Control method, device and system for explosion-proof electric trackless rubber-tyred vehicle

Abstract

The control method, device and system of the explosion-proof electric trackless rubber-tyred vehicle provided by the present application specifically relate to the field of electrical automatic control technology. The method selects an operating mode according to an input signal to control the rubber-tyred vehicle. The operating modes include a driving operating mode, a braking operating mode and an automatic downhill mode. In the driving operating mode, the SRD switched reluctance motor is driven to operate by a power source. In the braking operating mode or the automatic downhill mode, the SRD switched reluctance motor reverses the motor controller to make the SRD switched reluctance motor in a power generation state. The vehicle controller coordinates the energy distribution of the lithium battery module, the supercapacitor module and the three-in-one motor controller through the CAN bus to convert the gravitational potential energy into electrical energy. The problem of high energy consumption of long downhill braking of rubber-tyred vehicles and the problem of low efficiency of maintenance personnel are solved. Thereby reducing energy consumption loss, increasing endurance, improving the operating safety of rubber-tyred vehicles, and improving the efficiency of maintenance personnel.

Description

Technical Field

[0001] The present invention relates to the technical field of electrical automatic control, and in particular to a control method, device and system for an explosion-proof electric trackless rubber-tyred vehicle. Background Art

[0002] In recent years, with the increasing global attention to environmental protection and energy efficiency, underground mining explosion-proof electric trackless rubber-tyred vehicles, as an emerging force in the field of mine transportation, have rapidly become popular in mines at home and abroad and have shown broad development prospects with their significant advantages such as zero pollution, low noise, high efficiency and energy saving, and high mobility. However, with its widespread application in mine operations, a series of technical challenges have also emerged. Under complex mine conditions, rubber-tyred vehicles need to cope with long-distance, steep uphill and downhill sections, which places extremely high demands on the vehicle's power system, braking system and battery management system. Especially during the downhill process, how to effectively control the speed and braking to prevent brake failure and overheating explosion has become a key issue that needs to be solved urgently. At the same time, the power demand and battery life issues when going uphill also pose a severe test to the performance of new energy rubber-tyred vehicles. In addition, long-term underground operation also places higher requirements on the durability and maintenance of lithium battery modules, making how to perform daily maintenance efficiently and safely another focus of industry attention.

[0003] In the face of the above challenges, traditional existing technologies mainly try to solve them in the following ways: First, the application of mechanical brake systems limits the vehicle speed by increasing mechanical friction resistance, but this method is prone to safety hazards such as operator fatigue, brake failure, and overheating and explosion; second, the use of explosion-proof brake resistor boxes can reduce the vehicle speed by consuming the system power generation when going downhill, but the surface temperature of the resistor box rises sharply after long-term operation, which not only affects the safety of the equipment, but also violates the energy consumption management principle of new energy vehicles; finally, a more sophisticated power management strategy is proposed, that is, to estimate the amount of power that can be generated during the downhill process based on the mine transportation workload, and adjust the initial charge of the vehicle accordingly to avoid overcharging the lithium battery module, but this method is cumbersome to operate and limits the flexibility and long-range advantages of new energy rubber-wheeled vehicles. Although these traditional solutions have alleviated the problem to a certain extent, none of them has fundamentally solved the technical difficulties of new energy rubber-wheeled vehicles in mine operations, and further technical innovation and optimization are still needed.

[0004] In summary, how to solve the problem of large downhill braking energy consumption of existing rubber-tyred vehicles and low efficiency of maintenance personnel is a difficult problem that needs to be solved urgently in this technical field. Summary of the invention

[0005] The main purpose of the present invention is to provide a control method, device and system for an explosion-proof electric trackless rubber-tyred vehicle, so as to at least solve the technical problems of long downhill braking energy consumption and maintenance personnel efficiency of existing rubber-tyred vehicles, thereby saving long downhill braking energy consumption of the rubber-tyred vehicle and improving the maintenance personnel efficiency of the rubber-tyred vehicle.

[0006] In order to achieve the above-mentioned object, the present invention provides a control method, device and system for an explosion-proof electric trackless rubber-tyred vehicle.

[0007] In a first aspect, the present invention provides a control method for an explosion-proof electric trackless rubber-tyred vehicle, comprising:

[0008] Collecting input signals, wherein the collected input signals are used to select an operation mode of the rubber-tyred trackless vehicle;

[0009] Selecting an operation mode of the rubber-tyred trackless vehicle according to the input signal to control the rubber-tyred vehicle, wherein the operation mode includes: a driving operation mode, a braking operation mode and an automatic downhill mode;

[0010] When the input signal meets the preset conditions of the driving operation mode, the operation mode is switched to the driving operation mode, and the driving operation mode is used to indicate that the rubber-wheeled vehicle is in a driving operation state; when the SOC remaining power of the supercapacitor module or the lithium battery module corresponding to the rubber-wheeled vehicle meets the first preset threshold value, the three-in-one motor controller is used to convert the DC voltage of the supercapacitor module or the lithium battery module into the three-phase power voltage required by the SRD switched reluctance motor, and finally the three-phase power voltage is used by the SRD switched reluctance motor to drive the wheels of the rubber-wheeled vehicle to run through the front and rear reduction bridges;

[0011] When the input signal meets the preset condition of the braking operation mode, the operation mode is switched to the braking operation mode, and the braking operation mode is used to indicate that the SRD switched reluctance motor of the rubber-wheeled vehicle reverses the motor controller under the action of inertia to put the SRD switched reluctance motor in a power generation state, and the vehicle master controller coordinates the energy distribution of the lithium battery module and the three-in-one motor controller through CAN bus communication according to the signal instructions of the accelerator pedal and gear position corresponding to the rubber-wheeled vehicle;

[0012] When the input signal meets the preset conditions of the downhill automatic mode, the operating mode is switched to the downhill automatic mode. The downhill automatic mode is used to indicate that under the action of the vehicle gravity, the SRD switched reluctance motor of the rubber-wheeled vehicle reverses the motor controller to put the SRD switched reluctance motor in a power generation state. When the SOC remaining power of the lithium battery module or the supercapacitor module meets the second preset threshold, the vehicle master controller coordinates the energy distribution of the lithium battery module or the supercapacitor module and the three-in-one motor controller through the CAN bus communication.

[0013] Optionally, the vehicle master controller is used to receive and process signal instructions of the accelerator pedal and gear position corresponding to the rubber-wheeled vehicle, and monitor the SOC remaining power of the lithium battery module and the supercapacitor module, and select the corresponding power source for energy distribution based on the monitoring results and the first preset threshold and the second preset threshold.

[0014] In a second aspect, the present invention provides a control device for an explosion-proof electric trackless rubber-tyred vehicle, the device being applied to the control method described in the first aspect, the device comprising:

[0015] Three-in-one motor controller, used to convert the DC voltage of the lithium battery module or supercapacitor module into the three-phase power voltage required by the motor;

[0016] An SRD switched reluctance motor, the SRD switched reluctance motor is connected to the three-in-one motor controller, and the SRD switched reluctance motor is used to drive the wheels of the rubber-wheeled vehicle to run through the front and rear reduction bridges according to the three-phase power voltage;

[0017] The vehicle master controller is connected to the three-in-one motor controller, and is used to receive signal instructions from the accelerator pedal and gear position of the rubber-wheeled vehicle, coordinate the energy distribution of the lithium battery module, the supercapacitor module and the three-in-one motor controller through the CAN bus communication network, monitor the SOC remaining power of the lithium battery module and the supercapacitor module, and select the corresponding power source according to the monitoring results and the preset threshold value.

[0018] Optionally, the control device further includes:

[0019] A lithium battery module, used as a first power source;

[0020] Supercapacitor module, used as a second power source;

[0021] A CAN bus communication network, wherein the lithium battery module and the super capacitor module are connected to the vehicle master controller via the CAN bus communication network, and the CAN bus communication network is used to realize communication among the vehicle master controller, the three-in-one motor controller, the lithium battery module and the super capacitor module.

[0022] In a third aspect, the present invention provides a control system for an explosion-proof electric trackless rubber-tyred vehicle, the control system comprising: the control device described in the second aspect, and a cloud management service platform, the cloud management service platform being connected to the control device; the cloud management service platform comprising:

[0023] The vehicle-mounted device is provided with a first 5G wireless terminal and a 5G_TO_CAN transparent transmission module, and the vehicle-mounted device is used to convert the real-time operation data of the overall electric control system of the rubber-wheeled vehicle into a 5G signal communication data format and send it through the 5G wireless terminal and the 5G_TO_CAN transparent transmission module;

[0024] A ground cloud platform service center is provided with a second 5G wireless terminal and a cloud platform server, and the ground cloud platform service center is used to receive the real-time operation data sent by the vehicle-mounted device through the 5G wireless terminal and the cloud platform server, and perform data classification, analysis, modeling, human-computer exchange and storage;

[0025] The cloud platform data terminal is used to display the data after the ground cloud platform service center classifies, analyzes, models, exchanges human-computer interaction and stores the real-time operation data.

[0026] Optionally, the cloud management service platform is used to transmit the operating data of the rubber-tyred vehicle to different clients through a cloud platform network for real-time monitoring and deployment.

[0027] In a fourth aspect, the present invention provides a computer program product, comprising a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program runs on a computer, it is used to execute the control method described in the first aspect.

[0028] Optionally, the computer-readable storage medium is any one of a USB flash drive, a mobile hard disk, a read-only memory, a random access memory, a magnetic disk or an optical disk.

[0029] The control method, device and system of the explosion-proof electric trackless rubber-wheeled vehicle provided by the present application, in terms of the control method, the present invention collects input signals and intelligently selects three operating modes: driving, braking and automatic downhill operation. In the driving mode, when the remaining power of the supercapacitor SOC meets the preset conditions, the three-in-one motor controller is used to convert the DC voltage into a three-phase power voltage to drive the SRD switch reluctance motor to operate. In the braking and downhill automatic modes, the motor reverses the motor controller to generate electricity, and the vehicle master controller coordinates the energy distribution of the lithium battery module or the supercapacitor module and the three-in-one motor controller through the CAN bus to achieve energy recovery. In terms of the control device, the control device provided by the present invention includes a three-in-one motor controller, an SRD switch reluctance motor, a vehicle master controller, and the like. The device can receive accelerator pedal and gear signals, realize communication between components through the CAN bus, and intelligently select the power source for energy distribution according to the SOC remaining power of the lithium battery module and the supercapacitor module. In terms of the control system, the present invention introduces a cloud management service platform based on the control device. The platform collects and transmits the operating data of the vehicle's electronic control system to the ground cloud platform service center in real time through the 5G wireless terminal and 5G_TO_CAN transparent transmission module of the vehicle-mounted equipment. The service center classifies, analyzes, models, exchanges man-machine data and stores the data, and displays the processed data through the cloud platform data terminal to achieve remote monitoring and deployment of the vehicle. In addition, the present invention also provides a computer program product, which can execute the above-mentioned control method when running on a computer. The program is stored in a variety of computer-readable storage media for easy access and use by users. The present invention solves the problem of energy consumption of rubber-wheeled vehicle downhill braking and the problem of maintenance personnel efficiency. Thereby saving the energy consumption of rubber-wheeled vehicle downhill braking and improving the efficiency of maintenance personnel. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The drawings constituting a part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0031] Figure 1 A flow chart of a control method for an explosion-proof electric trackless rubber-tyred vehicle provided in this application;

[0032] Figure 2 A schematic diagram of a control device for an explosion-proof electric trackless rubber-tyred vehicle provided in this application;

[0033] Figure 3 Schematic diagram of the control system of the explosion-proof electric trackless rubber-tyred vehicle provided in this application.

[0034] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solutions and advantages of this application clearer, the technical solutions in this application will be clearly and completely described below in conjunction with the drawings in this application. Obviously, the described embodiments are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0036] The terms "first", "second", "third", "fourth", etc. (if any) in the description and claims of the present invention and the above drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in sequences other than those illustrated or described herein.

[0037] In the present invention, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in this application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0038] The control method, device and system of the explosion-proof electric trackless rubber-tyred vehicle provided by the present application intelligently selects three operation modes: driving, braking and automatic downhill operation by collecting input signals. In the driving operation mode, the supercapacitor or lithium battery is used for power supply; when braking and downhill operation, the motor reverses to generate electricity, and the vehicle master controller intelligently allocates energy through the CAN bus, thereby reducing energy consumption and improving the efficiency of maintenance personnel.

[0039] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0040] Figure 1 The flowchart of the control method of the explosion-proof electric trackless rubber-tyred vehicle provided in this application is intended to explain the control method of the explosion-proof electric trackless rubber-tyred vehicle in detail, such as Figure 1As shown, the control method of the explosion-proof electric trackless rubber-tyred vehicle provided in this embodiment includes:

[0041] S101: collecting input signals, where the collected input signals are used to select an operation mode of the rubber-tyred trackless vehicle.

[0042] In this step, it can be understood that the rubber-tyred trackless vehicle is equipped with a variety of sensors and input devices, including but not limited to an accelerator pedal position sensor, a brake pedal position sensor, a steering wheel angle sensor, a vehicle speed sensor, and a possible slope sensor, etc. These sensors and input devices are designed to capture and monitor various physical quantities or signals related to the vehicle operating status in real time.

[0043] In step S101, the control system collects the electrical signals output by the above sensors and input devices through its internal signal processing module. After appropriate filtering, amplification and analog-to-digital conversion (if necessary), these electrical signals are converted into digital signals for subsequent processing and analysis.

[0044] Specifically, the accelerator pedal position sensor can detect the degree of the driver's depression on the accelerator pedal and convert the information into an electrical signal output; the brake pedal position sensor is used to monitor the driver's operation of the brake pedal; the steering wheel angle sensor can provide real-time feedback on the steering wheel rotation angle, providing a basis for the vehicle's steering control; the vehicle speed sensor is used to measure the vehicle's actual driving speed; and the slope sensor (if equipped) can detect the slope information of the road the vehicle is currently on.

[0045] After receiving these digital signals from different sensors and input devices, the control system will perform preliminary processing and integration to form a series of input signals reflecting the current operating status of the vehicle. These input signals will be used in subsequent steps to select and control the operating mode of the rubber-tyred trackless vehicle.

[0046] It is worth noting that in practical applications, in order to ensure the accuracy and reliability of the collected input signals, control systems usually adopt redundant design and fault detection mechanisms. For example, for critical sensor signals, multiple sensors may be used for simultaneous monitoring, and the data of multiple sensors may be fused and verified through algorithms to improve the accuracy and robustness of the data.

[0047] S102: Selecting an operating mode of the rubber-tyred trackless vehicle according to the input signal to control the rubber-tyred vehicle, executing step S103 when the input signal meets the preset conditions of the driving operating mode, executing step S104 when the input signal meets the preset conditions of the braking operating mode, and executing step S105 when the input signal meets the preset conditions of the downhill automatic mode.

[0048] This step is implemented mainly through the following process:

[0049] 1. Collection and processing of input signals

[0050] In step S101, the system has completed the collection of various input signals, including but not limited to the accelerator pedal position, brake pedal status, vehicle speed, steering angle, gear information, and possible external environment information (such as slope, road conditions, etc.). These signals are transmitted to the control system in real time through sensors and detection devices.

[0051] After receiving these input signals, the control system first performs signal preprocessing, including signal filtering, denoising, calibration, and necessary signal conversion to ensure the accuracy and reliability of subsequent processing.

[0052] 2. Judgment and selection of operation mode

[0053] After completing the signal preprocessing, the control system enters the operation mode judgment stage. According to the preset algorithm and logic, the system analyzes the processed input signal to determine the current operation mode to be entered.

[0054] Determination of driving operation mode: When the accelerator pedal is pressed and the vehicle speed is lower than the preset start or acceleration threshold, the system determines that the vehicle needs to enter the driving operation mode.

[0055] At the same time, the system will also check whether the SOC (State of Charge) of the supercapacitor module or lithium battery module meets the first preset threshold. If it does, the system will use the three-in-one motor controller to convert the DC voltage of the supercapacitor module or lithium battery module into the three-phase power voltage required by the motor to drive the SRD (Switched Reluctance Drive) motor through the front and rear reduction bridges to make the wheels run.

[0056] Determination of braking operation mode: When it is detected that the brake pedal is pressed, or the vehicle decelerates below the preset braking threshold, the system determines that the vehicle needs to enter the braking operation mode.

[0057] In this mode, the vehicle inertia will drive the SRD switched reluctance motor to reverse the motor controller, making the motor in a power generation state. At this time, the vehicle master controller will coordinate the energy distribution of the lithium battery module and the three-in-one motor controller through CAN (Controller Area Network) bus communication according to the signal instructions of the accelerator pedal and gear position to achieve braking energy recovery.

[0058] Determination of downhill automatic mode: When the system detects that the vehicle is on a downhill section (possibly determined by a slope sensor or a comprehensive determination of vehicle speed and accelerator pedal status), and the acceleration of the vehicle under the action of gravity exceeds a preset threshold, the system determines that the vehicle needs to enter downhill automatic mode.

[0059] In this mode, the SRD switched reluctance motor will also reverse the motor controller to enter the power generation state. When the SOC of the lithium battery module is lower than the second preset threshold, the vehicle master controller will coordinate the energy distribution between the lithium battery module or supercapacitor module and the three-in-one motor controller through CAN bus communication to achieve energy recovery and reuse during downhill driving.

[0060] 3. Execution and switching of operation modes

[0061] Once the operating mode to be entered is determined, the control system will immediately execute the corresponding control strategy. For example, in the driving operating mode, the system will start the SRD switched reluctance motor and adjust its speed and torque to match the vehicle's needs; in the braking operating mode, the system will adjust the power generation and braking force of the SRD switched reluctance motor to achieve smooth deceleration and energy recovery; in the downhill automatic mode, the system will intelligently adjust the power generation state and energy distribution of the SRD switched reluctance motor according to factors such as slope, vehicle speed and battery status.

[0062] At the same time, the control system also has the ability to switch operating modes. When the input signal changes and the current operating mode is no longer applicable, the system will immediately switch modes to ensure that the vehicle is always in the best operating state.

[0063] In summary, step S102 plays a key role in the control system of the rubber-tyred trackless vehicle. It intelligently judges and selects the most appropriate operating mode by collecting, processing and analyzing the input signal, thereby ensuring the safe and efficient operation of the vehicle. At the same time, through sophisticated control strategies and real-time mode switching capabilities, the system can also achieve efficient utilization and recovery of energy, further improving the performance and endurance of the vehicle, and converting gravitational potential energy into electrical energy for storage, which solves the problem of energy consumption of rubber-tyred vehicles when braking downhill and avoids the problem of frequent maintenance caused by friction and heating of equipment when traditional rubber-tyred vehicles are downhill.

[0064] S103: Switching the operation mode to the driving operation mode, wherein the driving operation mode is used to indicate that the rubber-wheeled vehicle is in a driving operation state; when the SOC remaining power of the supercapacitor module or the lithium battery module corresponding to the rubber-wheeled vehicle meets a first preset threshold value, a three-in-one motor controller is used to convert the DC voltage of the supercapacitor module or the lithium battery module into a three-phase power voltage required by the SRD switched reluctance motor, and finally the three-phase power voltage is used to drive the wheels of the rubber-wheeled vehicle through the front and rear reduction bridges by the SRD switched reluctance motor.

[0065] The driving operation mode described in this step is implemented mainly through the following process:

[0066] 1. Input signal detection and mode judgment

[0067] In step S102, the system has completed the collection and analysis of various input signals, including but not limited to the accelerator pedal position, vehicle speed, gear information, and possible external environment information (such as road conditions, slope, etc.). When these input signals meet the preset conditions of the driving operation mode, the system determines that the vehicle needs to enter the driving state.

[0068] 2. Supercapacitor SOC detection

[0069] Before entering the driving operation mode, the system will first detect the SOC (State of Charge) status of the supercapacitor module or lithium battery module. This is to ensure that the supercapacitor has enough power to support the driving operation of the vehicle. The system presets a first preset threshold. When the SOC of the supercapacitor is higher than or equal to the threshold, it is considered that it has sufficient power to support the driving operation.

[0070] 3. Energy selection and voltage conversion

[0071] If the SOC of the supercapacitor module or the lithium battery module meets the first preset threshold, the system will then decide whether to use the supercapacitor module or the lithium battery module as the energy supply. This decision may be based on a variety of factors, such as energy efficiency, cost considerations, and user requirements for range. Once the energy source is selected, the system will use a three-in-one motor controller (which integrates functions such as motor control, energy management, and vehicle network communication) to convert the DC voltage provided by the selected energy source into the three-phase power voltage required by the motor.

[0072] 4. Drive motor to run

[0073] After voltage conversion, the three-phase power voltage is transmitted to the SRD (Switched Reluctance Drive) motor. SRD motors are widely used in electric vehicles such as rubber-tyred trackless vehicles due to their simple structure, high reliability and wide speed regulation range. After receiving the three-phase power voltage, the SRD motor starts to run and transmits power to the wheels through the front and rear reduction bridges, thereby driving the vehicle forward.

[0074] 5. Real-time monitoring and feedback adjustment

[0075] During the driving process, the system will monitor the vehicle's operating status in real time, including vehicle speed, acceleration, motor temperature, and energy consumption. This information is transmitted to the vehicle's master controller in real time through the vehicle's internal communication network (such as the CAN bus). The vehicle's master controller adjusts the vehicle's driving strategy in real time based on this information to ensure that the vehicle operates in a safe and efficient state.

[0076] 6. Mode switching and troubleshooting

[0077] If during operation, the input signal changes and the current driving mode is no longer applicable (such as the vehicle needs to slow down or stop), the system will judge and switch to the corresponding operating mode based on the new input signal. At the same time, the system also has fault detection and processing capabilities. When any fault that may affect the safe operation of the vehicle is detected, the system will immediately take protective measures, such as cutting off the power supply, sounding an alarm, etc., to ensure the safety of personnel and vehicles.

[0078] Preferably, the driving operation mode is selected when the rubber-wheeled vehicle is in a driving operation state. When the SOC remaining power of the supercapacitor is less than a threshold value 1, the three-in-one motor controller is used to convert the DC voltage of the lithium battery module into the three-phase power voltage required by the motor; when the SOC remaining power of the supercapacitor module or the lithium battery module is greater than or equal to the threshold value 1, the three-in-one motor controller is used to convert the DC voltage of the supercapacitor module into the three-phase power voltage required by the motor; and finally the wheels are driven to run by the SRD switched reluctance motor through the front and rear reduction bridges;

[0079] In summary, step S103 plays a vital role in the control system of the rubber-tyred trackless vehicle. It realizes the whole process from input signal detection to driving operation mode switching, ensuring that the vehicle operates in a safe and efficient state. Through real-time monitoring and feedback adjustment and fault handling mechanism, the system can cope with various complex working conditions and provide drivers with a stable and reliable driving experience.

[0080] S104: Switching the operation mode to the braking operation mode, wherein the braking operation mode is used to instruct the SRD switched reluctance motor of the rubber-wheeled vehicle to reversely drag the motor controller under the action of inertia to put the SRD switched reluctance motor in a power generation state, and the vehicle master controller coordinates the energy distribution of the lithium battery module and the three-in-one motor controller through CAN bus communication according to the signal instructions of the accelerator pedal and gear position corresponding to the rubber-wheeled vehicle.

[0081] The braking operation mode described in this step is implemented mainly through the following process:

[0082] 1. Input signal detection and mode judgment

[0083] In step S102, the system has completed the collection and analysis of various input signals, including but not limited to the brake pedal status, vehicle speed, gear information, and possible external environment information (such as road conditions, traffic signals, etc.). When these input signals meet the preset conditions of the braking operation mode, such as the brake pedal is stepped on or the vehicle needs to slow down to below the preset speed, the system determines that the vehicle needs to enter the braking state.

[0084] 2. Switch between motor reverse and power generation states

[0085] Once it is determined that the vehicle needs to brake, the system immediately sends a command to the motor controller to switch the SRD switched reluctance motor from the driving state to the reverse drag state. In the reverse drag state, the SRD switched reluctance motor is no longer used as a power source, but uses the inertia of the vehicle as input to convert mechanical energy into electrical energy through the principle of electromagnetic induction. At this time, the SRD switched reluctance motor is in a power generation state, and the generated electrical energy will be used for charging or stored in the vehicle's energy storage device.

[0086] 3. Energy distribution and coordination

[0087] During the braking operation, the vehicle master controller plays a vital role. It coordinates the energy distribution between the lithium battery module and the three-in-one motor controller in real time through CAN (Controller Area Network) bus communication based on the vehicle's accelerator pedal and gear position signal instructions. Specifically, the vehicle master controller will intelligently adjust the motor's power generation and the charging rate of the lithium battery based on factors such as the current braking intensity, vehicle speed, and battery SOC (State of Charge) to ensure maximum energy recovery while avoiding damage to the battery such as overcharging or overheating.

[0088] 4. Braking force and safety control

[0089] In the braking operation mode, the system also needs to ensure the braking force and safety of the vehicle. This includes real-time monitoring of key parameters such as wheel locking status, vehicle side slip tendency, and road adhesion. When any situation that may affect braking safety is detected, the system will immediately take corresponding protective measures, such as reducing braking intensity, adjusting wheel braking force distribution, etc., to ensure that the vehicle maintains stability and safety during braking.

[0090] 5. Real-time monitoring and feedback adjustment

[0091] During the braking process, the system will continuously monitor the vehicle's operating status, including key parameters such as vehicle speed, acceleration, battery SOC, and motor temperature. This information is transmitted to the vehicle master controller in real time via the CAN bus for real-time analysis and decision-making. The vehicle master controller will adjust the braking strategy in real time based on this information to ensure the smoothness of the braking process and the efficiency of energy recovery.

[0092] 6. Mode switching and troubleshooting

[0093] If during operation, the input signal changes and the current braking operation mode is no longer applicable (such as the vehicle needs to accelerate or enter another operation mode), the system will judge and switch to the corresponding operation mode based on the new input signal. At the same time, the system also has fault detection and processing capabilities. When any fault that may affect the braking operation or vehicle safety is detected, the system will immediately take protective measures, such as cutting off the power supply, sounding an alarm, etc., to ensure the safety of personnel and vehicles.

[0094] As a preferred embodiment, in the braking operation mode, the wheels are under the inertia of the vehicle, and the motor reverses the motor controller and is in a power generation state. As for the vehicle master controller, the signal instructions of the accelerator pedal and the gear position are transmitted through the CAN bus communication to coordinate the energy distribution of the lithium battery module and the three-in-one motor controller and the safety of vehicle operation, so as to achieve the purpose of rapid braking.

[0095] In summary, step S104 realizes the switching of the braking operation mode and the energy recovery function in the control system of the rubber-tyred trackless vehicle. Through key steps such as real-time monitoring and analysis of input signals, intelligent adjustment of motor status and energy distribution, ensuring braking force and safety control, and real-time monitoring and feedback adjustment, the system can maximize the recovery of energy during braking while ensuring vehicle safety, thereby improving the energy utilization efficiency of the vehicle.

[0096] S105: Switching the operating mode to the downhill automatic mode, wherein the downhill automatic mode is used to instruct the rubber-wheeled vehicle that under the action of vehicle gravity, the SRD switched reluctance motor reverses the motor controller to put the SRD switched reluctance motor in a power generation state, and when the SOC remaining power of the lithium battery module or the supercapacitor module meets a second preset threshold, the vehicle master controller coordinates energy distribution between the lithium battery module or the supercapacitor module and the three-in-one motor controller through the CAN bus communication.

[0097] The downhill automatic mode in this step is implemented mainly through the following process:

[0098] 1. Input signal detection and downhill automatic mode judgment

[0099] In step S102, the system has completed the collection and analysis of various input signals, including but not limited to vehicle speed, acceleration, gear information, slope information, and brake pedal status, etc. When these input signals meet the preset conditions of the downhill automatic mode, such as the vehicle is on a downhill section and the speed exceeds a preset threshold, and the brake pedal is not pressed or is pressed to a small extent, the system determines that the vehicle needs to enter the downhill automatic mode.

[0100] 2. Switch between motor reverse and power generation states

[0101] Once it is determined that the vehicle needs to enter the downhill automatic mode, the system immediately sends a command to the motor controller to switch the SRD switched reluctance motor from the driving state or the idle state to the reverse drag state. In the reverse drag state, the SRD switched reluctance motor is no longer used as a power source, but uses the mechanical energy of the wheels (provided by the gravity of the vehicle) to generate electricity. At this time, the electric energy generated by the SRD switched reluctance motor will be used for charging or stored in the vehicle's energy storage device.

[0102] 3. Lithium battery SOC detection and energy allocation strategy

[0103] In downhill automatic mode, the system will continuously monitor the SOC (State of Charge) status of the lithium battery module or supercapacitor module. When the SOC of the lithium battery module or the supercapacitor module meets the second preset threshold (such as SOC is lower than a certain set value, indicating that the battery has enough capacity to accept charging), the system will start the energy distribution strategy. This strategy is implemented by the vehicle master controller through CAN (Controller Area Network) bus communication, and is designed to coordinate the energy flow between the lithium battery module, supercapacitor module and three-in-one motor controller.

[0104] 4.CAN bus communication and energy coordination

[0105] The vehicle master controller communicates with the lithium battery module, supercapacitor module and three-in-one motor controller via the CAN bus. In downhill automatic mode, the vehicle master controller intelligently adjusts the motor's power generation and the charging rate of the energy storage device based on factors such as the current vehicle status (such as vehicle speed, acceleration, slope, etc.), the SOC of the lithium battery module and the SOC of the supercapacitor (if applicable). This adjustment process is designed to maximize energy recovery efficiency while avoiding damage to the energy storage device such as overcharging or overheating.

[0106] 5. Real-time monitoring and security control

[0107] During the downhill automatic mode, the system will continuously monitor the vehicle's operating status, including key parameters such as vehicle speed, acceleration, motor temperature, battery temperature, etc. Once any abnormal situation that may affect vehicle safety or energy recovery efficiency is detected, the system will immediately take corresponding protective measures, such as reducing the motor's power generation, adjusting the charging rate of the energy storage device, or switching to other operating modes.

[0108] 6. Mode switching and troubleshooting

[0109] If during operation, the input signal changes and the current automatic downhill mode is no longer applicable (such as when the vehicle leaves the downhill section or needs to accelerate, etc.), the system will judge and switch to the corresponding operation mode based on the new input signal. At the same time, the system also has fault detection and processing capabilities. When any fault that may affect the operation of the automatic downhill mode or the safety of the vehicle is detected, the system will immediately issue an alarm and take necessary protective measures to ensure the safety of personnel and vehicles.

[0110] As a preferred embodiment, in the downhill automatic mode, the wheels work under the premise of the vehicle's gravity, and the motor reverses the motor controller and is in a power generation state. When the SOC remaining power of the lithium battery module is less than the threshold value 2, the vehicle master controller transmits information through the CAN bus communication to coordinate the energy distribution of the lithium battery module and the three-in-one motor controller and the safety of vehicle operation; when the SOC remaining power of the lithium battery module is greater than or equal to the threshold value 2, the vehicle master controller transmits information through the CAN bus communication to coordinate the energy distribution of the supercapacitor mode and the three-in-one motor controller and the safety of vehicle operation, achieving the purpose of steady speed braking.

[0111] In summary, step S105 realizes the switching of the automatic downhill mode and the energy recovery function in the control system of the rubber-tyred trackless vehicle. Through key steps such as real-time monitoring and analysis of input signals, intelligent adjustment of motor status and energy distribution strategy, ensuring safety control, and real-time monitoring and fault handling, the system can maximize the energy recovery during the downhill process while ensuring vehicle safety, thereby improving the energy utilization efficiency of the vehicle.

[0112] The present embodiment provides a control method for an explosion-proof electric trackless rubber-wheeled vehicle, which first collects input signals such as vehicle speed, gear position, accelerator pedal state and slope, and selects a suitable operating mode according to these signals. In the driving mode, if the supercapacitor SOC meets the preset threshold, the three-in-one motor controller converts the electric energy into a three-phase power voltage to drive the SRD switch reluctance motor to make the vehicle move forward. In the braking mode, the vehicle inertia is used to reverse the motor to generate electricity, and the vehicle master controller coordinates the energy distribution of the lithium battery and the motor controller through the CAN bus. The downhill automatic mode uses the wheel rotation under the action of gravity to generate electricity. When the lithium battery SOC reaches another preset threshold, the vehicle master controller also intelligently allocates the energy flow of the lithium battery or supercapacitor and the motor controller through the CAN bus. This system realizes the efficient operation and energy recovery of the trackless rubber-wheeled vehicle through precise mode switching and energy management, and also avoids the problem of frequent maintenance and replacement of equipment due to the friction and heat generated by the rubber-wheeled vehicle downhill braking. The problem of energy consumption of the rubber-wheeled vehicle downhill braking and the efficiency of maintenance personnel are solved. Thereby reducing energy consumption loss, increasing cruising range, improving the operating safety of rubber-tyred vehicles, and improving the efficiency of maintenance personnel.

[0113] Figure 2 A schematic diagram of the control device of the explosion-proof electric trackless rubber-wheeled vehicle provided in this application, such as Figure 2 As shown, the device is used in Figure 1 The control method described in the embodiment, the control device 200 of the explosion-proof electric trackless rubber-tyred vehicle provided in this embodiment, the device comprises:

[0114] Three-in-one motor controller 201, used to convert the DC voltage of the lithium battery module or supercapacitor module into the three-phase power voltage required by the motor;

[0115] An SRD switched reluctance motor 202, the SRD switched reluctance motor 202 is connected to the three-in-one motor controller 201, and the SRD switched reluctance motor 202 is used to drive the wheels of the rubber-wheeled vehicle to run through the front and rear reduction bridges according to the three-phase power voltage;

[0116] The vehicle master controller 203 is connected to the three-in-one motor controller 201. The vehicle master controller 203 is used to receive the signal instructions of the accelerator pedal and gear position of the rubber-wheeled vehicle, coordinate the energy distribution of the lithium battery module, the supercapacitor module and the three-in-one motor controller through the CAN bus communication network, monitor the SOC remaining power of the lithium battery module and the supercapacitor module, and select the corresponding power source according to the monitoring results and the preset threshold value.

[0117] Optionally, the control device further includes:

[0118] A lithium battery module, used as a first power source;

[0119] Supercapacitor module, used as a second power source;

[0120] CAN bus communication network, the lithium battery module and the super capacitor module are connected to the vehicle master controller 203 through the CAN bus communication network, and the CAN bus communication network is used to realize communication between the vehicle master controller 203, the three-in-one motor controller 201, the lithium battery module and the super capacitor module.

[0121] This embodiment provides a control device 200 for an explosion-proof electric trackless rubber-tyred vehicle, which includes a three-in-one motor controller 201, an SRD switched reluctance motor 202, and a vehicle master controller 203. The device can receive accelerator pedal and gear position signals, realize communication between various components through the CAN bus, and intelligently select a power source for energy distribution according to the SOC remaining power of the lithium battery module and the supercapacitor module. The device is applied to Figure 1 The control method described in the embodiment is used to solve the problem of energy consumption of rubber-tyred vehicles braking downhill and the problem of personnel efficiency of maintenance.

[0122] Figure 3 The control system diagram of the explosion-proof electric trackless rubber-wheeled vehicle provided in this application is as follows: Figure 3 As shown, the control system of the explosion-proof electric trackless rubber-tyred vehicle provided in this embodiment includes Figure 2 The control device of the embodiment and the cloud management service platform, the cloud management service platform and Figure 2 The control device described in the embodiment is connected; the cloud management service platform includes:

[0123] The vehicle-mounted device is provided with a first 5G wireless terminal and a 5G_TO_CAN transparent transmission module, and the vehicle-mounted device is used to convert the real-time operation data of the overall electric control system of the rubber-wheeled vehicle into a 5G signal communication data format and send it through the first 5G wireless terminal and the 5G_TO_CAN transparent transmission module;

[0124] A ground cloud platform service center is provided with a second 5G wireless terminal and a cloud platform server, and the ground cloud platform service center is used to receive the real-time operation data sent by the vehicle-mounted device through the 5G wireless terminal and the cloud platform server, and perform data classification, analysis, modeling, human-computer exchange and storage;

[0125] The cloud platform data terminal is used to display the data after the ground cloud platform service center classifies, analyzes, models, exchanges human-computer interaction and stores the real-time operation data.

[0126] Specifically, the cloud management service platform is used to transmit the operating data of the rubber-wheeled vehicle to different clients through the cloud platform network for real-time monitoring and deployment.

[0127] The present invention also provides a computer program product, comprising a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is run on a computer, the computer program is used to execute Figure 1 The control method described in the embodiment. Specifically, the computer-readable storage medium is any one of a USB flash drive, a mobile hard disk, a read-only memory, a random access memory, a magnetic disk or an optical disk.

[0128] It will be appreciated by those skilled in the art that all or some of the steps, systems, and functional modules / units in the methods disclosed above may be implemented as software, firmware, hardware, and appropriate combinations thereof. In hardware implementations, the division between the functional modules / units mentioned in the above description does not necessarily correspond to the division of physical components; for example, a physical component may have multiple functions, or a function or step may be performed by several physical components in cooperation. Some or all physical components may be implemented as software executed by a processor, such as a central processing unit, a digital signal processor, or a microprocessor, or implemented as hardware, or implemented as an integrated circuit, such as an application-specific integrated circuit. Such software may be distributed on a computer-readable medium, which may include a computer storage medium (or non-transitory medium) and a communication medium (or transient medium). As is known to those skilled in the art, the term computer storage medium includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information (such as computer-readable instructions, data structures, program modules, or other data). Computer storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tapes, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by a computer. In addition, it is well known to those skilled in the art that communication media typically contain computer-readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.

[0129] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the invention disclosed herein. The present application is intended to cover any modification, use or adaptation of the present application, which follows the general principles of the present application and includes common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0130] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A control method for an explosion-proof electric trackless rubber-tyred vehicle, characterized in that: include: Collecting input signals, wherein the collected input signals are used to select an operation mode of the rubber-tyred trackless vehicle; Selecting an operation mode of the rubber-tyred trackless vehicle according to the input signal to control the rubber-tyred vehicle, wherein the operation mode includes: a driving operation mode, a braking operation mode and an automatic downhill mode; When the input signal meets the preset conditions of the driving operation mode, the operation mode is switched to the driving operation mode, and the driving operation mode is used to indicate that the rubber-wheeled vehicle is in a driving operation state; when the SOC remaining power of the supercapacitor module or the lithium battery module corresponding to the rubber-wheeled vehicle meets the first preset threshold value, the three-in-one motor controller is used to convert the DC voltage of the supercapacitor module or the lithium battery module into the three-phase power voltage required by the SRD switched reluctance motor, and finally the three-phase power voltage is used by the SRD switched reluctance motor to drive the wheels of the rubber-wheeled vehicle to run through the front and rear reduction bridges; When the input signal meets the preset condition of the braking operation mode, the operation mode is switched to the braking operation mode, and the braking operation mode is used to indicate that the SRD switched reluctance motor of the rubber-wheeled vehicle reverses the motor controller under the action of inertia to put the SRD switched reluctance motor in a power generation state, and the vehicle master controller coordinates the energy distribution of the lithium battery module and the three-in-one motor controller through CAN bus communication according to the signal instructions of the accelerator pedal and gear position corresponding to the rubber-wheeled vehicle; When the input signal meets the preset conditions of the downhill automatic mode, the operating mode is switched to the downhill automatic mode. The downhill automatic mode is used to indicate that under the action of the vehicle gravity, the SRD switched reluctance motor of the rubber-wheeled vehicle reverses the motor controller to put the SRD switched reluctance motor in a power generation state. When the SOC remaining power of the lithium battery module or the supercapacitor module meets the second preset threshold, the vehicle master controller coordinates the energy distribution of the lithium battery module or the supercapacitor module and the three-in-one motor controller through the CAN bus communication.

2. The method according to claim 1, characterized in that The vehicle master controller is used to receive and process the signal instructions of the accelerator pedal and gear position corresponding to the rubber-wheeled vehicle, and monitor the SOC remaining power of the lithium battery module and the supercapacitor module, and select the corresponding power source for energy distribution according to the monitoring results and the first preset threshold and the second preset threshold.

3. A control device for an explosion-proof electric trackless rubber-tyred vehicle, characterized in that: The device is applied to the control method according to any one of claims 1 to 2, and the device comprises: Three-in-one motor controller, used to convert the DC voltage of the lithium battery module or supercapacitor module into the three-phase power voltage required by the motor; An SRD switched reluctance motor, the SRD switched reluctance motor is connected to the three-in-one motor controller, and the SRD switched reluctance motor is used to drive the wheels of the rubber-wheeled vehicle to run through the front and rear reduction bridges according to the three-phase power voltage; The vehicle master controller is connected to the three-in-one motor controller, and is used to receive signal instructions from the accelerator pedal and gear position of the rubber-wheeled vehicle, coordinate the energy distribution of the lithium battery module, the supercapacitor module and the three-in-one motor controller through the CAN bus communication network, monitor the SOC remaining power of the lithium battery module and the supercapacitor module, and select the corresponding power source according to the monitoring results and the preset threshold value.

4. The control device according to claim 3, characterized in that: The control device also includes: A lithium battery module, used as a first power source; Supercapacitor module, used as a second power source; A CAN bus communication network, wherein the lithium battery module and the super capacitor module are connected to the vehicle master controller via the CAN bus communication network, and the CAN bus communication network is used to realize communication among the vehicle master controller, the three-in-one motor controller, the lithium battery module and the super capacitor module.

5. A control system for an explosion-proof electric trackless rubber-tyred vehicle, characterized in that: The control system comprises: the control device according to claim 4, and a cloud management service platform, wherein the cloud management service platform is connected to the control device; the cloud management service platform comprises: The vehicle-mounted device is provided with a first 5G wireless terminal and a 5G_TO_CAN transparent transmission module, and the vehicle-mounted device is used to convert the real-time operation data of the overall electric control system of the rubber-wheeled vehicle into a 5G signal communication data format and send it through the 5G wireless terminal and the 5G_TO_CAN transparent transmission module; A ground cloud platform service center is provided with a second 5G wireless terminal and a cloud platform server, and the ground cloud platform service center is used to receive the real-time operation data sent by the vehicle-mounted device through the 5G wireless terminal and the cloud platform server, and perform data classification, analysis, modeling, human-computer exchange and storage; The cloud platform data terminal is used to display the data after the ground cloud platform service center classifies, analyzes, models, exchanges human-computer interaction and stores the real-time operation data.

6. The control system according to claim 5, characterized in that: The cloud management service platform is used to transmit the operation data of the rubber-wheeled vehicle to different clients through the cloud platform network for real-time monitoring and deployment.

7. A computer program product, characterized in that The method comprises a computer-readable storage medium on which a computer program is stored. When the computer program is run on a computer, the computer program is used to execute the control method according to any one of claims 1 or 2.

8. The computer program product according to claim 7, characterized in that The computer-readable storage medium is any one of a USB flash drive, a mobile hard disk, a read-only memory, a random access memory, a magnetic disk or an optical disk.

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