Electromagnetic interference treatment device for underground anti-explosion electrically-driven vehicle and control method of electromagnetic interference treatment device

Abstract

The invention provides an electromagnetic interference treatment device for an underground anti-explosion electric drive vehicle and a control method thereof, and relates to the technical field of underground anti-explosion electric drive vehicle control, the device comprises a power supply module used for outputting direct current and internally provided with an address distinguishing and battery management unit so as to collect temperature and voltage parameters of each monomer; the communication module is used for carrying out data interaction between the two groups of explosion-proof power supply devices, and the main management unit in the first explosion-proof power supply device carries out data summarization, calculation and analysis and carries out information transmission and data exchange with the whole vehicle control unit. The problem of electromagnetic interference is effectively solved, the stability and reliability of vehicle communication are improved, and safe and efficient operation of the underground anti-explosion electric drive vehicle is ensured.

Description

Technical Field

[0001] The present invention relates to the technical field of underground explosion-proof electric drive vehicle control, and in particular to an underground explosion-proof electric drive vehicle electromagnetic interference control device and a control method thereof. Background Art

[0002] Traditional coal mine underground auxiliary transportation mainly relies on diesel-powered trackless rubber-wheeled vehicles, which emit a large amount of exhaust gas during operation, including harmful substances such as carbon monoxide, nitrogen oxides, and particulate matter. These pollutants quickly accumulate in the relatively closed and poorly ventilated environment underground, causing the air quality underground to deteriorate and seriously polluting the working environment of miners. Long-term inhalation of these harmful substances will seriously endanger the health of miners and increase the risk of occupational diseases such as respiratory diseases and cardiovascular diseases.

[0003] Diesel-driven rubber-tyred trackless vehicles usually lack advanced intelligent technologies, such as automatic driving, intelligent navigation, and remote monitoring. This makes it difficult to achieve automated and intelligent management of vehicles during transportation, resulting in low transportation efficiency and high labor intensity. At the same time, due to the lack of an effective intelligent safety system, the safety performance of the vehicles is also poor, and safety accidents are prone to occur, posing a threat to the lives of miners.

[0004] As the application of electric drive vehicles in coal mines increases, the problem of electromagnetic interference becomes increasingly prominent. In particular, permanent magnet electric drive systems generate a large amount of PWM (pulse width modulation) harmonic interference during operation. This interference not only affects the vehicle's own communication system and data transmission, but may also interfere with the normal operation of other electronic equipment underground. In severe cases, it may even cause serious failures such as communication interruption and data loss, posing a major hidden danger to the safe production of coal mines. Summary of the invention

[0005] The technical problem to be solved by the present invention is to provide an underground explosion-proof electric drive vehicle electromagnetic interference control device and a control method thereof, which solves the current electromagnetic interference problem of electric drive vehicles in underground coal mines.

[0006] In order to solve the above technical problems, the technical solution of the present invention is as follows:

[0007] In a first aspect, an underground explosion-proof electric drive vehicle electromagnetic interference control device comprises:

[0008] The power module is used to output direct current and has a built-in address distinction and battery management unit to collect the temperature and voltage parameters of each cell;

[0009] A communication module is used to enable data exchange between the two groups of explosion-proof power supply devices, wherein the main management unit in the first explosion-proof power supply device aggregates, calculates and analyzes data, and transmits information and exchanges data with the vehicle control unit of the whole vehicle;

[0010] The circuit breaker module is used to connect the DC bus, high-voltage power distribution control line and communication line in series, so that when the circuit breaker is closed and the combination switch key is in the on position, the vehicle control unit establishes communication with the main battery management system and performs system self-test;

[0011] The contactor and conversion control module is used to close the discharge contactor, the pre-charge controller of the power distribution unit and the oil pump motor contactor when there is no alarm information, and the built-in converter is used to start the work; if the converter is not started, the fault information is sent to the display terminal and the vehicle is controlled to stop;

[0012] Communication interference suppression module, used to connect bus communication lines and suppress interference on the lines;

[0013] The protection module is arranged between the bus communication line and the negative pole of the power supply, and is used to suppress the interference of the power supply line so that the bus communication line is not affected by the transient voltage.

[0014] Furthermore, data is exchanged between the two groups of explosion-proof power supply devices, wherein the main management unit in the first explosion-proof power supply device aggregates, calculates and analyzes data, and transmits information and exchanges data with the vehicle control unit of the vehicle, including:

[0015] Establishing a data communication channel between the two groups of explosion-proof power supply devices, and initializing relevant parameters in the main management unit in the first explosion-proof power supply device, including a learning rate and a gradient accumulation amount;

[0016] The two groups of explosion-proof power supply devices send and receive data according to the agreed protocol and data format, and the main management unit in the first explosion-proof power supply device performs pre-processing after receiving the data to obtain processed data;

[0017] The main management unit summarizes the processed data to form a data set, and calculates the gradients of voltage and temperature based on the data set;

[0018] Update the corresponding gradient accumulation according to the gradient of voltage and temperature, and update the value of each parameter according to the gradient accumulation and learning rate;

[0019] Analyze the value of each updated parameter, including calculating statistical indicators, detecting abnormal values, and obtaining analysis results;

[0020] Send the analysis result communication line to the vehicle control unit of the whole vehicle;

[0021] The main management unit receives the control instructions from the vehicle control unit of the vehicle and performs corresponding response operations according to the instructions, including adjusting parameter settings and executing specific tasks;

[0022] Repeat the iterative optimization, update the parameters according to the new data in each iteration, calculate the new gradient accumulation, and transmit information and exchange data with the vehicle control unit after each iteration.

[0023] Furthermore, the updated values ​​of each parameter are analyzed, including calculating statistical indicators and detecting abnormal values, to obtain analysis results, including:

[0024] Calculate the upper quartile of each parameter updated Lower quartile and interquartile range; where It represents the value of the integer position closest to the upper quartile position P3 after the data set is sorted; P3 represents the position of the upper quartile; α represents the smoothing coefficient; It represents the integer value above the upper quartile position P3 after the data set is sorted; It indicates the value of the integer position closest to the lower quartile position P1 after the data set is sorted; P1 indicates the position of the lower quartile; Indicates that the index of the sorted data set is The value of the data point;

[0025] According to the interquartile range, the outlier threshold is set, and the value exceeding Q3+1.5I or below Q1-1.5I is defined as an outlier; where I represents the interquartile range;

[0026] Traverse the updated value of each parameter, and judge the value of each parameter according to the set abnormal value threshold. If it exceeds the set abnormal value threshold, it is marked as an abnormal value;

[0027] Processing the marked abnormal values, including deletion, correction or marking, to obtain the processed parameter values;

[0028] The correlation analysis of the processed parameter values ​​is carried out to obtain an analysis report, including the statistical indicators of each parameter, the detection and processing of abnormal values, and the analysis results of parameter values.

[0029] Furthermore, the calculation formula of the interquartile range is:

[0030]

[0031] Furthermore, the new gradient accumulation calculation formula is:

[0032]

[0033] Among them, G t+1 represents the cumulative gradient at time point t+1; μ represents the momentum coefficient; G t represents the accumulated gradient at time point t; α represents the learning rate; C represents the gradient clipping threshold; g t represents the gradient at time point t; if represents the condition; represents a positive number; λ represents the regularization coefficient.

[0034] Furthermore, the DC bus, high-voltage power distribution control line and communication line connected in series are connected so that when the circuit breaker is closed and the combination switch key is in the on position, the vehicle control unit establishes communication with the main battery management system and performs a system self-check, including:

[0035] Connect the DC bus, high-voltage power distribution control line and communication line in series, set the circuit breaker to the closed state, and put the combination switch key in the open position;

[0036] Initialize the communication parameters between the vehicle control unit and the main battery management system, and prepare a list of subtasks for system self-test, including the check items, test standards, and expected results for each subtask;

[0037] The vehicle control unit establishes communication with the main battery management system, and sends a subtask inspection instruction for each subtask in the subtask list;

[0038] The main battery management system receives the inspection instruction of the subtask and performs the corresponding inspection, obtains the inspection result, and returns the inspection result to the vehicle control unit;

[0039] The vehicle control unit compares the inspection results with the expected results, determines whether each subtask has passed, and records the result status of the subtask;

[0040] The vehicle control unit summarizes the result status of the subtasks. If each subtask passes, the system self-check passes; otherwise, appropriate measures are taken according to the subtasks that failed, including alarms and recording fault codes.

[0041] Furthermore, when there is no alarm information, the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor are energized, and the built-in converter is started to work; if the converter is not started, a fault message is sent to the display terminal and the vehicle is controlled to stop, including:

[0042] When there is no alarm information, a signal is sent to close the discharge contactor, the pre-charge controller of the power distribution unit and the oil pump motor contactor;

[0043] According to the oil pump motor contactor's pull-in, the built-in converter starts and monitors the converter's startup status; if the converter starts successfully, it enters the normal working state; otherwise, it enters the fault handling stage;

[0044] If the converter fails to start, a fault message is sent to the display terminal and the vehicle is controlled to stop running.

[0045] In a second aspect, a control method for an underground explosion-proof electric drive vehicle electromagnetic interference control device includes:

[0046] Two groups of explosion-proof lithium battery power supply devices are connected in series and data is exchanged through the internal controller area network bus;

[0047] After data exchange, the circuit breaker is successfully closed and the combination switch key is turned to the start position, and a communication connection is established between the vehicle control unit and the main battery management system management unit;

[0048] Start the system self-check. If the system self-check result shows no alarm information, the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor are controlled to enter the pull-in state, and the converter is started;

[0049] Continuously monitor the enable status of the converter. If the converter is not in the enable status, upload the fault information to the display terminal and stop the vehicle;

[0050] Suppress interference signals on the communication line through the controller area network communication interference suppression device to prevent data loss and communication interruption;

[0051] By arranging a transient suppression diode between the controller area network bus and the power supply line, interference signals injected from the power supply line can be suppressed.

[0052] Furthermore, the system self-check is started. If the system self-check result shows no alarm information, the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor are controlled to enter the pull-in state, and the converter is started, including:

[0053] Start the system self-test to check whether the status of each component, including the discharge contactor, the pre-charge controller of the power distribution unit, and the oil pump motor contactor, is normal, and obtain the system self-test results;

[0054] If the system self-check result shows no alarm information, the gray wolf population and initial position are initialized;

[0055] Define the fitness function, evaluate the fitness of each wolf's position, get the evaluation result, and update the wolf pack's position according to the evaluation result;

[0056] Continuously evaluate the fitness of each wolf's position and update the wolf pack's position until the maximum number of iterations is reached to obtain the final optimization parameters;

[0057] According to the final optimized parameters, the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor are controlled to enter the energized state, and the converter is started.

[0058] Furthermore, the calculation formula of the fitness function is:

[0059]

[0060]

[0061] Wherein, F represents the fitness function; w1 represents the weight coefficient of the voltage deviation term; w2 represents the weight coefficient of the temperature deviation term; w3 represents the weight coefficient of the electromagnetic interference term; t f Indicates the end time of the evaluation; t0 indicates the start time of the evaluation; V r0 Indicates the initial value of the reference voltage; k r represents the linear change rate of the reference voltage; t represents time; V a0 Indicates the initial value of the actual voltage; k a Indicates the linear change rate of the actual voltage; T r0 represents the initial value of the reference temperature; k T Indicates the linear rate of change of the reference temperature; T a0 Indicates the initial value of the actual temperature; k s represents the linear change rate of the actual temperature; N represents the total number of frequency points in the electromagnetic interference evaluation; i represents the index variable; Represents the weight coefficient of electromagnetic interference related to the i-th frequency point; E n,i Represents the normalized electric field strength value measured at the i-th frequency point.

[0062] The above solution of the present invention includes at least the following beneficial effects:

[0063] The setting of the communication interference suppression module effectively suppresses the high-frequency interference signals on the bus communication line, ensuring the stability and accuracy of data transmission. At the same time, the protection module protects the bus communication line from the influence of transient voltage by suppressing the interference of the power supply line, further improving the electromagnetic compatibility of the vehicle. The built-in address distinction and battery management unit of the power module can collect key parameters such as temperature and voltage of each single battery in real time, providing data support for the stable operation of the system. At the same time, the communication module realizes the data interaction between the two groups of explosion-proof power supply devices, as well as the information transmission and data exchange between the main management unit and the vehicle control unit of the whole vehicle, enhancing the overall coordination and reliability of the system.

[0064] The setting of the circuit breaker module ensures that the vehicle control unit can establish communication with the main battery management system and perform system self-check only when the circuit breaker is closed and the combination switch key is in the open position, thereby avoiding safety hazards caused by misoperation or illegal startup. At the same time, the contactor and conversion control module can only start working when there is no alarm information. If the converter is not started, the fault information is immediately sent to the display terminal and the vehicle is controlled to stop, effectively ensuring the safe operation of the vehicle. Through the coordinated work of each module, the present invention not only solves the problem of electromagnetic interference, but also optimizes the overall performance of the vehicle. For example, the direct current output by the power module provides a stable and reliable energy source for the vehicle; the implementation of the communication module improves the information level of the vehicle; the setting of the protection module enhances the anti-interference ability and stability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] Figure 1 It is a schematic diagram of an electromagnetic interference control device for underground explosion-proof electric drive vehicles provided by an embodiment of the present invention.

[0066] Figure 2 It is a flow chart of a control method of an underground explosion-proof electric drive vehicle electromagnetic interference control device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0067] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0068] like Figure 1 As shown, an embodiment of the present invention provides an electromagnetic interference control device for underground explosion-proof electric drive vehicles, comprising:

[0069] The power module 11 is used to output direct current and has a built-in address distinction and battery management unit to collect the temperature and voltage parameters of each cell;

[0070] The communication module 12 is used to enable data exchange between the two groups of explosion-proof power supply devices, wherein the main management unit in the first explosion-proof power supply device aggregates, calculates and analyzes the data, and transmits information and exchanges data with the vehicle control unit of the whole vehicle;

[0071] The circuit breaker module 13 is used to connect the DC bus, the high-voltage power distribution control line and the communication line in series, so that when the circuit breaker is closed and the combination switch key is in the on position, the vehicle control unit establishes communication with the main battery management system and performs a system self-check;

[0072] The contactor and conversion control module 14 is used to close the discharge contactor, the pre-charge controller of the power distribution unit and the oil pump motor contactor when there is no alarm information, and the built-in converter to start working; if the converter is not started, the fault information is sent to the display terminal and the vehicle is controlled to stop;

[0073] The communication interference suppression module 15 is used to connect the bus communication line and suppress the interference on the line;

[0074] The protection module 16 is arranged between the bus communication line and the negative pole of the power supply, and is used to suppress the interference introduced into the power supply line so that the bus communication line is not affected by transient voltage.

[0075] In the embodiment of the present invention, the power module not only outputs direct current stably to provide continuous and reliable energy support for the vehicle, but also the built-in address distinction and battery management unit can accurately collect core parameters such as temperature and voltage of each single battery. This function is crucial for real-time monitoring of battery status and preventing safety accidents caused by battery overheating or overvoltage. It also helps to optimize battery efficiency and extend battery life. The communication module realizes efficient data interaction between the two groups of explosion-proof power supply devices, summarizes, calculates and analyzes data through the main management unit in the first explosion-proof power supply device, and seamlessly transmits information and exchanges data with the vehicle control unit of the whole vehicle. This design improves the vehicle's information processing capabilities and system coordination, allowing the vehicle to respond more intelligently to various operating instructions and road condition changes, improving overall transportation efficiency and safety.

[0076] As a key safety device of the vehicle electrical system, the circuit breaker module ensures that the vehicle control unit can establish communication with the main battery management system and perform system self-test only when the circuit breaker is closed and the combination switch key is in the open position. This mechanism effectively prevents misoperation or illegal start-up, providing a solid guarantee for the safe operation of the vehicle. The contactor and conversion control module automatically closes the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor when there is no alarm information, and the built-in converter starts working. If the converter fails to start successfully, the fault information is immediately sent to the display terminal and the vehicle is controlled to stop. This design not only realizes the automatic start and fault detection of the vehicle, but also improves the fault response speed and the safety of the vehicle. The communication interference suppression module effectively suppresses the high-frequency interference signal on the line by connecting the bus communication line, ensuring the stability and accuracy of data transmission. This is of great significance for improving the electromagnetic compatibility of the vehicle and preventing safety accidents caused by communication failures. The protection module is set between the bus communication line and the negative pole of the power supply, which can suppress the interference of the power supply line and protect the bus communication line from the influence of transient voltage. This design further enhances the vehicle's anti-interference capability and stability, ensuring the vehicle's reliable operation in complex electromagnetic environments.

[0077] In a preferred embodiment of the present invention, direct current is output, and an address distinction and battery management unit are built in to collect temperature and voltage parameters of each monomer, which may include:

[0078] According to the needs of the vehicle and the characteristics of the battery, select the appropriate type of DC power supply, such as switching power supply, linear power supply, etc. Considering factors such as efficiency, volume, weight and cost, switching power supply is usually a better choice. Design the power supply circuit, including rectification, filtering, voltage regulation and other parts, to ensure that the output DC power is stable and meets the requirements of the vehicle. Add protection mechanisms such as overcurrent, overvoltage, and short circuit to the power supply circuit to ensure that the power module can safely shut down or reduce the output under abnormal conditions to protect the battery and other components of the vehicle from damage. Select a microcontroller with sufficient I / O ports, fast processing speed and low power consumption as the core of the battery management unit. Design communication interfaces for the battery management unit, such as CAN bus, SPI, I2C, etc., so that it can communicate with the vehicle control unit or other battery management units. Assign a unique address to each battery cell so that the battery management unit can accurately identify and collect data from each cell.

[0079] Design data acquisition circuits, including interface circuits for temperature sensors and voltage sensors, and corresponding signal conditioning circuits to ensure that the collected data is accurate and reliable. Write software programs for the battery management unit, including functions such as data acquisition, data processing, data communication, and fault detection and alarm. The program should be able to collect the temperature and voltage parameters of each cell regularly or as needed, and perform corresponding processing and analysis.

[0080] Integrate the hardware parts such as power circuit, battery management unit and data acquisition circuit to ensure that the connection between each component is correct and reliable. Debug the software program of the battery management unit to ensure that it functions normally and can meet the requirements of the vehicle. Perform overall testing on the entire power module, including DC output test, data acquisition accuracy test, communication function test and protection mechanism test, to ensure that its performance is stable and meets the design requirements.

[0081] In a preferred embodiment of the present invention, data interaction is performed between two groups of explosion-proof power supply devices, wherein the main management unit in the first explosion-proof power supply device aggregates, calculates and analyzes data, and transmits information and exchanges data with the vehicle control unit of the vehicle, which may include:

[0082] Establishing a data communication channel between the two groups of explosion-proof power supply devices, and initializing relevant parameters in the main management unit in the first explosion-proof power supply device, including a learning rate and a gradient accumulation amount;

[0083] The two groups of explosion-proof power supply devices send and receive data according to the agreed protocol and data format, and the main management unit in the first explosion-proof power supply device performs pre-processing after receiving the data to obtain processed data;

[0084] The main management unit summarizes the processed data to form a data set, and calculates the gradients of voltage and temperature based on the data set;

[0085] Update the corresponding gradient accumulation according to the gradient of voltage and temperature, and update the value of each parameter according to the gradient accumulation and learning rate;

[0086] Analyze the value of each updated parameter, including calculating statistical indicators, detecting abnormal values, and obtaining analysis results;

[0087] Send the analysis result communication line to the vehicle control unit of the whole vehicle;

[0088] The main management unit receives the control instructions from the vehicle control unit of the vehicle and performs corresponding response operations according to the instructions, including adjusting parameter settings and executing specific tasks;

[0089] Repeat the iterative optimization, update the parameters according to the new data in each iteration, calculate the new gradient accumulation, and transmit information and exchange data with the vehicle control unit after each iteration.

[0090] In an embodiment of the present invention, a stable data communication channel is established between two groups of explosion-proof power supply devices, and CAN bus, Ethernet or other suitable communication protocols can be used to ensure the reliability and real-time performance of data transmission. In the main management unit in the first explosion-proof power supply device, relevant parameters are initialized, including learning rate (for controlling the step size of parameter update), gradient accumulation (for accumulating gradient information of voltage and temperature), etc. The setting of these parameters will affect the efficiency and accuracy of subsequent data processing. The two groups of explosion-proof power supply devices periodically send the voltage, temperature and other data collected by each according to the agreed protocol and data format. After receiving these data, the main management unit in the first explosion-proof power supply device performs preprocessing, such as data cleaning, format conversion, etc., to obtain processed data, providing an accurate basis for subsequent data analysis. The main management unit summarizes the processed data to form a data set. According to the data set, the gradients of voltage and temperature are calculated, and these gradient information reflects the changing trend of voltage and temperature. According to the gradient of voltage and temperature, the corresponding gradient accumulation is updated, and the value of each parameter is updated in combination with the learning rate.

[0091] The main management unit analyzes the updated parameter values, including calculating statistical indicators, detecting abnormal values, etc., obtains the analysis results, and sends them to the vehicle control unit through the communication line. The main management unit receives the control instructions of the vehicle control unit of the vehicle, and performs corresponding response operations according to the instructions, such as adjusting parameter settings and performing specific tasks (such as emergency power off, fault alarm, etc.). Repeat the iteration, and each iteration updates the parameters according to the new data and calculates the new gradient accumulation. Through continuous iterative optimization, the parameter settings are closer to the final solution. After each iteration, the main management unit transmits information and exchanges data with the vehicle control unit of the vehicle to ensure that the vehicle control unit can grasp the battery status in real time and make corresponding control decisions.

[0092] By collecting, processing and analyzing battery data in real time, the battery status and change trend can be more accurately understood, thereby improving the efficiency of battery management. The data interaction between the two sets of explosion-proof power supply devices and the centralized management of the main management unit enhance the reliability and stability of the system. Even if one set of power supply devices fails, the problem can be discovered and measures can be taken in time through the other set of devices and data backup. Through iterative optimization algorithms, parameter settings can be automatically adjusted to keep the battery working in the best state, extend battery life, and improve the overall performance of the vehicle. Real-time monitoring of battery status and timely response to control commands can effectively prevent safety issues such as battery overcharging, over-discharging, and overheating, and improve vehicle safety.

[0093] When specifically applied, this includes:

[0094] Between the two groups of explosion-proof power supply devices, select CAN bus, Ethernet or other suitable communication protocols to establish a stable data communication channel. Ensure the reliability and real-time performance of data transmission. In the main management unit in the first explosion-proof power supply device, initialize relevant parameters, including setting the learning rate (used to control the step size of parameter updates) and the gradient accumulation (used to accumulate gradient information of voltage and temperature). The two groups of explosion-proof power supply devices periodically send their collected voltage, temperature and other data in accordance with the agreed protocol and data format. After receiving these data, the main management unit in the first explosion-proof power supply device performs preprocessing, such as data cleaning (removing invalid or erroneous data), format conversion, etc., to obtain processed data. The main management unit summarizes the processed data to form a data set. Based on the data set, calculate the gradients of voltage and temperature. These gradient information reflects the changing trends of voltage and temperature. Update the corresponding gradient accumulation according to the gradients of voltage and temperature, and update the value of each parameter in combination with the learning rate. That is θ=θ-δG; where G is the cumulative gradient; is the voltage gradient; is the temperature gradient; θ is the parameter vector; δ is the learning rate.

[0095] The main management unit analyzes the updated parameter values, including calculating statistical indicators (such as mean, variance), detecting outliers, etc., to obtain analysis results. The analysis results are sent to the vehicle control unit through the communication line. The main management unit receives the control instructions of the vehicle control unit and performs corresponding response operations according to the instructions, such as adjusting parameter settings and performing specific tasks (such as emergency power off, fault alarm, etc.).

[0096] Repeat the iteration, and update the parameters according to the new data in each iteration, and calculate the new gradient accumulation. Through continuous iterative optimization, the parameter setting is closer to the final solution. After each iteration, the main management unit transmits information and exchanges data with the vehicle control unit of the whole vehicle to ensure that the vehicle control unit can grasp the battery status in real time and make corresponding control decisions. Iterate θ←θ-δG (continuously update parameters).

[0097] In another preferred embodiment of the present invention, the updated value of each parameter is analyzed, including calculating statistical indicators, detecting abnormal values, and obtaining analysis results, which may include:

[0098] Calculate the upper quartile of each parameter updated Lower quartile and interquartile range; where It represents the value of the integer position closest to the upper quartile position P3 after the data set is sorted; P3 represents the position of the upper quartile; α represents the smoothing coefficient; It represents the integer value above the upper quartile position P3 after the data set is sorted; It indicates the value of the integer position closest to the lower quartile position P1 after the data set is sorted; P1 indicates the position of the lower quartile; Indicates that the index of the sorted data set is The value of the data point;

[0099] According to the interquartile range, the outlier threshold is set, and the value exceeding Q3+1.5I or below Q1-1.5I is defined as an outlier; where I represents the interquartile range;

[0100] Traverse the updated value of each parameter, and judge the value of each parameter according to the set abnormal value threshold. If it exceeds the set abnormal value threshold, it is marked as an abnormal value;

[0101] Processing the marked abnormal values, including deletion, correction or marking, to obtain the processed parameter values;

[0102] The correlation analysis of the processed parameter values ​​is carried out to obtain an analysis report, including the statistical indicators of each parameter, the detection and processing of abnormal values, and the analysis results of parameter values.

[0103] In an embodiment of the present invention, Python is used for data analysis. First, relevant libraries need to be imported, such as numpy for numerical calculation and pandas for data processing. Assume that there is a DataFrame, in which each column represents a parameter and each row represents an observation of the parameter. According to the formula, the upper quartile (Q3) and the lower quartile (Q1), as well as the interquartile range (I) are calculated. Use I to set the outlier threshold, traverse the value of each parameter, and judge and mark the outliers that exceed the threshold. For values ​​marked as abnormal, you can choose to delete, correct or mark. In this implementation, it is assumed that the outlier is deleted. Use statistical methods (such as correlation coefficients, scatter plots, etc.) to perform correlation analysis on the processed parameter values. Integrate the results of the above steps to generate a report containing statistical indicators, outlier detection and processing conditions, and parameter value analysis results for each parameter.

[0104] Suppose there is a dataset with three parameters (A, B, C) and each parameter has 10 observations.

[0105] Original dataset:

[0106] A: [1, 2, 3, 4, 5, 100, 6, 7, 8, 9];

[0107] B: [2, 3, 4, 5, 6, 7, 8, 9, 10, 11];

[0108] C: [10, 9, 8, 7, 6, 5, 4, 3, 2, 1];

[0109] For parameter A, its quartiles and I will be affected due to the outlier 100. For parameters B and C, their quartiles and I will reflect their normal distribution. For parameter A, 100 will be identified as an outlier and deleted. Parameters B and C have no outliers. Suppose a positive correlation is found between parameters A and B, while parameter C is negatively correlated with the other two parameters. The report will contain statistical indicators for each parameter (such as mean, quartiles, I, etc.). Outlier detection and processing (such as 100 in parameter A is deleted). Correlation analysis results between parameters (such as A is positively correlated with B, and C is negatively correlated with A and B).

[0110] The accuracy and reliability of the data are ensured by detecting and removing outliers. Calculating statistical indicators and performing correlation analysis help us to gain a deeper understanding of the characteristics of each parameter and the relationship between them. Analysis reports provide strong support for decision-making, especially when data-based decisions need to be made. When training a model on the processed data, the model performance may be improved due to the improved data quality and reduced outliers.

[0111] In another preferred embodiment of the present invention, the calculation formula of the interquartile range is:

[0112]

[0113] In the embodiment of the present invention, for the upper quartile Q3, the lower bound integer position is found and the That is, P3 is rounded down. Determine the upper integer position, But we need to consider the boundary conditions. Use α and 1-α to weight the average value of the lower bound integer position. and the value of the upper integer position (or the average of adjacent values). Find the lower integer position and determine Sure That is, P1 is rounded up. Use weights to weight the average value of the lower bound integer position The value at the upper integer position or the average of the adjacent values. Using the calculated approximate values ​​of Q3 and Q1, calculate the interquartile range I = Q3-Q1.

[0114] The calculation of the quartiles is refined by the smoothing coefficient α, so that the distribution characteristics of the data can be more accurately reflected. The weighted average method is used to calculate the upper and lower quartiles in the formula, which helps to obtain more robust and reliable quartile estimates when the data volume is large or unevenly distributed. The interquartile range is an important indicator to measure the degree of dispersion of data distribution, and its accurate calculation is crucial for data analysis. This formula helps to reveal the inherent laws and characteristics of the data more deeply by improving the calculation accuracy of the interquartile range. Accurate interquartile range calculation can also provide strong support for data analysis tasks such as outlier detection, data cleaning, and data visualization, thereby improving the overall level and effect of data analysis.

[0115] In another preferred embodiment of the present invention, the new calculation formula of the gradient accumulation is:

[0116]

[0117] Among them, G t+1 represents the cumulative gradient at time point t+1; μ represents the momentum coefficient; G trepresents the accumulated gradient at time point t; α represents the learning rate; C represents the gradient clipping threshold; g t represents the gradient at time point t; if represents the condition; represents a positive number; λ represents the regularization coefficient.

[0118] In the embodiment of the present invention, the initial gradient accumulation G0 is set to 0. Determine the momentum coefficient μ, the learning rate α, the gradient clipping threshold C, the regularization coefficient λ and a small positive number To avoid division by zero error. At time point t, get the current gradient g t This is obtained through the back-propagation algorithm in neural network training.

[0119] Determine the gradient value:

[0120] If g t <-C, the gradient value is set to -C.

[0121] If -C≤g t ≤C, the gradient value remains unchanged.

[0122] If g t >C, the gradient value is set to C.

[0123] Calculate the current gradient g t The norm of (usually the L2 norm), that is, ‖g t ‖. Add a small positive number to the denominator To ensure that there is no division by zero. According to the clipped gradient and gradient norm ‖g t ‖, calculate the gradient update term The gradient accumulator G t Multiply by the momentum coefficient μ. Subtract the regularization term λ×G from the momentum term t Add all the above items together to get the new gradient accumulator G t+1 Update time point t to t+1. Continue to calculate the gradient accumulation at the next time point until the required number of iterations is reached.

[0124] The gradient clipping mechanism (implemented by parameter C) can effectively limit the maximum value of the gradient and prevent the gradient explosion problem. When the gradient value exceeds the set threshold C, it is clipped to -C or C, thereby ensuring that the gradient is not too large and enhancing the stability of the training process. Through the regularization coefficient λ, the formula penalizes the gradient accumulation, which helps prevent the model from overfitting. The regularization term can reduce the amplitude of the gradient accumulation, making the model smoother during the training process and improving the generalization ability of the model. The introduction of the momentum coefficient μ enables the gradient accumulation to retain historical gradient information and accelerate the convergence process. The momentum mechanism enables the model to consider the previous direction when updating parameters, so as to find the optimal solution faster. The learning rate α is proportional to the inverse of the gradient norm. This adaptive adjustment mechanism can dynamically adjust the learning rate according to the size of the current gradient. When the gradient is large, the learning rate is reduced accordingly to avoid oscillation caused by large steps; when the gradient is small, the learning rate is increased accordingly to accelerate convergence.

[0125] In a preferred embodiment of the present invention, the DC bus, the high-voltage power distribution control line and the communication line are connected in series so that when the circuit breaker is closed and the combination switch key is in the open position, the vehicle control unit establishes communication with the main battery management system and performs a system self-check, which may include:

[0126] Connect the DC bus, high-voltage power distribution control line and communication line in series, set the circuit breaker to the closed state, and put the combination switch key in the open position;

[0127] Initialize the communication parameters between the vehicle control unit and the main battery management system, and prepare a list of subtasks for system self-test, including the check items, test standards, and expected results for each subtask;

[0128] The vehicle control unit establishes communication with the main battery management system, and sends a subtask inspection instruction for each subtask in the subtask list;

[0129] The main battery management system receives the inspection instruction of the subtask and performs the corresponding inspection, obtains the inspection result, and returns the inspection result to the vehicle control unit;

[0130] The vehicle control unit compares the inspection results with the expected results, determines whether each subtask has passed, and records the result status of the subtask;

[0131] The vehicle control unit summarizes the result status of the subtasks. If each subtask passes, the system self-check passes; otherwise, appropriate measures are taken according to the subtasks that failed, including alarms and recording fault codes.

[0132] In an embodiment of the present invention, the DC bus, high-voltage power distribution control line and communication line are connected in series to ensure that all lines are connected correctly and firmly. Set the circuit breaker to a closed state to ensure that the DC bus and the high-voltage power distribution control line can be powered on normally. Put the combination switch key in the on position to activate the vehicle's electrical system and prepare for communication and system self-test. The vehicle control unit (VCU) initializes the communication parameters with the main battery management system (BMS), including communication protocol, baud rate, data bit, etc., to ensure that both parties can communicate normally. Prepare a subtask list for system self-test, which lists in detail the inspection items, test standards and expected results of each subtask. For example, subtasks include battery voltage check, battery temperature check, battery connection status check, etc.

[0133] The VCU sends a subtask inspection instruction to the BMS through the communication line. The instruction contains the subtask identifier to be executed and related parameters. The BMS receives the inspection instruction sent by the VCU and performs the corresponding inspection operation according to the instruction. For example, if the instruction is to check the battery voltage, the BMS will measure the battery voltage and compare it with the preset threshold. The BMS returns the inspection result to the VCU through the communication line. The result contains the subtask identifier, the actual measurement value, and information on whether the inspection is passed. The VCU receives the inspection result returned by the BMS and compares the actual measurement value with the expected result. If the actual measurement value meets the expected result, the subtask is judged to have passed; otherwise, it is judged to have failed. The VCU records the result status of each subtask, including passed or failed, as well as specific error information when it fails.

[0134] The VCU summarizes the result status of all subtasks. If each subtask passes, the system self-check is considered to have passed and subsequent normal operations can be performed. If there are subtasks that fail, the VCU will take corresponding measures based on the failed subtasks, such as issuing alarm signals, recording fault codes, and may interrupt or limit some functions of the vehicle to ensure safety.

[0135] Assume that the subtask list of the system self-test includes three subtasks: battery voltage check, battery temperature check, and battery connection status check.

[0136] Battery voltage check: VCU sends a command to BMS to measure the battery voltage, and BMS returns the actual voltage value after measurement. If the voltage value is within the preset normal range (such as 300V to 400V), it is judged as passed; otherwise, it is judged as failed.

[0137] Battery temperature check: VCU sends a command to request BMS to measure the battery temperature, and BMS returns the actual temperature value after measurement. If the temperature value is within the preset safety range (such as -20℃ to 60℃), it is judged to pass; otherwise, it is judged to fail.

[0138] Battery connection status check: VCU sends a command to request BMS to check the battery connection status. BMS returns the connection status information after checking. If the connection status is normal (such as no open circuit or short circuit), the judgment is passed; otherwise, the judgment is failed.

[0139] Assuming that during the self-test process, the battery voltage and battery connection status pass the check, but the battery temperature exceeds the safe range, the VCU will record the information that the battery temperature check failed and issue an alarm signal, and may limit some functions of the vehicle to prevent further safety risks.

[0140] Through system self-check, potential faults or abnormalities, such as excessive battery temperature and abnormal voltage, can be discovered and handled in time, thus effectively avoiding the occurrence of safety accidents. System self-check can ensure that the communication between the vehicle control unit and the main battery management system is normal, and that all parameters of the battery system meet normal requirements, thereby improving the reliability of the entire system. By recording the result status and fault information of subtasks, maintenance personnel can quickly locate and solve problems, reducing maintenance difficulty and cost. System self-check can be performed automatically before the vehicle is started, without manual operation by the user, and can give prompts or warnings in time when problems are found, improving the user experience. As part of the intelligent vehicle, the system self-check provides basic data support for the intelligent management of the vehicle, which helps to promote the development of vehicles in a more intelligent and autonomous direction.

[0141] In a preferred embodiment of the present invention, when there is no alarm information, the discharge contactor, the pre-charge controller of the power distribution unit and the oil pump motor contactor are energized, and the built-in converter is started to work; if the converter is not started, a fault message is sent to the display terminal and the vehicle is controlled to stop, which may include:

[0142] When there is no alarm information, a signal is sent to close the discharge contactor, the pre-charge controller of the power distribution unit and the oil pump motor contactor;

[0143] According to the oil pump motor contactor's pull-in, the built-in converter starts and monitors the converter's startup status; if the converter starts successfully, it enters the normal working state; otherwise, it enters the fault handling stage;

[0144] If the converter fails to start, a fault message is sent to the display terminal and the vehicle is controlled to stop running.

[0145] In an embodiment of the present invention, the system first checks whether there is any alarm information. These alarm messages may come from various sensors, control systems or battery management systems of the vehicle, indicating whether the vehicle is in a safe and operable state. If the system confirms that there is no alarm information, it will send an electrical signal to the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor to instruct them to pull in. This is part of the preparation for starting the vehicle to ensure that electricity can flow smoothly to where it is needed. The pull-in of the oil pump motor contactor triggers the start of the built-in converter. The converter is a key component in the vehicle's power system, responsible for converting electrical energy into the form required by various systems of the vehicle, such as converting high-voltage direct current to alternating current, or adjusting the voltage level. The system monitors the startup status of the converter in real time. This involves checking the parameters such as the output voltage, current and frequency of the converter to ensure that they meet the expected values ​​and that the converter is operating stably. Based on the monitored data, the system determines whether the converter has been successfully started. If all parameters are within the normal range and the converter has been operating stably for a period of time, the system considers that the converter has been successfully started. If the converter is successfully started, the system will put the vehicle into normal working state, allowing the vehicle to proceed with subsequent driving or operation. If the converter fails to start, the system will immediately enter the fault handling stage. During the fault handling stage, the system will send detailed fault information to the display terminal, including fault type, occurrence time, possible causes, etc., so that maintenance personnel can quickly locate and solve the problem. At the same time, the system will control the vehicle to stop running to prevent possible damage or safety accidents.

[0146] Assume that in an electric vehicle, the discharge contactor, the power distribution unit pre-charge controller, and the oil pump motor contactor are all properly installed and connected. When the driver starts the vehicle, the system first checks whether there are any alarm messages. If not, the system sends a signal to make these contactors pull in and prepare to start the vehicle. As the oil pump motor contactor pulls in, the built-in converter starts to work, converting the high-voltage DC power of the battery into the AC power required by the vehicle's various systems. The system monitors the output voltage and current of the converter in real time to ensure that they are within the normal range. If the converter starts successfully, the vehicle will enter a normal working state and the driver can start driving. But if the converter fails to start, such as abnormal output voltage or excessive current, the system will immediately send a fault message to the display terminal and control the vehicle to stop running to ensure the safety of the driver and the vehicle.

[0147] By monitoring the start-up status of the converter in real time and immediately controlling the vehicle to stop when an abnormality occurs, the system can effectively prevent safety accidents caused by converter failures. The system can automatically detect and handle the start-up failure of the converter, reducing vehicle failures caused by human operating errors or equipment aging, and improving the reliability and stability of the vehicle. Detailed fault information can help maintenance personnel quickly locate and solve problems, reducing the difficulty and cost of maintenance. The system can automatically start the vehicle when there is no alarm information, and give prompts in time when a fault occurs, improving the user experience. Through real-time monitoring and fault handling, the system provides a basis for the intelligent management of vehicles, which helps to promote the development of vehicles in a more intelligent and autonomous direction.

[0148] like Figure 2 As shown, an embodiment of the present invention also provides a control method for an underground explosion-proof electric drive vehicle electromagnetic interference control device, comprising:

[0149] Step 21, connecting two groups of explosion-proof lithium battery power supply devices in series and exchanging data through an internal controller area network bus;

[0150] Step 22, after data exchange, the circuit breaker is successfully closed and the combination switch key is rotated to the start position, and a communication connection is established between the vehicle control unit and the main battery management system management unit;

[0151] Step 23, start the system self-check. If the system self-check result shows no alarm information, control the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor to enter the pull-in state, and start the converter;

[0152] Step 24, continuously monitoring the enable state of the converter, if the converter is not in the enable state, uploading the fault information to the display terminal and stopping the operation of the vehicle;

[0153] Step 25, suppressing interference signals on the communication line by the controller area network communication interference suppression device to prevent data loss and communication interruption;

[0154] Step 26, suppressing interference signals injected into the power supply line by setting a transient suppression diode between the CAN bus and the power supply line.

[0155] In an embodiment of the present invention, ensure that the performance, specifications and voltage levels of the two groups of explosion-proof lithium battery power supply devices match and are in good working condition. Use a dedicated explosion-proof cable to connect the positive and negative poles of the two groups of batteries respectively to form a series circuit. Ensure that the explosion-proof safety specifications are followed during the connection process to avoid sparks or short circuits. Connect the management systems of the two groups of batteries through the internal controller area network (CAN) bus interface. Configure the communication parameters of the CAN bus, such as baud rate, data bits, check bits, etc., to ensure that data exchange can be carried out normally between the two groups of batteries.

[0156] Step 22, confirm that the circuit breaker is in the disconnected state and the combination switch key is not rotated to the start position. When the data exchange is successful, operate the circuit breaker to close the switch and rotate the combination switch key to the start position. At this time, the vehicle electrical system starts to supply power. The vehicle control unit (VCU) sends a communication request to the main battery management system (BMS) through the CAN bus. The BMS responds to the request and establishes a communication connection with the VCU. After the communication connection is established, the VCU can obtain battery status information such as voltage, current, temperature, etc. in real time.

[0157] Step 23, VCU sends a system self-check command to BMS, and BMS performs self-check operation according to the command to check whether the battery pack, connection lines, sensors, etc. are normal. If the self-check result shows no alarm information, that is, all check items are normal, VCU controls the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor to enter the pull-in state. As the contactor is pulled in, the power distribution unit starts to supply power to the vehicle systems and starts the converter to convert the battery power into the power required for vehicle driving.

[0158] Step 24, the VCU continuously monitors the enabled state of the converter through the CAN bus, including parameters such as output voltage, current, frequency, etc. If it is detected that the converter is not in the enabled state, that is, the parameters are abnormal or the converter is not working properly, the VCU immediately uploads the fault information to the display terminal and issues a command to stop the vehicle operation.

[0159] Step 25, install a controller area network communication interference suppression device on the CAN bus communication line, which can filter out or attenuate the interference signal on the line. According to the actual working environment and interference situation of the vehicle, adjust the parameters of the suppression device, such as filtering frequency, attenuation degree, etc., to achieve the suppression effect.

[0160] Step 26, select a suitable transient suppression diode (TVS) according to the voltage level of the power supply line and the characteristics of the interference signal. Connect the TVS in parallel between the controller LAN bus and the power supply line, and ensure that the positive and negative poles of the TVS are correctly connected to the positive and negative poles of the power supply line. Before the vehicle is operated, test the installation and connection of the TVS to ensure that the TVS can work normally and effectively suppress the interference signal from the power supply line. At the same time, test the suppression effect of the TVS by simulating interference signals to ensure that the vehicle can resist various electromagnetic interferences in actual operation.

[0161] Two sets of explosion-proof lithium battery power supply devices are connected in series to expand the battery capacity and improve the vehicle's endurance and energy utilization. Data exchange through the CAN bus realizes information sharing between battery management systems, which facilitates the vehicle control unit to grasp the battery status in real time and optimize energy distribution. The establishment of communication connection enables the vehicle control unit to accurately obtain battery status information, ensure the coordinated work of various vehicle systems, and improve overall performance. The communication connection is established only after the circuit breaker is successfully closed and the combination switch key is rotated to the start position, ensuring the reliability and safety of vehicle startup. The system self-check can detect and report potential faults in time, prevent vehicle failures during driving, and improve the safety and reliability of the vehicle. Control the discharge contactor, the power distribution unit pre-charge controller, and the oil pump motor contactor to enter the pull-in state, and start the converter to ensure the stability and continuity of the vehicle's power supply.

[0162] Continuously monitoring the enabled state of the converter can detect and handle faults in a timely manner, reducing the impact of faults on vehicle operation. If the converter is not in the enabled state, the fault information is uploaded immediately and the vehicle is stopped, effectively avoiding safety accidents caused by converter failure. The interference signal on the communication line is suppressed by the controller LAN communication interference suppression device to ensure the stability and reliability of communication between the various systems of the vehicle. Suppressing interference signals can prevent data from being lost or tampered with during transmission, ensuring the integrity and accuracy of the data. The transient suppression diode can absorb transient overvoltage and overcurrent in the power supply line to protect the vehicle's electronic equipment from damage. By setting the transient suppression diode, the electromagnetic compatibility of the vehicle is improved, allowing the vehicle to operate normally in a complex electromagnetic environment.

[0163] In another preferred embodiment of the present invention, the above step 23, starting the system self-check, if the system self-check result shows no alarm information, controlling the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor to enter the pull-in state, and starting the converter, may include:

[0164] Step 231, start the system self-check to check whether the status of each component, including the discharge contactor, the power distribution unit pre-charge controller, and the oil pump motor contactor, is normal, and obtain the system self-check result;

[0165] Step 232, if the system self-check result shows no alarm information, then initialize the gray wolf population and initial position;

[0166] Step 233, defining a fitness function, and performing fitness evaluation on the position of each wolf to obtain an evaluation result, and updating the position of the wolf pack according to the evaluation result;

[0167] Step 234, continuously evaluating the fitness of each wolf's position and updating the wolf pack's position until the maximum number of iterations is reached to obtain the final optimization parameters;

[0168] Step 235, according to the final optimized parameters, control the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor to enter the pull-in state, and start the converter.

[0169] In an embodiment of the present invention, the vehicle control unit (VCU) starts a system self-check program, which is responsible for checking the status of each key component of the vehicle. The self-check program checks the electrical connection, mechanical integrity, functional status, etc. of the discharge contactor, the power distribution unit pre-charge controller, the oil pump motor contactor and other related components one by one. The self-check program records the inspection results of each component and analyzes them to determine whether there is an abnormality or fault. Based on the analysis results, the self-check program generates a system self-check report, which includes the status information of each component and whether there is an alarm information.

[0170] Step 232, based on the system complexity and optimization requirements, determine the size of the gray wolf population, i.e., the number of wolves in the pack. Assign an initial position to each wolf, which represents the control parameters or solutions. In the context of electromagnetically driven vehicles, these positions represent the timing of the discharge contactor, the pre-charge controller of the power distribution unit, and the contactor of the oil pump motor, the voltage level, etc. Set the relevant parameters of the gray wolf optimization algorithm, such as the number of iterations, the search range, the convergence condition, etc.

[0171] Step 233, based on the actual requirements of vehicle startup and operation, a fitness function is defined. This function can evaluate the impact of each wolf position (i.e., control parameter) on the vehicle startup performance, such as startup speed, stability, energy consumption, etc. The fitness function is used to evaluate the position of each wolf to obtain the fitness value of each position. These values ​​reflect the pros and cons of the control parameters corresponding to the position on the vehicle startup performance.

[0172] Step 234, based on the fitness value, the position of the wolf pack is updated according to the rules of the gray wolf optimization algorithm. This usually involves selecting a wolf with a higher fitness as a leader wolf and guiding other wolves to approach the position of the leader wolf. Steps 233 and 234 are repeated continuously, that is, the fitness of each wolf's new position is evaluated, and the position of the wolf pack is updated according to the evaluation results. This process continues until the preset maximum number of iterations is reached or other convergence conditions are met.

[0173] Step 235, after the iterative optimization is completed, the position of the wolf with the highest fitness is selected from the wolf pack as the final optimization parameter. According to the final optimization parameters, the VCU sends control instructions to the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor, so that they enter the energized state according to the optimized timing and parameters. As the contactor is energized, the power distribution unit starts to supply power to the vehicle systems and starts the converter to convert the battery power into the power required for vehicle driving.

[0174] Assume that in an underground explosion-proof electric drive vehicle, the system self-check finds that all components are in normal state and there is no alarm information. Next, the VCU uses the gray wolf optimization algorithm to optimize the control parameters during the vehicle startup process. The gray wolf population size is set to 10, 10 sets of initial control parameters (such as contactor pull-in timing, voltage level, etc.) are generated, and the number of iterations is set to 100 times. In each iteration, the fitness value of each set of control parameters is evaluated using the fitness function, and the wolf group position is updated according to the evaluation results. After multiple iterations, the wolf group gradually gathers at a position with higher fitness. After the iteration is completed, the final optimization parameters are determined according to the fitness of the wolf. These parameters may indicate that the fastest startup speed and the lowest energy consumption can be achieved by pulling in the discharge contactor and the oil pump motor contactor at a specific timing and adjusting the pre-charge voltage of the power distribution unit. The VCU sends a control instruction based on the final optimization parameters to make the discharge contactor, the power distribution unit pre-charge controller, and the oil pump motor contactor enter the pull-in state according to the optimized timing and parameters, and start the converter.

[0175] By optimizing the control parameters during the vehicle startup process using the Gray Wolf optimization algorithm, the startup speed, stability and energy efficiency of the vehicle can be significantly improved. The combination of system self-checking and the Gray Wolf optimization algorithm enables the vehicle to adaptively adjust the control parameters to cope with challenges under different working conditions and environments, enhancing the adaptability of the system. The optimized control parameters can reduce the wear and loss of the equipment during the startup process, thereby extending the service life of the equipment. Faster startup speeds and more stable operating performance improve the user experience, making underground explosion-proof electric drive vehicles more efficient, reliable and convenient. The application of intelligent algorithms such as the Gray Wolf optimization algorithm provides strong support for the intelligent management of vehicles, and helps to promote the development of vehicles in a more intelligent and autonomous direction.

[0176] In another preferred embodiment of the present invention, the calculation formula of the fitness function is:

[0177]

[0178] Wherein, F represents the fitness function; w1 represents the weight coefficient of the voltage deviation term; w2 represents the weight coefficient of the temperature deviation term; w3 represents the weight coefficient of the electromagnetic interference term; t f Indicates the end time of the evaluation; t0 indicates the start time of the evaluation; V r0 Indicates the initial value of the reference voltage; k r represents the linear change rate of the reference voltage; t represents time; V a0 Indicates the initial value of the actual voltage; k a Indicates the linear change rate of the actual voltage; T r0 represents the initial value of the reference temperature; k T Indicates the linear rate of change of the reference temperature; T a0 Indicates the initial value of the actual temperature; k s represents the linear change rate of the actual temperature; N represents the total number of frequency points in the electromagnetic interference evaluation; i represents the index variable; Represents the weight coefficient of electromagnetic interference related to the i-th frequency point; E n,i Represents the normalized electric field strength value measured at the i-th frequency point.

[0179] In the embodiment of the present invention, all relevant parameters are initialized. These parameters include weight coefficients w1, w2 and w3, which represent the relative importance of voltage deviation term, temperature deviation term and electromagnetic interference term in the fitness function respectively. The start time t0 and end time t f , they define the time frame for the evaluation. The initial values ​​of the reference voltage and the actual voltage V r0 and V a0 , and their linear rate of change k r and k a The initial value of reference temperature and actual temperature T r0 and T a0 , and their linear rate of change k T and k s The total number of frequency points N in the EMI assessment, and the EMI-related weight coefficient for each frequency point And the measured normalized electric field strength value E n,i .

[0180] The voltage deviation term is the first part of the fitness function, which calculates the difference between the reference voltage and the actual voltage in the time range t0 to t f The specific calculation steps are as follows:

[0181] For the time range t0 to t f At each time point t, calculate the reference voltage V r0 +k r ×t and actual voltage V a0 -k a × t. Calculate the voltage deviation V r0 +k r ×tV a0 -k a ×t. Integrate the square of the voltage deviation to obtain the voltage deviation term

[0182] The temperature deviation term is the second part of the fitness function, which calculates the difference between the reference temperature and the actual temperature in the time range t0 to t f The specific calculation steps are as follows:

[0183] For the time range t0 to t f At each time point t, calculate the reference temperature T r0 +k T ×t and actual temperature T a0 -k s ×t. Calculate the temperature deviation T r0 +k T ×tT a0 -k s ×t. Integrate the square of the temperature deviation to get the temperature deviation term

[0184] The electromagnetic interference term is the third part of the fitness function, which takes into account the electromagnetic interference intensity measured at different frequency points. The specific calculation steps are as follows:

[0185] For each frequency point i (i=1, 2, ..., N), obtain the weight coefficient related to the electromagnetic interference of the frequency point And the measured normalized electric field strength value E n,i . Calculate the electromagnetic interference term at each frequency point Sum the electromagnetic interference terms at all frequency points to get the electromagnetic interference term The fitness function value F is calculated based on the calculation results of the voltage deviation term, the temperature deviation term and the electromagnetic interference term, and their respective weight coefficients.

[0186] The voltage deviation term and the temperature deviation term calculate the sum of squares of the deviations between the reference and actual voltage and temperature, respectively, and accumulate them over the entire evaluation time range by integration. This helps the optimization algorithm to more accurately find the set of control parameters that minimize the voltage and temperature deviations, thereby improving the accuracy and stability of the control system. The electromagnetic interference term takes into account the weighted sum of the electromagnetic interference intensity measured at different frequency points, which helps the optimization algorithm play a role in reducing electromagnetic interference. By reducing electromagnetic interference, the electromagnetic compatibility of the equipment can be improved, the interference to other electronic equipment can be reduced, and the normal operation of the system can be ensured. The introduction of weight coefficients w1, w2, and w3 makes the fitness function flexible, and the relative importance of each factor can be adjusted according to the needs of the actual application scenario. For example, in some cases, voltage control may be more important, so the value of w1 can be increased; in other cases, electromagnetic interference is the main concern, so the value of w3 can be increased.

[0187] It should be noted that this method is a method corresponding to the above-mentioned underground explosion-proof electric drive vehicle electromagnetic interference control device. All implementation methods in the above-mentioned underground explosion-proof electric drive vehicle electromagnetic interference control device embodiment are applicable to this embodiment and can achieve the same technical effect.

[0188] The above is a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. An underground explosion-proof electric drive vehicle electromagnetic interference control device, characterized in that: include: The power module is used to output direct current and has a built-in address distinction and battery management unit to collect the temperature and voltage parameters of each cell; A communication module is used to enable data exchange between the two groups of explosion-proof power supply devices, wherein the main management unit in the first explosion-proof power supply device aggregates, calculates and analyzes data, and transmits information and exchanges data with the vehicle control unit of the whole vehicle; The circuit breaker module is used to connect the DC bus, high-voltage power distribution control line and communication line in series, so that when the circuit breaker is closed and the combination switch key is in the on position, the vehicle control unit establishes communication with the main battery management system and performs system self-test; The contactor and conversion control module is used to close the discharge contactor, the pre-charge controller of the power distribution unit and the oil pump motor contactor when there is no alarm information, and the built-in converter is used to start the work; if the converter is not started, the fault information is sent to the display terminal and the vehicle is controlled to stop; Communication interference suppression module, used to connect bus communication lines and suppress interference on the lines; The protection module is arranged between the bus communication line and the negative pole of the power supply, and is used to suppress the interference of the power supply line so that the bus communication line is not affected by the transient voltage.

2. The electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 1 is characterized in that: The two groups of explosion-proof power supply devices are used to exchange data, wherein the main management unit in the first explosion-proof power supply device aggregates, calculates and analyzes data, and transmits information and exchanges data with the vehicle control unit of the vehicle, including: Establishing a data communication channel between the two groups of explosion-proof power supply devices, and initializing relevant parameters in the main management unit in the first explosion-proof power supply device, including a learning rate and a gradient accumulation amount; The two groups of explosion-proof power supply devices send and receive data according to the agreed protocol and data format, and the main management unit in the first explosion-proof power supply device performs pre-processing after receiving the data to obtain processed data; The main management unit summarizes the processed data to form a data set, and calculates the gradients of voltage and temperature based on the data set; Update the corresponding gradient accumulation according to the gradient of voltage and temperature, and update the value of each parameter according to the gradient accumulation and learning rate; Analyze the value of each updated parameter, including calculating statistical indicators, detecting abnormal values, and obtaining analysis results; Send the analysis result communication line to the vehicle control unit of the whole vehicle; The main management unit receives the control instructions from the vehicle control unit of the vehicle and performs corresponding response operations according to the instructions, including adjusting parameter settings and executing specific tasks; Repeat the iterative optimization, update the parameters according to the new data in each iteration, calculate the new gradient accumulation, and transmit information and exchange data with the vehicle control unit after each iteration.

3. The electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 2 is characterized in that: Analyze the values ​​of each updated parameter, including calculating statistical indicators and detecting abnormal values, and obtain analysis results, including: Calculate the upper quartile of each parameter updated Lower quartile and interquartile range; where It represents the value of the integer position closest to the upper quartile position P3 after the data set is sorted; P3 represents the position of the upper quartile; α represents the smoothing coefficient; It represents the integer value above the upper quartile position P3 after the data set is sorted; It indicates the value of the integer position closest to the lower quartile position P1 after the data set is sorted; P1 indicates the position of the lower quartile; Indicates that the index of the sorted data set is The value of the data point; According to the interquartile range, the outlier threshold is set, and the value exceeding Q3+1.5I or below Q1-1.5I is defined as an outlier; where I represents the interquartile range; Traverse the updated value of each parameter, and judge the value of each parameter according to the set abnormal value threshold. If it exceeds the set abnormal value threshold, it is marked as an abnormal value; Processing the marked abnormal values, including deletion, correction or marking, to obtain the processed parameter values; The correlation analysis of the processed parameter values ​​is carried out to obtain an analysis report, including the statistical indicators of each parameter, the detection and processing of abnormal values, and the analysis results of parameter values.

4. The electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 3 is characterized in that: The calculation formula of the interquartile range is:

5. The electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 4 is characterized in that: The new gradient accumulation calculation formula is: Among them, G t+1 represents the cumulative gradient at time point t+1; μ represents the momentum coefficient; G t represents the accumulated gradient at time point t; α represents the learning rate; C represents the gradient clipping threshold; g t represents the gradient at time point t; if represents the condition; represents a positive number; λ represents the regularization coefficient.

6. The electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 5, characterized in that: Connect the DC bus, high-voltage power distribution control line and communication line in series so that when the circuit breaker is closed and the combination switch key is in the on position, the vehicle control unit establishes communication with the main battery management system and performs a system self-test, including: Connect the DC bus, high-voltage power distribution control line and communication line in series, set the circuit breaker to the closed state, and put the combination switch key in the open position; Initialize the communication parameters between the vehicle control unit and the main battery management system, and prepare a list of subtasks for system self-test, including the check items, test standards, and expected results for each subtask; The vehicle control unit establishes communication with the main battery management system, and sends a subtask inspection instruction for each subtask in the subtask list; The main battery management system receives the inspection instruction of the subtask and performs the corresponding inspection, obtains the inspection result, and returns the inspection result to the vehicle control unit; The vehicle control unit compares the inspection results with the expected results, determines whether each subtask has passed, and records the result status of the subtask; The vehicle control unit summarizes the result status of the subtasks. If each subtask passes, the system self-check passes; otherwise, appropriate measures are taken according to the subtasks that failed, including alarms and recording fault codes.

7. The electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 6, characterized in that: When there is no alarm information, the discharge contactor, the pre-charge controller of the power distribution unit and the oil pump motor contactor are closed, and the built-in converter is used to start the work; If the converter fails to start, a fault message is sent to the display terminal and the vehicle is stopped, including: When there is no alarm information, a signal is sent to close the discharge contactor, the pre-charge controller of the power distribution unit and the oil pump motor contactor; According to the oil pump motor contactor, the built-in converter starts and monitors the converter's startup status. If the converter starts successfully, it enters the normal working state; otherwise, it enters the fault handling stage. If the converter fails to start, a fault message is sent to the display terminal and the vehicle is controlled to stop running.

8. A control method for an underground explosion-proof electric drive vehicle electromagnetic interference control device as claimed in any one of claims 1 to 7, characterized in that: include: Two groups of explosion-proof lithium battery power supply devices are connected in series and data is exchanged through the internal controller area network bus; After data exchange, the circuit breaker is successfully closed and the combination switch key is turned to the start position, and a communication connection is established between the vehicle control unit and the main battery management system management unit; Start the system self-check. If the system self-check result shows no alarm information, the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor are controlled to enter the pull-in state, and the converter is started; Continuously monitor the enable status of the converter. If the converter is not in the enable status, upload the fault information to the display terminal and stop the vehicle; Suppress interference signals on the communication line through the controller area network communication interference suppression device to prevent data loss and communication interruption; By arranging a transient suppression diode between the controller area network bus and the power supply line, interference signals injected from the power supply line can be suppressed.

9. The control method of the underground explosion-proof electric drive vehicle electromagnetic interference control device according to claim 8, characterized in that: Start the system self-check. If the system self-check result shows no alarm information, the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor are controlled to enter the pull-in state, and the converter is started, including: Start the system self-test to check whether the status of each component, including the discharge contactor, the pre-charge controller of the power distribution unit, and the oil pump motor contactor, is normal, and obtain the system self-test results; If the system self-check result shows no alarm information, the gray wolf population and initial position are initialized; Define the fitness function, evaluate the fitness of each wolf's position, get the evaluation result, and update the wolf pack's position according to the evaluation result; Continuously evaluate the fitness of each wolf's position and update the wolf pack's position until the maximum number of iterations is reached to obtain the final optimization parameters; According to the final optimized parameters, the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor are controlled to enter the energized state, and the converter is started.

10. The control method of the underground explosion-proof electric drive vehicle electromagnetic interference control device according to claim 9, characterized in that: The calculation formula of the fitness function is: Wherein, F represents the fitness function; w1 represents the weight coefficient of the voltage deviation term; w2 represents the weight coefficient of the temperature deviation term; w3 represents the weight coefficient of the electromagnetic interference term; t f Indicates the end time of the evaluation; t0 indicates the start time of the evaluation; V r0 Indicates the initial value of the reference voltage; k r represents the linear change rate of the reference voltage; t represents time; V a0 Indicates the initial value of the actual voltage; k a Indicates the linear change rate of the actual voltage; T r0 represents the initial value of the reference temperature; k T Indicates the linear rate of change of the reference temperature; T a0 Indicates the initial value of the actual temperature; k s represents the linear change rate of the actual temperature; N represents the total number of frequency points in the electromagnetic interference evaluation; i represents the index variable; Represents the weight coefficient of electromagnetic interference related to the i-th frequency point; E n,i Represents the normalized electric field strength value measured at the i-th frequency point.

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