick up material for loading into the composition from a stack of material at a certain consumption rate during pick-up;

an intermediate hopper adapted to receive material from the reclaimer and supply material to the wagons of the train, which moves under the intermediate hopper, while the intermediate hopper contains a gate with an adjustable opening position to change the flow rate of the material output flow from the intermediate hopper and, therefore, the flow rate when loading material into the train, while the position of the shutter opening depends on the speed of the train in such a way that an increase in the speed of the train entails the position of the shutter at which the opening increases, and, therefore, the flow rate when loading the train increases, and a decrease in the speed of the train entails the position of the shutter, at which the opening decreases, and, consequently, the flow rate when loading the composition decreases;

a feed-forward component configured to determine a train speed taking into account the feed-forward based on the intake flow rate, the feed-forward speed of the train being used to set the train speed; and

a feedback component configured to change the speed of the train taking into account the feedforward based on the amount of material in the intermediate hopper;

as a result, it is ensured that the amount of material in the intermediate hopper is maintained at a level that avoids stopping the reclaimer or stopping the train due to the level of material in the intermediate hopper.

In one embodiment, the feed-forward component is configured to determine the speed of the train taking into account the feed-forward according to the following relationship between withdrawal flow rate and train speed:

Suction flow rate = P * Speed,

where Velocity is the speed of the composition, The intake flow rate is the reclaimer intake flow rate, and P is the proportionality coefficient.

In one embodiment, the feed-forward component comprises at least one filter configured to filter the intake flow rate, for example using at least one low-pass filter.

In one embodiment, the feed-forward component comprises an initialization component configured to initialize the feed-forward component to provide a smooth transition when the composition loading system switches from manual mode to automatic mode. The initialization component may be configured to initialize the feed-forward component to initialize the aspiration rate value determined based on the previous composition velocity value.

In one embodiment, the system comprises an automatic scale configured to measure the flow rate as it is withdrawn from the reclaimer.

In one embodiment, the feedback component is configured to vary the speed of the train taking into account the feed forward based on the difference between the amount of material in the intermediate hopper and the target level of the bin, indicating a certain amount of material in the intermediate hopper, with a positive difference between the amount of material in the intermediate hopper. and the target level of the hopper leads to the fact that the component with feedback positively changes the speed of the train taking into account the feedforward and, thus, increases the flow rate when loading the train and reduces the amount of material in the intermediate hopper, and the negative difference between the amount of material in the intermediate hopper and the target the level of the hopper causes the feedback component to negatively change the speed of the train, taking into account the feedforward, and thus reduces the flow rate during loading and increases the amount of material in the intermediate hopper.

The system may include a bin level sensor configured to provide information indicative of the amount of material in the intermediate bin.

In one embodiment, the feedback component is configured to output a bin level error value indicating the difference between the amount of material in the intermediate bin and the target bin level, and the feedback component comprises a discrete proportional-integral type controller configured to output a train speed error based on the value of the error of the level of the bunker, and the error of the train speed is applied to the speed of the train taking into account the feedforward to change the speed of the train taking into account the feedforward.

In one embodiment, a discrete proportional-integral type controller is configured to operate in accordance with the following equation:

CntrllrOut = Sat (CntrllrOut _i-1 ) + Kp (error - error _i-1 ) + Ki (t - t _i-1 ) error (4),

where

CntrllrOut _i-1 is the controller output last calculated by the feedback controller 54, the controller output corresponding to the feedback train speed error value, which is combined with the feed-forward value determined by the feed-forward controller 52;

error - bin level error calculated by subtracting the target bin level 80 from the measured bin level 82;

error _i-1 - previous hopper level error, last computed by controller 54 with feedback;

t - time [s];

t _i-1 is the time since the last computation by the controller 54 with feedback;

Kp - proportional component = 0.0032 [km / (t⋅h)]; and

Ki - integral component = 1.5873 E-05 [(s⋅km) / t⋅h].

In one embodiment, the system is configured to apply saturation such that the amount of change relative to the train speed is limited.

In one embodiment, the system is configured to apply a feedback multiplier such that the amount of change relative to the train speed is limited. The feedback multiplier can be approximately 15%.

In one embodiment, the feed forward train speed used to set the train speed is applied to the train once per train car, for example at each transition between adjacent cars under an intermediate hopper.

In one embodiment, the system is configured to increase the amount of material in the intermediate hopper prior to the transition of the reclaimer between the stacks of material.

In one embodiment, the system is configured to increase the amount of material in the intermediate hopper before the reclaimer transitions between the stacks of material by reducing the speed of the train and therefore reducing the flow rate when loading from the intermediate hopper.

In one embodiment, the system is configured to increase the amount of material in the intermediate hopper before the reclaimer transitions between stacks of material by increasing the target level of the hopper, thereby negatively increasing the difference between the amount of material in the intermediate hopper and the target level of the hopper, reducing the speed of the composition and reducing the flow rate at loading from the intermediate hopper.

In one embodiment, the system is configured to increase the amount of material in the intermediate hopper before the reclaimer transitions between stacks of material at a time, taking into account the amount of material remaining in the stack of material.

In one embodiment, the system is configured to raise the target bin level based on the type of material stack.

In one embodiment, the system is configured to determine the position of the gate aperture according to the following equations:

Base Opening = Current Opening - F (Current Speed),

where F (Current Speed) is a function of the train speed using the current train speed for x, defined as:

F (x) = k ₁ x ² + k ₂ x,

wherein k _{1 and} k ₂ are constants based on the analysis of actual shipping data;

and

New Opening = Basic Opening + F (New Speed),

where F (New Speed) is the F (x) function using the new train speed for x as calculated by the train speed controller.

In one embodiment, the system is configured such that the increase in train speed is delayed by one car.

In one embodiment, the system is configured such that the train speed reduction is applied to the carriage immediately.

In accordance with a second aspect of the present invention, there is provided a method of loading material into wagons of a train during a mining operation, the method comprising:

picking up material for loading into the composition from a stack of material with some consumption during picking;

receiving material from the reclaimer into the intermediate hopper and supplying material from the intermediate hopper to the wagons of the train, which moves under the intermediate hopper, while the intermediate hopper contains a gate with an adjustable opening position to change the flow rate of the material output flow from the intermediate hopper and, therefore, the flow rate when loading material into the train, while the position of the shutter opening depends on the speed of the train in such a way that an increase in the speed of the train entails the position of the shutter at which the opening increases, and, therefore, the flow rate when loading the train increases, and a decrease in the speed of the train entails the position of the shutter, at which the opening decreases, and, consequently, the flow rate when loading the composition decreases;

determining the speed of the train taking into account the feed-forward based on the intake flow rate, and the speed of the train taking into account the feed-forward is used to set the speed of the train; and

changing the speed of the train taking into account the direct connection based on the amount of material in the intermediate hopper;

as a result, it is ensured that the amount of material in the intermediate hopper is maintained at a level that avoids stopping the reclaimer or stopping the train due to the level of material in the intermediate hopper.

Brief description of graphic materials

The present invention will be described below, by way of example only, with reference to the accompanying drawings, in which:

in fig. 1 is a schematic perspective view of a train loading system according to an embodiment of the present invention;

in fig. 2 is a block diagram of the control components of the train loading system shown in FIG. 1;

in fig. 3 is a block diagram illustrating the functional components of a train speed controller of the train loading system shown in FIG. 1 and 2;

in fig. 4 is a curve illustrating the relationship between the composition rate and the flow rate when charging the composition, and a curve illustrating the relationship between the composition speed and the charging time of the composition in the composition loading system shown in FIG. 1-3;

in fig. 5 is a graph illustrating measured aspiration flow rate and filtered aspiration flow rate; and

in fig. 6 shows curves illustrating the relationship between the target intermediate hopper level and the measured intermediate hopper level, a curve illustrating the error between the target intermediate hopper level and the measured intermediate hopper level, and a curve illustrating the saturated controller output and feedback signal.

Description of an embodiment of the present invention

An embodiment of a train loading system will be described herein with reference to mining operations performed in open pit areas, although it will be appreciated that other mining operations are envisaged in which train loading operations occur.

An example of a train loading system 10 is shown schematically in FIG. 1.

The composition loading system 10 comprises a reclaimer 12 that picks up material, in this example ore, from a stack of material, and a conveyor 14 configured to transport the ore to be taken into an intermediate hopper 16. The flow rate of ore from the reclaimer 12 is measured in this example by an automatic weighing machine 18, usually located at a distance of 100-500 m from the intermediate bunker 16. During the loading of the train, ore is fed from the intermediate bunker 16 to the cars 22 of the train 20 with the continuous movement of the train under the intermediate bunker 16 in the direction of arrow 24. The flow rate of ore from the intermediate bunker 16 is regulated by opening and closing a flap valve (not shown).

It is desirable to maintain the amount of ore in the intermediate hopper 16 at a certain partially full level, since if the hopper is empty, it will be necessary to stop the train, and if the hopper is too full, it will be necessary to stop the reclaimer 12. Both of these circumstances are highly undesirable for reasons of cost.

FIG. 2 shows the control components 30 of the train loading system 10. The use of the control components 30 makes it possible to maintain the level of the hopper at a sufficient, partially full level, which avoids situations with an empty or full hopper, and therefore avoids the situation of stopping the reclaimer.

Control components 30 comprise a device for measuring the flow rate of the reclaimer, in this example an automatic scale 18 configured to measure the flow rate of ore from the reclaimer 12; a bin level sensor 34 configured to measure the level of ore in the intermediate bin 16; a target bin value 35 that defines the desired intermediate bin level 16; and a train speed controller 36 that determines the adjusted train speed 38 and the adjusted gate opening position 40 based on the measured reclaimer flow rate, the target bin level 35, and the measured intermediate bin level.

The consumption of ore loaded into cars 22 of train 20 is significantly limited by the flow rate of the reclaimer, since the flow rate of the reclaimer determines the rate of filling of the intermediate hopper 16, and, therefore, the required flow rate of the output flow of ore from the intermediate hopper 16 in order to maintain the desired level of filling of the intermediate hopper 16. If the train is loaded at a rate consistently higher than the pick-up rate, the hopper will empty. If the train is loaded at a rate that is consistently less than the pick-up rate, the hopper will fill. The train loading rate is determined by the ore outlet flow rate, and the ore outlet flow rate can be controlled by adjusting the speed of the train 20, since the speed of the train directly determines the position of the gate needed to properly fill the cars 22 of the train 20.

As shown in graph 58 of FIG. 4, the loading rate curve 60 shows that the loading rate of the car 22 of the train 20 is directly proportional to the speed of the train, and the load time curve 62 indicates that the loading time of the car 22 is also directly proportional to the speed of the train.

While the loading rate is actually determined by the position of the gate of the intermediate hopper 16, the loading rate of the car 22 can be considered directly proportional to the train speed, since a higher train speed requires a higher flow rate, and therefore a more open position of the gate for filling the car. composition.

The following equation represents the relationship between the loading rate (the rate of the ore outflow from the intermediate hopper) and the speed of the composition.

Outlet flow = P * Speed (1),

where Speed is the speed of the train, Outlet flow is the required flow when loading the car in order to get a full car when the train is moving at Speed, and P is the proportionality coefficient.

The aspect ratio P can be calculated as follows.

If it is assumed that the car 22 of the train 20 in the filled state can withstand 120 tons, and the length of the car 22 is 10 m, then to fill the car 22, the car 22 must be loaded with 12 t / m. If the speed of car 22 is 0.8 km / h (0.222 m / s), the required loading flow is 12 t / mx 0.222 m / s = 2.667 t / s. This gives the proportionality coefficient P 2.667 / 0.8 = 3.3 t⋅h / s⋅km.

Using the ratio, the train speed controller 36 is able to set a "feed forward" train speed that is appropriate for the current reclaimer flow rate, since it can be assumed that the reclaimer flow rate is also directly proportional to the train speed if the hopper level remains constant.

Suction flow rate = P * Speed (2).

During the test, the flow rate at the outlet of the intermediate hopper 16 was determined using known train speeds for seven different formulations. The intermediate hopper level was roughly leveled using the difference between the hopper outlet flow rate and the reclaimer inlet flow rate during the loading of the trains. The measured bin level was found to be most closely aligned with a P of 3.25 rather than a P of 3.3 as determined by Equation (1) above.

The train speed controller 36 is configured to provide a train speed value with a feed forward based on the relationship between the reclaimer flow rate and the train speed defined in equation (2) above.

The determination of the train speed required for the measured withdrawal flow rate involves the proportionality between minimizing speed changes and maintaining a stable hopper level.

If the flow rate into the intermediate hopper 16 is not exactly equal to the flow rate exiting the intermediate hopper 16, small errors in the train speed controller can accumulate over time and lead to an undesirable hopper level. Therefore, in order to maintain the hopper level at the desired level, tight feedback is provided for a particular train speed by determining the train speed error applied to the forward link determined by the train speed. The train speed error is calculated by determining the error between the measured bin level and the target bin level 35.

Thus, the automation of the train speed is achieved using 2 components of the train speed controller 36: a feed-forward control component that determines the train speed with a feed forward using the ratio of train speed to withdrawal flow rate defined in equation (2) above; and a feedback control component that adjusts the determined train speed based on feedforward using the train speed error calculated using the error determined between the measured bin level and the target bin level 35.

With reference to FIG. 3, the functional components 50 of the train speed controller 36 are shown in more detail.

The train speed controller components 50 comprise a feed-forward controller 52 and a closed-loop controller 54, which together produce a train speed output 56 used to set the train speed. The feed-forward controller 52 and the feedback controller 54 are configured to calculate the corresponding train speed value taking into account the feed-forward and the train speed error value for each train car 22.

The feed-forward controller 52 receives the measured withdrawal flow rate 64 from the automatic scale 18. However, since the measured withdrawal flow rate varies greatly, the measured withdrawal flow rate is filtered using at least one low pass filter 66. In this example, two cascade 240 with a low-pass filter with a gain of 1, which are defined by the following equation.

(3)

(3)

where K ₁ = K ₂ = 1, and τ ₁ = τ ₂ = 240 s.

The filtered ascent flow rate is used by the train velocity calculator 68 to compute a feed forward train velocity value based on equation (2) above.

FIG. 5 shows exemplary aspiration flow curves 130 that include a measured aspiration flow curve 132 and a filtered aspiration flow curve 134. Filtered take-off flow provides an averaged value for the measured ascend flow rate so that the high variability of the measured pick-up rate does not translate to the feed-forward train velocity used to set the train speed.

The feed-forward controller 52 also contains initialization components that include a delay component 70 and a computing device 72 for initializing the withdrawal flow rate. The purpose of the initialization components is to initialize the feed-forward controller 52 and provide a smooth transition when the train loading system 10 switches from manual mode to automatic mode.

When the system switches to automatic mode, the low pass filters 66 are initialized to the initialized intake flow rate, which was calculated using equation (2) based on the previous most recent composition velocity measured. This is represented by a delay component 70.

For example, in the example represented by the curves in FIG. 5, system 10 is in manual mode at 400 seconds and switches to automatic mode at 401 seconds. Before switching to automatic mode, at 400 seconds the measured speed of the train was 0.75 km / h. Based on this value for the train speed, the initialization of the withdrawal rate value is calculated using equation (2) as 0.75 x 3.25 = 2.4375 t / s.

The closed-loop controller 54 receives a value for the target bin level 35 representing the desired bin level to avoid an empty bin or bin overflow situation, and a measured value for the current bin level 82. The target bin level 35 and the measured value for the current bin level 82 are compared by a bin level error calculator 84 to obtain a bin level error value. The value of the hopper level error is used by a discrete proportional-integral regulator to change the train speed, taking into account the direct connection, and, therefore, also change the hopper level to a value close to the target bunker level (since the flow rate when loading the train will also change with a change in the train speed).

A discrete proportional-integral type feedback controller 54 operates according to the following equation.

CntrllrOut = Sat (CntrllrOut _i-1 ) + Kp (error - error _i-1 ) + Ki (t - t _i-1 ) error (4),

where

CntrllrOut _i-1 is the controller output last calculated by the feedback controller 54, the controller output corresponding to the feedback train speed error value, which is combined with the feed-forward value determined by the feed-forward controller 52;

error - bin level error calculated by subtracting the target bin level 80 from the measured bin level 82;

error _i-1 - previous hopper level error, last computed by controller 54 with feedback;

t - time [s];

t _i-1 is the time since the last computation by the controller 54 with feedback;

Kp - proportional component = 0.0032 [km / (t⋅h)]; and

Ki - integral component = 1.5873 E-05 [(s⋅km) / t⋅h].

As shown in FIG. 3, the feedback controller 54 comprises an adder 86 that sums the output of the time-dependent error component 88 corresponding to the Ki (t - t _i-1 ) error component of Equation (4) above, the output of the error divergence component 90 corresponding to the Kp component (error - error _i-1 ) of equation (4) above, and the saturated controller output last computed by the closed-loop controller 54 corresponding to the Sat (CntrllrOut _i-1 ) term of equation (4) above.

The error discrepancy component 90 contains an error delay component 94, a computing device 96 that determines the change in error, which calculates the difference between the current bin level error and the bin level error previously calculated by the computing device 84 that determines the error, and a proportional constant Kp 98 that is applied to the calculated value of the variance of the error of the hopper level, calculated using the computing device 96, which determines the change in the error.

The output of adder 86 is saturated with feedback saturation component 100 to avoid integral saturation, where feedback saturation component 100 defines a minimum saturated feedback value of -0.85 km / h and a maximum saturated feedback value of 0.85 km / h

The feedback controller 54 adjusts the effect of the saturated feedback value on the train speed output 56 by applying the feedback constant 102 to the saturated feedback value. In this example, the feedback constant 102 is set to 15%, and therefore the maximum speed change is: +/- 0.85 x 0.15 = +/- 0.13 km / h.

The train speed error value generated by the feed forward controller 52 is added to the train speed value generated by the train speed calculator 68 on the adder 104 to provide a degree of error correction relative to the feed forward train speed value. and the result is saturated with a speed saturation component 106, the speed saturation component 106 determining a minimum saturated speed of 0.45 km / h and a maximum saturated speed of 0.85 km / h.

A hysteresis of 0.05 and a quantization of 0.025 are then applied by the quantization component 108 to the saturated rate value obtained by the rate saturation component 106.

After hysteresis and quantization, the resulting train speed output 56 is used to set the train speed.

In the present embodiment, the train speed controller 36 is implemented using a programmable logic controller (PLC), although it will be appreciated that other implementations are also included in the discussion.

The speed changes are calculated continuously, but in the present embodiment are applied to the train only once per car, in the present embodiment at transitions between cars 22 under the intermediate hopper 16.

Using the aforementioned methodology, the train speed is continuously monitored while picking material in the stack, taking into account the current pick-up flow rate and the error between the currently measured bin level and the target bin level.

It should be understood, however, that some disruptions in flow rate during pick-up during loading are unavoidable, for example when the reclaimer moves between a completed stack of material and a new stack of material.

Stack changes stop the reclaimer 12 for 3-15 minutes, and stopping the train to accommodate this is highly undesirable for efficiency and cost reasons.

To avoid a situation in which the intermediate hopper 16 is emptied before the car 22 is full due to the transition between the stacks, which will require stopping the train 20, it is desirable to reduce the speed of the train 20 and change the position of the gate in accordance with the speed of the train, so that the train fills up more slowly and the level decreases more slowly. bunker. By intervening and increasing the target hopper level, the train speed will be automatically reduced by the controller 54 with feedback from the composition control system 10, so that the flow rate of the ore output stream is reduced. Therefore, in order to prepare the intermediate hopper 16 for the next stack change, which will cause a decrease in the filling rate of the intermediate hopper, the target level of the bin may be increased before the transition between stacks to cause an increase in the amount of material in the intermediate hopper 16 to compensate for a future stack change in which the reclaimer 12 and the conveyor 14 delivers less material to the intermediate hopper 16.

FIG. 6 shows curves 140 representing the operation of the feedback controller 54. Curves 140 include a target hopper level curve 142 representing the target hopper level set by the train speed controller 36; a measured hopper level curve 144 representing the actual material level in the intermediate hopper 16; a bin level error curve 146 representing the bin level error output by the computing device 84 of the feedback controller 54, that is, the difference between the actual bin level and the target bin level; a saturated controller output curve 148 representing the saturated output generated by the saturation component 100 of the feedback controller; and a train speed error curve 150 representing a train speed error value generated by the closed loop controller 54 and used by the train speed controller 36 to control the train speed.

As shown by the target hopper level curve 142, the target hopper level rises before the stack change, which causes the hopper level error to immediately increase in amplitude (negative) as shown by the hopper level error curve 146. A negative increase in hopper level error causes the system to assume that the intermediate hopper is emptied, so that the train speed at train speed output 56 decreases, loading flow decreases, and the material level in intermediate hopper 16 increases, as shown in section 152. curve 144 of the measured level of the hopper. When a stack change occurs and the effect of the subsequent reduced withdrawal flow rate reaches the intermediate hopper 16, the level of material in the intermediate hopper will be lowered as shown in section 154 of the measured hopper level curve 144. After the transition between stacks has been made and the effect of the subsequent increased withdrawal flow has reached the intermediate hopper 16, even if the target hopper level has been lowered, the level of material in the intermediate hopper will still increase, as shown in section 156 of the curve 144 of the measured hopper level. because the difference between the current bin level and the target bin level remains negative. As shown by the curve 144 in the measured hopper level section 158, the hopper level is kept close to the target hopper level by the train speed controller 36 during stacking.

As shown by the saturated controller output curve 148 and the train speed error value curve 150, the train speed error value moves between the maximum train speed increase value of about 0.13 km / h and the maximum train speed reduction value of approximately 0.13 km / h, depending on whether the current bin level is above or below the target bin level.

Speed changes are calculated continuously, but applied once per car. Therefore, raising the target hopper level to a level above the current hopper level causes the train speed to decrease to a maximum reduction of 0.13 km / h per wagon, which leads to an increase in the level of material in the intermediate hopper in preparation for a stack change, thus reducing the likelihood that the intermediate hopper will be emptied during a stack change, which will require a train stop 20.

The time it takes to raise the target bin level is determined by monitoring the amount of material in the current stack according to the following equation.

Remaining time = Remaining tons of stack / (3.25 * Train speed) (6),

where Remaining Time is an estimate of the time remaining until the current stack is fully withdrawn, Remaining tons of a stack is the number of tons of material remaining in the current stack, and Train Speed is the current speed of the train.

When the remaining time falls below the predetermined start time, the train speed controller 36 causes the target bin level to rise.

The start time value and the raised target bin level value can be set according to the type of stack, for example so that for some stacks the target bin level rises earlier than others and to a different target bin level. For example, Table 1 below shows an example of start-up times and target silo levels for various transitions between stacks.

Table 1 Stack change Start time (min) Target hopper level (t) Stack 2 to 3 eight +250 Stack 3 to 4 15 +350 Stack 4 to 2 3 +150

The time required to lower the target bin level is determined by the appropriate personnel on site and roughly coincides with the resumption of ore supply to the intermediate bin after a stack change.

At the end of the train, if the current amount of material in the intermediate hopper 16 is sufficient to complete the loading, the speed of the train must be set to a constant initial speed and all controls are disabled. As a consequence, the loading of the train will be completed at a constant flow rate until the operator enters a new initial speed. Without control disabled, the train will slow down to minimum speed unnecessarily as the intermediate hopper is emptied.

Optimal control of the gate opening when loading the composition is complex. However, it should be understood that as the speed of the train varies, the opening requirements will also vary, so increasing the speed of the train should also increase the opening (i.e. the gate opens wider), which will increase the flow rate in response to the reduced time available to load the car 22. composition.

Formulation loading system 10 uses a simple relationship between formulation speed and aperture to determine aperture adjustment, without attempting to provide automatic control for changes such as product type, flow properties, or material density.

When automatic aperture control is enabled, the system calculates a “baseline aperture” that corresponds to the initial aperture adjustment.

Base Opening = Current Opening - F (Current Speed) (7),

where F (Current Speed) is a train speed function using the current train speed for x, is defined as follows.

F (x) = k ₁ x ² + k ₂ x (8),

and where k _{1 and} k ₂ are constants based on the analysis of the actual shipping data.

The composition loading system 10 then calculates a new aperture value for each change in the composition speed calculated by the composition speed controller 36 according to the following equation.

New opening = Basic opening + F (New speed) (9),

where F (New Speed) is the above function (8) using the new train speed for x calculated by the train speed controller 36.

However, it should be understood that the operator may make additional adjustments to the base aperture, for example, due to changes in product type, material flow properties, or density.

Opening changes are synchronized with changes in train speed and are applied when moving between cars 22 of train 20.

The speed response of train car 22 to an increase in train 20 speed varies depending on the position of train 22 in the train. In general, however, it can be assumed that car 22 will reach train speed within the time it takes to load one car 22. For this reason, changes in the aperture in response to an increase in train speed are delayed by one car.

The speed response of train car 22 to a decrease in train 20 speed is faster and more uniform because the cars have brakes that are used to slow them down. Therefore, changes in opening in response to a decrease in formulation speed are applied immediately.

The above function F (x) in equation (8) is implemented in the present embodiment as a look-up table with a function generator in PLC code, although it will be understood that other options are contemplated.

It should be understood that if a reference is made in this document to any prior art publication, such reference does not imply an admission that this publication forms part of the public knowledge in the art in Australia or any other country.

In the following claims and the foregoing description of the present invention, unless the context requires otherwise by virtue of explicit language or necessary inference, the word "comprise" or variations thereof such as "comprises" or "comprising" are used in the inclusive sense , i.e. to indicate the presence of the claimed features, but not to exclude the presence or addition of additional features in various embodiments of the present invention.

Modifications and changes that may be obvious to a person skilled in the art are within the scope of the present invention.

Claims (74)

1. A system for loading a train for loading material into wagons of a train, containing: a reclaimer configured to pick up material for loading into the composition from a stack of material at a certain consumption rate during pick-up; an intermediate hopper adapted to receive material from the reclaimer and supply material to the wagons of the train, which moves under the intermediate hopper, while the intermediate hopper contains a gate with an adjustable opening position to change the flow rate of the material output flow from the intermediate hopper and, therefore, the flow rate when loading material into the train, while the position of the shutter opening depends on the speed of the train in such a way that an increase in the speed of the train entails the position of the shutter at which the opening increases, and, therefore, the flow rate when loading the train increases, and a decrease in the speed of the train entails the position of the shutter, at which the opening decreases, and, consequently, the flow rate when loading the composition decreases; a feed-forward component configured to determine a train speed taking into account the feed-forward based on the intake flow rate, the feed-forward speed of the train being used to set the train speed; and a feedback component configured to change the speed of the train taking into account the feedforward based on the amount of material in the intermediate hopper; as a result, it is ensured that the amount of material in the intermediate hopper is maintained at a level that avoids stopping the reclaimer or stopping the train due to the level of material in the intermediate hopper. 2. The train loading system according to claim 1, characterized in that the feed-forward component is configured to determine the train speed taking into account the feed-forward in accordance with the following relationship between the intake flow rate and the train speed: Suction flow rate = P * Speed, where Velocity is the speed of the composition, The intake flow rate is the reclaimer intake flow rate, and P is the proportionality coefficient. 3. A composition loading system according to claim 1 or 2, characterized in that the feed-forward component comprises at least one filter configured to filter the flow rate during intake. 4. A composition loading system according to claim 3, wherein at least one filter comprises at least one low-pass filter. 5. The system for loading the composition according to any one of paragraphs. 1-4, wherein the feed-forward component comprises an initialization component configured to initialize the feed-forward component to provide a smooth transition when the train loading system switches from manual mode to automatic mode. 6. The composition loading system according to claim 5, characterized in that the initialization component is configured to initialize the feed-forward component with the initialization of the intake flow rate value determined on the basis of the previous composition velocity value. 7. System loading the composition according to any one of paragraphs. 1-6, characterized in that the system contains an automatic balance made with the ability to measure the flow rate when taking from the reclaimer. 8. System loading the composition according to any one of paragraphs. 1-7, characterized in that the feedback component is configured to change the speed of the train taking into account the feed-forward based on the difference between the amount of material in the intermediate bin and the target level of the bin, indicating a certain amount of material in the intermediate bin, while the positive difference between the amount material in the intermediate hopper and the target level of the hopper leads to the fact that the component with feedback positively changes the speed of the composition, taking into account the direct connection and, thus, increases the consumption when loading the composition and reduces the amount of material in the intermediate hopper, and the negative difference between the amount of material in the intermediate hopper and the target hopper level leads to the fact that the component with feedback negatively changes the speed of the composition taking into account the feedforward and, thus, reduces the flow rate during loading and increases the amount of material in the intermediate hopper. 9. The system for loading the composition according to any one of paragraphs. 1-8, characterized in that the system comprises a hopper level sensor configured to provide information indicating the amount of material in the intermediate hopper. 10. System loading the composition according to any one of paragraphs. 1-9, characterized in that the feedback component is configured to output a bin level error value indicating the difference between the amount of material in the intermediate bin and the target bin level, and the feedback component comprises a discrete proportional-integral type controller configured issuing a train speed error based on the value of the hopper level error, and the train speed error is applied to the train speed taking into account the feedforward to change the train speed taking into account the feedforward. 11. The system for loading the composition according to any one of paragraphs. 1-10, characterized in that the system is adapted to apply saturation in such a way that the amount of change relative to the speed of the train is limited. 12. The loading system of the composition according to any one of paragraphs. 1-11, characterized in that the system is configured to apply a feedback multiplier such that the amount of change relative to the train speed is limited. 13. The train loading system of claim 12, wherein the feedback multiplier is approximately 15%. 14. The loading system of the composition according to any one of paragraphs. 1-13, characterized in that the speed of the train, taking into account the direct connection, used to set the speed of the train, is applied to the train once per car of the train. 15. The train loading system according to claim 14, characterized in that the train speed, taking into account the direct connection, used to set the train speed, is applied to the train at each transition between adjacent cars under the intermediate bunker. 16. The loading system of the composition according to any one of paragraphs. 1-15, characterized in that the system is made with the possibility of increasing the amount of material in the intermediate hopper before the transition of the reclaimer between the stacks of material. 17. The train loading system according to claim 16, characterized in that the system is configured to increase the amount of material in the intermediate hopper before the reclaimer transitions between the stacks of material by reducing the speed of the train and, therefore, reducing the consumption when loading from the intermediate hopper. 18. The system for loading the composition according to claim 16, characterized in that the system is made with the possibility of increasing the amount of material in the intermediate hopper before the transition of the reclaimer between the stacks of material by increasing the target level of the hopper, thereby negatively increasing the difference between the amount of material in the intermediate hopper and the target level of the hopper, reducing the speed of the train and reducing the consumption when loading from the intermediate hopper. 19. The system for loading the composition according to claim 16, characterized in that the system is configured to increase the amount of material in the intermediate hopper before the reclaimer transitions between stacks of material at a time, taking into account the amount of material remaining in the stack of material. 20. The loading system of the composition according to any one of paragraphs. 1-19, characterized in that the system is configured to increase the target level of the hopper, taking into account the type of stack of material. 21. The loading system of the composition according to any one of paragraphs. 1-20, characterized in that the system is configured to determine the position of the gate opening according to the following equations: Base Opening = Current Opening - F (Current Speed), where F (Current Speed) is a function of the train speed using the current train speed for x, defined as: F (x) = k ₁ x ² + k ₂ x, wherein k _{1 and} k ₂ are constants based on the analysis of actual shipping data; and New Opening = Basic Opening + F (New Speed), where F (New Speed) is the F (x) function using the new train speed for x as calculated by the train speed controller. 22. The loading system of the composition according to any one of paragraphs. 1-21, characterized in that the system is designed in such a way that the increase in the speed of the train is carried out with a delay of one car. 23. The loading system of the composition according to any one of paragraphs. 1-22, characterized in that the system is designed in such a way that the speed reduction of the train is applied to the car immediately. 24. A method of loading material into the wagons of a train during mining operations, the method comprising: picking up material for loading into the composition from a stack of material with some consumption during picking; receiving material from the reclaimer into the intermediate hopper and supplying material from the intermediate hopper to the wagons of the train, which moves under the intermediate hopper, while the intermediate hopper contains a gate with an adjustable opening position to change the flow rate of the material output flow from the intermediate hopper and, therefore, the flow rate when loading material into the train, while the position of the shutter opening depends on the speed of the train in such a way that an increase in the speed of the train entails the position of the shutter at which the opening increases, and, therefore, the flow rate when loading the train increases, and a decrease in the speed of the train entails the position of the shutter, at which the opening decreases, and, consequently, the flow rate when loading the composition decreases; determining the speed of the train taking into account the feed-forward based on the intake flow rate, and the speed of the train taking into account the feed-forward is used to set the speed of the train; and changing the speed of the train taking into account the direct connection based on the amount of material in the intermediate hopper; as a result, it is ensured that the amount of material in the intermediate hopper is maintained at a level that avoids stopping the reclaimer or stopping the train due to the level of material in the intermediate hopper. 25. The method according to claim 24, characterized in that it includes determining the speed of the train taking into account the direct relationship in accordance with the following relationship between the intake flow rate and the speed of the train: Suction flow rate = P * Speed, where Velocity is the speed of the composition, The intake flow rate is the reclaimer intake flow rate, and P is the proportionality coefficient. 26. The method according to claim 24 or 25, characterized in that determining the speed of the train taking into account the feed-forward includes filtering the intake flow rate. 27. The method according to claim 26, characterized in that it includes filtering the intake flow rate using at least one low-pass filter. 28. The method according to any one of paragraphs. 24-27, including the initialization of the step of determining the speed of the train taking into account the feed forward to ensure a smooth transition when the loading system of the train is switched from manual mode to automatic mode. 29. The method according to claim 28, characterized in that it includes the initialization of the stage of determining the speed of the train taking into account the direct connection with the initialization of the value of the flow rate at the intake, determined taking into account the previous value of the speed of the train. 30. The method according to any of paragraphs. 24-29, characterized in that it includes measuring the flow rate when taking from the reclaimer using an automatic scale. 31. The method according to any of paragraphs. 24-30, characterized in that the step of changing the speed of the train taking into account the direct connection includes changing the speed of the train taking into account the direct relationship based on the difference between the amount of material in the intermediate bin and the target level of the bin, indicating a certain amount of material in the intermediate bin, while the positive difference between the amount of material in the intermediate hopper and the target level of the hopper leads to the fact that the feedback component positively changes the speed of the train taking into account the feedforward and, thus, increases the flow rate when loading the train and reduces the amount of material in the intermediate hopper, and a negative difference between the amount material in the intermediate hopper and the target level of the hopper causes the feedback component to negatively change the speed of the composition taking into account the feedforward and, thus, reduces the flow rate during loading and increases the amount of material in the intermediate hopper. 32. The method according to any one of paragraphs. 24-31, characterized in that it includes determining the amount of material in the intermediate hopper using a hopper level sensor. 33. The method according to any one of paragraphs. 24-32, characterized in that the step of changing the speed of the train taking into account the direct connection includes issuing an error value of the hopper level indicating the difference between the amount of material in the intermediate hopper and the target level of the hopper, and issuing an error of the speed of the train based on the error value of the hopper level, while the method includes using the speed of the train taking into account the direct connection to change the speed of the train taking into account the direct connection. 34. The method according to any one of paragraphs. 24-33, characterized in that it includes the application of saturation in such a way that the amount of change relative to the rate of the composition is limited. 35. The method according to any one of paragraphs. 24-34, characterized in that it includes the application of a feedback multiplier such that the amount of change relative to the speed of the composition is limited. 36. The method of claim 35, wherein the feedback multiplier is approximately 15%. 37. The method according to any one of paragraphs. 24-36, characterized in that the speed of the train, taking into account the direct connection, used to set the speed of the train, is used for the train once per car of the train. 38. The method according to claim. 37, characterized in that the speed of the train, taking into account the feedforward, used to set the speed of the train, is applied to the train at each transition between adjacent cars under the intermediate bunker. 39. The method according to any one of paragraphs. 24-38, characterized in that it includes an increase in the amount of material in the intermediate hopper before the transition of the reclaimer between the stacks of material. 40. The method according to claim 39, characterized in that it includes increasing the amount of material in the intermediate hopper before the reclaimer transitions between the stacks of material by reducing the speed of the composition and, consequently, reducing the flow rate when loading from the intermediate hopper. 41. The method according to claim 39, characterized in that it includes increasing the amount of material in the intermediate hopper before the transition of the reclaimer between stacks of material by increasing the target level of the hopper, thereby negatively increasing the difference between the amount of material in the intermediate hopper and the target level of the hopper, reducing the speed composition and reducing consumption when loading from the intermediate hopper. 42. The method according to claim 39, characterized in that the system is configured to increase the amount of material in the intermediate hopper before the reclaimer transitions between stacks of material at a time, taking into account the amount of material remaining in the stack of material. 43. The method according to any of paragraphs. 24-42, characterized in that it includes raising the target level of the hopper, taking into account the type of stack of material. 44. The method according to any one of paragraphs. 24-43, characterized in that it includes determining the position of the shutter aperture according to the following equations: Base Opening = Current Opening - F (Current Speed), where F (Current Speed) is a function of the train speed using the current train speed for x, defined as: F (x) = k ₁ x ² + k ₂ x, wherein k _{1 and} k ₂ are constants based on the analysis of actual shipping data; and New Opening = Basic Opening + F (New Speed), where F (New Speed) is the F (x) function using the new train speed for x as calculated by the train speed controller. 45. The method according to any one of paragraphs. 24-44, characterized in that it includes a delay in increasing the speed of the train by one car. 46. The method according to any one of paragraphs. 24-45, characterized in that it includes applying the speed reduction of the train to the car immediately.

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