A remote control new energy loader active energy feedback method and system

Abstract

The present invention discloses a remote control new energy loader active energy feedback method and system, including: when the road is a ramp, the percentage of the current vehicle speed to the set speeding limit, the acceleration and the road slope are used as input to obtain the over-limit risk value, determine the over-limit risk level according to the first hierarchical control strategy, and control the regenerative braking torque according to the over-limit risk level; when the road is a non-ramp, determine whether the current vehicle speed is overspeeding according to the set limited speed, and when overspeeding, control the regenerative braking torque according to the comparison result between the current acceleration and the set hierarchical threshold; when there is an obstacle in front of the vehicle, obtain the distance between the vehicle and the obstacle in front, determine the collision risk level according to the second hierarchical control strategy, and control the regenerative braking torque or mechanical braking torque according to the collision risk level. Effectively ensure driving safety in complex driving scenarios, reduce vehicle power consumption, and increase driving range.

Description

Technical Field

[0001] The present invention relates to the fields of automation technology and new energy vehicle technology, and in particular to a method and system for remotely controlling active energy feedback of a new energy loader. Background Art

[0002] The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.

[0003] In the field of remote-controlled new energy loaders, although high-definition cameras, sensors and advanced data transmission technologies have been widely adopted, this indirect perception method limits the driver's intuitive understanding of the vehicle's actual driving status, especially in complex and emergency driving environments, where its potential risks and limitations are more prominent.

[0004] First, existing remote driving technology has obvious limitations when dealing with driving scenarios such as downhill driving. Since loaders are prone to accelerate due to their own weight when driving on a slope, the driver cannot directly feel the dynamic feedback of the vehicle's acceleration in remote control mode. He can only rely on data provided by devices such as video images and speed sensors to judge the vehicle speed, which often results in large lags and errors. Especially when the slope is steep or the road conditions are complex, the driver often cannot detect the high-speed driving state of the vehicle in time, resulting in the vehicle losing control.

[0005] Secondly, remote driving also has certain limitations in terms of speed control. During remote driving, the driver is very likely to exceed the speed limit due to insufficient direct perception of the vehicle; although speed sensors and other equipment can monitor the speed, the driver still needs to rely on his or her own experience to control the speed. This reliance on subjective judgment makes remote driving speed control more difficult, because the driver cannot intuitively feel the vehicle's operating status and is prone to misjudging the current speed, resulting in excessive speed and reduced driving stability and safety.

[0006] In addition, existing remote driving technology also faces challenges in driving scenarios where the vehicle encounters obstacles in front of it. Although the camera can capture the road conditions in front, the video image may be delayed or distorted, especially when moving at high speeds or in complex environments. This delay or distortion may cause the driver to be unable to detect obstacles in front in time and thus be unable to brake quickly, which may not only cause a collision between the vehicle and the obstacle, but may also cause significant damage to surrounding vehicles and pedestrians.

[0007] In summary, when a new energy vehicle is remotely driven, although the driver can obtain video and vehicle status information through the on-board camera and sensors, he cannot fully obtain the driving experience during the actual driving process, which makes it easy for the driver to ignore the danger of speeding when driving on a flat road; when driving on a slope, the vehicle is more likely to exceed the speed limit due to factors such as gravity acceleration, and it is difficult for the driver to detect and respond in time based on the vehicle status data alone; when the vehicle encounters an obstacle in front, if the video image obtained from the vehicle has time lag, distortion, and other problems, the driver will not be able to respond correctly, increasing the possibility of traffic accidents. Therefore, when faced with complex or emergency driving situations, it is difficult for existing remote driving technology to respond in a timely and effective manner. Summary of the invention

[0008] In order to solve the above problems, the present invention proposes a remote-controlled new energy loader active energy feedback method and system, which can realize the level judgment of the vehicle's speeding risk on a slope, the speeding risk on a non-slope and the risk of collision with the obstacle ahead, and take active energy feedback measures of different degrees, so that the remote-driven new energy loader can effectively ensure driving safety in complex and emergency driving scenarios, and at the same time reduce the vehicle's power consumption and increase the vehicle's cruising range through braking energy feedback.

[0009] In order to achieve the above object, the present invention adopts the following technical solution:

[0010] In a first aspect, the present invention provides a method for remotely controlling active energy feedback of a new energy loader, comprising:

[0011] Obtain the detection results of the current vehicle speed, current acceleration, current road slope and whether there are obstacles in front of the vehicle, and determine the road condition of the vehicle based on the current road slope;

[0012] When the vehicle is on a slope, the percentage of the current vehicle speed to the set speeding limit, the current acceleration and the current road slope are used as fuzzy control inputs, and fuzzy reasoning is performed based on the set fuzzy rules to obtain the over-limit risk value, and the over-limit risk level is determined according to the set first hierarchical control strategy, and the regenerative braking torque of the travel motor is controlled according to the over-limit risk level and the braking energy is recovered;

[0013] When the vehicle is on a non-slope road, the vehicle is judged whether the current speed exceeds the speed limit according to the set speed limit. If the vehicle exceeds the speed limit, the regenerative braking torque of the travel motor is controlled and the braking energy is recovered according to the comparison result between the current acceleration and the set classification threshold.

[0014] When there is an obstacle in front of the vehicle, the distance between the vehicle and the obstacle in front is obtained, and the collision risk level is determined according to the set second hierarchical control strategy, and the regenerative braking torque or mechanical braking torque of the travel motor is controlled according to the collision risk level.

[0015] As an optional implementation, the fuzzy reasoning process includes:

[0016] The current vehicle speed is used as a percentage of the set speeding limit, the current acceleration and the current road slope, and a triangular membership function is used for fuzzy processing;

[0017] In the form of if-then fuzzy rules, the joint conditions of the current vehicle speed as a percentage of the set speeding limit, the current acceleration and the current road slope are formulated, and the corresponding speeding risk assessment is given according to the joint conditions, thereby establishing fuzzy rules including the fuzzy relationship between input and output;

[0018] Based on fuzzy rules, fuzzy reasoning is performed on the input fuzzy values ​​to obtain a speeding risk fuzzy set, which includes the possible value range of the current speeding risk and its corresponding membership degree.

[0019] The speeding risk fuzzy set is defuzzified using the centroid method to obtain the speeding risk value.

[0020] As an optional implementation, the process of controlling the regenerative braking torque of the travel motor according to the over-limit risk level includes:

[0021] Setting a first speeding risk threshold and a second speeding risk threshold, wherein the first speeding risk threshold is less than the second speeding risk threshold;

[0022] When the overspeed risk value is greater than or equal to 0 and less than the first overspeed risk threshold, the level 1 overspeed risk control mode is activated, and a level 1 regenerative braking torque is applied to the travel motor;

[0023] When the overspeed risk value is greater than or equal to the first overspeed risk threshold and less than the second overspeed risk threshold, the level 2 overspeed risk control mode is activated, and the level 2 regenerative braking torque is applied to the travel motor;

[0024] When the overspeed risk value is greater than or equal to the second overspeed risk threshold, the level 3 overspeed risk control mode is activated, and the level 3 regenerative braking torque is applied to the travel motor;

[0025] Among them, the level 3 regenerative braking torque is greater than the level 2 regenerative braking torque, and the level 2 regenerative braking torque is greater than the level 1 regenerative braking torque.

[0026] As an optional implementation, the process of controlling the regenerative braking torque of the travel motor according to the comparison result between the current acceleration and the set classification threshold value includes:

[0027] If the current acceleration is less than or equal to the set classification threshold, the level 1 overspeed risk control mode is triggered and the level 1 regenerative braking torque is applied to the travel motor;

[0028] If the current acceleration is greater than the set classification threshold, the level 2 overspeed risk control mode is triggered, and the level 2 regenerative braking torque is applied to the travel motor. The level 2 regenerative braking torque is greater than the level 1 regenerative braking torque.

[0029] As an optional implementation, the process of controlling the regenerative braking torque or mechanical braking torque of the travel motor according to the collision risk level includes:

[0030] Setting a first collision risk threshold, a second collision risk threshold and a third collision risk threshold, wherein the first collision risk threshold is greater than the second collision risk threshold, and the second collision risk threshold is greater than the third collision risk threshold;

[0031] When the distance between the vehicle and the obstacle ahead is less than the first collision risk threshold and greater than or equal to the second collision risk threshold, the level 1 overspeed risk control mode is activated, and the level 1 regenerative braking torque is applied to the travel motor;

[0032] When the distance between the vehicle and the obstacle ahead is less than the second collision risk threshold and greater than or equal to the third collision risk threshold, the level 2 overspeed risk control mode is activated, and a level 2 regenerative braking torque is applied to the travel motor; the level 2 regenerative braking torque is greater than the level 1 regenerative braking torque;

[0033] When the distance between the vehicle and the obstacle ahead is less than the third collision risk threshold, the Level 3 overspeed risk control mode is activated, braking energy recovery is not performed, the mechanical braking system is triggered, and a mechanical braking torque is sent to the travel motor.

[0034] As an optional implementation, alarm signals of different frequencies are issued in different levels of overspeed risk control modes, and the higher the level of the overspeed risk control mode, the higher the frequency of the alarm signal.

[0035] In a second aspect, the present invention provides a remote-controlled new energy loader active energy feedback system, comprising:

[0036] An acquisition module is configured to acquire the detection results of the current vehicle speed, the current acceleration, the current road slope and whether there is an obstacle in front of the vehicle, and determine the road condition of the vehicle according to the current road slope;

[0037] The ramp overspeed control module is configured to, when the road on which the vehicle is located is a ramp, use the percentage of the current vehicle speed to the set overspeed limit, the current acceleration and the current road slope as fuzzy control inputs, perform fuzzy reasoning based on set fuzzy rules, obtain an overspeed risk value, and determine the overspeed risk level according to the set first hierarchical control strategy, and control the regenerative braking torque of the travel motor and perform brake energy recovery according to the overspeed risk level;

[0038] The non-slope overspeed control module is configured to determine whether the current vehicle speed exceeds the speed limit according to the set speed limit when the vehicle is on a non-slope road. If the vehicle exceeds the speed limit, the regenerative braking torque of the travel motor is controlled and the braking energy is recovered according to the comparison result between the current acceleration and the set classification threshold value.

[0039] The obstacle collision control module is configured to obtain the distance between the vehicle and the obstacle in front when there is an obstacle in front of the vehicle, and determine the collision risk level according to the set second hierarchical control strategy, and control the regenerative braking torque or mechanical braking torque of the travel motor according to the collision risk level.

[0040] In a third aspect, the present invention provides an electronic device comprising a memory and a processor, and computer instructions stored in the memory and executed on the processor, wherein when the computer instructions are executed by the processor, the method described in the first aspect is performed.

[0041] In a fourth aspect, the present invention provides a computer-readable storage medium for storing computer instructions, wherein when the computer instructions are executed by a processor, the method described in the first aspect is performed.

[0042] In a fifth aspect, the present invention provides a computer program product, comprising a computer program, which, when executed by a processor, implements the method described in the first aspect.

[0043] Compared with the prior art, the present invention has the following beneficial effects:

[0044] The present invention proposes a remote-controlled new energy loader active energy feedback method. By analyzing the vehicle operation data and the distance to the obstacle ahead, it is determined whether the vehicle is speeding or whether there is a risk of collision with the obstacle. When the vehicle is speeding or there is a risk of collision with the obstacle, the active energy feedback mechanism is started, and different regenerative braking torques are sent to the travel motor according to different risk levels to reduce the vehicle speed to a safe range and ensure driving safety. At the same time, alarm signals of different frequencies are sent according to different risk levels, which significantly improves the vehicle driving safety. In addition, the vehicle power consumption is effectively reduced and the vehicle's cruising range is increased through braking energy recovery.

[0045] The active braking energy feedback method proposed in the present invention adopts different energy feedback levels under different risk levels, controls the travel motor to recover braking energy with different regenerative braking torques, converts the recovered kinetic energy into electrical energy, and stores it in the power battery, thereby reducing the vehicle's power consumption and increasing the vehicle's cruising range.

[0046] The present invention aims at the problem that the existing remote driving technology is difficult to respond in time and effectively when facing complex or emergency driving situations, and proposes an active braking energy feedback method. The sensors equipped with the remote-controlled new energy loader are used to measure the real-time motion parameters of the vehicle and the state parameters of the surrounding environment in real time. On this basis, the vehicle's overspeeding tendency on the ramp, the conventional overspeeding tendency or the risk of collision with the obstacle in front are determined, and a multi-level control strategy is formulated. When the vehicle is driving on a ramp, the current overspeeding risk level is predicted by the fuzzy control algorithm, and the corresponding level of regenerative braking torque is sent to the travel motor accordingly, thereby effectively reducing the risk of overspeeding; in terms of conventional overspeeding control, the vehicle overspeeding situation is divided into different levels, and the corresponding regenerative braking torque is sent to the travel motor according to the level to ensure that the vehicle speed is within the allowable range; when there is an obstacle in front of the vehicle, a refined response mechanism is formulated according to the distance between the vehicle and the obstacle in front, and mechanical braking is used in emergency situations, and the braking energy recovery mode is used in other situations to assist the vehicle in achieving safe avoidance; at the same time, under each level of control strategy, the alarm device sends an alarm signal to remind the driver. By taking active energy feedback measures to varying degrees, the vehicle speed is adjusted to a safe range, ultimately enabling the remote-driven new energy loader to effectively ensure driving safety in various complex and emergency driving scenarios. At the same time, braking energy feedback can be used to reduce vehicle power consumption and increase vehicle range.

[0047] Advantages of additional aspects of the present invention will be given in part in the following description, and in part will become obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0049] Figure 1 A flow chart of a method for remotely controlling active energy feedback of a new energy loader provided in Example 1 of the present invention;

[0050] Figure 2 A flow chart of the ramp active prediction overspeed feedback control provided in Example 1 of the present invention;

[0051] Figure 3 A fuzzy control process diagram provided by Example 1 of the present invention;

[0052] 4(a)-(d) are the percentage membership function curve of vehicle speed to set speeding limit, acceleration membership function curve, road slope membership function curve and speeding risk value membership function curve provided in Example 1 of the present invention;

[0053] Figure 5 A conventional overspeed feedback control flow chart provided in Example 1 of the present invention;

[0054] Figure 6 This is a flow chart of brake feedback control for an obstacle ahead provided in Embodiment 1 of the present invention. DETAILED DESCRIPTION

[0055] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0056] It should be noted that the following detailed descriptions are exemplary and are intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present invention belongs.

[0057] It should be noted that the terms used herein are only for describing specific embodiments, and are not intended to limit exemplary embodiments according to the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that the terms "include" and "comprise" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0058] In the absence of conflict, the embodiments of the present invention and the features of the embodiments may be combined with each other.

[0059] The active energy feedback method for remotely controlling a new energy loader proposed in the present invention includes active prediction of overspeed feedback on a slope, conventional overspeed feedback, and feedback when there is an obstacle ahead. In the driving scenario corresponding to the above energy feedback, the vehicle-side controller collects sensor information to determine whether the vehicle is at risk of overspeeding or colliding with surrounding obstacles. If the vehicle is at risk of overspeeding or colliding with surrounding obstacles, the remote-side driver is immediately alerted through the alarm device, and negative torque is sent to the travel motor to recover braking energy and decelerate the vehicle.

[0060] Therefore, in terms of hardware, in addition to the actuator travel motor, there are also various sensors for sensing the vehicle's movement status and sound alarm devices.

[0061] First, let’s introduce the sensor.

[0062] In terms of active prediction of speeding feedback on slopes, it is necessary to judge the tendency of speed exceeding the limit based on the current slope, current speed and current acceleration of the vehicle, and determine the magnitude of the braking energy feedback value based on the degree of speeding tendency. Therefore, the sensors include a speed sensor and an inclination sensor. The speed sensor is installed in the vehicle gearbox to detect the speed of the vehicle. The signal output by the sensor is connected to the controller to calculate the current speed and acceleration of the vehicle. The inclination sensor is used to obtain the posture of the entire vehicle. It is installed on the bottom plane of the cockpit seat. The driving state of the vehicle is determined by measuring the inclination angle of the vehicle. The CAN signal output by the inclination sensor is input into the controller, and the posture information of the vehicle is obtained by parsing the CAN signal.

[0063] In terms of conventional speeding feedback, when a vehicle is driving on a flat road, it is necessary to use a speed sensor to measure the current actual vehicle speed and acceleration to determine the speeding tendency.

[0064] In case of feedback of obstacles ahead, millimeter-wave radar is needed for ranging. The millimeter-wave radar is installed on the front of the vehicle to detect the distance between the vehicle and the obstacles ahead. The millimeter-wave radar outputs CAN signals which are connected to the controller. The position information of the obstacles ahead relative to the vehicle is parsed according to the communication protocol.

[0065] For remote-controlled new energy loaders, the above sensors have already been installed. The method proposed in the present invention utilizes the sensors already installed on the vehicle to implement active energy feedback, without the need for additional sensors and without the cost of new hardware.

[0066] Secondly, the alarm device is installed in the remote cab. If it is detected that the vehicle on the slope has a high risk of speeding, the vehicle on the flat road is speeding, or the vehicle is at risk of colliding with surrounding obstacles, the controller will send different control signals to the alarm device according to the urgency of the situation and sound the alarm at different frequencies to prompt the driver.

[0067] Example 1

[0068] like Figure 1 As shown, this embodiment provides a method for remotely controlling active energy feedback of a new energy loader, comprising:

[0069] Obtain the detection results of the current vehicle speed, current acceleration, current road slope and whether there are obstacles in front of the vehicle, and determine the road condition of the vehicle based on the current road slope;

[0070] When the vehicle is on a slope, the percentage of the current vehicle speed to the set speeding limit, the current acceleration and the current road slope are used as fuzzy control inputs, and fuzzy reasoning is performed based on the set fuzzy rules to obtain the over-limit risk value, and the over-limit risk level is determined according to the set first hierarchical control strategy, and the regenerative braking torque of the travel motor is controlled according to the over-limit risk level and the braking energy is recovered;

[0071] When the vehicle is on a non-slope road, the vehicle is judged whether the current speed exceeds the speed limit according to the set speed limit. If the vehicle exceeds the speed limit, the regenerative braking torque of the travel motor is controlled and the braking energy is recovered according to the comparison result between the current acceleration and the set classification threshold.

[0072] When there is an obstacle in front of the vehicle, the distance between the vehicle and the obstacle in front is obtained, and the collision risk level is determined according to the set second hierarchical control strategy, and the regenerative braking torque or mechanical braking torque of the travel motor is controlled according to the collision risk level.

[0073] The following first introduces the control process of actively predicting overspeed feedback on a slope.

[0074] In this embodiment, on the basis of the above-mentioned hardware, the current vehicle speed, the current acceleration and the current road slope are detected by means of a vehicle speed sensor and an inclination sensor, and a fuzzy control algorithm is used to calculate the over-limit risk value. According to the set hierarchical control strategy, the level of the over-limit risk value is determined, and according to the level of the over-limit risk value, the regenerative braking torque of the travel motor is controlled and braking energy is recovered.

[0075] like Figure 2 As shown, specifically including:

[0076] (1) First, based on the current operation scenario of the loader, the speed limit suitable for the current road conditions is set by fully considering the terrain, road conditions, traffic flow and nature of the operation in the operation area.

[0077] (2) Then, a fuzzy control algorithm for speeding prediction is designed. According to the current vehicle speed, current acceleration and current road slope, the fuzzy control algorithm is used to obtain the speeding risk value P;

[0078] like Figure 3 As shown, specifically:

[0079] (2-1) Fuzzy processing;

[0080] The percentage of the current vehicle speed to the set speeding limit value pct_v, the current acceleration a and the current road slope θ are used as fuzzy control inputs, and the current speeding risk value P is used as output;

[0081] The input variables are fuzzified using trigonometric functions to convert the precise values ​​of the input variables into fuzzy language variable values;

[0082] The fuzzy subsets of each variable are as follows:

[0083] (2-1-1) The current vehicle speed accounts for a percentage of the set speeding limit, pct_v: pct_v = {L, M, H} ∈ [0, 100]; wherein L indicates that the vehicle speed accounts for a small percentage of the set speeding limit, M indicates that the vehicle speed accounts for a medium percentage of the set speeding limit, and H indicates that the vehicle speed accounts for a large percentage of the set speeding limit. ∈ [0, 100] indicates the range of the set vehicle speed as a percentage of the set speeding limit, from 0% (vehicle speed is 0 km / h) to 100% (vehicle speed is equal to the speeding limit set for the current road).

[0084] (2-1-2) Current acceleration a: a = {L, M, H} ∈ [0, 2.5]; where L represents low acceleration, M represents medium acceleration, and H represents high acceleration. ∈ [0, 2.5] represents the set acceleration value range in m / s 2 .

[0085] (2-1-3) Current road slope θ: θ = {L, M, H}∈[0, 30]; where L represents a low slope, M represents a medium slope, and H represents a high slope. ∈[0, 30] represents the set slope value range in degrees.

[0086] (2-1-4) Speeding risk P: P = {VL, L, M, H, VH}∈[0, 100]; where VL indicates a very low speeding risk, L indicates a low speeding risk, M indicates a medium speeding risk, H indicates a high speeding risk, and VH indicates a very high speeding risk. ∈[0, 100] represents the set speeding risk value range, corresponding to the percentage range of the speeding possibility, from 0% (no speeding risk) to 100% (full speeding risk).

[0087] In addition, a suitable membership function should be selected for each input variable to convert all elements in the domain into membership of the fuzzy set. The membership is a real number between [0,1]. The closer it is to 1, the higher the degree to which the element belongs to the set, and the closer it is to 0, the lower the degree to which the element belongs to the set.

[0088] In the fuzzy control algorithm of this embodiment, the membership functions selected by the input and output variables are all triangular functions, and the formula is as follows:

[0089]

[0090] Where a and c determine the foot of the triangular function graph, and b determines the peak of the triangular function graph.

[0091] The graph of the input and output variable membership function is as follows: Figure 4(a)-Figure 4(d) shown.

[0092] (2-2) Formulate if-then fuzzy rules and establish the fuzzy relationship between input variables and output variables;

[0093] By analyzing the speeding situations under different speed percentages, accelerations and road slopes, a series of joint conditions (if part) of the speed percentages, accelerations and road slopes are formulated in the form of if-then fuzzy rules, and corresponding speeding risk assessments (then part) are given for these conditions, as shown in Table 1.

[0094] Table 1 Fuzzy rules table

[0095]

[0096] (2-3) Fuzzy reasoning;

[0097] Based on the preset fuzzy rule set, the Mamdani method is used to perform fuzzy reasoning on the fuzzy values ​​of the input variables (the current vehicle speed as a percentage of the set speeding limit, the current acceleration and the current road slope), and the current speeding risk fuzzy set is inferred based on this. The speeding risk fuzzy set contains the possible value range of the current speeding risk and its corresponding membership degree.

[0098] (2-4) Defuzzification;

[0099] The centroid method is used to clarify the fuzzy quantity obtained after fuzzy reasoning to obtain the corresponding accurate speeding risk value:

[0100]

[0101] Among them, x o is the speeding risk value obtained by defuzzification using the centroid method, x is a point within the possible value range of the current speeding risk, and u N (x) is the membership degree at point x in the speeding risk fuzzy set.

[0102] (3) According to the set first-level control strategy, the over-limit risk level is determined. According to the over-limit risk level, the regenerative braking torque of the travel motor is controlled and the braking energy is recovered to adapt to different degrees of over-limit risks, reduce vehicle power consumption, and ensure driving safety. At the same time, the frequency of the alarm signal emitted by the alarm device is dynamically adjusted according to the over-limit risk level. The higher the over-limit risk level, the higher the alarm signal frequency, so as to remind the driver to pay attention to the over-limit risk.

[0103] Specifically:

[0104] (3-1) A first speeding risk threshold and a second speeding risk threshold are set, and the first speeding risk threshold is smaller than the second speeding risk threshold; for example, the first speeding risk threshold is set to 30%, and the second speeding risk threshold is set to 60%.

[0105] (3-2) When the speeding risk value is greater than or equal to 0 and less than the first speeding risk threshold (e.g., when the speeding risk value is within the range of 0% to 30%), the level 1 speeding risk control mode is activated;

[0106] At this time, the alarm device in the remote cab sends out a low-frequency alarm signal to draw the driver's attention to the potential risk of speeding; at the same time, a command is sent to the travel motor to apply a level 1 regenerative braking torque to it, aiming to achieve slight braking of the vehicle. Through this braking process, the braking energy will be recovered and converted into electrical energy to charge the vehicle battery.

[0107] (3-3) When the speeding risk value is greater than or equal to the first speeding risk threshold and less than the second speeding risk threshold (e.g., when the speeding risk value rises to the range of 30% to 60%), the level 2 speeding risk control mode is activated;

[0108] At this time, the alarm device sends out a medium-frequency alarm signal to warn the driver more strongly; at the same time, it sends a second-level regenerative braking torque to the travel motor, which is greater than the first-level regenerative braking torque, so that the vehicle can achieve a more obvious deceleration effect. This level of control not only helps to reduce the vehicle speed more quickly, but also further recovers more braking energy.

[0109] (3-4) When the speeding risk value is greater than or equal to the second speeding risk threshold (e.g., when the speeding risk value reaches 60% or more), the level 3 speeding risk control mode is activated;

[0110] At this time, the alarm device sends out a high-frequency alarm signal to remind the driver to pay attention to driving safety to the greatest extent; at the same time, it sends a level 3 regenerative braking torque to the travel motor. The level 3 regenerative braking torque sent is greater than the level 2 regenerative braking torque. By applying the maximum regenerative braking torque, the vehicle can quickly reduce its speed to a normal range. At the same time, the vehicle will fully recover braking energy.

[0111] It can be understood that the size of the regenerative braking torque issued by the above three control levels needs to be accurately calculated and set according to the specific technical parameters of the vehicle; in addition, the charge state of the power battery will be judged during the braking energy recovery process. If the current battery capacity can provide energy feedback, it will ensure driving safety while achieving efficient recovery and utilization of braking energy.

[0112] In this embodiment, if Figure 5 The control flow in conventional overspeed feedback is shown.

[0113] Specifically include:

[0114] When the vehicle is traveling on a regular road (i.e., not on a slope), the on-board system continuously monitors the current vehicle speed v and sets the vehicle speed according to the set speed limit v. 限定 Determine whether the current vehicle speed exceeds the speed limit. If the current vehicle speed is less than the set speed limit, it means that the vehicle is not speeding and no response action is taken. Otherwise, it means that the current vehicle speed exceeds the speed limit. Then, the speeding situation is graded according to the current acceleration a and the set classification threshold.

[0115] This embodiment sets a two-level overspeed control strategy:

[0116] (1) When the vehicle speed exceeds the speed limit and a is less than or equal to the set classification threshold (e.g. 1 m / s 2 ), the current vehicle speed exceeds the speed limit at a slower speed. The speeding situation at this time is defined as general speeding, triggering the level 1 speeding risk control mode;

[0117] In this control mode, the alarm device sends out a low-frequency alarm signal to remind the driver to pay attention to the vehicle speed; at the same time, a level 1 regenerative braking torque is applied to the travel motor. This level of regenerative braking torque is relatively small. Its purpose is to reduce the vehicle speed and remind the driver to pay attention to controlling the vehicle speed to ensure driving stability and safety.

[0118] (2) When the vehicle speed exceeds the speed limit and a is greater than the set classification threshold (e.g. 1 m / s 2 ), the current vehicle speed exceeds the speed limit at a faster rate. The speeding situation at this time is defined as severe speeding, triggering the Level 2 speeding risk control mode.

[0119] In this control mode, the alarm device sends out a high-frequency alarm signal to alert the driver to slow down in time; at the same time, a second-level regenerative braking torque is applied to the travel motor. The second-level regenerative braking torque is greater than the first-level regenerative braking torque, and the braking effect is more significant to ensure that the vehicle returns to a safe speed range as soon as possible. In addition, the obvious deceleration feeling generated by this braking process can further remind the driver to pay attention to controlling the vehicle speed.

[0120] It is understandable that the specific value of the regenerative braking torque sent to the travel motor in each control mode needs to be accurately calculated and set according to the specific technical parameters of the vehicle to ensure the accuracy and effectiveness of the braking effect.

[0121] In this embodiment, if Figure 6 The figure shows the control flow of brake feedback when there is an obstacle ahead.

[0122] When the millimeter-wave radar detects an obstacle in front of the vehicle, the alarm device sends out alarm signals of different frequencies to remind the driver to avoid it according to the distance between the vehicle and the obstacle. The closer the obstacle is to the vehicle, the higher the frequency of the alarm signal. In addition, according to the distance I between the vehicle and the obstacle, the set second-level control strategy is adopted to determine the collision risk level and achieve different degrees of active energy feedback.

[0123] Specifically, the second hierarchical control strategy is divided into three levels:

[0124] (1) A first collision risk threshold, a second collision risk threshold, and a third collision risk threshold are set, and the first collision risk threshold is greater than the second collision risk threshold, and the second collision risk threshold is greater than the third collision risk threshold; for example, the first collision risk threshold is set to 10 m, the second collision risk threshold is set to 5 m, and the third collision risk threshold is set to 1 m.

[0125] (2) When the distance between the vehicle and the obstacle ahead is greater than or equal to the first collision risk threshold, it indicates that there is no collision risk and no response action is taken.

[0126] (3) When the distance between the vehicle and the obstacle ahead is less than the first collision risk threshold and greater than or equal to the second collision risk threshold (e.g., when the distance between the vehicle and the obstacle ahead is within the range of 10m to 5m), the Level 1 speeding risk control mode is activated;

[0127] At this time, the alarm device sends out a low-frequency alarm signal and sends a level 1 regenerative braking torque to the travel motor. The regenerative braking torque is relatively small, and the vehicle will begin to decelerate slightly to remind the driver to pay attention to obstacles ahead and provide enough time to react, such as avoiding or further decelerating through the steering wheel or pedals.

[0128] (4) When the distance between the vehicle and the obstacle ahead is less than the second collision risk threshold and greater than or equal to the third collision risk threshold (e.g., when the distance between the vehicle and the obstacle ahead is within the range of 5m to 1m), the Level 2 speeding risk control mode is activated;

[0129] At this time, the alarm device emits a medium-frequency alarm signal and sends a level 2 regenerative braking torque to the travel motor. The level 2 regenerative braking torque is greater than the level 1 regenerative braking torque, so the vehicle will decelerate more significantly, further reminding the driver and prompting him to take emergency avoidance measures.

[0130] (5) When the distance between the vehicle and the obstacle ahead is less than the third collision risk threshold, the distance to the obstacle is too close and the Level 3 speeding risk control mode is activated;

[0131] At this time, the alarm device sends out a high-frequency alarm signal. At the same time, in order to ensure the absolute safety of the vehicle, it no longer performs brake energy recovery. Instead, it directly triggers the mechanical braking system to send mechanical braking force to the travel motor to achieve emergency braking of the vehicle, so as to stop the vehicle in the shortest time and avoid collision between the vehicle and obstacles.

[0132] It can be understood that the regenerative braking torque generated in the Level 1 and Level 2 overspeed risk control modes, as well as the mechanical braking torque generated in the Level 3 overspeed risk control mode, need to be accurately calculated based on the vehicle's own parameters so that the vehicle can safely pass through the obstacle area.

[0133] This embodiment proposes an active braking energy feedback method to solve the problem that existing remote driving technology is difficult to respond promptly and effectively when facing complex or emergency driving situations. The sensors equipped with the remote-controlled new energy loader are used to measure the real-time motion parameters of the vehicle and the state parameters of the surrounding environment in real time. On this basis, the vehicle's speeding tendency on the slope, the normal speeding tendency or the risk of collision with the obstacle ahead are determined, and a multi-level control strategy is formulated.

[0134] When the vehicle is driving on a slope, the fuzzy control algorithm predicts the current speeding risk level based on the real-time monitoring of vehicle speed, acceleration and slope, and sends the corresponding level of regenerative braking torque to the travel motor accordingly, thereby effectively reducing the risk of speeding; in terms of conventional speeding control, the vehicle speeding situation is divided into different levels according to the current vehicle speed and acceleration, and the corresponding regenerative braking torque is sent to the travel motor according to the level to ensure that the vehicle speed is within the allowable range; when there is an obstacle in front of the vehicle, a refined response mechanism is formulated based on the distance between the vehicle and the obstacle in front, and mechanical braking is used in emergency situations, and the braking energy recovery mode is used in other situations to assist the vehicle in achieving safe avoidance. At the same time, under the control strategies at all levels, the alarm device sends an alarm signal to remind the driver.

[0135] The method of this embodiment adjusts the vehicle speed to a safe range by taking active energy feedback measures to varying degrees, thereby ultimately enabling the remote-controlled new energy loader to effectively ensure driving safety in various complex and emergency driving scenarios. At the same time, the vehicle's power consumption is reduced and the vehicle's cruising range is increased through braking energy feedback.

[0136] Example 2

[0137] This embodiment provides a remote control new energy loader active energy feedback system, including:

[0138] An acquisition module is configured to acquire the detection results of the current vehicle speed, the current acceleration, the current road slope and whether there is an obstacle in front of the vehicle, and determine the road condition of the vehicle according to the current road slope;

[0139] The ramp overspeed control module is configured to, when the road on which the vehicle is located is a ramp, use the percentage of the current vehicle speed to the set overspeed limit, the current acceleration and the current road slope as fuzzy control inputs, perform fuzzy reasoning based on set fuzzy rules, obtain an overspeed risk value, and determine the overspeed risk level according to the set first hierarchical control strategy, and control the regenerative braking torque of the travel motor and perform brake energy recovery according to the overspeed risk level;

[0140] The non-slope overspeed control module is configured to determine whether the current vehicle speed exceeds the speed limit according to the set speed limit when the vehicle is on a non-slope road. If the vehicle exceeds the speed limit, the regenerative braking torque of the travel motor is controlled and the braking energy is recovered according to the comparison result between the current acceleration and the set classification threshold value.

[0141] The obstacle collision control module is configured to obtain the distance between the vehicle and the obstacle in front when there is an obstacle in front of the vehicle, and determine the collision risk level according to the set second hierarchical control strategy, and control the regenerative braking torque or mechanical braking torque of the travel motor according to the collision risk level.

[0142] In this embodiment, the fuzzy reasoning process includes:

[0143] The current vehicle speed is used as a percentage of the set speeding limit, the current acceleration and the current road slope, and a triangular membership function is used for fuzzy processing;

[0144] In the form of if-then fuzzy rules, the joint conditions of the current vehicle speed as a percentage of the set speeding limit, the current acceleration and the current road slope are formulated, and the corresponding speeding risk assessment is given according to the joint conditions, thereby establishing fuzzy rules including the fuzzy relationship between input and output;

[0145] Based on fuzzy rules, fuzzy reasoning is performed on the input fuzzy values ​​to obtain a speeding risk fuzzy set, which includes the possible value range of the current speeding risk and its corresponding membership degree.

[0146] The speeding risk fuzzy set is defuzzified using the centroid method to obtain the speeding risk value.

[0147] In this embodiment, the process of controlling the regenerative braking torque of the travel motor according to the over-limit risk level includes:

[0148] Setting a first speeding risk threshold and a second speeding risk threshold, wherein the first speeding risk threshold is less than the second speeding risk threshold;

[0149] When the overspeed risk value is greater than or equal to 0 and less than the first overspeed risk threshold, the level 1 overspeed risk control mode is activated, and a level 1 regenerative braking torque is applied to the travel motor;

[0150] When the overspeed risk value is greater than or equal to the first overspeed risk threshold and less than the second overspeed risk threshold, the level 2 overspeed risk control mode is activated, and the level 2 regenerative braking torque is applied to the travel motor;

[0151] When the overspeed risk value is greater than or equal to the second overspeed risk threshold, the level 3 overspeed risk control mode is activated, and the level 3 regenerative braking torque is applied to the travel motor;

[0152] Among them, the level 3 regenerative braking torque is greater than the level 2 regenerative braking torque, and the level 2 regenerative braking torque is greater than the level 1 regenerative braking torque.

[0153] In this embodiment, the process of controlling the regenerative braking torque of the travel motor according to the comparison result between the current acceleration and the set classification threshold value includes:

[0154] If the current acceleration is less than or equal to the set classification threshold, the level 1 overspeed risk control mode is triggered and the level 1 regenerative braking torque is applied to the travel motor;

[0155] If the current acceleration is greater than the set classification threshold, the level 2 overspeed risk control mode is triggered, and the level 2 regenerative braking torque is applied to the travel motor. The level 2 regenerative braking torque is greater than the level 1 regenerative braking torque.

[0156] In this embodiment, the process of controlling the regenerative braking torque or mechanical braking torque of the travel motor according to the collision risk level includes:

[0157] Setting a first collision risk threshold, a second collision risk threshold and a third collision risk threshold, wherein the first collision risk threshold is greater than the second collision risk threshold, and the second collision risk threshold is greater than the third collision risk threshold;

[0158] When the distance between the vehicle and the obstacle ahead is less than the first collision risk threshold and greater than or equal to the second collision risk threshold, the level 1 overspeed risk control mode is activated, and the level 1 regenerative braking torque is applied to the travel motor;

[0159] When the distance between the vehicle and the obstacle ahead is less than the second collision risk threshold and greater than or equal to the third collision risk threshold, the level 2 overspeed risk control mode is activated, and a level 2 regenerative braking torque is applied to the travel motor; the level 2 regenerative braking torque is greater than the level 1 regenerative braking torque;

[0160] When the distance between the vehicle and the obstacle ahead is less than the third collision risk threshold, the Level 3 overspeed risk control mode is activated, braking energy recovery is not performed, the mechanical braking system is triggered, and a mechanical braking torque is sent to the travel motor.

[0161] In this embodiment, alarm signals of different frequencies are issued in different levels of overspeed risk control modes, and the higher the level of the overspeed risk control mode, the higher the frequency of the alarm signal.

[0162] It should be noted that the above modules correspond to the steps described in Example 1, and the examples and application scenarios implemented by the above modules and the corresponding steps are the same, but are not limited to the contents disclosed in the above Example 1. It should be noted that the above modules, as part of the system, can be executed in a computer system such as a set of computer executable instructions.

[0163] In further embodiments, there is also provided:

[0164] An electronic device includes a memory and a processor, and computer instructions stored in the memory and executed on the processor, wherein when the computer instructions are executed by the processor, the method described in Embodiment 1 is performed. For the sake of brevity, it will not be described in detail here.

[0165] It should be understood that in this embodiment, the processor may be a central processing unit CPU, and the processor may also be other general-purpose processors, digital signal processors DSP, application-specific integrated circuits ASIC, off-the-shelf programmable gate arrays FPGA or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

[0166] The memory may include a read-only memory and a random access memory, and provide instructions and data to the processor. A portion of the memory may also include a non-volatile random access memory. For example, the memory may also store information about the device type.

[0167] A computer-readable storage medium is used to store computer instructions, and when the computer instructions are executed by a processor, the method described in Example 1 is completed.

[0168] The method in Example 1 can be directly embodied as a hardware processor, or a combination of hardware and software modules in the processor. The software module can be located in a mature storage medium in the field such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or an electrically erasable programmable memory, a register, etc. The storage medium is located in the memory, and the processor reads the information in the memory and completes the steps of the above method in combination with its hardware. To avoid repetition, it is not described in detail here.

[0169] A computer program product includes a computer program, and when the computer program is executed by a processor, the method described in embodiment 1 is implemented.

[0170] The present invention also provides at least one computer program product tangibly stored on a non-transitory computer-readable storage medium. The computer program product includes computer executable instructions, such as instructions included in a program module, which are executed in a device on a real or virtual processor of the target to perform the process / method as described above. Typically, program modules include routines, programs, libraries, objects, classes, components, data structures, etc. that perform specific tasks or implement specific abstract data types. In various embodiments, the functions of program modules can be combined or divided between program modules as needed. Machine executable instructions for program modules can be executed in local or distributed devices. In distributed devices, program modules can be located in local and remote storage media.

[0171] The computer program code for implementing the method of the present invention can be written in one or more programming languages. These computer program codes can be provided to the processor of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the computer or other programmable data processing device, causes the function / operation specified in the flow chart and / or block diagram to be implemented. The program code can be executed completely on a computer, partially on a computer, as an independent software package, partially on a computer and partially on a remote computer or completely on a remote computer or server.

[0172] In the context of the present invention, computer program codes or related data may be carried by any appropriate carrier to enable a device, apparatus or processor to perform the various processes and operations described above. Examples of carriers include signals, computer readable media, etc. Examples of signals may include electrical, optical, radio, acoustic or other forms of propagation signals, such as carrier waves, infrared signals, etc.

[0173] Those of ordinary skill in the art will appreciate that the units and algorithm steps of each example described in conjunction with this embodiment can be implemented in electronic hardware or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0174] Although the above describes the specific implementation mode of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without creative work are still within the scope of protection of the present invention.

Claims

1. A remote control method for active energy feedback of a new energy loader, characterized in that: include: Obtain the detection results of the current vehicle speed, current acceleration, current road slope and whether there are obstacles in front of the vehicle, and determine the road condition of the vehicle based on the current road slope; When the vehicle is on a slope, the percentage of the current vehicle speed to the set speeding limit, the current acceleration and the current road slope are used as fuzzy control inputs, and fuzzy reasoning is performed based on the set fuzzy rules to obtain the over-limit risk value, and the over-limit risk level is determined according to the set first hierarchical control strategy, and the regenerative braking torque of the travel motor is controlled according to the over-limit risk level and the braking energy is recovered; When the vehicle is on a non-slope road, the vehicle is judged whether the current speed exceeds the speed limit according to the set speed limit. If the vehicle exceeds the speed limit, the regenerative braking torque of the travel motor is controlled and the braking energy is recovered according to the comparison result between the current acceleration and the set classification threshold. When there is an obstacle in front of the vehicle, the distance between the vehicle and the obstacle in front is obtained, and the collision risk level is determined according to the set second hierarchical control strategy, and the regenerative braking torque or mechanical braking torque of the travel motor is controlled according to the collision risk level.

2. A remote control method for active energy feedback of a new energy loader as claimed in claim 1, characterized in that: The process of fuzzy reasoning includes: The current vehicle speed is used as a percentage of the set speeding limit, the current acceleration and the current road slope, and a triangular membership function is used for fuzzy processing; In the form of if-then fuzzy rules, the joint conditions of the current vehicle speed as a percentage of the set speeding limit, the current acceleration and the current road slope are formulated, and the corresponding speeding risk assessment is given according to the joint conditions, thereby establishing fuzzy rules including the fuzzy relationship between input and output; Based on fuzzy rules, fuzzy reasoning is performed on the input fuzzy values ​​to obtain a speeding risk fuzzy set, which includes the possible value range of the current speeding risk and its corresponding membership degree. The speeding risk fuzzy set is defuzzified using the centroid method to obtain the speeding risk value.

3. A remote control method for active energy feedback of a new energy loader as claimed in claim 1, characterized in that: The process of controlling the regenerative braking torque of the travel motor according to the over-limit risk level includes: Setting a first speeding risk threshold and a second speeding risk threshold, wherein the first speeding risk threshold is less than the second speeding risk threshold; When the overspeed risk value is greater than or equal to 0 and less than the first overspeed risk threshold, the level 1 overspeed risk control mode is activated, and a level 1 regenerative braking torque is applied to the travel motor; When the overspeed risk value is greater than or equal to the first overspeed risk threshold and less than the second overspeed risk threshold, the level 2 overspeed risk control mode is activated, and the level 2 regenerative braking torque is applied to the travel motor; When the overspeed risk value is greater than or equal to the second overspeed risk threshold, the level 3 overspeed risk control mode is activated, and the level 3 regenerative braking torque is applied to the travel motor; Among them, the level 3 regenerative braking torque is greater than the level 2 regenerative braking torque, and the level 2 regenerative braking torque is greater than the level 1 regenerative braking torque.

4. A remote control method for active energy feedback of a new energy loader as claimed in claim 1, characterized in that: The process of controlling the regenerative braking torque of the travel motor according to the comparison result between the current acceleration and the set classification threshold value includes: If the current acceleration is less than or equal to the set classification threshold, the level 1 overspeed risk control mode is triggered and the level 1 regenerative braking torque is applied to the travel motor; If the current acceleration is greater than the set classification threshold, the level 2 overspeed risk control mode is triggered, and the level 2 regenerative braking torque is applied to the travel motor. The level 2 regenerative braking torque is greater than the level 1 regenerative braking torque.

5. A remote control method for active energy feedback of a new energy loader as claimed in claim 1, characterized in that: The process of controlling the regenerative braking torque or mechanical braking torque of the travel motor according to the collision risk level includes: Setting a first collision risk threshold, a second collision risk threshold and a third collision risk threshold, wherein the first collision risk threshold is greater than the second collision risk threshold, and the second collision risk threshold is greater than the third collision risk threshold; When the distance between the vehicle and the obstacle ahead is less than the first collision risk threshold and greater than or equal to the second collision risk threshold, the level 1 overspeed risk control mode is activated, and the level 1 regenerative braking torque is applied to the travel motor; When the distance between the vehicle and the obstacle ahead is less than the second collision risk threshold and greater than or equal to the third collision risk threshold, the level 2 overspeed risk control mode is activated, and a level 2 regenerative braking torque is applied to the travel motor; the level 2 regenerative braking torque is greater than the level 1 regenerative braking torque; When the distance between the vehicle and the obstacle ahead is less than the third collision risk threshold, the Level 3 overspeed risk control mode is activated, braking energy recovery is not performed, the mechanical braking system is triggered, and a mechanical braking torque is sent to the travel motor.

6. A remote control method for active energy feedback of a new energy loader as described in any one of claims 3 to 5, characterized in that: Different frequencies of alarm signals are issued under different levels of overspeed risk control modes, and the higher the level of the overspeed risk control mode, the higher the frequency of the alarm signal.

7. A remote controlled new energy loader active energy feedback system, characterized in that: include: An acquisition module is configured to acquire the detection results of the current vehicle speed, the current acceleration, the current road slope and whether there is an obstacle in front of the vehicle, and determine the road condition of the vehicle according to the current road slope; The ramp overspeed control module is configured to, when the road on which the vehicle is located is a ramp, use the percentage of the current vehicle speed to the set overspeed limit, the current acceleration and the current road slope as fuzzy control inputs, perform fuzzy reasoning based on set fuzzy rules, obtain an overspeed risk value, and determine the overspeed risk level according to the set first hierarchical control strategy, and control the regenerative braking torque of the travel motor and perform brake energy recovery according to the overspeed risk level; The non-slope overspeed control module is configured to determine whether the current vehicle speed exceeds the speed limit according to the set speed limit when the vehicle is on a non-slope road. If the vehicle exceeds the speed limit, the regenerative braking torque of the travel motor is controlled and the braking energy is recovered according to the comparison result between the current acceleration and the set classification threshold value. The obstacle collision control module is configured to obtain the distance between the vehicle and the obstacle in front when there is an obstacle in front of the vehicle, and determine the collision risk level according to the set second hierarchical control strategy, and control the regenerative braking torque or mechanical braking torque of the travel motor according to the collision risk level.

8. An electronic device, characterized in that: The method comprises a memory and a processor and computer instructions stored in the memory and executed on the processor, wherein when the computer instructions are executed by the processor, the method according to any one of claims 1 to 6 is completed.

9. A computer-readable storage medium, characterized in that: Used to store computer instructions, which, when executed by a processor, complete the method described in any one of claims 1 to 6.

10. A computer program product, characterized in that The invention comprises a computer program, which, when executed by a processor, implements the method according to any one of claims 1 to 6.

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