Tunnel construction equipment and control system therefor

Abstract

The application relates to tunnel construction equipment and a control system thereof and belongs to the technical field of tunnel construction. The control system is divided into an upper-mounted control subsystem and a chassis control subsystem, the upper-mounted HCU controller and the chassis VCU controller in the two subsystems are in communication connection and are redundant to each other, the upper-mounted HCU controller is in communication connection with other control units in the chassis control subsystem, the chassis VCU controller is in communication connection with other control units in the upper-mounted control subsystem, when communication failure occurs in any one of the two controllers, the control unit connected by the communication failure controller is communicated to the communication information of the control unit connected by the communication failure controller through the other normally working controller to realize normal control, the whole vehicle system can continue to normally operate, and the reliability of the system is enhanced.

Description

Technical Field

[0001] This invention relates to the field of tunnel construction technology, specifically to a tunnel construction equipment and its control system. Background Technology

[0002] Currently, drill-and-blast is one of the most commonly used construction methods for tunnel excavation in my country. The moving power of the construction equipment comes from diesel generators, and the operating power comes from the power supply inside the tunnel. Due to the poor ventilation and limited working space inside the tunnel, the exhaust emissions and noise pollution during the movement and relocation of the construction equipment pose potential health risks to the construction workers.

[0003] In recent years, research on new energy control systems for tunnel-specific equipment has gradually emerged. For example, the Chinese invention patent "A Power Supply Control System for a Pure Electric Wet Spraying Machine Chassis" (application publication number CN115958968A) discloses a power supply control system for a pure electric wet spraying machine chassis, but does not involve the new energy superstructure control system or its control method under operating conditions. The Chinese invention patent "New Energy Wet Spraying Trolley Control System and New Energy Wet Spraying Trolley" (application publication number CN109606129A) discloses a control system for electric driving mode and electric operating mode. However, the two systems share a single control system, and their power sources are both connected through battery packs. If the control system experiences a communication failure with the connected battery pack that provides power, the operating mode will not be able to run. In addition, the load of the operating mode is usually high-power, and increasing the battery capacity increases its cost. Therefore, it is necessary to invent a reliable electrical control system for tunnel-specific equipment. Summary of the Invention

[0004] The purpose of this invention is to provide a tunnel construction equipment and its control system to solve the problem that the construction equipment cannot operate when communication fails.

[0005] To address the aforementioned technical problems, this invention provides a tunnel construction equipment control system, comprising an upper structure control subsystem and a chassis control subsystem. The upper structure control subsystem includes an upper structure HCU controller, and the chassis control subsystem includes a chassis VCU controller. The upper structure HCU controller is connected to other control units in the upper structure control subsystem via a second network communication, and the chassis VCU controller is connected to other control units in the chassis control subsystem via a fourth network communication. The upper structure HCU controller is also connected to the chassis VCU controller via a first network communication. The upper structure HCU controller is also connected to other control units in the chassis control subsystem via a fifth network communication, so that when a communication failure occurs between the chassis VCU controller and other control units in the chassis control subsystem, communication between the upper structure HCU controller and other control units in the chassis control subsystem can be achieved through the fifth network. The chassis VCU controller is also connected to other control units in the upper structure control subsystem via a third network communication, so that when a communication failure occurs between the upper structure HCU controller and other control units in the upper structure control subsystem, communication between the chassis VCU controller and other control units in the upper structure control subsystem can be achieved through the third network.

[0006] Furthermore, other control units in the superstructure control subsystem include a rectifier controller, an interlocking switching device controller, and a superstructure multi-function controller. The chassis control subsystem includes a battery management system (BMS). The superstructure control subsystem also includes a rectifier and an interlocking switching device, and the chassis control subsystem also includes a battery. The rectifier controller is connected to the rectifier, the battery management system (BMS) is connected to the battery, and the interlocking switching device controller is connected to the interlocking switching device. The AC terminal of the rectifier is used to connect to the AC power grid, the DC terminal of the rectifier is connected to the superstructure multi-function controller via the interlocking switching device, and the output terminal of the battery is connected to the superstructure multi-function controller via the interlocking switching device. In grid power supply mode, the interlocking switching device keeps the DC terminal of the rectifier and the superstructure multi-function controller connected to achieve power supply to the superstructure multi-function controller only from the rectifier. In battery power supply mode, the interlocking switching device keeps the output terminal of the battery and the superstructure multi-function controller connected to achieve power supply to the superstructure multi-function controller only from the battery.

[0007] Furthermore, the interlocking switching device includes a first contactor, a second contactor, a third contactor, and a fourth contactor; the first contactor is connected in series between the positive terminal of the rectifier's DC end and the positive terminal of the multi-function controller, the second contactor is connected in series between the positive terminal of the battery and the positive terminal of the multi-function controller, the third contactor is connected in series between the negative terminal of the rectifier's DC end and the negative terminal of the multi-function controller, and the fourth contactor is connected in series between the negative terminal of the battery and the negative terminal of the multi-function controller. The interlocking switching device controller controls the connection of the first contactor, the second contactor, the third contactor, and the fourth contactor; and in the grid power supply mode, the first contactor and the third contactor are in the closed state, and the second contactor and the fourth contactor are in the closed state; in the battery power supply mode, the second contactor and the fourth contactor are in the closed state, and the first contactor and the third contactor are in the closed state.

[0008] Furthermore, the control system also includes an OBC charger, which is connected to the battery and is used to convert the input AC power into the DC power required by the battery. In grid power supply mode, if the total installed power is higher than the real-time power of the upper device, the battery is charged with floating power through the OBC charger.

[0009] Furthermore, the method for floating power charging of the battery is as follows: the upper-mount HCU controller is used to obtain the real-time power of the upper-mount through the upper-mount multi-function controller, and combined with the total installed power, calculates the maximum executable output power of the OBC and sends it to the chassis VCU controller; the chassis VCU controller is used to calculate the current based on the maximum executable output power of the OBC and the real-time collected input voltage of the OBC charger and sends it to the OBC charger; the OBC charger is used to charge the battery based on the current calculated by the chassis VCU controller.

[0010] Furthermore, based on the maximum executable output power of the OBC, the calculation formulas for the maximum allowable charging terminal voltage and current of the OBC charger are as follows:

[0011]

[0012] In the formula: P is the maximum executable output power of the OBC; U is the input voltage of the OBC charger collected in real time; I is the current; ŋ represents the power factor; ŋ represents the efficiency.

[0013] Furthermore, both the superstructure multi-function controller and the chassis PDU controller are connected to the battery in the tunnel construction equipment, so that the battery can be charged through the chassis PDU when the chassis is in motion, and charged through the superstructure multi-function controller when the superstructure is in operation.

[0014] Furthermore, the first, second, third, fourth, and fifth networks are all CAN networks.

[0015] To address the aforementioned technical problems, the present invention also provides a tunnel construction equipment, including a tunnel construction equipment control system.

[0016] Its beneficial effects are as follows: This invention is an improved invention, which divides the control system into an upper structure control subsystem and a chassis control subsystem. The upper structure HCU controller and the chassis VCU controller are redundantly connected through communication. The upper structure HCU controller is connected to other control units in the chassis control subsystem, and the chassis VCU controller is connected to other control units in the upper structure control subsystem. When either controller fails to communicate, the controller that fails to communicate receives the communication information from the control units connected to the controller that failed through another normally functioning controller, so as to achieve normal control and enable the whole vehicle system to continue to operate normally, thereby enhancing the reliability of the system. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the electrical control system architecture of an embodiment of the tunnel construction equipment control system of the present invention;

[0018] Figure 2 This is a control system according to an embodiment of the tunnel construction equipment control system of the present invention;

[0019] Figure 3 This is a network redundancy topology diagram of a tunnel construction equipment control system embodiment of the present invention;

[0020] Figure 4 This is a schematic diagram of the power interlock switching box of an embodiment of the tunnel construction equipment control system of the present invention;

[0021] Figure 5 This is a power supply flowchart of the dual power supply switching device in an embodiment of the tunnel construction equipment control system of the present invention;

[0022] Figure 6 This is a schematic diagram of dual-mode battery charging in an embodiment of the tunnel construction equipment control system of the present invention;

[0023] Figure 7 This is a flowchart of the dual-mode battery charging process of an embodiment of the tunnel construction equipment control system of the present invention;

[0024] Figure 8 This is a schematic diagram of the automatic float charging principle of a tunnel construction equipment control system embodiment of the present invention;

[0025] Figure 9 This is a flowchart of the automatic float charging process for batteries in an embodiment of the tunnel construction equipment control system of the present invention. Detailed Implementation

[0026] The focus of this invention is to provide a tunnel construction equipment control system, including an upper structure control subsystem and a chassis control subsystem. The upper structure control subsystem includes an upper structure HCU controller, and the chassis control subsystem includes a chassis VCU controller. The upper structure HCU controller is connected to other control units in the upper structure control subsystem via a second network communication, and the chassis VCU controller is connected to other control units in the chassis control subsystem via a fourth network communication. The upper structure HCU controller is also connected to the chassis VCU controller via a first network communication. The upper structure HCU controller is also connected to other control units in the chassis control subsystem via a fifth network communication, so that when a communication failure occurs between the chassis VCU controller and other control units in the chassis control subsystem, communication between the upper structure HCU controller and other control units in the chassis control subsystem can be achieved through the fifth network. The chassis VCU controller is also connected to other control units in the upper structure control subsystem via a third network communication, so that when a communication failure occurs between the upper structure HCU controller and other control units in the upper structure control subsystem, communication between the chassis VCU controller and other control units in the upper structure control subsystem can be achieved through the third network. The control system is divided into an upper structure control subsystem and a chassis control subsystem. The upper structure HCU controller and the chassis VCU controller are redundantly connected. The upper structure HCU controller is connected to other control units in the chassis control subsystem, and the chassis VCU controller is connected to other control units in the upper structure control subsystem. When either controller fails to communicate, the controller that fails to communicate receives the communication information from the control units connected to the controller that failed through another normally functioning controller, so as to achieve normal control and enable the whole vehicle system to continue to operate normally, thereby enhancing the reliability of the system.

[0027] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0028] Example of a tunnel construction equipment control system:

[0029] A tunnel construction equipment control system includes two subsystems: a chassis control subsystem and a superstructure control subsystem. The chassis area's electric travel control is normally achieved through communication via the chassis VCU's CAN network 4. The superstructure control subsystem is primarily responsible for the operation control of the superstructure area, and in normal mode, it is controlled through communication via the superstructure HCU controller's CAN network 2. Both control subsystems are modularly designed, independent of each other, and can exchange data via communication messages. In emergency situations, either control subsystem can undertake the communication tasks of the entire vehicle, ensuring the system's safety and reliability. Specifically... Figure 2 As shown. Figure 8 , 9The upper-mount controller in the middle consists of an upper-mount HCU controller and a battery pack (battery). Figure 3 In the middle, the upper-mounted controller HCU (upper-mounted HCU controller), the uncontrollable rectifier is actually an uncontrollable rectifier controller, and the power interlock box is an interlock switching box controller.

[0030] The chassis control subsystem includes the chassis VCU controller, dual-pump motor MCU, battery management system (BMS), chassis PDU, and drive motor MCU. The chassis VCU controller is the control unit of this subsystem, responsible for chassis control signal acquisition, power output control, energy management, fault diagnosis, and CAN communication. It is the core of the chassis control system and can also interact with the superstructure HCU controller via CAN network 1. The battery management system (BMS), dual-pump motor MCU, chassis PDU, and drive motor MCU communicate serially with the chassis VCU controller via CAN network 4. The chassis VCU controller also communicates serially with the uncontrolled rectifier, power interlock box, and multi-function controller via CAN network 3, all exchanging information with the chassis VCU controller through communication messages. Specifically... Figure 3 As shown.

[0031] The superstructure control subsystem includes an uncontrolled rectifier, a power interlock box (interlock switching device), and a multi-function controller. The superstructure HCU controller is responsible for the implementation of the entire superstructure system's control strategy and logic control; this controller can also interact with the chassis VCU controller via CAN network 1. The uncontrolled rectifier, power interlock box, and multi-function controller communicate serially with the superstructure HCU controller via CAN network 3. The superstructure HCU controller also communicates serially with the battery pack BMS, dual pump motor MCU, chassis PDU, and drive motor MCU via CAN network 5, all interacting with the superstructure HCU controller through communication messages.

[0032] The uncontrollable rectifier is connected to the upper-mounted HCU controller via a CAN bus. It is controlled by the upper-mounted HCU controller through communication messages to realize the output control of AC to DC power, and to provide high-voltage DC power to the downstream components.

[0033] The power interlock box is connected to the upper structure HCU controller via a CAN bus. It controls the switching between the battery pack and external power through communication messages with the upper structure HCU controller, providing dual power sources for upper structure operations.

[0034] The upper-mount multi-function controller is connected to the upper-mount HCU controller via a CAN bus. It controls different motor loads through communication messages with the upper-mount HCU controller. The upper-mount multi-function controller can drive multiple motor loads simultaneously according to the functional requirements of the upper-mount. In addition, it provides a DC-DC converter to charge the vehicle's battery.

[0035] Under normal circumstances, control is achieved through communication via CAN network 4 of the chassis VCU. The superstructure control subsystem is mainly responsible for the operation control of the superstructure area, which is achieved through communication via CAN network 2 of the superstructure HCU controller in normal mode. In abnormal situations, such as when the chassis system is running and its CAN network 4 node fails and cannot send or receive messages, the chassis VCU controller detects the CAN network 4 node failure information and sends the node failure information to the superstructure HCU controller. After receiving the request, the superstructure HCU controller starts the CAN network 5 communication link, and the superstructure HCU controller... It is responsible for receiving and parsing messages from the battery pack BMS, chassis PDU, drive motor MCU, and dual pump motor MCU under the chassis system. It sends the message information to the chassis VCU controller through CAN network 1, thereby ensuring uninterrupted control in the event of a network node failure in the chassis system and guaranteeing system reliability. Similarly, if a node in CAN network 2 of the superstructure control subsystem fails during operation, the chassis VCU will activate and start the CAN network 3 communication link to ensure uninterrupted control of the superstructure control subsystem. From the control architecture of the above two subsystems, it can be seen that the two subsystems can achieve redundant communication and redundant control in the event of a network node failure.

[0036] The power interlock box can provide emergency power for the upper structure operation from the battery pack in the event of an external power grid failure. The interlock box has CAN communication control, which facilitates the control of high voltage power supply and de-energization via the CAN network.

[0037] The power interlock box has two high-voltage DC power inputs and one high-voltage DC output. One high-voltage DC input is connected to the positive and negative terminals of the battery pack, and the other high-voltage DC input is connected to the positive and negative terminals of the uncontrolled rectifier. The positive and negative terminals of the other high-voltage DC output are connected to the multi-function controller in the upper structure to provide it with high-voltage DC power. The upper structure HCU controller is connected to the interlock box, the uncontrolled rectifier, and the multi-function controller via a CAN bus. The dual power supply switching of the power interlock box is controlled by the upper structure HCU controller message. The upper structure control system has a power supply mode selection function, which can be divided into grid power supply and battery power supply, and the mode is selected by the operator. The interlocking switching device includes a first contactor, a second contactor, a third contactor, and a fourth contactor. The first contactor is connected in series between the positive terminal of the rectifier's DC terminal and the positive terminal of the multi-function controller; the second contactor is connected in series between the positive terminal of the battery and the positive terminal of the multi-function controller; the third contactor is connected in series between the negative terminal of the rectifier's DC terminal and the negative terminal of the multi-function controller; and the fourth contactor is connected in series between the negative terminal of the battery and the negative terminal of the multi-function controller. The interlocking switching device controller controls the connection of the first, second, third, and fourth contactors. In grid power supply mode, the first and third contactors are in the closed state, and the second and fourth contactors are in the closed state. In battery power supply mode, the second and fourth contactors are in the closed state, and the first and third contactors are in the closed state. Specifically... Figure 4 and Figure 5 As shown, Figure 4 The contactors, from top to bottom, are the first contactor, the second contactor, the third contactor, and the fourth contactor.

[0038] The specific implementation process is as follows: When the upper structure is ready for operation, the upper structure control system is powered on. The operator manually selects the power supply mode. When the grid power supply mode is selected, the upper structure controller begins the power-on process under this mode. A wake-up signal is used to put the uncontrolled rectifier, power interlock box, and multi-function controller into communication network control mode. After receiving the wake-up signal, the uncontrolled rectifier is powered on with high voltage and feeds back its status to the upper structure HCU controller. After receiving the normal power-on status of the uncontrolled rectifier, the upper structure HCU controller sends a delayed high-voltage command to the power interlock box and checks that the contactors of the positive and negative input branches of the interlock box battery are in the open state. The positive and negative branches of the rectifier in the interlock box are successfully powered on. After receiving the successful power-on feedback from the interlock box, the upper structure HCU controller sends a delayed power-on command to the multi-function controller. After the multi-function controller is successfully powered on, it feeds back its status to the upper structure HCU controller. After receiving the successful high-voltage power-on feedback from the multi-function controller, the entire external mode power-on process ends. At this time, the upper structure motor is ready to start.

[0039] Similarly, when the operator selects battery power mode, the superstructure HCU controller outputs a wake-up signal to the power interlock box, chassis VCU, and multi-function controller. The chassis VCU starts controlling the battery to apply high voltage and feeds back the status to the superstructure HCU controller. After receiving the high voltage status, the superstructure HCU controller delays and sends a high voltage command to the positive and negative branches of the battery in the interlock box. When the contactor of the uncontrolled rectifier positive and negative input branches of the interlock box is in the open state, the battery positive and negative branches of the interlock box are successfully powered on. After receiving the successful power-on feedback from the interlock box, the superstructure HCU controller delays and sends a multi-function power-on command. After the multi-function is successfully powered on, it feeds back the status to the superstructure HCU controller. After the superstructure HCU controller receives the successful high voltage application from the multi-function, the entire external mode power-on process ends. At this time, the superstructure motor is ready to start.

[0040] The tunnel construction equipment control system also includes cable reels, cable reels, short-circuit protection, air compressors, OBC chargers, main pump motors, accelerator motors, vibration motors, DC24V batteries, and upper electrical control cabinets. Specifically, as follows... Figure 1 As shown, Figure 1 Interlock switching box (interlock switching device).

[0041] The cable reel is powered through the cable reel, which is connected to an uncontrolled rectifier. The uncontrolled rectifier converts AC power into high-voltage DC power. The uncontrolled rectifier is connected to the multi-function controller of the upper structure through a power interlock box to provide high-voltage DC power to the multi-function controller. The battery pack is connected to the multi-function controller of the upper structure through a power interlock box to provide DC power to the multi-function controller.

[0042] The cable reel is also connected to the battery pack via an OBC charger. When only external power is allowed to power the upper structure, if the input power exceeds the upper structure's operating power, the battery pack will perform floating power charging. Short-circuit protection is provided between the cable reel and the OBC charger to safeguard the circuit.

[0043] As a power electronic conversion device, the OBC on-board charger converts three-phase or single-phase AC input into high-voltage DC output for charging the vehicle's power battery or directly supplying power to other loads on the vehicle online. It has an online floating power charging function, which can replenish the battery power online during the operation of the superstructure, extend the vehicle's driving time, and thus reduce the total installed capacity of the vehicle's battery to save costs.

[0044] The principle of the specific implementation method is as follows: Figure 8As shown: During the upper structure operation, a cable reel is connected to the three-phase power grid, the OBC short-circuit protection box is powered on (built-in circuit breaker), the L1, L2, and L3 terminals of the OBC charger have AC power input, the DC output terminal of the OBC charger is connected to the main circuit of the battery, the OBC charger CAN line is connected to the chassis VCU, the chassis VCU and the upper structure HCU controller exchange communication messages via CAN line, and the upper structure HCU controller exchanges communication messages with the upper structure multi-function controller via CAN line. The OBC's DC24V power supply is provided by the battery, the wake-up signal is provided by the chassis VCU through hard wiring, and the interlock high-voltage signal is connected to the battery power distribution unit to form a safety interlock (the chassis cannot move during charging).

[0045] The control process for OBC on-board chargers to achieve automatic floating power online charging is as follows: Figure 9 As shown:

[0046] (1) During the upper-mount operation, the multi-in-one controller is responsible for collecting the real-time power of the load and sending it to the upper-mount HCU controller via CAN communication. The upper-mount HCU controller calculates the maximum floating charging power that the OBC can currently execute based on the real-time power of the upper-mount and the total power, which is the current surplus power of the system.

[0047] (2) When the upper-mounted HCU receives the online charging command from the operator, it begins to send communication control messages to the chassis VCU controller; the charging current data is calculated based on the surplus power and the real-time voltage collected by the uncontrolled rectifier through the cable reel (i.e., the real-time input voltage of the OBC charger), as shown in the following formula:

[0048]

[0049] In the formula: P is the maximum executable output power of the OBC; U is the real-time voltage collected by the uncontrolled rectifier through the cable reel (i.e., the real-time input voltage of the OBC charger); I is the current; ŋ represents the power factor; ŋ represents the efficiency.

[0050] (3) The chassis VCU controller receives the control message from the upper-mounted HCU controller and starts to wake up the OBC charger. The OBC power-on self-test detects that the 380V power is normal. It changes the charging current according to the message, accepts the charging request from the chassis VCU controller and starts charging, and provides real-time feedback on its own status. The battery enters the automatic floating power supply state.

[0051] (4) When a stop charging command is received or the battery is fully charged, the chassis VCU controller automatically sends a charging stop command and turns off the wake-up signal. After the OBC turns off the DC output, the charging ends.

[0052] The all-in-one controller is also connected to the main pump motor, accelerator motor, vibration motor and DC24V battery. The DC24V battery is also connected to the upper electrical control cabinet and the chassis VCU.

[0053] The DC24V battery is also connected to an all-in-one controller for the superstructure. The DC24V battery has a dual-mode charging function, and the whole vehicle control system uses the battery to provide low-voltage DC power, which saves costs and installation space. The DC24V battery can be charged separately during chassis operation and superstructure operation. The dual-mode charging increases the reliability of DC24V battery charging.

[0054] The positive and negative terminals of the battery are connected to the low-voltage DC output of the chassis's PDU and to the low-voltage DC output of the all-in-one controller on the upper structure. Both have internal DC-DC converters that convert high-voltage DC to low-voltage DC to charge the battery. The chassis PDU communicates with the chassis VCU via a CAN bus, and the upper structure's all-in-one controller communicates with the upper structure's HCU via a CAN bus. The chassis and upper structure also communicate via a CAN bus. The system principle is as follows: Figure 6 As shown.

[0055] The dual-mode charging process for the battery is as follows: Figure 7 As shown, the battery can be charged in different working modes. Since the charging components in both modes can exchange messages with the controller of their respective systems, their control permissions and control states can be switched between each other, maximizing the reliability of battery charging.

[0056] Example of tunnel construction equipment:

[0057] The present invention also provides a tunnel construction equipment, including a tunnel construction equipment control system. The specific process of the tunnel construction equipment control system has been described in detail in the embodiments of the tunnel construction equipment control system, and will not be repeated here.

[0058] Specific implementation methods have been given above, but the present invention is not limited to the described implementation methods. The basic idea of ​​the present invention lies in the above basic scheme. For those skilled in the art, designing various modified models, formulas, and parameters based on the teachings of the present invention does not require creative effort. Changes, modifications, substitutions, and variations made to the implementation methods without departing from the principles and spirit of the present invention still fall within the protection scope of the present invention.

Claims

1. A tunnel construction equipment control system, comprising an upper structure control subsystem and a chassis control subsystem, wherein the upper structure control subsystem includes an upper structure HCU controller, and the chassis control subsystem includes a chassis VCU controller; the upper structure HCU controller is connected to other control units in the upper structure control subsystem via a second network communication, and the chassis VCU controller is connected to other control units in the chassis control subsystem via a fourth network communication; characterized in that, The superstructure HCU controller is also connected to the chassis VCU controller via a first network. The superstructure HCU controller is also connected to other control units in the chassis control subsystem via a fifth network. When the chassis VCU controller detects a communication failure in the fourth network, it sends the communication failure information to the superstructure HCU controller via the first network to activate the fifth network. The superstructure HCU controller then sends and receives message information from other control units in the chassis control subsystem via the fifth network and from the chassis VCU controller via the first network, thus achieving redundant control of the superstructure HCU controller in the event of a communication failure in the fourth network. The chassis VCU controller is also connected to other control units in the superstructure control subsystem via a third network. When the superstructure HCU controller detects a communication failure in the fourth network, it sends the communication failure information to the chassis VCU controller via the first network to activate the third network, thus enabling communication and redundant control between the chassis VCU controller and other control units in the superstructure control subsystem.

2. The tunnel construction equipment control system according to claim 1, characterized in that, Other control units in the superstructure control subsystem include a rectifier controller, an interlocking switching device controller, and a superstructure multi-function controller. The chassis control subsystem includes a battery management system (BMS). The superstructure control subsystem also includes a rectifier and an interlocking switching device, and the chassis control subsystem also includes a battery. The rectifier controller is connected to the rectifier, the battery management system (BMS) is connected to the battery, and the interlocking switching device controller is connected to the interlocking switching device. The AC terminal of the rectifier is used to connect to the AC power grid, the DC terminal of the rectifier is connected to the superstructure multi-function controller via the interlocking switching device, and the output terminal of the battery is connected to the superstructure multi-function controller via the interlocking switching device. In grid power supply mode, the interlocking switching device keeps the DC terminal of the rectifier and the superstructure multi-function controller connected to ensure that the superstructure multi-function controller is powered only by the rectifier. In battery power supply mode, the interlocking switching device keeps the output terminal of the battery and the superstructure multi-function controller connected to ensure that the superstructure multi-function controller is powered only by the battery.

3. The tunnel construction equipment control system according to claim 2, characterized in that, The interlocking switching device includes a first contactor, a second contactor, a third contactor, and a fourth contactor. The first contactor is connected in series between the positive terminal of the rectifier's DC end and the positive terminal of the multi-in-one controller. The second contactor is connected in series between the positive terminal of the battery and the positive terminal of the multi-in-one controller. The third contactor is connected in series between the negative terminal of the rectifier's DC end and the negative terminal of the multi-in-one controller. The fourth contactor is connected in series between the negative terminal of the battery and the negative terminal of the multi-in-one controller. The interlocking switching device controller controls the connection of the first contactor, the second contactor, the third contactor, and the fourth contactor. In grid power supply mode, the first contactor and the third contactor are in the closed state, and the second contactor and the fourth contactor are in the closed state. In battery-powered mode, the second and fourth contactors are in the closed state, and the first and third contactors are in the closed state.

4. The tunnel construction equipment control system according to claim 2, characterized in that, The control system also includes an OBC charger, which is connected to the battery and is used to convert the input AC power into the DC power required by the battery. In grid power supply mode, if the total installed power is higher than the real-time power of the upper device, the battery is charged with floating power through the OBC charger.

5. The tunnel construction equipment control system according to claim 4, characterized in that, The method of floating power charging of the battery is as follows: the upper-mount HCU controller is used to obtain the real-time power of the upper-mount through the upper-mount multi-in-one controller, and combined with the total installed power, calculates the maximum executable output power of the OBC and sends it to the chassis VCU controller. The chassis VCU controller calculates the current based on the maximum executable output power of the OBC and the real-time acquired input voltage of the OBC charger, and sends it to the OBC charger. The OBC charger then charges the battery based on the current calculated by the chassis VCU controller.

6. The tunnel construction equipment control system according to claim 5, characterized in that, The formulas for calculating the maximum allowable charging terminal voltage and current of the OBC charger, based on the maximum executable output power of the OBC, are as follows: Where: P is the maximum executable output power of the OBC; U represents the input voltage of the OBC charger, which is collected in real time; I represents the current. ŋ represents the power factor; ŋ represents the efficiency.

7. The tunnel construction equipment control system according to claim 2, characterized in that, Both the superstructure multi-function controller and the chassis PDU controller are connected to the battery in the tunnel construction equipment, so that the battery can be charged through the chassis PDU when the chassis is in motion, and charged through the superstructure multi-function controller when the superstructure is in operation.

8. The tunnel construction equipment control system according to claim 1, characterized in that, The first, second, third, fourth, and fifth networks are all CAN networks.

9. A tunnel construction equipment, characterized in that, Includes the tunnel construction equipment control system as described in any one of claims 1 to 8.

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