Intelligent Overload Transport Vehicle and Its Control Method

Abstract

The present application relates to an intelligent heavy-load transport vehicle and a control method thereof, which belongs to the technical field of vehicle control. The method is executed by a control module, including: when the real-time speed of the vehicle is within a preset speed range, the current transport vehicle is determined to be a normal compartment; if not, the current transport vehicle is determined to be an abnormal compartment, and the braking strategy of the current transport vehicle is determined according to the real-time speed of the vehicle, the real-time speed of the preceding vehicle and / or the real-time speed of the rear transport vehicle, the weight of each vehicle, and the road condition information; the current transport vehicle is braked according to the braking strategy. In order to ensure the safe braking of heavy-load transport vehicles in various emergency situations, the present application has developed a non-powered braking system, which can be quickly started when the vehicle speed is abnormal, realize fast and smooth braking, effectively avoid the occurrence of runaway problems, ensure the safety of vehicles, goods, surrounding personnel and surrounding facilities, realize real-time monitoring of the vehicle's operating status, and ensure the stable and reliable operation of heavy-load transport vehicles in complex environments and harsh conditions.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle control, and in particular to an intelligent heavy-duty transport vehicle and its control method. Background Art

[0002] Heavy-duty transport vehicles play a crucial role in special scenarios such as mines, ports, and large construction sites. These environments usually have complex terrains, harsh climate conditions, and high-intensity work requirements. Therefore, during the use of heavy-duty transport vehicles, vehicle body damage often occurs, and thus runaway accidents sometimes occur.

[0003] Traditional heavy-duty transport vehicles are difficult to handle when a runaway occurs and are difficult to meet the requirements of modern industrial production for safety, intelligence, and efficiency. Therefore, there is an urgent need for an intelligent control method for heavy-duty transport vehicles that can intelligently handle runaway accidents. Summary of the Invention

[0004] In order to improve the safety of heavy-duty transport vehicles, the present application provides an intelligent heavy-duty transport vehicle and its control method.

[0005] In a first aspect, the present application provides a control method for an intelligent heavy-duty transport vehicle, which is applied to an intelligent heavy-duty transport vehicle and executed by a control module, including:

[0006] Obtain the real-time speed of the current transport vehicle itself, the real-time speed of the rear transport vehicle of the rear transport vehicle, and the weights of the current transport vehicle and the rear transport vehicle; or, obtain the real-time speed of the current transport vehicle itself, the real-time speed of the front transport vehicle of the front transport vehicle, and the weights of the current transport vehicle and the front transport vehicle; or, obtain the real-time speed of the current transport vehicle itself, the real-time speed of the front transport vehicle of the front transport vehicle, the real-time speed of the rear transport vehicle of the rear transport vehicle, and the weights of the current transport vehicle, the front transport vehicle, and the rear transport vehicle;

[0007] Obtain the road condition information at the location where the current transport vehicle is located; the road condition information includes uphill, downhill, and flat roads;

[0008] Judge whether the real-time speed of the vehicle itself is within a preset speed range; if so, determine that the current transport vehicle is a normal carriage; if not, determine that the current transport vehicle is an abnormal carriage, and execute the following steps:

[0009] Determine the braking strategy of the current transport vehicle according to the real-time speed of the vehicle itself, the real-time speed of the front vehicle and / or the real-time speed of the rear transport vehicle, the weights of each vehicle, and the road condition information;

[0010] Cause the current transport vehicle to brake according to the braking strategy.

[0011] By adopting the above technical solution, by real-time monitoring the real-time speeds of the current transport vehicle, the following transport vehicle and / or the preceding transport vehicle, and combining with the weight information of each vehicle, the system can timely detect the compartments with abnormal speeds, thereby determining whether there are potential safety risks. For abnormal compartments, the system can quickly formulate a braking strategy and execute it to adapt to the influence of different road conditions on the vehicle driving speed and braking effect, effectively avoiding or reducing accidents such as rear-end collisions and collisions caused by excessive or too slow speeds, thus greatly improving the safety of transportation.

[0012] Further, the determining of the braking strategy of the current transport vehicle according to the real-time speed of the vehicle itself, the real-time speed of the preceding vehicle and / or the real-time speed of the following transport vehicle, the weight of each vehicle, and the road condition information includes:

[0013] If the road condition information corresponding to each abnormal compartment is all uphill or downhill, it includes:

[0014] Obtain the slope of the uphill or downhill;

[0015] Obtain the preset acceleration of the transport vehicle corresponding to the slope, wherein the direction of the preset acceleration is opposite to the direction of the real-time speed of the vehicle itself, and the greater the slope, the greater the corresponding preset acceleration;

[0016] Determine the braking force of the vehicle itself according to the weight of the current transport vehicle, the preset acceleration, and the slope, and synchronize the braking force of the vehicle itself to the following transport vehicle;

[0017] If the road condition information corresponding to each abnormal compartment is all flat road, it includes:

[0018] Obtain the preset acceleration;

[0019] Determine the braking force of the vehicle itself according to the weight of the current transport vehicle and the preset acceleration, and synchronize the braking force of the vehicle itself to the following transport vehicle;

[0020] If there are abnormal compartments located on uphill and downhill respectively, it includes:

[0021] Predict the overall trend of the abnormal compartments according to the road condition information of each of the abnormal compartments;

[0022] If the overall trend is consistent with the road condition information where the current transport vehicle is located, it includes:

[0023] Obtain the road condition information corresponding to the following transport vehicle;

[0024] If the road condition information corresponding to the current transport vehicle and the following transport vehicle is consistent, obtain the first slope corresponding to the overall trend, obtain the preset acceleration corresponding to the first slope, conduct a force analysis according to the weight of the current transport vehicle, the preset acceleration, and the first slope, and determine the braking force of the vehicle itself;

[0025] If the road condition information corresponding to the current transport vehicle and the rear transport vehicle is inconsistent, the first slope corresponding to the overall direction and the second slope of the road on the other side are respectively obtained, and the preset acceleration corresponding to the first slope is obtained; according to the weight of the current transport vehicle, the sum of the weights of the rear transport vehicles, the preset acceleration, the first slope and the second slope, the force analysis is performed to determine the braking force of the vehicle;

[0026] If the overall direction is inconsistent with the current road condition information of the transport vehicle, it includes:

[0027] No braking is performed until the current road condition information of the transport vehicle is consistent with the overall direction, then the first slope corresponding to the overall direction is obtained, the preset acceleration corresponding to the first slope is obtained, and force analysis is performed based on the current weight of the transport vehicle, the preset acceleration and the first slope to determine the braking force of the vehicle.

[0028] By adopting the above technical solution, the system can formulate different braking strategies according to the different road conditions (uphill, downhill or straight road) where the abnormal carriage is located. For uphill or downhill, the system considers the influence of the slope on the braking force of the transport vehicle to ensure that the braking effect matches the road conditions; for straight roads, the preset acceleration is used to calculate the braking force, and the overall direction prediction and braking strategy adjustment under complex road conditions: when there are abnormal carriages located uphill and downhill respectively, the system will predict the overall direction according to the road condition information and adjust the braking strategy according to the prediction results. This prediction and adjustment capability enables the system to cope with more complex and changeable road conditions, ensuring that the transport fleet can remain stable and safe in various situations.

[0029] In a second aspect, the present application provides a control method for an intelligent heavy-load transport train, wherein the intelligent heavy-load transport train includes a plurality of connected intelligent heavy-load transport vehicles, wherein the intelligent heavy-load transport vehicles apply the method described in any one of the first aspects, and wherein the intelligent heavy-load transport vehicles are provided with an electric parking system and a non-powered braking system, and the method includes:

[0030] Obtain the traction force and current speed of the front end of the intelligent heavy-load transport train;

[0031] If the traction force decreases or is zero, and the current driving speed is not zero, then:

[0032] Get the weight of the intelligent heavy-load transport train;

[0033] determining a change value of the traction force according to a plurality of traction forces within a preset time period;

[0034] Determining the acceleration of the intelligent heavy-load transport train according to the weight of the intelligent heavy-load transport train and the change value of the traction force;

[0035] Determine the control strategies of the electronic parking brake system and the non-powered braking system based on the acceleration, change the driving speed of the intelligent heavy-haul train according to the control strategies, and repeat the steps of obtaining the traction force at the front end of the intelligent heavy-haul train and the current driving speed until the traction force resumes to its original magnitude or the current driving speed is zero.

[0036] By adopting the above technical solution, by obtaining the traction force at the front end of the train and the current driving speed, the system can understand the running state of the train in real time. When the traction force decreases or is zero and the current driving speed is not zero, the system can quickly respond. Through a series of calculations and adjustments, it ensures that the train decelerates or stops safely and stably. Then, according to multiple traction forces within a preset time period, the change value of the traction force is determined, which helps the system understand the change trend of the traction force, thereby more accurately judging the driving state of the train. According to the weight of the train and the change value of the traction force, the system can calculate the acceleration of the train, and further determine the control strategies of the electronic parking brake system and the non-powered braking system. These strategies are aimed at changing the driving speed of the train by adjusting the braking system of the train, so that it gradually decelerates or stops within a safe range. The safety and stability of the intelligent heavy-haul train during driving are improved. By adjusting the braking system to ensure the train decelerates or stops safely, accidents that may occur are avoided.

[0037] Further, the determining the change value of the traction force according to multiple traction forces within a preset time period includes:

[0038] Obtain the difference between two adjacent traction forces;

[0039] Sort the differences in sequence to obtain a first sequence;

[0040] Compare the first difference in the first sequence with a first preset table to determine the change value corresponding to the first difference;

[0041] Determine the first difference in the first sequence as the current difference, and determine the relationship between the next difference and the current difference:

[0042] If the next difference is equal to the current difference, do not change the change value;

[0043] If the next difference is less than the current difference, calculate the absolute value of the difference between the next difference and the current difference, compare the absolute value of the difference with a second preset table to determine the floating value corresponding to the absolute value of the difference, and add the floating value to the change value to obtain an updated change value;

[0044] If the next difference is greater than the current difference, calculate the absolute value of the difference between the next difference and the current difference, compare the absolute value of the difference with a second preset table, determine the floating value corresponding to the absolute value of the difference, and subtract the floating value from the change value to obtain an updated change value;

[0045] Determine the next difference in the first sequence as the current difference, and repeat the step of determining the relationship between the next difference and the current difference until the current difference is the last difference in the first sequence, to obtain a change value.

[0046] By adopting the above technical solution, by obtaining the difference between two adjacent tractive forces, the system can initially understand the change of the tractive force. The system uses preset tables (the first preset table and the second preset table) to compare and calculate the differences. By comparing the differences with the data in the tables, the system can quickly determine the change value or floating value corresponding to each difference, and then dynamically adjust the change value according to the relative size of the differences. If the next difference is equal to the current difference, it means that the change of the tractive force remains stable, and at this time, there is no need to change the change value. If the next difference is less than the current difference, it means that the change of the tractive force is decreasing. The system will increase the change value according to the floating value obtained by comparing the absolute value of the difference with the second preset table to reflect this decreasing trend. Finally, the system can traverse the differences in the entire first sequence and dynamically adjust the change value according to each difference, and finally obtain a change value that accurately reflects the change of the tractive force, which can more accurately judge the running stability and safety of the train and ensure the safe transportation of the train and goods.

[0047] Further, determining the acceleration of the intelligent heavy-haul transport train according to the weight of the intelligent heavy-haul transport train and the change value of the tractive force includes:

[0048] Determine the first grade corresponding to the weight;

[0049] Determine the second grade corresponding to the change value;

[0050] Determine the average value of the first grade and the second grade as the third grade;

[0051] Determine the preset acceleration corresponding to the third grade as the acceleration of the intelligent heavy-haul transport train.

[0052] By adopting the above technical solution, the corresponding first level is determined according to the weight of the train, the corresponding second level is determined according to the change value of the traction force, and the third level is determined by calculating the average value of the first level and the second level. This step actually comprehensively considers the weight of the train and the change value of the traction force to obtain a level that comprehensively reflects the running state of the train. Furthermore, the acceleration of the intelligent heavy-haul transport train is determined according to the preset acceleration corresponding to the third level.

[0053] Further, the control strategies for the electronic control parking system and the non-powered braking system determined according to the acceleration include:

[0054] Calculate the total braking force required to reach the acceleration according to the acceleration and the weight;

[0055] Determine the acceleration level corresponding to the acceleration;

[0056] When the acceleration level is at the first level, the non-powered braking system is made to reach the total braking force;

[0057] When the acceleration level is at the second level, it is judged whether the maximum braking force of the non-powered braking system reaches the total braking force; if so, the non-powered braking system is made to reach the total braking force; otherwise, calculate the difference braking force between the total braking force and the maximum braking force of the non-powered braking system, make the non-powered braking system reach the maximum braking force, and the electronic control parking system reach the difference braking force.

[0058] By adopting the above technical solution, the system divides the acceleration into different levels according to its magnitude. Different levels of acceleration correspond to different braking requirements and risk levels, so different braking strategies need to be adopted. When the acceleration level is at the first level, it usually means that the train brakes slowly. In this case, the system makes the non-powered braking system reach the total braking force and automatic braking can be achieved. When the acceleration level is at the second level, the situation is relatively urgent. The system first judges whether the maximum braking force of the non-powered braking system can reach the total braking force. If it can reach, then the system makes the non-powered braking system reach the total braking force to meet the braking requirement; if the maximum braking force of the non-powered braking system is not enough to reach the total braking force, then the system calculates the difference braking force and makes the non-powered braking system reach its maximum braking force. At the same time, the electronic control parking system also participates in the braking process to reach the difference braking force to jointly meet the requirement of the total braking force. Therefore, the braking force distribution of the non-powered braking system and the electronic control parking system is intelligently regulated.

[0059] In a third aspect, the present application provides an intelligent heavy-haul transport vehicle, including axles, and a transmission and a non-powered braking system are arranged on the axles;

[0060] The non-powered braking system includes:

[0061] An encoder, which is installed on the axle and sends encoded data to the control module;

[0062] A braking device, which is connected to the axle;

[0063] An energy conversion device, which is used to convert the kinetic energy generated when the braking device brakes into energy that can be reused;

[0064] An energy storage device, which is connected to the energy conversion device and is used to store the energy converted by the energy conversion device;

[0065] A weighing module, which is used to monitor the weight of the current transport vehicle and send it to the control module;

[0066] A control module, which monitors the real-time speed of the current transport vehicle through the encoded data sent by the encoder, and when the real-time speed is abnormal, controls the braking device to start braking through the energy stored in the energy storage device;

[0067] A communication module, which is used to communicate with the communication modules on other carriages and send the real-time speed and weight of the current transport vehicle;

[0068] The transmission, the encoder, the braking device, the energy storage device, the weighing module and the communication module are all connected to the control module;

[0069] Wherein, the braking device is a braking motor, the braking motor is connected to the transmission, and the output end of the braking motor is in the same axial direction as the axle; the energy conversion device converts the kinetic energy generated when the braking motor brakes into electric energy; the energy storage device stores the electric energy converted by the energy conversion device;

[0070] Alternatively, the braking device is a brake, the brake is connected to the axle; the energy conversion device converts the kinetic energy generated when the axle rotates into pressure energy; the energy storage device stores the pressure energy converted by the energy conversion device.

[0071] By adopting the above technical solution, the encoder monitors the real-time speed of the carriage in real time, and quickly activates the braking device to brake when the speed is abnormal, which significantly improves the safety of the transport vehicle during driving. When braking is required, the braking device can quickly generate sufficient braking force to ensure that the vehicle decelerates smoothly or stops within a short time. During the braking process, the energy conversion device converts the kinetic energy during braking into energy that can be reused and stored by the energy storage device to achieve energy recovery. Through the processing of information such as encoded data, carriage weight, and real-time speed by the control module, the system can achieve intelligent braking management. At the same time, the communication module enables real-time communication between carriages, sharing speed and weight information, which facilitates the coordinated operation of the entire vehicle.

[0072] Fourthly, the present application provides a control device for an intelligent heavy-duty transport vehicle, including:

[0073] A speed acquisition module for acquiring the real-time speed of the current transport vehicle itself, the real-time speed of the rear transport vehicle behind, and / or the real-time speed of the front transport vehicle in front, as well as the weights of the current transport vehicle, the rear transport vehicle, and / or the front transport vehicle;

[0074] A road condition information acquisition module for acquiring the road condition information of the location where the current transport vehicle is located; the road condition information includes uphill, downhill, straight road, and curve;

[0075] A judgment module for judging whether the real-time speed of the vehicle itself is within a preset range; if so, determining that the current transport vehicle is a normal carriage; if not, determining that the current transport vehicle is an abnormal carriage and executing the braking strategy determination module;

[0076] A braking strategy determination module for determining the braking strategy of the current transport vehicle according to the real-time speed of the vehicle itself, the real-time speed of the front vehicle and / or the rear transport vehicle, the weights of each vehicle, and the road condition information;

[0077] An execution module for causing the current transport vehicle to brake according to the braking strategy.

[0078] Fifthly, the present application provides a control module, characterized by including:

[0079] At least one processor;

[0080] A memory;

[0081] At least one computer program, wherein the at least one computer program is stored in the memory and is configured to be executed by the at least one processor, and the at least one computer program is configured to: execute the method described in any one of the first aspect or the method described in any one of the second aspect.

[0082] In summary, the present application includes at least one of the following beneficial technical effects:

[0083] 1. By real-time monitoring the real-time speeds of the current transport vehicle, the rear transport vehicle and / or the front transport vehicle, and combining with the weight information of each vehicle, the system can timely detect the carriages with abnormal speeds, thereby determining whether there are potential safety risks. For abnormal carriages, the system can quickly formulate and execute a braking strategy to adapt to the influence of different road conditions on the vehicle driving speed and braking effect, effectively avoiding or reducing accidents such as rear-end collisions and collisions caused by too fast or too slow speeds, thus greatly improving the safety of transportation;

[0084] 2. According to the different road condition information (uphill, downhill or flat road) where the abnormal carriage is located, the system can specifically formulate different braking strategies, and the system can handle more complex and changeable road conditions to ensure that the transport fleet can maintain stability and safety in various situations. BRIEF DESCRIPTION OF THE DRAWINGS

[0085] Figure 1 is a schematic structural diagram of the intelligent heavy-duty transport vehicle in Embodiment 1 of the present application.

[0086] Figure 2 is an electrical control structure diagram of the intelligent heavy-duty transport vehicle in Embodiment 1 of the present application.

[0087] Figure 3 is a schematic diagram showing the connection between the control module and the braking motor in Embodiment 1 of the present application.

[0088] Figure 4 is an electrical control structure diagram of the intelligent heavy-duty transport vehicle in Embodiment 2 of the present application.

[0089] Figure 5 is a schematic flowchart of the control method of the intelligent heavy-duty transport vehicle in the embodiments of the present application.

[0090] Figure 6 is a schematic diagram of the force analysis of the intelligent heavy-duty transport vehicle in the embodiments of the present application.

[0091] Figure 7 is a schematic flowchart of the control method of the intelligent heavy-duty transport train in the embodiments of the present application.

[0092] Figure 8 is a structural block diagram of the control device of the intelligent heavy-duty transport vehicle in the embodiments of the present application.

[0093] Figure 9 is a structural block diagram of the control module in the embodiments of the present application.

[0094] Description of the reference numerals: 1, axle; 2, transmission; 3, encoder; 4, control module; 5, braking device; 51, braking motor; 52, brake; 6, energy conversion device; 7, energy storage device; 8, weighing module; 9, communication module; 10, manual braking device. Detailed implementation manners

[0095] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some but not all of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0096] In addition, the term "and / or" in this article is only a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this article generally represents an "or" relationship between the associated objects before and after, unless otherwise specified.

[0097] The embodiments of the present application provide an intelligent heavy-duty transport vehicle.

[0098] The vehicle body is made of high-strength materials, has excellent load-bearing capacity and impact resistance, and the dust-proof level of the vehicle body reaches the IP54 standard, meeting the requirements of mine explosion protection and can be applied to environments with explosion hazards such as gas and coal dust. At the same time, the vehicle body structure is reasonably designed to ensure stability and reliability under various complex terrains and harsh weather conditions.

[0099] Referring to Figure 1 and Figure 2 , the intelligent heavy-duty transport vehicle further includes an axle 1, and a transmission 2 and a non-powered braking system are arranged on the axle 1. There are two types of non-powered braking systems provided in the embodiments of the present application, which are selected and installed according to actual needs. Embodiment

[0100] The non-powered braking system includes a control module 4 and an encoder 3 installed on the axle 1. The encoder 3 can detect the number of revolutions of the axle 1 to obtain encoded data, and send the detected encoded data to the control module 4. The control module 4 calculates the current speed of the vehicle according to the number of revolutions through an algorithm.

[0101] The non-powered braking system further includes a braking device 5. In this embodiment, the braking device 5 is a braking motor 51. The output end of the braking motor 51 has the same axial direction as the wheel axle 1 and is connected to the transmission 2. When braking is required, the braking motor 51 is started, and the transmission 2 changes the rotational speed and torque by changing the combination of different gears, so as to adapt to different driving conditions and driving demands, and further obtain braking forces of different magnitudes.

[0102] The non-powered braking system further includes an energy conversion device 6. The energy conversion device 6 in this embodiment is connected to the wheel axle 1. When the braking motor 51 is started, kinetic energy is converted into electrical energy for recovery to supply power for the vehicle. And the non-powered braking system further includes an energy storage device 7. The energy storage device 7 is connected to the energy conversion device 6 and is used to store the electrical energy converted by the energy conversion device 6.

[0103] When the control module 4 detects abnormal vehicle speed, it uses the electrical energy of the energy storage device 7 to start the braking motor 51 to reduce the speed of the vehicle.

[0104] Further, the non-powered braking system further includes a communication module 9. The communication module 9 is used to communicate with the communication modules 9 on other carriages, and send relevant information such as the real-time speed and weight of the current transport vehicle, so as to achieve linkage and information intercommunication between vehicles.

[0105] In order to detect the weight of the current vehicle, a weighing module 8 is also installed on the vehicle, and the weight data is sent to the control module 4 to facilitate the monitoring of the vehicle operation.

[0106] Each of the above modules is connected to the control module 4.

[0107] The intelligent heavy-duty transport vehicle further includes an electric parking system. The electric parking system is connected to the control module 4. The electric control parking system is any existing braking system that clamps the wheel axle, and the braking force is changed by electrically controlling the tightness of the brake.

[0108] When the intelligent heavy-duty transport vehicle runs in a train, the electric parking related information is sent to the carriages behind the leading vehicle through the communication module 7. After the speed of the leading vehicle changes, the control module 4 of other carriages also controls the electric parking system to brake, assisting the non-powered braking system to adjust the running speed of the train.

[0109] Further, referring to Figure 3 , the output end of the control module 4 is connected to the first port of the IGBT tube. A second resistor R2 is connected to the first port, and the other end of the second resistor R2 is grounded;

[0110] The second port of the IGBT tube is connected to a power-consuming resistor. The other end of the power-consuming resistor is connected to a connection circuit. The connection circuit is connected to the braking motor 51, and the connection circuit is grounded;

[0111] The third port of the IGBT tube is grounded.

[0112] Embodiment 2: Referring to Figure 4 , the difference from the above Embodiment 1 is that the braking device 5 is a brake 52, and the brake 52 is connected to the axle 1. Due to the development of modern industrial machinery, there are various new structural forms of the brake 52. Among them, the disc brake, magnetic powder brake, and electromagnetic brake are the most widely used. The present application does not limit this structural form.

[0113] Furthermore, the energy conversion device 6 converts the kinetic energy generated when the axle 1 rotates into pressure energy and stores it in the energy storage device 7. Among them, the pressure energy can be hydraulic energy or pneumatic energy.

[0114] The energy storage device 7 is connected to the control module 4 and the brake 52. When braking is required, the control module 4 issues a braking signal, and the energy storage device 6 uses the pressure energy to make the brake 52 act on the vehicle in the form of mechanical energy to achieve braking.

[0115] The non-powered braking system further includes a manual braking device 10, and the manual braking device 10 is connected to the energy storage device 7. The staff can manually activate the manual braking device 10, and the manual braking device 10 can be a manual button or a handbrake, etc. When the manual braking device 10 is activated, the energy storage device 7 releases energy, causing the brake 52 to start and brake.

[0116] The intelligent heavy-duty transporter in Embodiment 2 can collect the kinetic energy generated by the rotation of the axle during vehicle operation and convert it into reusable energy for non-powered braking. And a new manual braking method is added to optimize the braking effect.

[0117] The embodiments of the present application disclose a control method for an intelligent heavy-duty transporter, which is executed by a control module. The control module can be a server or a terminal device. Among them, the server can be an independent physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device can be a smart phone, a tablet computer, a desktop computer, etc., but is not limited thereto. This method is applied to the above intelligent heavy-duty transporter and is executed by the control module. Referring to Figure 5 , including (Steps S101 to S107):

[0118] Step S101: Obtain the real-time speed of the current transport vehicle itself, the real-time speed of the following transport vehicle of the following transport vehicle, and the weights of the current transport vehicle and the following transport vehicle; or, obtain the real-time speed of the current transport vehicle itself, the real-time speed of the preceding transport vehicle of the preceding transport vehicle, and the weights of the current transport vehicle and the preceding transport vehicle; or, obtain the real-time speed of the current transport vehicle itself, the real-time speed of the preceding transport vehicle of the preceding transport vehicle, the real-time speed of the following transport vehicle of the following transport vehicle, and the weights of the current transport vehicle, the preceding transport vehicle, and the following transport vehicle.

[0119] Specifically, the control module obtains the vehicle speed of the current transport vehicle according to the encoder of the current transport vehicle, communicates with other vehicles through the communication module respectively, and determines the information such as the real-time speed and weight of the preceding transport vehicle and / or the following transport vehicle according to the position of the current transport vehicle. If there are both a preceding transport vehicle and a following transport vehicle for the current transport vehicle, obtain the real-time speeds and weights of the preceding transport vehicle and the following transport vehicle; if there is only a preceding transport vehicle or a following transport vehicle for the current transport vehicle, obtain the real-time speed and weight of the corresponding existing transport vehicle.

[0120] Step S102: Obtain the road condition information at the location where the current transport vehicle is located; the road condition information includes uphill, downhill, and flat road.

[0121] Specifically, an attitude sensor is set on the transport vehicle. The attitude sensor integrates a variety of sensors, such as a gyroscope, an accelerometer, and a magnetometer, etc., which can measure the angular velocity, acceleration, and the direction of the geomagnetic field respectively. By fusing the data of these sensors, the attitude sensor can calculate the real-time attitude of the object, including the pitch angle, etc.

[0122] The change in the pitch angle can reflect the slope when the transport vehicle is going uphill or downhill. Furthermore, the transport vehicle can accurately judge the slope where the transport vehicle is currently located through the pitch angle, and then determine the driving state of the vehicle, including whether it is going uphill, downhill, or on a flat road.

[0123] Step S103: Judge whether the real-time speed of the vehicle itself is within the preset speed range; if so, execute Step S104: Determine that the current transport vehicle is a normal carriage.

[0124] Specifically, when the intelligent heavy-duty transport vehicle is driving normally, a preset speed range is set. The preset speed range includes the set speed of the tractor and changes following the set speed of the tractor. If the current transport vehicle is within the preset speed range, then the current transport vehicle is stably connected to the tractor and there is no risk of vehicle running away. If the current transport vehicle is not within the preset speed range, then the current transport vehicle has a risk of vehicle running away, and it is determined as an abnormal carriage.

[0125] If not, execute Step S105: Determine that the current transport vehicle is an abnormal carriage, and execute the following steps:

[0126] Step S106: Determine the braking strategy of the current transport vehicle according to the real-time speed of the vehicle itself, the real-time speed of the vehicle in front, and / or the real-time speed of the transport vehicle behind, the weight of each vehicle, and the road condition information.

[0127] For the convenience of controlling each transport vehicle, it is only necessary to make the transport vehicle itself reach balance. There is no mutual force between two adjacent transport vehicles on the same slope, and by maintaining the same speed and acceleration, stable operation without collision between two adjacent transport vehicles can be achieved.

[0128] Step S106 includes:

[0129] (1) If the road condition information corresponding to each abnormal carriage is uphill or downhill, it includes:

[0130] Step S11: Obtain the slope of the uphill or downhill.

[0131] Specifically, the current transport vehicle obtains the slope through an attitude sensor.

[0132] Step S12: Obtain the preset acceleration of the transport vehicle corresponding to the slope, where the direction of the preset acceleration is opposite to the direction of the real-time speed of the vehicle itself, and the greater the slope, the greater the corresponding preset acceleration.

[0133] Specifically, the transport vehicle stores the preset acceleration corresponding to each slope. The preset acceleration is used to reduce the running speed of the transport vehicle. Therefore, the direction of the preset acceleration is opposite to the direction of the real-time speed of the vehicle itself, and the greater the slope, the faster the real-time speed of the vehicle itself needs to decrease, that is, the greater the corresponding preset acceleration.

[0134] Step S13: Determine the braking force of the vehicle according to the weight of the current transport vehicle, the preset acceleration, and the slope, and synchronize the braking force of the vehicle to the transport vehicle behind.

[0135] Specifically, when the transport vehicle is on a slope, in addition to applying the braking force to the preset acceleration, the friction force of the vehicle itself also affects the magnitude of the braking force. The direction of the friction force is opposite to the moving direction of the transport vehicle, and the magnitude of the friction force is related to the weight of the current transport vehicle, the slope, and the friction coefficient.

[0136] The friction coefficient is related to the road. For example, the friction coefficients of different road surfaces such as dirt roads, gravel roads, and asphalt roads are different, and the transport vehicle can obtain the friction coefficient related to the current road.

[0137] For example, referring to Figure 6 , if the current transport vehicle is on an uphill or downhill, without the action of external traction, the transport vehicle slides down along the slope. The current transport vehicle is subject to gravity, friction force, and braking force. Then, the resultant force of the current transport vehicle along the slope is applied to obtain the preset acceleration.

[0138] Among them, the friction force is upward along the slope road, 。

[0139] is the friction coefficient, m is the weight of the current transport vehicle, g is the acceleration due to gravity, is the slope.

[0140] The component of gravity along the slope direction 。

[0141] Therefore, ; where a is the preset acceleration, so the magnitude of can be calculated. That is the braking force of this vehicle.

[0142] (2) If the road condition information corresponding to each abnormal carriage is a flat road, it includes:

[0143] Step S21: Obtain the preset acceleration.

[0144] Step S22: Determine the braking force of this vehicle according to the weight of the current transport vehicle and the preset acceleration, and synchronize the braking force of this vehicle to the rear transport vehicle.

[0145] Specifically, when the abnormal carriage is on a flat road, the braking force and the frictional force are used as the resultant force to obtain the preset acceleration, , and then is calculated, which is the braking force of this vehicle.

[0146] (3) If there are abnormal carriages located on uphill and downhill respectively, it includes:

[0147] Step S31: Predict the overall trend of the abnormal carriages according to the road condition information of each abnormal carriage.

[0148] Specifically, the electronic device predicts the overall trend according to the number of abnormal carriages located on uphill and downhill, the slopes of uphill and downhill, and the weight of each abnormal carriage.

[0149] Analyze the forces on each abnormal carriage, analyze the component of the weight of the abnormal carriage in the direction along the slope extension, and then calculate the resultant force of the abnormal carriages located on uphill and the resultant force of the abnormal carriages located on downhill respectively. Compare the two resultant forces, and the abnormal carriages move as a whole in the direction of the larger resultant force. For example, if the resultant force on downhill is greater than the resultant force on uphill, the abnormal carriages move as a whole downhill.

[0150] Step S32: If the overall trend is consistent with the road condition information where the current transport vehicle is located, it includes (Step S321~Step S323):

[0151] Step S321: Obtain the road condition information corresponding to the rear transport vehicle.

[0152] Step S322: If the road condition information corresponding to the current transport vehicle is the same as that of the rear transport vehicle, obtain the first slope corresponding to the overall direction, obtain the preset acceleration corresponding to the first slope, perform a force analysis based on the weight of the current transport vehicle, the preset acceleration, and the first slope, and determine the braking force of this vehicle.

[0153] Specifically, if the overall direction is the same as the road condition where the current transport vehicle is located, it means that the current transport vehicle is on the slope corresponding to the overall direction. For example, if the overall direction is downhill, the current transport vehicle is on a downhill slope.

[0154] The braking force of the current transport vehicle is related to the road condition of the rear transport vehicle. If the road condition information of the current transport vehicle is the same as that of the rear transport vehicle, then the current transport vehicle is not at the junction of uphill and downhill, and the braking force of the current transport vehicle only needs to be analyzed based on the weight of the current transport vehicle, the preset acceleration, and the first slope.

[0155] When performing a force analysis, it is the same as the method in (1) above. The resultant force on the current transport vehicle: , then calculate the braking force of this vehicle.

[0156] Step S323: If the road condition information corresponding to the current transport vehicle is different from that of the rear transport vehicle, respectively obtain the first slope corresponding to the overall direction and the second slope of the other side of the road, and obtain the preset acceleration corresponding to the first slope; perform a force analysis based on the weight of the current transport vehicle, the sum of the weights of each rear transport vehicle, the preset acceleration, the first slope, and the second slope, and determine the braking force of this vehicle.

[0157] Specifically, if the road condition information corresponding to the current transport vehicle is different from that of the rear transport vehicle, then the current transport vehicle is at the junction of uphill and downhill, and the current transport vehicle needs to tow the transport vehicle on the other side of the slope to the slope where the current transport vehicle is located. Therefore, the resultant force on the current transport vehicle includes the frictional force f, the braking force and the pulling force exerted by the vehicle on the other side of the slope.

[0158] Among them, + ; is the weight of the i-th transport vehicle on the other side of the slope. Therefore, = , and then calculate the braking force .

[0159] Step S33: If the overall direction is different from the road condition information where the current transport vehicle is located, it includes:

[0160] Do not brake until the road condition information where the current transport vehicle is located is the same as the overall direction, and then execute Step S32.

[0161] Specifically, if the overall direction is inconsistent with the road condition information of the current transport vehicle, the current transport vehicle needs to be towed by the vehicle in front to the other slope until it is consistent with the overall direction. To reduce the load of the vehicle in front, braking is not performed first. Braking is performed until the road condition information where the current transport vehicle is located is consistent with the overall direction.

[0162] Step S107: Make the current transport vehicle brake according to the braking strategy.

[0163] Specifically, the braking strategy of the current transport vehicle includes braking force and the time to apply the braking force. After determining the braking strategy, it is synchronized to other transport vehicles, and braking is performed in a timely manner according to the braking strategy to achieve rapid control of the transport vehicle.

[0164] This application also provides a control method for an intelligent heavy-haul transport train, which is executed by a control module. The control module can be a server or a terminal device. The server can be an independent physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device can be a smart phone, a tablet computer, a desktop computer, etc., but is not limited thereto.

[0165] The intelligent heavy-haul transport train includes multiple connected intelligent heavy-haul transport vehicles and is towed by a tractor. It can achieve automatic non-powered braking when running, and the tractor can be manually braked. And electric parking systems and non-powered braking systems are provided on all intelligent heavy-haul transport vehicles.

[0166] Refer to Figure 7 , the control method of the intelligent heavy-haul transport train includes (Step S201 to Step S206):

[0167] Step S201: Obtain the traction force at the front end of the intelligent heavy-haul transport train and the current driving speed.

[0168] Specifically, a force sensor is set between the intelligent heavy-haul transport train and the tractor, and the force sensor monitors the traction force at the front of the train. And the control module calculates the current driving speed according to the encoder on the axle.

[0169] Step S202: If the traction force decreases and is not zero, and the current driving speed is not zero, then execute Step S203 to Step S204.

[0170] Specifically, if the traction force decreases and is not zero, and the current driving speed is not zero, it means that the tractor is reducing the traction force to achieve deceleration, and the train is walking normally under the traction of the tractor without running away.

[0171] Step S203: Obtain the weight of the intelligent heavy-haul transport train.

[0172] Specifically, the weight of the intelligent heavy-haul train is the sum of the weights of each intelligent heavy-haul transport vehicle, and the control module obtains the weight information sent by each intelligent heavy-haul transport vehicle and calculates it.

[0173] Step S204: Determine the change value of the traction force based on multiple traction forces within a preset time period.

[0174] Specifically, the preset time period can be set as needed and a shorter value can be selected. The finer the preset time period, the faster the reaction speed of the intelligent heavy-haul train.

[0175] Among them, step S204 includes (steps S2041 to S2045):

[0176] Step S2041: Obtain the difference between two adjacent traction forces.

[0177] Step S2042: Sort the differences in sequence to obtain the first sequence.

[0178] Step S2043: Compare the first difference in the first sequence with the first preset table to determine the change value corresponding to the first difference.

[0179] Specifically, the first preset table is set according to actual needs and includes multiple differences and the change value corresponding to each difference. The larger the difference, the larger the change value, that is, the faster the traction force changes, the larger the change value.

[0180] Step S2044: Determine the first difference in the first sequence as the current difference and determine the relationship between the next difference and the current difference:

[0181] 1. If the next difference is equal to the current difference, the change value remains unchanged.

[0182] Specifically, if the next difference is equal to the current difference, the tractor performs stable deceleration with a certain acceleration, so the change value remains unchanged.

[0183] 2. If the next difference is less than the current difference, calculate the absolute value of the difference between the next difference and the current difference, compare the absolute value of the difference with the second preset table to determine the floating value corresponding to the absolute value of the difference, and add the floating value to the change value to obtain the updated change value.

[0184] Specifically, since the corresponding difference is negative when the traction force decreases. The second preset table includes multiple absolute values of differences and their corresponding floating values. The larger the absolute value of the difference, the greater the change in the difference, so the corresponding floating value is larger. If the next difference is less than the current difference, the degree of decrease in the traction force is stronger. Therefore, the control module adds the change value and the floating value, and the updated change value reflects the increased intensity of the change in the traction force.

[0185] 3. If the next difference is greater than the current difference, calculate the absolute value of the difference between the next difference and the current difference, compare the absolute value of the difference with the second preset table to determine the floating value corresponding to the absolute value of the difference, and subtract the floating value from the change value to obtain the updated change value.

[0186] Specifically, when the next difference is greater than the current difference, the degree of change in the traction force weakens or increases. Then, according to the absolute value of the difference, the corresponding floating value is determined. After subtracting the floating value from the change value, the updated change value decreases, reflecting that the severity of the change in the traction force weakens.

[0187] Step S2045: Determine the next difference in the first sequence as the current difference, and repeat S2044 to determine the relationship between the next difference and the current difference until the current difference is the last difference in the first sequence, obtaining the change value.

[0188] Specifically, after comparing the current difference, continue to compare the next difference in the first sequence, and repeat the above comparison steps until each difference in the first sequence is compared to obtain the change value.

[0189] Step S205: Determine the acceleration of the intelligent heavy-haul train according to the weight of the intelligent heavy-haul train and the change value of the traction force, including (Step S2051 to Step S2054):

[0190] Step S2051: Determine the first level corresponding to the weight.

[0191] Specifically, the control module presets multiple first levels, and each first level includes weights within multiple ranges. The greater the weight, the higher the first level. Therefore, the control module compares the weight with the ranges corresponding to each first level. When the weight falls within any range, it is determined that the weight is at the first level corresponding to the range.

[0192] Step S2052: Determine the second level corresponding to the change value.

[0193] Specifically, the control module presets multiple second levels, and each second level includes change values within multiple ranges. The greater the change value, the higher the second level. Therefore, the control module compares the change value with the ranges corresponding to each second level. When the change value falls within any range, it is determined that the change value is at the corresponding second level.

[0194] Step S2053: Determine the average value of the first level and the second level as the third level.

[0195] Specifically, the first level and the second level measure the braking difficulty of the intelligent heavy-haul transport train from two aspects: weight and change value. The greater the weight and the greater the change value, the more urgent braking is required for the intelligent heavy-haul transport train. Therefore, in order to consider both factors equally, the average value of the first level and the second level is calculated to obtain the third level.

[0196] Step S2054: Determine the preset acceleration corresponding to the third level as the acceleration of the intelligent heavy-haul transport train.

[0197] Specifically, the control module presets multiple third levels, and each third level corresponds to a preset acceleration. The higher the third level, the greater the corresponding acceleration.

[0198] Step S206: Determine the regulation strategies for the electronic parking brake system and the non-powered braking system according to the acceleration, change the driving speed of the intelligent heavy-haul transport train according to the regulation strategies, and repeat steps S201 to S205 until the traction force resumes to the original magnitude or the current driving speed is zero.

[0199] Specifically, the control module regulates the electronic parking brake system and the non-powered braking system according to the magnitude of the acceleration. Since the intelligent heavy-haul transport train is a whole, it is sufficient to make the electronic parking brake system and the non-powered braking system of each intelligent heavy-haul transport vehicle adopt the same regulation strategy.

[0200] The control module changes the driving speed of the intelligent heavy-haul transport train. The faster the traction force decreases and the greater the weight of the train, the faster the train decelerates. And after this regulation, the change state of the traction force is monitored in real time, and the current driving speed is changed following the change of the traction force. If the traction force resumes to the original magnitude, it may be that the braking of the tractor has ended and it has resumed normal walking, then the train does not need to brake anymore; on the other hand, if the current driving speed is zero, even if the traction force is not zero, the train has stopped and can stop braking.

[0201] Step S206 includes (steps S2061 to S2064):

[0202] Step S2061: Calculate the total braking force to achieve the acceleration according to the acceleration and the weight.

[0203] Specifically, the control module calculates the frictional force of the train according to the friction coefficient corresponding to the corresponding section and the weight m, , and then the total braking force and the frictional force result in a resultant force that gives the train an acceleration a: , and then the control module calculates the total braking force.

[0204] Step S2062: Determine the acceleration level corresponding to the acceleration.

[0205] Specifically, the control module presets two acceleration levels, namely the first level and the second level. Each acceleration level corresponds to multiple acceleration ranges. The greater the acceleration, the higher the corresponding acceleration level. The control module compares the acceleration with multiple acceleration ranges to determine the acceleration level corresponding to the acceleration.

[0206] Step S2063: When the acceleration level is the first level, make the non-powered braking system reach the total braking force.

[0207] Specifically, when the acceleration level is the first level, the required acceleration is smaller, and only the non-powered braking system is needed to reach the total braking force.

[0208] Step S2064: When the acceleration level is the second level, determine whether the maximum braking force of the non-powered braking system reaches the total braking force; if so, make the non-powered braking system reach the total braking force; otherwise, calculate the difference braking force between the total braking force and the maximum braking force of the non-powered braking system, make the non-powered braking system reach the maximum braking force, and make the electronic parking brake system reach the difference braking force.

[0209] Specifically, when the acceleration is at the second level, the required acceleration is larger, and the braking force of the non-powered braking system may not be sufficient to reach the total braking force. Therefore, it is determined whether the maximum braking force of the non-powered braking system is sufficient to reach the total braking force.

[0210] If the maximum braking force of the non-powered braking system is less than the total braking force, the difference braking force between the two is applied by the electronic parking brake system. Therefore, the distribution of the two braking methods is realized, and braking is performed in the fastest way to change the train speed.

[0211] To better execute the above method, the embodiment of the present application further provides a control device for an intelligent heavy-haul transport vehicle. Refer to Figure 8 , the control device 300 of the intelligent heavy-haul transport vehicle includes:

[0212] A speed acquisition module 301, configured to acquire the real-time speed of the vehicle of the current transport vehicle, the real-time speed of the rear transport vehicle of the rear transport vehicle, and the weights of the current transport vehicle and the rear transport vehicle; or, acquire the real-time speed of the vehicle of the current transport vehicle, the real-time speed of the front transport vehicle of the front transport vehicle, and the weights of the current transport vehicle and the front transport vehicle; or, acquire the real-time speed of the vehicle of the current transport vehicle, the real-time speed of the front transport vehicle of the front transport vehicle, the real-time speed of the rear transport vehicle of the rear transport vehicle, and the weights of the current transport vehicle, the front transport vehicle, and the rear transport vehicle;

[0213] A road condition information acquisition module 302, configured to acquire the road condition information of the location where the current transport vehicle is located; the road condition information includes uphill, downhill, and flat road;

[0214] A judgment module 303, configured to judge whether the real-time speed of the vehicle is within a preset speed range; if so, determine that the current transport vehicle is a normal carriage; if not, determine that the current transport vehicle is an abnormal carriage, and execute a braking strategy determination module;

[0215] A braking strategy determination module 304, configured to determine a braking strategy for the current transport vehicle according to the real-time speed of the vehicle, the real-time speed of the vehicle in front, and / or the real-time speed of the transport vehicle behind, the weight of each vehicle, and road condition information;

[0216] An execution module 305, configured to cause the current transport vehicle to brake according to the braking strategy.

[0217] The braking strategy determination module 304 is specifically configured to:

[0218] If the road condition information corresponding to each abnormal carriage is all uphill or downhill:

[0219] Obtain the slope of the uphill or downhill;

[0220] Obtain the preset acceleration of the transport vehicle corresponding to the slope, wherein the direction of the preset acceleration is opposite to the direction of the real-time speed of the vehicle, and the greater the slope, the greater the corresponding preset acceleration;

[0221] Determine the braking force of the vehicle according to the weight of the current transport vehicle, the preset acceleration, and the slope, and synchronize the braking force of the vehicle to the transport vehicle behind;

[0222] If the road condition information corresponding to each abnormal carriage is a flat road:

[0223] Obtain the preset acceleration;

[0224] Determine the braking force of the vehicle according to the weight of the current transport vehicle and the preset acceleration, and synchronize the braking force of the vehicle to the transport vehicle behind.

[0225] If there are abnormal carriages located on uphill and downhill respectively, the braking strategy determination module 204 is specifically configured to:

[0226] Predict the overall trend of the abnormal carriages according to the road condition information of each abnormal carriage;

[0227] If the overall trend is consistent with the road condition information where the current transport vehicle is located, it includes:

[0228] Obtain the road condition information corresponding to the transport vehicle behind;

[0229] If the road condition information corresponding to the current transport vehicle and the transport vehicle behind is the same, obtain the first slope corresponding to the overall trend, obtain the preset acceleration corresponding to the first slope, perform force analysis according to the weight of the current transport vehicle, the preset acceleration, and the first slope, and determine the braking force of the vehicle;

[0230] If the road condition information corresponding to the current transport vehicle is inconsistent with that of the rear transport vehicle, respectively obtain the first slope corresponding to the overall direction and the second slope of the other side of the road, and obtain the preset acceleration corresponding to the first slope; perform a force analysis based on the weight of the current transport vehicle, the sum of the weights of each rear transport vehicle, the preset acceleration, the first slope, and the second slope to determine the braking force of the vehicle.

[0231] If the overall direction is inconsistent with the road condition information where the current transport vehicle is located, it includes:

[0232] Do not apply brakes until the road condition information where the current transport vehicle is located is consistent with the overall direction, and execute the steps when the overall direction is consistent with the road condition information where the current transport vehicle is located to determine the braking force of the vehicle.

[0233] The various change methods and specific examples in the methods of the foregoing embodiments are equally applicable to the control device of the intelligent heavy-duty transport vehicle in this embodiment. Through the foregoing detailed description of the control method of the intelligent heavy-duty transport vehicle, those skilled in the art can clearly know the implementation method of the control device of the intelligent heavy-duty transport vehicle in this embodiment. Therefore, for the sake of brevity of the specification, it will not be described in detail here.

[0234] To better implement the above method, an embodiment of the present application provides a control module. Referring to Figure 9 , the control module 400 includes: a processor 401, a memory 403, and a display screen 405. Among them, the memory 403 and the display screen 405 are both connected to the processor 401, such as through a bus 402. Optionally, the control module 400 may further include a transceiver 404. It should be noted that in actual applications, the transceiver 404 is not limited to one, and the structure of the control module 300 does not constitute a limitation to the embodiments of the present application.

[0235] The processor 401 may be a CPU (Central Processing Unit, central processor), a general-purpose processor, a DSP (Digital Signal Processor, data signal processor), an ASIC (Application Specific Integrated Circuit, application-specific integrated circuit), an FPGA (Field Programmable Gate Array, field programmable gate array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute various exemplary logic blocks, modules, and circuits described in combination with the disclosure of the present application. The processor 401 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP, and a microprocessor, etc.

[0236] The bus 402 may include a path for transmitting information among the above components. The bus 402 can be a PCI (Peripheral Component Interconnect) bus, an EISA (Extended Industry Standard Architecture) bus, or the like. The bus 402 can be divided into an address bus, a data bus, a control bus, etc.

[0237] The memory 403 can be a ROM (Read Only Memory) or other types of static storage devices that can store static information and instructions, a RAM (Random Access Memory) or other types of dynamic storage devices that can store information and instructions, or it can also be an EEPROM (Electrically Erasable Programmable Read Only Memory), a CD-ROM (Compact Disc Read Only Memory), or other optical disc storage, optical disc storage (including compact discs, laser discs, optical discs, digital versatile discs, Blu-ray discs, etc.), magnetic disk storage media, or other magnetic storage devices, or any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto.

[0238] The memory 403 is used to store the application program code for implementing the solution of this application, and is controlled by the processor 401 for execution. The processor 401 is used to execute the application program code stored in the memory 403 to implement the content shown in the foregoing method embodiments.

[0239] Figure 9 The illustrated control module 400 is merely an example and should not impose any limitations on the functions and scope of use of the embodiments of this application.

[0240] The above are all preferred embodiments of this application. The protection scope of this application is not limited thereby. Therefore, any equivalent changes made according to the structure, shape, and principle of this application shall be covered within the protection scope of this application.

[0241] In addition, it should be understood that relational terms such as first and second are used solely to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. The term "comprising", "including" or any other variation thereof is intended to cover non-exclusive inclusion, such that a process, method, article or apparatus that comprises a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article or apparatus.

Claims

1. A control method for an intelligent heavy-load transport vehicle, applied to each intelligent heavy-load transport vehicle when running as a train, characterized in that: The method is executed by a control module, and the control modules on each intelligent heavy-load transport vehicle in the same train communicate with each other. The method includes: Obtain the real-time speed of the current transport vehicle, the real-time speed of the front transport vehicle, the real-time speed of the rear transport vehicle of the rear transport vehicle, and the weight of the current transport vehicle, the front transport vehicle, and the rear transport vehicle, wherein the front transport vehicle is an intelligent heavy-duty transport vehicle connected to the front of the current transport vehicle, and the rear transport vehicle is an intelligent heavy-duty transport vehicle connected to the rear of the current transport vehicle; Obtaining the road condition information of the current location of the transport vehicle; the road condition information includes uphill, downhill and straight roads; Determine whether the real-time speed of the vehicle is within a preset speed range; if so, determine that the current transport vehicle is a normal carriage; if not, determine that the current transport vehicle is an abnormal carriage, and execute the following steps: Determine the braking strategy of the current transport vehicle according to the real-time speed of the vehicle, the real-time speed of the preceding vehicle and the real-time speed of the rear transport vehicle, the weight of each vehicle and the road condition information; causing the current transport vehicle to brake according to the braking strategy; The step of determining the braking strategy of the current transport vehicle according to the real-time speed of the vehicle, the real-time speed of the preceding vehicle, the real-time speed of the rear transport vehicle, the weight of each vehicle, and the road condition information includes: If the road condition information corresponding to each of the abnormal carriages is uphill or downhill: Obtaining the slope of the uphill slope or the downhill slope; Obtaining a preset acceleration of the transport vehicle corresponding to the slope, wherein the direction of the preset acceleration is opposite to the direction of the real-time speed of the vehicle, and the greater the slope, the greater the corresponding preset acceleration; Determining the braking force of the vehicle according to the current weight of the transport vehicle, the preset acceleration and the slope; If the road condition information corresponding to each of the abnormal carriages is a straight road: Get the preset acceleration; Determining the braking force of the vehicle according to the current weight of the transport vehicle and the preset acceleration; If there are abnormal carriages located on the uphill and downhill slopes respectively, the braking strategy of the current transport vehicle is determined according to the real-time speed of the vehicle, the real-time speed of the preceding vehicle and the real-time speed of the rear transport vehicle, the weight of each vehicle and the road condition information, including: Predicting the overall direction of the abnormal carriages based on the road condition information of each of the abnormal carriages; If the overall direction is consistent with the current road condition information of the transport vehicle, it includes: Obtain the road condition information corresponding to the rear transport vehicle; If the road condition information corresponding to the current transport vehicle and the rear transport vehicle is consistent, a first slope corresponding to the overall direction is obtained, a preset acceleration corresponding to the first slope is obtained, and a force analysis is performed according to the weight of the current transport vehicle, the preset acceleration and the first slope to determine the braking force of the vehicle, including: F 合 =f+F z -F1=on; f = μmgcosθ; F1 = mgsinθ; Among them, F z is the braking force of the vehicle; F 合 is the resultant force on the current transport vehicle; f is the friction force on the current transport, F1 is the component force of the gravity of the current transport vehicle along the slope direction; μ is the friction coefficient, m is the weight of the current transport vehicle, g is the acceleration of gravity, θ is the slope of the current transport vehicle corresponding to the road condition information; a is the preset acceleration; If the road condition information corresponding to the current transport vehicle and the rear transport vehicle is inconsistent, the first slope corresponding to the overall direction and the second slope of the road on the other side are respectively obtained, and the preset acceleration corresponding to the first slope is obtained; according to the weight of the current transport vehicle, the sum of the weights of the rear transport vehicles, the preset acceleration, the first slope and the second slope, force analysis is performed to determine the braking force of the vehicle, including: <h2 style=";text-align:left;direction:ltr">F<h2 style=";text-align:left;direction:ltr"> 合 <h2 style=";text-align:left;direction:ltr"> =f+F<h2 style=";text-align:left;direction:ltr"> z <h2 style=";text-align:left;direction:ltr"> +F2-F1=ma; f = μmgcosθ; F1 = mgsinθ; Among them, F z is the braking force of the vehicle; F 合 is the resultant force on the current transport vehicle; f is the friction force on the current transport; F1 is the component force of the current transport vehicle's gravity along the slope direction; F2 is the pulling force applied by the vehicle on the other side of the slope; m i is the weight of the i-th transport vehicle on the other side of the slope, μ is the friction coefficient, m is the weight of the current transport vehicle, g is the acceleration of gravity, θ is the first slope of the current transport vehicle corresponding to the road condition information; α is the second slope; a is the preset acceleration; If the overall direction is inconsistent with the current road condition information of the transport vehicle, it includes: No braking is performed until the current road condition information of the transport vehicle is consistent with the overall direction, and the steps of if the overall direction is consistent with the current road condition information of the transport vehicle are performed to determine the braking force of the vehicle.

2. A control method for an intelligent heavy-load transport train, characterized in that: The intelligent heavy-load transport train comprises a plurality of connected intelligent heavy-load transport vehicles, the intelligent heavy-load transport vehicles apply the control method of the intelligent heavy-load transport vehicle according to claim 1, the intelligent heavy-load transport vehicles are provided with an electric control parking system and a non-powered braking system, and the method comprises: Obtain the traction force and current speed of the front end of the intelligent heavy-load transport train; If the traction force decreases and is not zero, and the current driving speed is not zero, then: Get the weight of the intelligent heavy-load transport train; determining a change value of the traction force according to a plurality of traction forces within a preset time period; Determine the acceleration of the intelligent heavy-load transport train according to the weight of the intelligent heavy-load transport train and the change value of the traction force; determine the control strategy of the electric control parking system and the unpowered braking system according to the acceleration, change the travel speed of the intelligent heavy-load transport train according to the control strategy, and repeatedly execute the steps of obtaining the traction force at the front end of the intelligent heavy-load transport train and the current travel speed until the traction force is restored to its original size or the current travel speed is zero; The step of determining the acceleration of the intelligent heavy-load transport train according to the weight of the intelligent heavy-load transport train and the change value of the traction force comprises: determining a first level corresponding to the weight; determining a second level corresponding to the change value; determining an average of the first level and the second level as a third level; Determining the preset acceleration corresponding to the third level as the acceleration of the intelligent heavy-load transport train; The step of determining the control strategy of the electronically controlled parking system and the unpowered braking system according to the acceleration includes: Calculating a total braking force to achieve acceleration based on the acceleration and the weight; determining an acceleration level corresponding to the acceleration; When the acceleration level is the first level, the unpowered braking system is made to reach the total braking force; When the acceleration level is the second level, it is determined whether the maximum braking force of the unpowered braking system reaches the total braking force; if so, the unpowered braking system reaches the total braking force; otherwise, the differential braking force between the total braking force and the maximum braking force of the unpowered braking system is calculated, so that the unpowered braking system reaches the maximum braking force and the electronically controlled parking system reaches the differential braking force.

3. The method according to claim 2, characterized in that The step of determining the change value of the traction force according to the plurality of traction forces within a preset time period includes: Obtaining a difference between two adjacent traction forces; Arrange the differences in order to obtain a first sequence; Compare the first difference value in the first sequence with the first preset table to determine the change value corresponding to the first difference value; The first difference value in the first sequence is determined as the current difference value, and the relationship between the next difference value and the current difference value is determined: If the next difference is equal to the current difference, the change value is not changed; If the next difference is less than the current difference, then calculating the absolute value of the difference between the next difference and the current difference, comparing the absolute value of the difference with a second preset table, determining a floating value corresponding to the absolute value of the difference, and adding the floating value to the change value to obtain an updated change value; If the next difference is greater than the current difference, then the absolute value of the difference between the next difference and the current difference is calculated, the absolute value of the difference is compared with the second preset table, the floating value corresponding to the absolute value of the difference is determined, and the floating value is subtracted from the change value to obtain an updated change value; The next difference value in the first sequence is determined as the current difference value, and the step of determining the relationship between the next difference value and the current difference value is repeated until the current difference value is the last difference value in the first sequence, thereby obtaining a change value.

4. A control device for an intelligent heavy-load transport vehicle, characterized in that: include: The speed acquisition module is used to acquire the real-time speed of the current transport vehicle, the real-time speed of the front transport vehicle, the real-time speed of the rear transport vehicle of the rear transport vehicle, and the weight of the current transport vehicle, the front transport vehicle and the rear transport vehicle, wherein the front transport vehicle is an intelligent heavy-load transport vehicle connected to the front of the current transport vehicle, and the rear transport vehicle is an intelligent heavy-load transport vehicle connected to the rear of the current transport vehicle; A road condition information acquisition module, used to acquire the road condition information of the current location of the transport vehicle; the road condition information includes uphill, downhill and straight roads; A judgment module, used to judge whether the real-time speed of the vehicle is within a preset speed range; if so, the current transport vehicle is determined to be a normal vehicle; if not, the current transport vehicle is determined to be an abnormal vehicle and a braking strategy determination module is executed; A braking strategy determination module, used to determine the braking strategy of the current transport vehicle according to the real-time speed of the vehicle, the real-time speed of the preceding vehicle and the real-time speed of the rear transport vehicle, the weight of each vehicle and the road condition information; An execution module, used to make the current transport vehicle brake according to the braking strategy; The braking strategy determination module is specifically used for: If the road condition information corresponding to each of the abnormal carriages is uphill or downhill: Obtaining the slope of the uphill slope or the downhill slope; Obtaining a preset acceleration of the transport vehicle corresponding to the slope, wherein the direction of the preset acceleration is opposite to the real-time speed of the vehicle, and the greater the slope, the greater the corresponding preset acceleration; Determine the vehicle's braking force based on the current transport vehicle weight, preset acceleration, and slope; If the road condition information corresponding to each of the abnormal carriages is a straight road: Get the preset acceleration; Determine the vehicle's braking force based on the current transport vehicle weight and preset acceleration; If there are abnormal carriages located on an uphill slope and a downhill slope respectively, the braking strategy determination module is specifically used to: Predict the overall direction of abnormal carriages based on the road condition information of each abnormal carriage; If the overall direction is consistent with the current road condition information of the transport vehicle, it includes: Obtain the road condition information corresponding to the rear transport vehicle; If the road condition information corresponding to the current transport vehicle and the rear transport vehicle is consistent, the first slope corresponding to the overall direction is obtained, the preset acceleration corresponding to the first slope is obtained, and the force is analyzed according to the current transport vehicle weight, the preset acceleration and the first slope to determine the braking force of the vehicle, including: F 合 =f+F z -F1=on; f = μmgcosθ; F1 = mgsinθ; Among them, F z is the braking force of the vehicle; F 合 is the resultant force on the current transport vehicle; f is the friction force on the current transport, F1 is the component force of the gravity of the current transport vehicle along the slope direction; μ is the friction coefficient, m is the weight of the current transport vehicle, g is the acceleration of gravity, θ is the slope of the current transport vehicle corresponding to the road condition information; a is the preset acceleration; If the road condition information corresponding to the current transport vehicle and the rear transport vehicle is inconsistent, the first slope corresponding to the overall direction and the second slope of the road on the other side are obtained respectively, and the preset acceleration corresponding to the first slope is obtained; according to the weight of the current transport vehicle, the sum of the weights of the rear transport vehicles, the preset acceleration, the first slope and the second slope, the force analysis is performed to determine the braking force of the vehicle, including: F 合 =f+F z +F2-F1=ma; f = μmgcosθ; F1 = mgsinθ; Among them, F z is the braking force of the vehicle; F 合 is the resultant force on the current transport vehicle; f is the friction force on the current transport; F1 is the component force of the current transport vehicle's gravity along the slope direction; F2 is the pulling force applied by the vehicle on the other side of the slope; m i is the weight of the i-th transport vehicle on the other side of the slope, μ is the friction coefficient, m is the weight of the current transport vehicle, g is the acceleration of gravity, θ is the first slope of the current transport vehicle corresponding to the road condition information; α is the second slope; a is the preset acceleration; If the overall direction is inconsistent with the current road condition information of the transport vehicle, it includes: No braking is performed until the current road condition information of the transport vehicle is consistent with the overall direction, and the steps of if the overall direction is consistent with the current road condition information of the transport vehicle are executed to determine the braking force of the vehicle.

5. A control module, characterized in that: include: at least one processor; Memory; At least one computer program, wherein the at least one computer program is stored in the memory and configured to be executed by the at least one processor, the at least one computer program being configured to: execute the method according to claim 1 or the method according to any one of claims 2-3.

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