• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    system, method for magnetically coupling a pole of a first integrated magnet of a towing vehicle to a pole of a second integrated magnet of a towing vehicle by means of an intervention liner having a variable thickness along a vehicle traffic path and method for magnetically coupling an array of electro-permanent magnets integrated in a tractor vehicle to a permanent magnet integrated in a towing vehicle through an intervention liner having a variable thickness along a vehicle traffic path. a system is disclosed comprising a towing vehicle, at least one towing vehicle and a liner between and in contact with the towing and towing vehicles. one of the tractor and trailer vehicles is arranged in a non-inverted position above the cover and the other is arranged in an inverted position below the cover. the towing vehicle comprises one or more magnets, while the towing vehicle comprises one or more magnets magnetically coupled to each opposite magnet in the towing vehicle. for example, tractor and trailer vehicles may have permanent magnets mutually opposite each other. alternatively, each permanent magnet on the towing vehicle could be opposed to one or more electro-permanent magnets on the towing vehicle. the magnetic coupling between the magnets in the tractor and trailer vehicles produces an attractive force. the system further comprises means for maintaining the attraction force within a range, as the tractor and towing vehicles move along a part of the liner having a varying thickness.
    公开号:BR112014013846B1
    申请号:R112014013846-0
    申请日:2012-10-05
    公开日:2021-04-06
    发明作者:James J. Troy；Scott W. Lea；Daniel James Wright
    申请人:The Boeing Company；
    IPC主号:
    专利说明:

    [0001] [001] This disclosure refers, in general, to systems for carrying payloads along surfaces, this payload including (among others) sensors used in non-destructive assessment (NDE) and other types of tools. In particular, this disclosure refers to systems operated remotely to load tools, such as NDE sensors, through long tunnel-like passageways and areas with limited access.
    [0002] [002] Non-destructive inspection of structures involves the complete examination of a structure without damaging the structure or requiring significant disassembly of the structure. Non-destructive inspection is advantageous for many applications where a complete inspection of the exterior and / or interior of a structure is required. For example, non-destructive inspection is commonly used in the aircraft industry to inspect aircraft structures for any type of internal or external damage to the structure. Among the structures that are routinely inspected in a non-destructive manner are composite structures. As such, it is often desirable to inspect composite structures, to ensure that there are no defects, such as cracks, cavities, or porosity, that could adversely affect the performance of the composite structure.
    [0003] [003] Several types of sensors can be used to perform non-destructive inspection. One or more sensors can move along the structure to be examined, and receive data regarding the structure from which internal defects can be identified. The data acquired by the sensors are typically processed by a processing element and the processed data can be presented to a user via a screen.
    [0004] [004] Accessibility to structural features that need inspection is a consideration when choosing a non-destructive inspection device. Access to the structural feature that needs inspection can be so limited that manual inspection by a technician is not possible. An example of a structure with limited access is an internal articulation of a wing structure. More specifically, the connecting lines produced by the closed joints, created when the last sections of the wing are affixed, exemplify the limited access characteristics of a structure. Limited access features of a structure, such as closed joints, are difficult to fully inspect.
    [0005] [005] Another example of a structure with limited access is the internal structure of a horizontal stabilizer composed of aircraft. Ultrasonic NDE sensors can be used to inspect the internal vertical support elements of horizontal stabilizer or networks, called “beams”, and the joint regions in fillets between each beam and top and bottom coverings. For this type of inspection, NDE sensors need to be placed in contact with the surface in the region being inspected. One of the main challenges for conducting the inspection is that the areas of interest must be inspected after the horizontal stabilizer has been built, which makes most areas to be inspected difficult to access.
    [0006] [006] Magnetic coupling systems for use in inspecting features within a difficult-to-access space are known. Such a system comprises a "tractor" vehicle powered by a traction motor that runs on one surface of a liner or panel, that tractor is magnetically coupled to one or more passive "trailer" vehicles that run on another surface of the same liner or panel. . The vehicle or vehicles that run on the opposite surface of the cladding or panel can be reversed. With this type of magnetic coupling system, the towing vehicle pulls the towing vehicle (s) along the desired path.
    [0007] [007] In the previous magnetic coupling system presented, the coupling magnets are arranged in multiple North-South pairs in the tractor and trailer vehicles, preferably close enough to each other to provide an attraction force equal to at least the weight of ( s) inverted vehicle (s) plus a safety margin. The magnet pairs produce both normal and tangential (shear) forces between the internal and external vehicles. These magnets do not touch the cladding or panel, but, on the contrary, they are kept at a constant distance from the surface with which the respective vehicle is in contact. The amount of separation between each pair of opposing poles of the coupling magnets determines the amount of attachment force in the normal direction to the surface and shear force in the tangential direction. Since the attraction force in magnetically coupled systems is inversely proportional to the square of the separation distance, a relatively small change in the distance between the magnet poles will produce a major change in the attraction force.
    [0008] [008] A problem arises when the thickness of the cladding or panel to which the magnetic coupling system (including at least one inverted vehicle) is mounted varies considerably from one end of the structure to be inspected to another. The magnetic force must be sufficient to keep the vehicle (s) inverted in contact with the coating surface, but it should not be too large, so that a lot of friction and rolling resistance is developed for the engine. drive override. In addition, too much force on the wheels can damage the coating surface. In order to satisfy these restrictions, the separation distance of the magnet needs to be adjusted within a very tight tolerance.
    [0009] [009] There is a need for a system that can actively control the force of attraction between the coupling magnets as vehicles move from one end of a structure to the other end, automatically adapting to the variable thickness of an intervention panel of that structure. SUMMARY
    [0010] [010] The systems disclosed here address the needs mentioned above and achieve other advantages by providing a system that actively controls the attraction force between the coupling magnets, as the vehicles move from one end of the structure to the other end, adapting automatically to the variable thickness of the intervention structure.
    [0011] [011] In a horizontal aircraft stabilizer made of composite material, for example, the coating thickness varies considerably from one end of the structure to the other. A magnet separation configuration that badly holds the invested vehicle attached to the inner (thicker) end of the horizontal stabilizer will generate a lot of force on the other (thinner) end, possibly damaging the composite material.
    [0012] [012] In order to address this problem, the system disclosed here actively adjusts the magnitude of the force of attraction between the magnets used to couple an active “tractor” vehicle to passive “trailer” vehicles. As the system moves along a coating of varying thickness, sensor data is used by a control system to determine the appropriate attraction force between vehicles, allowing the magnetic coupling system to automatically adapt to the coating thickness. variable.
    [0013] [013] According to one aspect of the teachings here, a system is provided that comprises a towing vehicle, a towing vehicle and a liner between and in contact with the towing vehicle and the towing vehicle, one of the towing vehicle and the towing vehicle being disposed in a non-inverted position above the casing and the other one between the towing vehicle and the towing vehicle being disposed in an inverted position below the casing, in which the towing vehicle comprises one or more magnets (each with magnetic poles), the tractor vehicle comprises the respective one or more magnets magnetically coupled to each opposite magnet pole in the towing vehicle, and the magnetic coupling between the magnet poles in the tractor and towing vehicles produces an attraction force, the system further comprising means for maintaining the attraction force within a range, as the towing vehicle and the towing vehicle move along a part of the liner having a varying thickness ahead.
    [0014] [014] Another aspect is a system comprising a towing vehicle, a towing vehicle and a liner between and in contact with the towing vehicle and the towing vehicle, one between the towing vehicle and the towing vehicle being disposed in a non-position. inverted above the casing and the other one between the towing vehicle and the towing vehicle being arranged in an inverted position below the casing, where: the towing vehicle comprises a frame and at least one magnet supported by the structure, and the towing vehicle comprises a frame, a trolley mounted to the structure, at least one magnet carried by the trolley, a transmission coupled to the trolley, and a motor to drive the trolley's displacement through the transmission, the magnets being magnetically coupled to produce a force of attraction, the system further comprising: a device for determining the current value of a variable that has a known relationship to the magnitude of the attraction force , and a controller programmed to control the motor to cause the cart to move in an amount that keeps the magnitude of the attraction force within a range, the amount of displacement being a function of the current value of the variable.
    [0015] [015] An additional aspect is a method for magnetically coupling a pole of a first magnet integrated in a tractor vehicle to a pole of a second magnet integrated in a towing vehicle through an intervention liner having a variable thickness over a vehicle traffic path, comprising: placing one of the tractor vehicle and the towing vehicle in a non-inverted position with the wheels in contact with an upper surface of the liner; placing the other between the towing vehicle and the towing vehicle in an inverted position with the wheels in contact with a bottom surface of the liner and with the first and second magnets magnetically coupled to each other; driving the towing vehicle along the vehicle traffic path with the towing vehicle magnetically coupled to it; and adjustment of the vertical position of the first magnet as the tractor vehicle travels along the vehicle traffic path, the settings being selected to maintain an attraction force between the first and second magnets within a range, since the coating thickness vehicle traffic varies along the way. This method may further comprise mounting a tool or sensor on said towing vehicle.
    [0016] [016] Yet another aspect is a method for magnetically coupling an array of electro-permanent magnets integrated in a tractor vehicle to a permanent magnet integrated in a towing vehicle through an intervention liner having a variable thickness along a path vehicle traffic, comprising: placing one of the tractor vehicle and the towing vehicle in a non-inverted position with the wheels in contact with an upper surface of the liner; placing the other between the towing vehicle and the towing vehicle in an inverted position with the wheels in contact with a lower surface of the liner and with a pole of the permanent magnet magnetically coupled to a pole of at least one electro-permanent magnet; driving the towing vehicle along the vehicle traffic path with the towing vehicle magnetically coupled to it; and adjusting the number of electropermanent magnets in the array that are in an active state as the tractor vehicle travels along the vehicle traffic path. Adjustments to the number of electro-permanent magnets in the array that are active maintain an attractive force within a range, since the coating thickness varies along the vehicle traffic path. This method may further comprise mounting a tool or sensor on said towing vehicle.
    [0017] [017] An additional aspect is a surface vehicle comprising: a structure; a plurality of wheels that are rotatable with respect to the structure; a drive wheel that is rotatable with respect to the structure; a first transmission coupled to the drive wheel; a first motor to drive the rotation of the drive wheel by means of the first transmission; a trolley mounted in a way that slides into the structure; a magnet carried by the cart; a second transmission coupled to the cart; and a second motor for driving the cart's sliding movement through the second transmission, the magnet being displaceable in relation to the structure in response to the activation of the second motor. The surface vehicle can also comprise: a second trolley mounted in a slide way to said structure; a second magnet carried by said second cart; a third transmission coupled to said second cart; and a third motor for driving sliding movement of said second cart by means of said third transmission. Still, in addition, the surface vehicle may, furthermore, comprise a second magnet, wherein said first cart comprises first and second magnet trolleys which are displaceable sideways with respect to each other, said first magnet being carried by the said first trolley and said second magnet being carried by said second trolley.
    [0018] [018] Yet, another aspect is a surface vehicle comprising: a structure; a plurality of wheels that are rotatable with respect to the structure; a drive wheel that is rotatable with respect to the structure; a transmission coupled to the drive wheel; a motor to drive the rotation of the drive wheel by means of the transmission; an array of electro-permanent magnets mounted to the structure, and a reversible coil alternating unit to selectively activate one or more electro-permanent magnets from the array in response to control signals. A system comprising said surface vehicle may additionally comprise a controller for sending said control signals to said reversible coil alternating unit of said surface vehicle, said controller being programmed to cause said alternating unit to activate a first subset of electro-permanent magnets of said disposition and then activate a second subset of electropermanent magnets of said disposition different from said first subset. Other aspects are disclosed below. BRIEF DESCRIPTION OF THE DRAWINGS
    [0019] [019] FIGURE 1 is a diagram showing an orthographic view of a part of a generic horizontal stabilizer on an airplane having top and bottom coverings or panels connected by a plurality of vertical walls or networks (hereinafter referred to as “beams” to the discuss inspecting the horizontal stabilizer).
    [0020] [020] FIGURE 2 is a diagram showing side views of a tractor-trailer configuration having means for adaptive magnetic coupling, according to one embodiment. A second towing vehicle is not visible in FIGURE 2. The left side of FIGURE 2 presents an inspection scenario in which the towing vehicles are inverted, while the right side presents an inspection scenario in which the towing vehicle is inverted.
    [0021] [021] FIGURE 3 is a diagram showing a final view of the tractor-trailer configuration depicted on the left side of FIGURE 2 (in relation to inverted towing vehicles, arranged on both sides of a beam).
    [0022] [022] FIGURE 4 is a diagram showing a side view of a tractor-trailer configuration having means to adjust the vertical position of the tractor-mounted magnets as the tractor-trailer configuration moves from left to right over a top coating, its thickness decreases in the same direction.
    [0023] [023] FIGURE 5 is a diagram showing a side view of a tractor according to an alternative embodiment.
    [0024] [024] FIGURES 6 and 7 are diagrams showing isometric views of a tractor-mounted magnet cart that can be raised or lowered as a function of the distance that separates tractor-mounted magnets from opposite trailer-mounted magnets, according to an achievement. FIGURES 6 and 7 show the magnet cart in the extended and retracted positions respectively. Drive motors are not shown.
    [0025] [025] FIGURE 8 is a flowchart showing operations performed during an adjustment process for separating attraction magnets used to couple towing and tractor vehicles, according to one embodiment.
    [0026] [026] FIGURE 9 is a block diagram showing an engine control system, according to one embodiment, in which a wheel rotation encoder provides trailer position information.
    [0027] [027] FIGURE 10 is a block diagram showing an engine control system, according to another embodiment, in which a force sensor provides information about the force of attraction.
    [0028] [028] FIGURE 11 is a diagram showing an isometric view of a magnet cart having a lateral separation movement orientation mechanism for magnets on a tractor, according to an additional embodiment.
    [0029] [029] FIGURES 12 and 13 are diagrams showing top views of a part of a tractor that incorporates the lateral separation movement orientation mechanism shown in FIGURE 11. FIGURE 12 shows two pairs of magnets separated by a minimum lateral distance , while FIGURE 13 shows the same magnet pairs separated by a maximum lateral distance.
    [0030] [030] FIGURE 14 is a diagram showing an isometric view of an array of electro-permanent magnets suitable for mounting on a tractor vehicle for magnetic coupling with an opposite permanent magnet on a towing vehicle, according to an alternative embodiment.
    [0031] [031] FIGURE 15 is a diagram showing a bottom view of the North-South poles of the arrangement of electro-permanent magnets depicted in FIGURE 14.
    [0032] [032] FIGURE 16 is a diagram showing an isometric view of multiples disposed of electropermanent magnets suitable for mounting on a tractor vehicle for magnetic coupling with the opposing permanent magnets on the two towing vehicles, according to an additional realization.
    [0033] [033] FIGURE 17 is a diagram showing a bottom view of the North and South poles of the multiples disposed of electro-permanent magnets depicted in FIGURE 16.
    [0034] [034] FIGURE 18 is a block diagram showing a magnet control system for an electro-permanent magnet arrangement that uses location and thickness data, according to an additional realization.
    [0035] [035] FIGURE 19 is a block diagram showing a magnet control system for an electro-permanent magnet arrangement that uses force data, according to an additional realization.
    [0036] [036] In the following, reference will be made to the drawings, in which similar elements in the different drawings have the same reference numbers. DETAILED DESCRIPTION
    [0037] [037] For the purpose of illustration, several realizations of automatic non-destructive inspection vehicles (NDI) capable of inspecting long tunnel-like passages and areas with limited access (such as the interior of a horizontal stabilizer for an aircraft) will be described below . However, it must be appreciated that the teachings disclosed below have application in fields other than non-destructive inspection. In particular, magnetically coupled towing vehicles of the types disclosed herein can carry cameras, tools, painting equipment, a laser marking system, a robotic arm manipulator or other devices in limited access spaces.
    [0038] [038] The broad concept disclosed here involves the adaptation of the attraction force between magnetically coupled tractor and trailer vehicles, since the thickness of an intervention lining varies along the traffic path of the coupled vehicles. This concept was implemented in a system that comprises a towing vehicle, a towing vehicle and a liner between and in contact with the towing vehicle and the towing vehicle. One of the tractor and trailer vehicles is arranged in a non-inverted position above the liner and the other is arranged in an inverted position below the liner. The towing vehicle comprises one or more magnets, while the towing vehicle comprises the respective one or more magnets magnetically coupled to each magnet in the towing vehicle. For example, tractor and trailer vehicles may have permanent magnets that are mutually opposite each other. Alternatively, each permanent magnet on the tow vehicle could be opposed by one or more electro-permanent magnets, instead of a single permanent magnet on the tractor vehicle. The magnetic coupling between the magnets in the tractor and trailer vehicles produces an attraction force. The system further comprises means for maintaining the attraction force within a variation as the tractor and trailer vehicles move along a part of the liner having a varying thickness. Specific achievements will now be described, these achievements were specifically designed for use in non-destructive inspection of a horizontal stabilizer made of composite material and other composite airplane components that have long tunnel passages and areas with limited access (for example, the vertical stabilizer and main wings).
    [0039] [039] According to one embodiment, ultrasonic NDI sensors are used to inspect a horizontal stabilizer. A part of a horizontal stabilizer 2 designed for an aircraft is depicted in FIGURE 1. The horizontal stabilizer depicted comprises an upper cladding 4, a lower cladding 6 and a plurality of internal, vertical support elements or networks 8 called “beams”, which they are joined to the upper and lower coverings by joint regions in fillets 10 (only three of which are visible in FIGURE 1). For this type of inspection, the NDI sensors are loaded by a tow vehicle (not shown in FIGURE 1) placed inside the hollow structure seen in FIGURE 1. The NDI sensors need to be acoustically coupled to the surface being inspected, while a vehicle automatic tractor (not shown in FIGURE 1) moves the towing vehicle along that surface in a region of interest.
    [0040] [040] FIGURE 2 shows side views of a tractor trailer configuration in two different inspection situations (motor drives are not shown). The automatic NDI inspection system comprises a tractor vehicle driven by a traction motor 12, which runs on the outer surface of the top liner 4 or bottom liner 6 of horizontal stabilizer 2, and a pair of passive towing vehicles (towing vehicle only 14). is visible in FIGURE 2, the other being hidden behind a beam 8), which run along an internal surface of the top or bottom cladding. The left side of FIGURE 2 presents an inspection scenario in which the tractor vehicle 12 is outside the horizontal stabilizer in a non-inverted position, while the towing vehicles are inside the horizontal stabilizer in inverted positions; the right side of FIGURE 2 presents an inspection scenario in which the tractor vehicle 12 is outside the horizontal stabilizer in an inverted position, while the towing vehicles are inside the horizontal stabilizer in non-inverted positions. FIGURE 3 shows a final view of the tractor-trailer configuration depicted on the left side of FIGURE 2, with inverted towing vehicles 14 and 16 arranged on opposite sides of the beam 8.
    [0041] [041] In the inspection scenario depicted in FIGURE 3 and the left side of FIGURE 2, guide wheels 18 of the towing vehicle 12 contact and roll on the outer surface of the top liner 4, while the guide wheels 20 of inverted towing vehicles 14 and 16 (only this guide wheel is visible in FIGURE 3 for each towing vehicle) contact and roll on the inner surface of the top liner 4. The right side of FIGURE 2 presents an alternative situation in which the guide wheels 18 of the inverted tractor vehicle 12 contact and roll on the outer surface of the bottom liner 6, while the towing wheels 20 of the towing vehicle 14 (and also the towing wheels of the towing vehicle 16 not visible in FIGURE 2) contact and roll on the inner surface of the bottom liner 6.
    [0042] [042] In accordance with the embodiment partially depicted in FIGURES 2 and 3, the tractor vehicle 12 comprises a structure 24. Four guide wheels 18 (only two of which are visible in each of FIGURES 2 and 3) are mounted in a rotating manner to structure 24 in a conventional manner. The guide wheels 18 are made of plastic and have smooth contact surfaces. The movement of the towing vehicle is enabled by driving a drive wheel 26 (also swiveled to the frame 24) to turn. As will be described in more detail later with reference to FIGURE 9, the drive wheel 26 is coupled to a motor 30 by means of a transmission 32. The drive wheel 26 is positioned in the structure 24, so that it is in frictional contact with the liner 4 or 6 when the guide wheels 18 are in contact with the same liner. The drive wheel is made of synthetic rubber material. The surface of the drive wheel may have a groove pattern. In addition, the tractor vehicle 12 carries multiple permanent magnets 28. Each permanent magnet 28 has North-South poles, respectively, indicated by the letters “N” and “S” in the drawings.
    [0043] [043] Still, referring to FIGURES 2 and 3, each towing vehicle 14, 16 comprises a structure 34. For each towing vehicle, two vertical guide wheels 20 (only one of which is visible in FIGURE 3) and four horizontal guide wheels 22 (only two of which are visible in FIGURE 3) are pivotally mounted to the frame 34 in a conventional manner. The guide wheels 20 and 22 are made of plastic and have smooth contact surfaces. The guide wheels 20 are supported on the inner surface of the top cover 4 (see the left side of FIGURE 2) or the bottom cover 6 (see the right side of FIGURE 2). The guide wheels 22 of the towing vehicle 14 are supported on one side of the beam 8, while the guide wheels 22 of the towing vehicle 16 are supported on the other side of the beam 8. In addition, each towing vehicle 14, 16 carries multiple magnets. mounted vertically 36, the North poles that are magnetically coupled to the South poles of permanent magnets in front of 28 loaded by the tractor vehicle 12. (Alternatively, some or all of the magnets 28 and 36 could be reversed, so that the South poles of the magnets 36 are magnetically coupled to the north poles of magnets 28.) In the design described in FIGURES 2 and 3, each trailer has two permanent magnets vertically mounted 36, but other designs may use different configurations.
    [0044] [044] As seen in FIGURE 3, in addition to being magnetically coupled to the tractor vehicle 12, the towing vehicles 14 and 16 are magnetically coupled to each other using additional sets of permanent magnets 38 and 42. As seen in FIGURE 2, the vehicle trailer 14 carries four horizontally mounted permanent magnets 38. towing vehicle 16 also carries four horizontally mounted permanent magnets 42 (only two are visible in FIGURE 3), whose poles are respectively magnetically coupled to the opposite poles of the permanent magnets 38 in the towing vehicle 14. In the embodiment depicted in FIGURES 2 and 3, the North poles of the permanent magnets 38 in the towing vehicle 14 are magnetically coupled to the South poles of permanent magnets 42 in the towing vehicle 16, producing a force of attraction that maintains the guide wheels 22 of trailer vehicles 14 and 16 in contact with opposite surfaces of an intervention beam 8 (shown in FIGURE 3).
    [0045] [045] As seen in FIGURE 2, the towing vehicle 14 additionally carries a payload 40. For the NDI scenario depicted in FIGURES 2 and 3, payload 40 is an ultrasonic NDI sensor or array of sensors that is acoustically coupled to the inner surface of the beam 8, with which the towing wheels 22 of the towing vehicle 14 are in contact. For example, the inspected region can be sprayed with water to acoustically couple the ultrasonic sensor (s) to the beam 8. Magnetically coupled systems are well suited for operation with water in the environment.
    [0046] [046] As the towing vehicle is driven to travel along a desired path on the outer surface of the top or bottom lining, it pulls the internal towing vehicles together. The magnetic coupling system described above keeps the vehicle (s) inverted (s) in contact with the surface on which it (s) travels (m). For horizontal stabilizer applications, two magnetically coupled towing vehicles can be used, one on each side of beam 8, as shown in FIGURE 3. This allows the system to take advantage of the internal structure of the scanned object as an orientation to allow the system to properly track along the surface.
    [0047] [047] The system partially portrayed in FIGURES 2 and 3 additionally comprises means (not shown in FIGURES 2 and 3) to automatically adapt to the varying thickness of the intervention lining or panel (ie, top lining 4 or bottom lining 6). raising or lowering the magnets (this magnet movement is indicated by the double-headed arrows in FIGURE 2) on the tractor vehicle, as it moves along the structure being inspected. The amount of separation between each pair of opposing poles of the coupling magnets in the towing and tractor vehicles determines the amount of attraction in the normal direction to the cladding or panel and shear force in the tangential direction. A specific implementation of the means for raising or lowering the tractor vehicle magnets in groups will be described later, with reference to FIGURES 6 and 7. This magnet displacement feature allows the system to automatically compensate for changes in coating thickness, which otherwise, it would cause undesirable changes in the attraction forces that engage tractor / towing vehicles.
    [0048] [048] FIGURE 4 shows side views of the tractor-trailer configuration depicted in FIGURES 2 and 3, as it moves from left to right along an upper coating 4, the thickness of which decreases in the same direction. As the towing vehicle moves in the direction indicated by arrow A, the respective pairs of magnets 28 are moved independently upwards in relation to the towing frame 24 of the towing vehicle 12, as indicated by the arrows B in FIGURE 4. In the position and state shown on the left side of FIGURE 4, the magnets 28 on the towing vehicle 12 are separated from the opposing magnets 36 on the towing vehicle 14 and the other towing vehicle, not visible in FIGURE 4, by a distance ideally equal to H. Then, the trailers move from left to right, during this traffic time, the vertical positions of the magnets 28 in the tractor vehicle 12 are adjusted (i.e., shifted upwards) to compensate for reductions in coating thickness. The result is that, in the position and state shown on the right side of FIGURE 4, the magnets 28 in the towing vehicle 12 are separated from the magnets 36 in the towing vehicles by the same distance H, despite the change in the coating thickness. The adjustments are computed using an algorithm that first determines the current value of a variable having a known relationship to the magnitude of the attraction force produced by a pair of mutually opposing magnets 28 and 36 and then determines the amount by which the tractor magnet vehicle 28 needs to be moved in order to maintain the magnitude of the attraction force within a pre-set variation. The same principle can be applied to groups of pairs of mutually opposing magnets. The permanent magnets 28 integrated in the tractor vehicle 12 can be moved individually or in groups, depending on the magnet separation distance. For example, the left and right pairs of magnets 28 on the tractor vehicle 12 can be shifted vertically by different amounts to take into account the difference in coating thickness at the current location of the pair on the left as compared to the current location of the pair. to the right of magnets.
    [0049] [049] FIGURES 2-4 show a tractor-trailer configuration in which the tractor vehicle carries four permanent magnets while each tow vehicle carries six permanent magnets. According to one embodiment, the four permanent magnets on the tractor vehicle can be moved vertically independently. According to other realizations, multiple magnets in the tractor vehicle can be grouped together and driven by a single motor to form a magnetic coupling unit. In additional embodiments, a tractor vehicle can have multiple magnetic coupling units independently controlled, for example, magnet groups 1 and 2 shown in FIGURE 5. In one implementation, the tractor vehicle loads eight magnets in two groups of four, the respective groups of four magnets being vertically movable independently. Equipment to implement this configuration will be described later with reference to FIGURES 6 and 7.
    [0050] [050] In practice, the minimum number of permanent magnets required for a functional three-vehicle system is two for the tractor vehicle and two for each tow vehicle. For example, in the horizontal magnetic coupling (by means of the beam), it may be possible to keep two trailers together (one on each side of the beam) with only one magnet in the middle. But two magnets would still be needed on the tractor vehicle and one on each trailer for the vertical magnetic coupling to make a completely connected system. That would be a total of six magnets for a three-vehicle configuration.
    [0051] [051] According to the embodiment depicted in FIGURE 5, the tractor vehicle 12 carries two rectangular arrays of four permanent magnets each. Only two magnets from each group are shown in FIGURE 5. Each of the magnet pairs comprises a pair of permanent magnets 44 and 46 that are electromagnetically coupled by a respective plate 48 made of ferromagnetic metal alloy, which serves as a magnet holder for connect the magnetic circuit between the two permanent magnets 44 and 46. Within each pair, the permanent magnet 44 is charged with its north pole upwards, while the permanent magnet 46 is charged with its north pole downwards. Each plate 48 joins these opposing poles. This alternating North-South arrangement improves the magnetic support power of the system compared to a system without the connection plates 48.
    [0052] [052] The hardware elements of the adjustable magnetic coupling system on the tractor vehicle include magnets, support structure (for example, a rigid structure), and motion drive components. Permanent magnets can be rare earth neodymium permanent magnets, but other types of permanent magnets, electromagnets, or electropermanent magnets can also be used. Rare earth magnets can generate a high amount of force when pairs of magnets are in close proximity to each other, which requires the containment structure and motion drivers (ie, stepper motors) to be strong enough to overcome the forces attraction that will be generated during the operation. FIGURES 6 and 7 show a design for a magnet confinement structure and implementation of movement transmission, according to one embodiment.
    [0053] [053] FIGURES 6 and 7 show isometric views of a tractor-mounted magnet cart that can be raised or lowered as a function of the distance that separates tractor-mounted magnets from opposite trailer-mounted magnets, according to one embodiment. FIGURE 6 shows the magnet cart in an extended position; FIGURE 7 shows the magnet cart in a stowed position. Drive motors and permanent magnets are not shown.
    [0054] [054] Referring to FIGURE 6, the magnet cart comprises two magnet trolleys 50 and 52 mounted to a fork 54, each trolley being designated to load a respective pair of magnets (not shown). The fork 54 has a pair of vertical arms to which the respective linear slide mechanisms 56 are attached. Each linear slide mechanism 56 slides up or down on a respective linear guide 58. The linear guides 58 are affixed to the upper parts of the structure 24. Each linear guide comprises a linear groove, while each linear slide mechanism comprises a bar that fits within a respective linear groove. Thus, the entire magnet cart can be moved up or down in relation to the frame 24, thereby raising or lowering all the magnets loaded by the magnet cart. The vertical position of this magnet group can be a function of the coating thickness at the midpoint between the magnets on the left and right of a magnet group, or it can be a function of some other suitable parameter. For example, the algorithm can be changed to adjust the thickness value for the magnet group based on the position of a specific magnet (or any other position).
    [0055] [055] The magnet cart seen in FIGURE 6 can be raised or lowered by a vertical displacement transmission subsystem comprising the following elements: a rotating worm gear 60 coupled to the output of a stepper motor (not shown), a gear rotating sprocket 62 threadedly coupled to worm gear 60; a rotating vertical lead screw 64 fixedly attached to the sprocket gear 62 for rotation with it and having a threaded bottom (the lines not shown in FIGURE 6); and a nut 66 threaded to the bottom in fillets of the lead screw 64 and fixedly attached to the fork 54. Thus, the fork 54 can be raised or lowered by operating the worm gear 60 to rotate in one direction or the other, which in turn causes the lead screw 64 to turn. The filleted lower part of the lead screw 64 then causes the nut 66 to ascend or descend, thereby raising or lowering the fork 54 to which the nut 66 is attached. FIGURE 7 shows the fork in its elevated position, which corresponds to the tractor magnets being in a retracted position in relation to the opposite trailer magnets.
    [0056] [056] According to an implementation, the lines on lead screw 64 and nut 66 have a sufficiently tight spacing so that the tractor magnet movement system as a whole is not actionable backwards, which means that the magnets do not move alone when the power is cut. This is an important safety feature.
    [0057] [057] The project described above is intended for use with different types of tow vehicles, which can carry different types of NDI sensor payloads. The main requirements for magnetic coupling from the trailer design perspective are that the magnet spacing pattern must match the spacing of the magnets on the towing vehicle, and the magnet poles used on the towing vehicle must be the opposite of those on the towing vehicle. Since only the magnets on the towing vehicle will be moved to control the magnet separation distance, the trailer magnets can be in a fixed configuration in relation to the trailer structure.
    [0058] [058] A feedback sensor is required to provide the information needed by the control system to adjust the magnet separation distance, since the coating thickness varies. A sensor option is a wheel rotation encoder pivotally mounted to the frame of one of the towing vehicles to provide displacement from a specified starting point along the length of the horizontal stabilizer (or other structure being inspected). This position information, together with predetermined data on the coating thickness (either from a CAD model or directly measured), can be used to determine the amount of displacement required for the moving magnet units on the tractor. By knowing the relative locations of each of the magnetic coupling units for the location of the sensor, the desired separation in each of the magnets can be determined. Alternatively, the encoder could be mounted to the tractor vehicle. However, for NDI applications, it is preferable (from a data collection point of view) that the encoder be mounted to the same structure as an NDI scanning unit. This is because there is a small amount of oscillation between the tractor and trailer units through the magnetic coupling.
    [0059] [059] A process for operating a system that uses a trailer mounted wheel rotation encoder is shown in FIGURE 8. Initially, the magnets in the tractor vehicle are retracted (operation 68). Then, tractor and trailer vehicles must be placed in known locations on opposite sides of an upper or lower lining of the object to be inspected (operation 72). This is done by first placing the towing vehicle (or the towing vehicle pair) in a non-inverted position on the top surface of a liner and then placing the towing vehicle (or the towing vehicle) in an inverted position in one location, so that the permanent magnets on the towing vehicle are aligned with the magnets on the towing vehicles. Then, the magnetic coupling control system is enabled (operation 72). The magnetic coupling control system self-calibrates and sends movement commands appropriate to the vertical magnet positioning motors in the tractor vehicle to move the tractor magnets to the appropriate height for the initial vehicle display location (operation 74). More specifically, the vertical positions of the tractor magnets are adjusted to ensure that the resulting total attraction force is sufficient to support the weight of the inverted vehicle (s) with a safety margin, but not as large as damage to the intervention liner during vehicle traffic. To start the inspection, the engine that drives the tractor vehicle's driving wheel is engaged by the operator and directed to move in a specific direction and speed by the motion control system. This drive motor can cause the drive wheel to turn in both directions, depending on whether the towing vehicle is moving in a forward or backward direction (operation 76). The resulting traffic line will be referred to here as the X direction. The magnetically coupled towing vehicles are pulled in the same direction as the towing vehicle moves. As the tractor and trailer vehicles move in the X direction, the trailer mounted wheel speed encoder reads the current X position of the trailer and feeds this data to the magnetic coupling control system (operation 78). The magnetic coupling control system then queries a surface thickness database to determine the appropriate magnet separation distance and sends appropriate motion commands to the vertical magnet positioning motors on the tractor vehicle to maintain the separation distance. between the tractor and trailer magnets within a desired range (operation 80). As vehicles continue to move in the X direction, the magnetic coupling control system determines, based on feedback from the wheel rotation encoder, whether the X motion sequence has been completed (operation 82 in FIGURE 8). If “No”, then operations 78, 80 and 82 are repeated. If “Yes”, then a determination is made as to whether additional X motion sequences are required (operation 84). If “Yes”, then operations 76, 78, 80, 82 and 84 are repeated with the vehicles traveling in the opposite direction. If "No", then the process ends.
    [0060] [060] Referring to FIGURE 9, the magnetic coupling control system for carrying out the process described above comprises an earth-based motor controller 90 which is connected to the tractor vehicle by a flexible electric cable. This motor controller 90 may comprise a general purpose computer programmed with respective software modules to control vertical magnet positioning motors 88 and drive motor 30. Magnet motors 88 move tractor magnets 28 through a transmission 86 consisting of the sprocket described above (worm gear 60 and sprocket gear 62) for the first stage and the lead screw set described above (lead screw 64 and nut 66) for the second stage. The drive motor 30 drives the drive wheel 26 by means of a transmission 32 which is conventional and well known.
    [0061] [061] Multiple inputs to motor controller 90 are shown in FIGURE 9. Drive motor 30 is controlled depending on a starting X position, a current encoder X position, a desired tractor speed in the X direction, and a desired final X position. Each magnet motor 88 is controlled depending on the coating thickness data, a desired magnet separation setting and an output of one or more magnet position limit alternators.
    [0062] [062] The coating thickness is a known function of X. The thickness of the coating can be measured directly using instruments, such as a caliper or micro meter in the areas on the horizontal stabilizer, which can be reached (such as around the edges) . Ultrasonic scanning techniques or others can also be used to measure thickness. The coating thickness can also be determined using three-dimensional CAD models of the part, if available. The data of the three-dimensional part are stored in a file referenced by the Cartesian position and used at the time of execution to obtain a coating thickness in the current position of the tractor-trailer system. These measurement approaches can be performed offline and the results can be stored in a look-up table or formulated in an equation that is solved at run time.
    [0063] [063] Limit alternators can be included to adjust the upper or lower limits on the movement of the magnet and compression springs (not shown) can be included in the minor variation to assist in lifting the magnets. Although the motor controller 90 knows how low the magnets can move before contacting the inspected surface, if the magnets are enabled to reach the surface, the vertical magnet movement mechanism will eventually lift the tractor vehicle's wheels off the surface, which acts as a type of parking brake (with no damage done to the surface or the towing vehicle).
    [0064] [064] To adjust the separation distance of the magnets, so that the desired coupling force is produced, a feedback control system is used. According to one embodiment, the motor controller 90 can be a proportional feedback controller. A proportional feedback controller is a type of closed loop feedback control system, in which the input setpoint for the variable being controlled is a function of the measured value of the output for the same variable. In a typical linear system, the measured variable is multiplied by a feedback gain (K). For example: X_input = K * X_input
    [0065] [065] Other forms of feedback control could be used.
    [0066] [066] The motor controller is programmed to perform operations of an algorithm that causes the confronting magnet units to be separated by a distance that is a function of the coating thickness. The approach is to maintain a desired separation distance. Since the magnetic attraction is inversely proportional to the square of the distance between the magnets, by knowing the separation distance, the force of attraction can be determined. Using this information and tests, the separation required to maintain sufficient coupling can be determined using the position control approach. As vehicles are moving, the control algorithm subtracts the thickness of the part at the current location from the desired separation distance to determine the distance the tractor magnets will need to be moved in order to maintain the desired separation. The control algorithm sends a motion command to the actuator (magnet motors 88 in FIGURE 9) to reduce the difference between the current separation and the desired separation to zero.
    [0067] [067] An alternative approach to using thickness data in the current location of vehicles is to measure the force generated by the magnetic coupling using a force sensor and then increase or decrease the spacing of the magnets to achieve the desired amount of force. For example, a force sensor could be installed between a tractor magnet and the trolley that carries that tractor magnet, to measure the pull force between that tractor magnet and a confronting magnet in a tow vehicle. In this configuration, the force data from the force sensor would be part of a closed loop feedback system that automatically maintains the desired amount of magnetic coupling force when extending or retracting the tractor magnets. A method based on force sensors would be useful in situations where thickness measurement data is not available.
    [0068] [068] FIGURE 10 presents components of a magnetic coupling control system that uses force sensor data to maintain the magnet separation distance within a preset range. According to this realization, each magnet motor 88 is controlled depending on the difference between the current (measured) magnet attraction force and the desired magnetic force setting.
    [0069] [069] According to an additional feature (optional), the lateral distance that separates the tractor magnets can be adjusted to compensate for the variable thickness of the horizontal stabilizer net structure (that is, beam 8 in FIGURE 3). That is, in addition to the active magnet control for the variable coating surface thickness described above. An embodiment of this lateral separation movement orientation mechanism is shown in FIGURES 1113. Note that this optional lateral movement capability is independent of the active magnet separation control for the coating (which will work with or without this enhancement).
    [0070] [070] As seen in FIGURE 11, magnet trolleys 50 and 52 are slidably mounted on a pair of linear cylindrical rails 68 that extend laterally in relation to the direction of tractor traffic (and laterally in relation to the horizontal stabilizer beam). The magnet trolleys are freely slidable along the rails 68 except for the spring resistance provided by the respective passive springs 98. As the thickness of the net varies, the alternating lateral separation of the corresponding magnetically coupled magnets (ie magnets 36 seen in FIGURE 3 ) in the respective towing vehicles will cause the corresponding tractor magnets (i.e., magnets 28 in the view of FIGURE 3) to move forward or backwards laterally to each other. Passive springs 98 cushion the oscillations of this lateral magnet movement.
    [0071] [071] As seen in FIGURE 11, a respective frame 70 extends laterally from each magnet trolley. The rack teeth 70 fit with the teeth on the outer periphery of a pinion 68. Pinion 68 surrounds the lead screw (not shown). The racks 70 always cause the lateral movement of both magnet trolleys in opposite directions. The lateral movement of the tractor magnets (not shown) is guided by the cylindrical rails 68 with the rack and pinion elements providing a way to ensure that the movement is always symmetrical on both sides of the center.
    [0072] [072] According to an additional feature (optional), the controller system can be programmed to execute a subroutine to guide the lateral separation of the tractor magnet pairs to compensate for the variable thickness of the horizontal stabilizer network structure (this ie, beam 8 in FIGURE 3). If active control (with motor actuators) is used, the process will be identical to the process for magnetic coupling through external cladding surfaces, but using network thickness (beam) and encoder position data as feedback to the control algorithm of engine. This process would involve the powered rotation of the pinion to directly control the lateral spacing. This can be implemented in several ways. One way is to provide a dedicated driver (such as an electric motor) to turn the pinion, which drives rack components in and out independently of vertical movement. A second way is to drive the pinion with the same motor that is used to move the magnets up and down on the lead screw. With this design, there will be a motor that simultaneously moves the magnets vertically downwards, while moving them horizontally outwards (and in the reverse direction: upwards and inwards). The latter arrangement could be used if the ratio between the thickness of the cladding and the thickness of the beam was relatively consistent.
    [0073] [073] FIGURE 12 shows the magnet trolleys 50 and 52 in a state, where the lateral magnet separation distance is at an internal limit; FIGURE 13 shows the magnet trolleys 50 and 52 in a state in which the lateral magnet separation distance is at an external limit.
    [0074] [074] According to alternative realizations of a tractor vehicle, electromagnets or electro-permanent magnets can be used instead of permanent magnets. In these embodiments, electromagnets or electro-permanent magnets would not be mobile in relation to the tractor vehicle structure. Instead of controlling magnet motors to adjust the magnet separation distance, the feedback controller could control the power of the magnetic field provided by electromagnets or electro-permanent magnets, in order to vary the force of attraction between it and a permanent magnet. opposite of a towing vehicle.
    [0075] [075] For projects using electromagnets, the coupling force would be controlled by varying the electrical energy supplied to the magnets.
    [0076] [076] According to an additional alternative embodiment, permanent magnets in a tow vehicle could be magnetically coupled to the respective arrangements of electro-permanent magnets controlled separately in the tractor vehicle. Different magnitudes of attraction force (in different increments) can be produced by rotating selectively on one or more of the electro-permanent magnets in each array. This would give a different number of field power selections instead of continuous variation. This concept is presented in FIGURES 14-17.
    [0077] [077] An arrangement 74 as well as five electropermanating magnets 74A-74E is shown in FIGURE 14. Each electro-permanent magnet comprises a permanent magnet 76 having North-South poles and a reversible electromagnet 78. The electromagnet coil 78 is not shown. This arrangement 74 will be magnetically coupled to one or more permanent magnets in one of the towing vehicles, that magnet (s) has (have) North-South poles respectively magnetically coupled to the North-South poles of 74A- permanent electromagnets 74E shown in FIGURE 15. In this specific case, in which each arrangement has five electro-permanent magnets, five different magnitudes of attraction force can be produced by rotating selectively in one (for example, 74C), two (for example, 74B and 74D), three (for example, 74B-74D), four (for example, 74A, 74B, 74D and 74E) or five (for example, 74A-74E) electro-permanent magnets. Individual electro-permanent magnet units with different powers could be used in one arrangement to produce additional variations.
    [0078] [078] Electro-permanent magnets are solid-state devices that have zero static energy consumption (such as permanent magnets), but can be turned on and off as electromagnets. The energy only needs to be applied for a brief moment to switch the state on or off, which makes it more useful for applications where the overall energy use is preferably low. The use of electro-permanent magnets also has the benefit that, if energy is lost, the coupling is still active. The electro-permanent magnet approach needs an electrical power source, but it would only need to be energized for a brief moment to change the state of the magnetic field.
    [0079] [079] FIGURES 16 and 17 show an arrangement of four 80, 82, 84 and 84 arrays of electropermanent magnets, which can be mounted on the tractor vehicle. Assuming that the tractor vehicle on which these arrangements are mounted moves left or right in the reference structure of FIGURE 16, arrangements 80 and 84 would be magnetically coupled to the opposite permanent magnets, mounted on a towing vehicle, while arrangements 82 and 86 would be magnetically coupled to opposing permanent magnets mounted on the other towing vehicle.
    [0080] [080] According to an embodiment partially shown in FIGURE 18, the electromagnet coils of individual electro-permanent magnets are selectively connected to a power source by a magnet controller 96, the selection process being a function of the coating thickness at a particular location, as determined from the output of a wheel speed encoder mounted to a towing vehicle, as shown in FIGURE 18. Controller 96 sends control signals to a reversible coil alternating unit 92, these signals from control are a function of the thickness data (X), current encoder position (X), start X position, desired end X position and desired drive X speed. The reversible coil switching unit 92 activates the selected electro-permanent magnets 94 in response to control signals from controller 96. To activate the electro-permanent magnet, a momentary pulse in one direction is used. Another pulse with the current flowing in the opposite direction is used to disable the electropermanent magnet. The rest of the time, there is no electricity being consumed.
    [0081] [081] Alternatively, the selection process could be a function of current magnet attraction force data provided by one or more force sensors, as shown in FIGURE 19. The control signals from controller 96 are additionally a function of the position current encoder (X), start X position, desired end X position, desired drive X speed and desired magnetic force setting.
    [0082] [082] The achievements revealed above can be used to inspect the beam surfaces and fillet hinge regions between each beam and top and bottom coatings, while the top and bottom coatings are inspected by a different system. Alternatively, it may be possible to inspect the top and bottom coatings with a variation of the magnetic coupling concepts disclosed here. This would involve building a new mechanism to maintain the scanner for horizontal surface operations. In this case, the NDI scanning unit can be attached to the tractor vehicle outside the horizontal stabilizer. Passive towing vehicles would still be used inside to provide magnetic coupling, but the payload (scanner) may be on the tractor vehicle.
    [0083] [083] The above teachings allow magnetically coupled systems to generate a constant force of attraction, while moving along surfaces with wide variations in surface thickness (which is not possible in systems with static magnet positions). In addition to regulating the pull force control during operation, the ability to control magnet positions also improves operator safety during installation and removal of the horizontal stabilizer tractor. The ability to completely retract the magnets when the system is not in use improves the transport and storage safety of the system as well. In addition, the magnet control is not affected by the presence of water inside the horizontal stabilizer, and when turned off, the system will still provide the attraction force.
    [0084] [084] The achievements described above can be used in specific types of inspection NDI, but the active magnet separation control process can have uses in other types of applications as well. In addition to the various types of NDI sensors, the payload that the vehicle carries can also include: laser scanners, video cameras, robotic manipulators, paint heads or armor to pull cables through tunnels or ducts.
    [0085] [085] Regarding the drive movement, only one drive option that uses a central drive wheel was disclosed in detail. However, other configurations could also take advantage of the concept of variable force of attraction, for example, a holonomic platform (such as that using Mecanum wheels) or a fixed platform, such as a magnetic clamp of variable power.
    [0086] [086] Although the equipment has been described with reference to the various achievements, it will be understood by technicians on the subject that various changes can be made and equivalents can be replaced by their elements. In addition, many modifications can be made to adapt a particular situation to the teachings, without deviating from its essential scope. Therefore, it is intended that the claims are not limited to the particular revealed accomplishments.
    权利要求:
    Claims (7)
    [0001]
    Magnetic coupling system comprising a towing vehicle (12), a first (14) towing vehicle configured to carry a payload (40) and a liner between and in contact with the towing vehicle (12) and the first (14) towing vehicle, one of the towing vehicle and the first (14) towing vehicle being arranged in a non-inverted position above the liner and the other of the towing vehicle (12) and the first (14) towing vehicle being arranged in a an inverted position below the coating, characterized by the fact that the first (14) towing vehicle comprises a first magnet pole, the tractor vehicle comprises one or more magnet poles magnetically coupled to the first magnet pole in the first (14) towing vehicle, and the magnetic coupling between the first magnet pole in the first (14) towing vehicle and the one or more magnet poles in the tractor vehicle produces a first attraction force, wherein the tractor vehicle (12) comprises a magnet motor (88) for displacing the one or more magnet poles coupled to the first magnet pole in the first (14) towing vehicle, the displacement being by means of a first transmission comprising a worm gear and a lead screw assembly, and the tractor vehicle (12) comprises a drive motor (30) for driving a drive wheel by means of a second transmission, and the system comprising a controller ground-based motor (90) connected to the tractor vehicle (12) by a flexible electric cable and configured to control the magnet motor (88) and the drive motor (30), wherein the motor controller (90) is configured to control the magnet motor (88) depending on the coating thickness data or force sensor data to maintain the first attraction force within a first variation depending on the tractor vehicles (12) and first trailer (14) move along a first part of the liner having a varying thickness.
    [0002]
    System according to claim 1, characterized in that it additionally comprises a second towing vehicle in contact with the liner, and a network connected to the liner, the liner being between and in contact with the tractor vehicle (12) and the second (16) towing vehicle, and the network being between and in contact with the first (14) and second (16) towing vehicles, wherein the second (16) towing vehicle comprises first and second magnet poles, the the first (14) towing vehicle further comprises a second magnet pole magnetically coupled to the second magnet pole in the second (16) towing vehicle, and the tractor vehicle (12) comprises one or more additional magnet poles magnetically coupled to the first pole of the magnet in the second (16) towing vehicle, the magnetic coupling between the first magnet pole in the second (16) towing vehicle and the one or more additional magnet poles in the towing vehicle (12) producing a second attraction force, the adi system internationally comprising means for maintaining the second attraction force within a second variation, as the towing vehicle (12) and the second towing vehicle (16) move along a second part of the liner having a varying thickness.
    [0003]
    System according to claim 1, characterized in that when two or more magnet poles in the tractor vehicle (12) are magnetically coupled to the first magnet pole in the first (14) towing vehicle, the magnet poles in the tractor vehicle (12) ) are electropermanent magnet poles having polarities opposite to the polarity of the first magnet pole in the first (14) towing vehicle.
    [0004]
    System according to claim 1, characterized in that it additionally comprises means for determining the thickness of the first part of the coating.
    [0005]
    System according to claim 1, characterized in that it additionally comprises a non-destructive inspection sensor loaded by the first (14) towing vehicle.
    [0006]
    Method for magnetically coupling a pole of a first integrated magnet of a towing vehicle (12) to a pole of a second integrated magnet of a towing vehicle (14) by means of an intervention liner, in which the towing vehicle (14) ) is configured to load a payload (40) and the tractor vehicle (12) comprises a magnet motor (88) to move the first magnet, the displacement being by means of a first transmission comprising a worm gear and a set of lead screw, and to which the tractor vehicle (12) comprises a drive motor (30) to drive a drive wheel by means of a second transmission, and to which a ground-based motor controller (90) is connected to the tractor vehicle (12) by a flexible electric cable and is configured to control the magnet motor (88) and the drive motor (30), the method characterized by comprising: placing one of the towing vehicle (12) and the towing vehicle (14) in a non-inverted position, with the wheels in contact with an upper surface of the lining; placing the other between the towing vehicle (12) and the towing vehicle (14) in an inverted position, with the wheels in contact with a lower surface of the liner and with the first and second magnets magnetically coupled to each other; drive, using the drive motor (30), the tractor vehicle (12) along the vehicle traffic path, with the towing vehicle (14) magnetically coupled to it; and adjust, depending on the measurement data or force sensor data, the vertical position of the first magnet using the magnet motor (88), as the tractor vehicle (12) travels along the vehicle traffic path, the adjustments being selected to maintain an attractive force between the first and second magnets within a range, as the coating thickness varies along the vehicle traffic path.
    [0007]
    Method according to claim 6, characterized in that it additionally comprises the mounting of a tool or sensor on the towing vehicle.
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    同族专利:
    公开号 | 公开日
    BR112014013846A8|2017-06-13|
    CN103998925B|2017-09-05|
    AU2012348320A1|2014-04-17|
    US20140137673A1|2014-05-22|
    US20130020144A1|2013-01-24|
    US9156321B2|2015-10-13|
    US8678121B2|2014-03-25|
    EP2788749B1|2019-01-09|
    BR112014013846A2|2017-06-13|
    CN103998925A|2014-08-20|
    AU2012348320B2|2015-04-02|
    WO2013085612A1|2013-06-13|
    JP6082751B2|2017-02-15|
    KR20140098738A|2014-08-08|
    JP2015505769A|2015-02-26|
    KR101960123B1|2019-03-19|
    EP2788749A1|2014-10-15|
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    法律状态:
    2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-12-17| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-03-16| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-04-06| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 05/10/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    US13/313,267|2011-12-07|
    US13/313,267|US8678121B2|2011-07-18|2011-12-07|Adaptive magnetic coupling system|
    PCT/US2012/059098|WO2013085612A1|2011-12-07|2012-10-05|Adaptive magnetic coupling system|
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