An electromagnetic interference control device for underground explosion-proof electric drive vehicles and its control method

Abstract

The present invention provides an electromagnetic interference control device for underground explosion-proof electric-drive vehicles and a control method thereof, relating to the technical field of underground explosion-proof electric-drive vehicle control. The device comprises: a power module for outputting direct current (DC) power and a built-in address distinguisher and battery management unit (BMU) for collecting temperature and voltage parameters of each battery cell; and a communication module for enabling data exchange between two sets of explosion-proof power supply units. The main management unit within the first explosion-proof power supply unit aggregates, calculates, and analyzes data, and transmits and exchanges information with the vehicle control unit. This invention effectively resolves electromagnetic interference issues, improves the stability and reliability of vehicle communications, and ensures the safe and efficient operation of underground explosion-proof electric-drive vehicles.

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 auxiliary transportation in coal mines relies primarily on diesel-powered trackless rubber-tyred vehicles. These vehicles emit large amounts of exhaust gas, including harmful substances such as carbon monoxide, nitrogen oxides, and particulate matter, during operation. These pollutants quickly accumulate in the relatively closed and poorly ventilated environment underground, leading to deteriorating air quality and severely polluting the miners' working environment. Long-term inhalation of these harmful substances can seriously harm miners' health and increase their risk of occupational diseases such as respiratory and cardiovascular diseases.

[0003] Diesel-powered rubber-tyred trackless vehicles typically lack advanced intelligent technologies such as autonomous driving, smart navigation, and remote monitoring. This makes automated and intelligent management of the vehicles difficult, resulting in low transport efficiency and high labor intensity. Furthermore, the lack of effective intelligent safety systems also results in poor safety performance, making accidents more likely to occur, posing a threat to miners' lives.

[0004] With the increasing use of electric vehicles in underground coal mines, electromagnetic interference (EMI) issues are becoming increasingly prominent. Permanent magnet electric drive systems, in particular, generate significant amounts of PWM (pulse width modulation) harmonic interference during operation. This interference not only affects the vehicle's own communication systems and data transmission, but can also disrupt the normal operation of other electronic equipment underground. In severe cases, it can even cause serious failures such as communication interruptions and data loss, posing a significant threat to coal mine safety. 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 solutions of the present invention are as follows:

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

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

[0009] The 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 entire vehicle;

[0010] The circuit breaker module is used to connect the DC bus, high-voltage 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;

[0011] The contactor and conversion control module is used to close the discharge contactor, the power distribution unit pre-charge controller, and the oil pump motor contactor when there is no alarm information, and to activate the built-in converter to start the work; if the converter does not start, it sends a fault message to the display terminal and controls the vehicle 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 to suppress the interference introduced by the power supply line so that the bus communication line is not affected by transient voltage.

[0014] Furthermore, data exchange is performed between the two 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 entire vehicle, including:

[0015] Establishing a data communication channel between the two explosion-proof power supply units and initializing relevant parameters in the main management unit within the first explosion-proof power supply unit, 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 voltage and temperature gradients 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 outliers, 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 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 iterative optimization, update parameters according to new data in each iteration, calculate 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 outliers, to obtain analysis results, including:

[0024] Calculate the upper quartile of each parameter updated

[0025] 、

[0026] Lower quartile

[0027]

[0028] and interquartile range; where Indicates that after the data set is sorted, the position is closest to the upper quartile position The value of the integer position below ; Indicates the position of the upper quartile; represents the smoothing coefficient; Indicates that after the data set is sorted, the position is closest to the upper quartile position The value of the integer position above ; Indicates that after the data set is sorted, the position is closest to the lower quartile position The value of the integer position below ; Indicates the position of the lower quartile; Indicates that the index of the sorted data set is The value of the data point;

[0029] According to the interquartile range, the outlier threshold is set. or lower The value of is defined as an outlier; represents the interquartile range;

[0030] Traverse the updated value of each parameter and judge the value of each parameter according to the set outlier threshold. If it exceeds the set outlier threshold, it will be marked as an outlier.

[0031] Processing the marked abnormal values, including deletion, correction or marking, to obtain the processed parameter values;

[0032] Perform correlation analysis on the parameter values ​​after processing to obtain an analysis report, including statistical indicators of each parameter, outlier detection and processing status, and parameter value analysis results.

[0033] Furthermore, the calculation formula of the interquartile range is:

[0034] .

[0035] Furthermore, the new gradient accumulation calculation formula is:

[0036] ;

[0037] in, Indicates at a point in time The cumulative gradient at time ; represents the momentum coefficient; Indicates at a point in time The cumulative gradient at time ; represents the learning rate; Represents the gradient clipping threshold; Indicates at a point in time The gradient of time; Indicates conditions; Represents a positive number; represents the regularization coefficient.

[0038] Furthermore, the DC bus, high-voltage distribution control line, and communication line are connected 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:

[0039] Connect the DC bus, high-voltage 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;

[0040] 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;

[0041] 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;

[0042] 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;

[0043] 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;

[0044] The vehicle control unit summarizes the result status of the subtasks. If each subtask passes, the system self-test passes; otherwise, corresponding measures are taken according to the subtasks that failed, including alarms and recording fault codes.

[0045] 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 activated to start working; if the converter does not start, a fault message is sent to the display terminal and the vehicle is controlled to stop, including:

[0046] 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;

[0047] According to the oil pump motor contactor's closure, the built-in converter starts and monitors the converter's startup status;

[0048] If the converter starts successfully, it enters the normal working state; otherwise, it enters the fault handling stage;

[0049] If the converter fails to start, a fault message is sent to the display terminal and the vehicle is controlled to stop running.

[0050] In a second aspect, a control method for an underground explosion-proof electric drive vehicle electromagnetic interference control device includes:

[0051] Two sets of explosion-proof lithium battery power supply devices are connected in series and data is exchanged through the internal controller area network bus;

[0052] 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;

[0053] Start the system self-test. If the system self-test 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 energized state, and the converter is started;

[0054] Continuously monitor the enable status of the converter. If the converter is not enabled, upload the fault information to the display terminal and stop the vehicle.

[0055] Suppress interference signals on the communication line through the controller local area network communication interference suppression device to prevent data loss and communication interruption;

[0056] 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 are suppressed.

[0057] Furthermore, a system self-test is started. If the system self-test 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:

[0058] Start the system self-test and 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-test results;

[0059] If the system self-check result shows no alarm information, the gray wolf population and initial position are initialized;

[0060] Define the fitness function, evaluate the fitness of each wolf's position, get the evaluation result, and update the wolf pack's position based on the evaluation result;

[0061] 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 optimized parameters;

[0062] 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.

[0063] Furthermore, the calculation formula of the fitness function is:

[0064] ;

[0065] in, represents the fitness function; Represents the weight coefficient of the voltage deviation term; Represents the weight coefficient of the temperature deviation term; Represents the weight coefficient of electromagnetic interference term; Indicates the end time of the assessment; Indicates the start time of the evaluation; Indicates the initial value of the reference voltage; Indicates the linear rate of change of the reference voltage; Indicates time; Indicates the initial value of the actual voltage; Indicates the linear rate of change of actual voltage; Indicates the initial value of the reference temperature; Indicates the linear rate of change of the reference temperature; Indicates the initial value of the actual temperature; Indicates the linear rate of change of actual temperature; Indicates the total number of frequency points in electromagnetic interference assessment; Represents an index variable; Indicates the The weight coefficient related to the electromagnetic interference of each frequency point; Indicates in The normalized electric field strength value measured at a frequency point.

[0066] The above solution of the present invention includes at least the following beneficial effects:

[0067] The communication interference suppression module effectively suppresses high-frequency interference signals on the bus communication lines, ensuring the stability and accuracy of data transmission. Furthermore, the protection module protects the bus communication lines from transient voltages by suppressing interference from the power supply lines, further improving the vehicle's electromagnetic compatibility. The power module's built-in address discrimination and battery management unit enable real-time acquisition of key parameters such as the temperature and voltage of each cell, providing data support for the system's stable operation. Furthermore, the communication module enables data exchange between the two explosion-proof power supply units, as well as information transmission and data exchange between the main management unit and the vehicle's control unit, enhancing the system's overall coordination and reliability.

[0068] The setting of the circuit breaker module ensures that the vehicle control unit can establish communication with the main battery management system and perform a system self-test 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 does not start, a fault message will be immediately sent to the display terminal and the vehicle will be controlled to stop, effectively ensuring the safe operation of the vehicle. Through the coordinated operation of various modules, 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 of 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; and the setting of the protection module enhances the anti-interference ability and stability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0069] Figure 1 It is a schematic diagram of an electromagnetic interference control device for an underground explosion-proof electric drive vehicle provided by an embodiment of the present invention.

[0070] Figure 2 The present invention provides a flowchart of a method for controlling electromagnetic interference control devices for underground explosion-proof electric-drive vehicles. DETAILED DESCRIPTION

[0071] Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although 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. Rather, 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.

[0072] 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:

[0073] The power module 11 is used to output DC power and has a built-in address identification and battery management unit to collect the temperature and voltage parameters of each cell;

[0074] 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 data, and transmits information and exchanges data with the vehicle control unit;

[0075] The circuit breaker module 13 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 a system self-test;

[0076] The contactor and conversion control module 14 is used to close the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor when there is no alarm information, and to activate the built-in converter to start working; if the converter does not start, it sends a fault message to the display terminal and controls the vehicle to stop;

[0077] Communication interference suppression module 15, used to connect to the bus communication line and suppress interference on the line;

[0078] The protection module 16 is provided between the bus communication line and the negative pole of the power supply, and is used to suppress interference introduced by the power supply line so that the bus communication line is not affected by transient voltage.

[0079] In an embodiment of the present invention, the power module not only stably outputs direct current to provide continuous and reliable energy support for the vehicle, but also the built-in address differentiation and battery management unit can accurately collect core parameters such as the temperature and voltage of each single cell. 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 exchange between the two groups of explosion-proof power supply devices, aggregates, 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 entire vehicle. This design enhances the vehicle's information processing capabilities and system coordination, allowing the vehicle to respond more intelligently to various operating instructions and changes in road conditions, thereby improving overall transportation efficiency and safety.

[0080] The circuit breaker module, a key safety feature in the vehicle's electrical system, ensures that the vehicle control unit can communicate with the main battery management system and perform a system self-test only when the circuit breaker is closed and the combination switch key is in the on position. This mechanism effectively prevents accidental operation or unauthorized startup, providing a solid guarantee for safe vehicle operation. The contactor and conversion control module automatically energizes the discharge contactor, the power distribution unit precharge controller, and the fuel pump motor contactor when no alarm is present, and activates the built-in converter to initiate operation. If the converter fails to activate successfully, it immediately sends a fault message to the display terminal and stops the vehicle. This design not only enables automated vehicle startup and fault detection, but also improves fault response speed and vehicle safety. The communication interference suppression module, connected to the bus communication line, effectively suppresses high-frequency interference signals on the line, ensuring stable and accurate data transmission. This is crucial for improving the vehicle's electromagnetic compatibility and preventing safety incidents caused by communication failures. The protection module, located between the bus communication line and the negative terminal of the power supply, suppresses interference introduced by the power supply line and protects the bus communication line from transient voltages. This design further enhances the vehicle's anti-interference capability and stability, ensuring reliable operation of the vehicle in complex electromagnetic environments.

[0081] In a preferred embodiment of the present invention, direct current is output and a built-in address distinction and battery management unit is built in to collect the temperature and voltage parameters of each cell, which may include:

[0082] Based on the vehicle's requirements and the battery's characteristics, select an appropriate DC power supply type, such as a switching power supply or a linear power supply. Considering factors such as efficiency, size, weight, and cost, a switching power supply is generally the better choice. Design the power supply circuit, including rectification, filtering, and voltage regulation, to ensure that the DC output is stable and meets vehicle requirements. Incorporate protection mechanisms such as overcurrent, overvoltage, and short-circuit protection into the power supply circuit to ensure that the power module can safely shut down or reduce output in abnormal situations, protecting the battery and other vehicle components. Select a microcontroller with sufficient I / O ports, fast processing speed, and low power consumption as the core of the battery management unit (BMU). Design a communication interface for the BMU, such as CAN bus, SPI, or I2C, to facilitate communication with the vehicle control unit or other BMUs. Assign each battery cell a unique address so that the BMU can accurately identify and collect data from each cell.

[0083] Design the data acquisition circuit, including interface circuits for the temperature and voltage sensors, and the corresponding signal conditioning circuitry to ensure accurate and reliable data. Write the software for the battery management unit, including data acquisition, data processing, data communication, and fault detection and alarm functions. The program should be able to collect temperature and voltage parameters for each cell periodically or as needed, and perform appropriate processing and analysis.

[0084] Integrate hardware components such as the power supply circuit, battery management unit, and data acquisition circuit, ensuring correct and reliable connections between components. Debug the battery management unit software to ensure proper functionality and that it meets vehicle requirements. Perform comprehensive testing of the entire power module, including DC output testing, data acquisition accuracy testing, communication functionality testing, and protection mechanism testing, to ensure stable performance and compliance with design requirements.

[0085] In a preferred embodiment of the present invention, data exchange 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 entire vehicle, which may include:

[0086] Establishing a data communication channel between the two explosion-proof power supply units and initializing relevant parameters in the main management unit within the first explosion-proof power supply unit, including a learning rate and a gradient accumulation amount;

[0087] 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;

[0088] The main management unit summarizes the processed data to form a data set, and calculates the voltage and temperature gradients based on the data set;

[0089] 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;

[0090] Analyze the value of each updated parameter, including calculating statistical indicators, detecting outliers, and obtaining analysis results;

[0091] Send the analysis result communication line to the vehicle control unit of the whole vehicle;

[0092] The main management unit receives 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;

[0093] Repeat iterative optimization, update parameters according to new data in each iteration, calculate new gradient accumulation, and transmit information and exchange data with the vehicle control unit after each iteration.

[0094] In an embodiment of the present invention, a stable data communication channel is established between the two explosion-proof power supply units. This channel can utilize CAN bus, Ethernet, or other suitable communication protocols to ensure reliable and real-time data transmission. The main management unit within the first explosion-proof power supply unit initializes relevant parameters, including the learning rate (used to control the step size for parameter updates) and the gradient accumulation (used to accumulate voltage and temperature gradient information). The settings of these parameters will affect the efficiency and accuracy of subsequent data processing. The two explosion-proof power supply units periodically transmit their collected voltage, temperature, and other data according to an agreed-upon protocol and data format. After receiving this data, the main management unit within the first explosion-proof power supply unit performs preprocessing, such as data cleaning and format conversion, to obtain processed data, providing an accurate basis for subsequent data analysis. The main management unit aggregates the processed data into a data set. Based on the data set, the voltage and temperature gradients are calculated. This gradient information reflects the changing trends of the voltage and temperature. The corresponding gradient accumulation is updated based on the voltage and temperature gradients, and the values ​​of each parameter are updated in conjunction with the learning rate.

[0095] The main management unit analyzes the updated parameter values, including calculating statistical indicators and detecting outliers. The analysis results are then transmitted to the vehicle's control unit via a communication link. The main management unit receives control commands from the vehicle's control unit and responds accordingly, adjusting parameter settings and executing specific tasks (such as emergency power outages and fault alarms). This process is repeated, with each iteration updating parameters based on the new data and calculating new cumulative gradients. Through continuous iterative optimization, the parameter settings are brought closer to the final solution. After each iteration, the main management unit transmits and exchanges information with the vehicle's control unit, ensuring that the vehicle control unit can monitor the battery status in real time and make appropriate control decisions.

[0096] By collecting, processing, and analyzing battery data in real time, the system can more accurately assess battery status and trends, improving battery management efficiency. Data exchange between the two explosion-proof power supply units and centralized management by the main management unit enhance system reliability and stability. Even if one power supply unit fails, the remaining unit and data backup can be used to promptly identify the problem and take corrective action. An iterative optimization algorithm automatically adjusts parameter settings to optimize battery operation, extending battery life and improving overall vehicle performance. Real-time monitoring of battery status and prompt response to control commands effectively prevent safety issues such as overcharging, over-discharging, and overheating, thereby enhancing vehicle safety.

[0097] When specifically applied, this includes:

[0098] 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 the 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 the voltage, temperature and other data collected by each of them 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 ; ;in, is the cumulative gradient; is the voltage gradient; is the temperature gradient; is the parameter vector; is the learning rate.

[0099] The main management unit analyzes the updated parameter values, calculating statistical indicators (such as mean and variance) and detecting outliers to obtain analysis results. These results are then transmitted to the vehicle control unit via a communication link. The main management unit receives control commands from the vehicle control unit and responds accordingly, such as adjusting parameter settings and executing specific tasks (such as emergency power off and fault alarms).

[0100] 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 to ensure that the vehicle control unit can grasp the battery status in real time and make corresponding control decisions. Continuously update parameters).

[0101] In another preferred embodiment of the present invention, analyzing the updated value of each parameter, including calculating statistical indicators and detecting abnormal values, to obtain analysis results, may include:

[0102] Calculate the upper quartile of each parameter updated

[0103] 、

[0104] Lower quartile

[0105]

[0106] and interquartile range; where Indicates that after the data set is sorted, the position is closest to the upper quartile position The value of the integer position below ; Indicates the position of the upper quartile; represents the smoothing coefficient; Indicates that after the data set is sorted, the position is closest to the upper quartile position The value of the integer position above ; Indicates that after the data set is sorted, the position is closest to the lower quartile position The value of the integer position below ; Indicates the position of the lower quartile; Indicates that the index of the sorted data set is The value of the data point;

[0107] According to the interquartile range, the outlier threshold is set. or lower The value of is defined as an outlier; represents the interquartile range;

[0108] Traverse the updated value of each parameter and judge the value of each parameter according to the set outlier threshold. If it exceeds the set outlier threshold, it will be marked as an outlier.

[0109] Processing the marked abnormal values, including deletion, correction or marking, to obtain the processed parameter values;

[0110] Perform correlation analysis on the parameter values ​​after processing to obtain an analysis report, including statistical indicators of each parameter, outlier detection and processing status, and parameter value analysis results.

[0111] In the embodiment of the present invention, Python is used for data analysis. First, it is necessary to import relevant libraries, such as numpy for numerical calculations and pandas for data processing. Assume there is a DataFrame, where each column represents a parameter and each row represents an observation of the parameter. According to the formula, the upper quartile is calculated ( ) and the lower quartile ( ), and the interquartile range ( ).use Set an outlier threshold, iterate through each parameter's values, and identify and flag outliers that exceed the threshold. For values ​​marked as outliers, you can choose to delete, modify, or annotate them. In this implementation, we assume that outliers are deleted. Use statistical methods (such as correlation coefficients and scatter plots) to analyze the correlation between the processed parameter values. Integrate the results of these steps to generate a report that includes statistical indicators for each parameter, outlier detection and processing status, and parameter value analysis results.

[0112] Suppose there is a dataset with three parameters (A, B, C), each with 10 observations.

[0113] Original dataset:

[0114] A: [1, 2, 3, 4, 5, 100, 6, 7, 8, 9];

[0115] B: [2, 3, 4, 5, 6, 7, 8, 9, 10, 11];

[0116] C: [10, 9, 8, 7, 6, 5, 4, 3, 2, 1];

[0117] For parameter A, due to the presence of an outlier 100, its quartiles and For parameters B and C, their quartiles and will reflect its 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, Outlier detection and processing (e.g., 100 in parameter A is deleted). Correlation analysis results between parameters (e.g., A is positively correlated with B, and C is negatively correlated with both A and B).

[0118] By detecting and removing outliers, we ensure data accuracy and reliability. Calculating statistical indicators and performing correlation analysis provide a deeper understanding of the characteristics of each parameter and the relationships between them. Analysis reports provide valuable support for decision-making, especially when data-driven decisions are required. When training models on the processed data, model performance may improve due to the improved data quality and reduced outliers.

[0119] In another preferred embodiment of the present invention, the calculation formula of the interquartile range is:

[0120] .

[0121] In the embodiment of the present invention, for the upper quartile , find the lower bound integer position and determine ,Right now Round down. Determine the upper integer position, , but you need to consider the edge cases. Use and To weighted average the 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 ,Right now Use weights to average the values ​​at the lower bound integer positions. The value at the integer position of the upper bound or the average of the adjacent values. and Calculate the interquartile range .

[0122] By smoothing coefficient , the calculation of quartiles has been refined to more accurately reflect the distribution characteristics of the data. The formula uses a weighted average method to calculate the upper and lower quartiles, which helps to obtain more robust and reliable quartile estimates when the data volume is large or the distribution is uneven. As an important indicator to measure the degree of dispersion of data distribution, the accurate calculation of the interquartile range is crucial for data analysis. By improving the calculation accuracy of the interquartile range, this formula helps to more deeply reveal the inherent laws and characteristics of the data. 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 effectiveness of data analysis.

[0123] In another preferred embodiment of the present invention, the new calculation formula for the gradient accumulator is:

[0124] ;

[0125] in, Indicates at a point in time The cumulative gradient at time ; represents the momentum coefficient; Indicates at a point in time The cumulative gradient at time ; represents the learning rate; Represents the gradient clipping threshold; Indicates at a point in time The gradient of time; Indicates conditions; Represents a positive number; represents the regularization coefficient.

[0126] In the embodiment of the present invention, the initial gradient accumulation amount is set , set to 0. Determine the momentum coefficient , learning rate , gradient clipping threshold , regularization coefficient and a small positive number To avoid division by zero errors. , get the current gradient This is achieved through the back-propagation algorithm in neural network training.

[0127] Determine the gradient value:

[0128] if , then set the gradient value to .

[0129] if , the gradient value remains unchanged.

[0130] if , then set the gradient value to .

[0131] Calculate the current gradient The norm of (usually the L2 norm), that is . Add a small positive number to the denominator , to ensure that no division by zero occurs. According to the clipped gradient and gradient norm , calculate the gradient update term . The gradient accumulator Multiply by the momentum coefficient Subtract the regularization term from the momentum term Add all the above items to get the new gradient accumulation . Set the time point Updated to . Continue to calculate the gradient accumulation at the next time point until the required number of iterations is reached.

[0132] Gradient clipping mechanism (through parameters Implementation) can effectively limit the maximum value of the gradient and prevent the gradient explosion problem. When the gradient value exceeds the set threshold When you cut it to or , thus ensuring that the gradient will not be too large and enhancing the stability of the training process. , the formula penalizes the accumulated gradient, which helps prevent the model from overfitting. The regularization term can reduce the magnitude of the accumulated gradient, making the model smoother during training and improving the generalization ability of the model. The introduction of allows the gradient accumulation to retain historical gradient information, accelerating the convergence process. The momentum mechanism enables the model to consider the previous direction when updating parameters, thereby finding the optimal solution more quickly. Proportional to the inverse of the gradient norm, this adaptive adjustment mechanism dynamically adjusts the learning rate based on the current gradient. When the gradient is large, the learning rate decreases accordingly, avoiding oscillations caused by large steps; when the gradient is small, the learning rate increases accordingly, accelerating convergence.

[0133] In a preferred embodiment of the present invention, the DC bus, high-voltage power distribution control line, and communication line are connected 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, which may include:

[0134] Connect the DC bus, high-voltage 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;

[0135] 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;

[0136] 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;

[0137] 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;

[0138] 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;

[0139] The vehicle control unit summarizes the result status of the subtasks. If each subtask passes, the system self-test passes; otherwise, corresponding measures are taken according to the subtasks that failed, including alarms and recording fault codes.

[0140] In an embodiment of the present invention, the DC bus, high-voltage 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 the closed state to ensure that the DC bus and high-voltage distribution control line can be energized normally. Put the combination switch key in the on position to activate the vehicle 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 bits, 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.

[0141] 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.

[0142] The VCU summarizes the status of all subtasks. If every subtask passes, the system self-test is considered to have passed and can proceed with normal operation. If any subtask fails, the VCU will take appropriate measures based on the failed subtask, such as issuing an alarm signal, recording a fault code, and possibly interrupting or limiting some vehicle functions to ensure safety.

[0143] Assume that the subtask list of the system self-test includes three subtasks: battery voltage check, battery temperature check, and battery connection status check.

[0144] Battery voltage check: The VCU sends a command to the BMS to measure the battery voltage. The 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.

[0145] Battery temperature check: The VCU sends a command to the BMS to measure the battery temperature. The BMS returns the actual temperature value after measurement. If the temperature value is within the preset safety range (e.g., -20°C to 60°C), the test is considered passed; otherwise, it is considered failed.

[0146] Battery connection status check: The VCU sends a command to the BMS to check the battery connection status. The BMS returns the connection status information after the check. If the connection status is normal (such as no open circuit or short circuit), the judgment is passed; otherwise, it is judged as failed.

[0147] Assume that during the self-test process, the battery voltage and battery connection status pass the inspection, 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. At the same time, some functions of the vehicle may be restricted to prevent further safety risks.

[0148] System self-checks enable timely detection and resolution of potential faults or anomalies, such as excessive battery temperature or abnormal voltage, thereby effectively preventing accidents. System self-checks ensure proper communication between the vehicle control unit and the main battery management system, and that all battery system parameters meet normal requirements, thereby improving overall system reliability. By recording subtask status results and fault information, maintenance personnel can quickly locate and resolve issues, reducing maintenance effort and costs. System self-checks can be performed automatically before the vehicle is started, eliminating the need for manual user intervention. When problems are detected, prompts or warnings are provided, enhancing the user experience. As part of intelligent vehicles, system self-checks provide fundamental data support for intelligent vehicle management, helping to drive the development of more intelligent and autonomous vehicles.

[0149] In a preferred embodiment of the present invention, 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 activated to start working; if the converter is not activated, a fault message is sent to the display terminal and the vehicle is controlled to stop, which may include:

[0150] 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;

[0151] According to the oil pump motor contactor's closure, the built-in converter starts and monitors the converter's startup status;

[0152] If the converter starts successfully, it enters the normal working state; otherwise, it enters the fault handling stage;

[0153] If the converter fails to start, a fault message is sent to the display terminal and the vehicle is controlled to stop running.

[0154] In this embodiment of the present invention, the system first checks for any alarms. These alarms may originate from various vehicle sensors, control systems, or the battery management system, indicating whether the vehicle is in a safe and operational state. If the system confirms that there are no alarms, it sends an electrical signal to the discharge contactor, the power distribution unit precharge controller, and the fuel pump motor contactor, instructing them to engage. This is part of the vehicle startup preparation process, ensuring that power flows smoothly to the required locations. The engagement of the fuel pump motor contactor triggers the startup of the internal converter. The converter is a key component in the vehicle's power system, responsible for converting electrical energy into the form required by various vehicle systems, such as converting high-voltage direct current (DC) to alternating current (AC) or adjusting voltage levels. The system monitors the converter's startup status in real time. This involves checking parameters such as the converter's output voltage, current, and frequency to ensure they meet expected values ​​and that the converter is operating stably. Based on this monitored data, the system determines whether the converter has successfully started. If all parameters are within normal ranges and the converter has been operating stably for a period of time, the system deems the converter to have successfully started. If the converter successfully starts, the system returns the vehicle to normal operation, allowing subsequent driving or operation. If the converter fails to start, the system immediately enters the troubleshooting phase. During the troubleshooting phase, the system sends detailed fault information to the display terminal, including fault type, occurrence time, and possible causes, so that maintenance personnel can quickly locate and resolve the problem. At the same time, the system controls the vehicle to stop running to prevent possible damage or safety accidents.

[0155] Assume that in an electric vehicle, the discharge contactor, power distribution unit precharge controller, and fuel pump motor contactor are all correctly installed and connected. When the driver starts the vehicle, the system first checks for any warning signals. If not, the system sends a signal to close these contactors, preparing to start the vehicle.

[0156] As the fuel pump motor contactor closes, the built-in converter begins operating, converting the battery's high-voltage DC power into the AC power required by the vehicle's various systems. The system monitors the converter's output voltage and current in real time to ensure they are within normal ranges. If the converter successfully activates, the vehicle enters normal operation and the driver can begin driving. However, if the converter fails to activate, such as when the output voltage is abnormal or the current is excessive, the system immediately sends a fault message to the display terminal and stops the vehicle to ensure the safety of both driver and vehicle.

[0157] By monitoring the converter's startup status in real time and immediately stopping the vehicle when an anomaly occurs, the system effectively prevents accidents caused by converter failures. The system automatically detects and addresses converter startup failures, reducing vehicle failures caused by human error or equipment aging, and improving vehicle reliability and stability. Detailed fault information helps maintenance personnel quickly locate and resolve issues, reducing repair complexity and costs. The system automatically restarts the vehicle when no alarms are present and provides timely notifications when a fault occurs, enhancing the user experience. Through real-time monitoring and fault handling, the system provides a foundation for intelligent vehicle management and helps drive the development of more intelligent and autonomous vehicles.

[0158] like Figure 2 As shown, an embodiment of the present invention further provides a control method for an electromagnetic interference control device for an underground explosion-proof electric drive vehicle, comprising:

[0159] Step 21, connecting two sets of explosion-proof lithium battery power supply devices in series and exchanging data via the internal controller area network bus;

[0160] Step 22: After the 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;

[0161] Step 23: Start the system self-test. If the system self-test 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;

[0162] Step 24: continuously monitor the enable state of the converter. If the converter is not in the enable state, upload the fault information to the display terminal and stop the vehicle.

[0163] 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;

[0164] Step 26 , suppressing interference signals entering from the power supply line by providing a transient suppression diode between the CAN bus and the power supply line.

[0165] In this embodiment of the present invention, ensure that the performance, specifications, and voltage levels of the two explosion-proof lithium battery power supply units match and are in good working condition. Use a dedicated explosion-proof cable to connect the positive and negative terminals of the two battery packs to form a series circuit. Ensure that explosion-proof safety regulations are followed during the connection process to avoid sparks or short circuits. Connect the management systems of the two battery packs via an internal controller area network (CAN) bus interface. Configure CAN bus communication parameters, such as baud rate, data bits, and parity bits, to ensure normal data exchange between the two battery packs.

[0166] In step 22, confirm that the circuit breaker is in the open position and the combination switch key is not turned to the start position. Once data exchange is successful, close the circuit breaker and turn the combination switch key to the start position. At this point, power is supplied to the vehicle's electrical system. The vehicle control unit (VCU) sends a communication request to the main battery management system (BMS) via the CAN bus. The BMS responds and establishes a communication connection with the VCU. Once the communication connection is established, the VCU can obtain real-time battery status information such as voltage, current, and temperature.

[0167] In step 23, the VCU sends a system self-test command to the BMS. The BMS performs a self-test based on the command, checking the battery pack, connecting wiring, and sensors for proper function. If the self-test results indicate no alarms, indicating that all check items are normal, the VCU activates the discharge contactor, the power distribution unit precharge controller, and the fuel pump motor contactor. With the contactors activated, the power distribution unit begins supplying power to the vehicle's systems and simultaneously activates the converter, converting battery energy into the required power for vehicle propulsion.

[0168] In step 24, the VCU continuously monitors the converter's enabled state via the CAN bus, including parameters such as output voltage, current, and frequency. If it detects that the converter is not enabled, meaning that its parameters are abnormal or the converter is not functioning properly, the VCU immediately uploads the fault information to the display terminal and issues a command to stop the vehicle.

[0169] Step 25: Install a controller area network (CAN) interference suppression device on the CAN bus communication line. This device can filter out or attenuate interference signals on the line. Adjust the suppression device's parameters, such as filtering frequency and attenuation, based on the vehicle's actual operating environment and interference conditions to achieve the desired suppression effect.

[0170] In step 26, select an appropriate transient suppressor (TVS) diode based on the power line voltage level and interference signal characteristics. Connect the TVS in parallel between the CAN bus and the power line, ensuring that the positive and negative terminals of the TVS are correctly connected to the positive and negative terminals of the power line. Before the vehicle is operated, test the installation and connection of the TVS to ensure that it is functioning properly and effectively suppressing interference signals entering from the power line. Simulate interference signals to test the TVS's suppression effectiveness and ensure that the vehicle can withstand various electromagnetic interferences during actual operation.

[0171] Two explosion-proof lithium-ion battery power units connected in series increase battery capacity, improving the vehicle's range and energy efficiency. Data exchange via the CAN bus enables information sharing between battery management systems, enabling the vehicle control unit to monitor battery status in real time and optimize energy distribution. This communication connection enables the vehicle control unit to accurately obtain battery status information, ensuring coordinated operation of all vehicle systems and improving overall performance. The communication connection is established only after the circuit breaker is successfully closed and the combination switch key is turned to the start position, ensuring reliable and safe vehicle startup. System self-tests promptly detect and report potential faults, preventing malfunctions while driving and enhancing vehicle safety and reliability. The discharge contactor, the power distribution unit precharge controller, and the fuel pump motor contactor are activated, and the converter is activated, ensuring a stable and continuous power supply to the vehicle.

[0172] Continuous monitoring of the converter's enabled status enables timely detection and resolution of faults, minimizing their impact on vehicle operation. If the converter is not enabled, fault information is immediately uploaded and the vehicle is stopped, effectively preventing accidents caused by converter failure. The Controller Area Network (CAN) communication interference suppression device suppresses interference signals on the communication lines, ensuring stable and reliable communication between vehicle systems.

[0173] Suppressing interfering signals prevents data loss or tampering during transmission, ensuring data integrity and accuracy. Transient voltage suppressor (TVS) diodes absorb transient overvoltages and overcurrents in power supply lines, protecting vehicle electronics from damage. The use of TVS diodes improves the vehicle's electromagnetic compatibility, enabling it to operate normally in complex electromagnetic environments.

[0174] In another preferred embodiment of the present invention, the above step 23, starting the system self-test, if the system self-test 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:

[0175] Step 231: Start a system self-test 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-test result;

[0176] Step 232: If the system self-check result shows no alarm information, initialize the gray wolf population and initial position;

[0177] Step 233: define a fitness function, perform fitness evaluation on the position of each wolf, obtain an evaluation result, and update the wolf pack position according to the evaluation result;

[0178] 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 optimized parameters;

[0179] Step 235 : Based on 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.

[0180] In this embodiment of the present invention, the vehicle control unit (VCU) initiates a system self-test program, which checks the status of key vehicle components. This program individually checks the electrical connections, mechanical integrity, and functional status of the discharge contactor, power distribution unit precharge controller, fuel pump motor contactor, and other related components. The self-test program records the inspection results for each component and analyzes them to determine if any anomalies or faults exist. Based on the analysis results, the self-test program generates a system self-test report, which includes information on the status of each component and any warnings.

[0181] In step 232, based on system complexity and optimization requirements, determine the size of the gray wolf population, that is, the number of wolves in the pack. Assign each wolf an initial position, which represents control parameters or solutions. In the context of electromagnetically driven vehicles, these positions represent the timing and voltage levels of the discharge contactor, the precharge controller of the power distribution unit, and the oil pump motor contactor. Set relevant parameters of the gray wolf optimization algorithm, such as the number of iterations, search range, and convergence criteria.

[0182] In step 233, a fitness function is defined based on the actual requirements for vehicle startup and operation. This function evaluates the impact of each wolf position (i.e., control parameter) on vehicle startup performance, such as startup speed, stability, and energy consumption. Each wolf position is evaluated using the fitness function to obtain a fitness value for each position. These values ​​reflect the impact of the control parameter corresponding to that position on vehicle startup performance.

[0183] Step 234: Based on the fitness values, the positions of the wolves are updated according to the rules of the gray wolf optimization algorithm. This typically involves selecting a wolf with a higher fitness as a leader and guiding the other wolves to approach the leader's position.

[0184] Steps 233 and 234 are repeated repeatedly, i.e., the fitness of each wolf's new position is evaluated and the wolf pack's position is updated based on the evaluation results. This process continues until a preset maximum number of iterations is reached or other convergence conditions are met.

[0185] At step 235, after the iterative optimization is complete, the position of the wolf with the highest fitness is selected from the pack as the final optimized parameter. Based on the final optimized parameters, the VCU sends control instructions to the discharge contactor, the power distribution unit precharge controller, and the oil pump motor contactor, causing them to engage according to the optimized timing and parameters. As the contactors engage, the power distribution unit begins powering the vehicle systems and activates the converter, converting battery power into the required power for vehicle propulsion.

[0186] Suppose that in an underground explosion-proof electric drive vehicle, a system self-check indicates that all components are in normal condition, with no alarms. Next, the VCU uses the gray wolf optimization algorithm to optimize the control parameters during vehicle startup. The gray wolf population size is set to 10, generating 10 sets of initial control parameters (such as contactor energization timing and voltage levels), and the number of iterations is set to 100. In each iteration, the fitness function is used to evaluate the fitness of each control parameter set, and the wolf pack positions are updated based on the evaluation results. After multiple iterations, the wolf pack gradually gathers at locations with higher fitness. At the end of the iteration, the final optimized parameters are determined based on the wolf's fitness. These parameters may indicate that energizing the discharge contactor and the oil pump motor contactor at a specific timing and adjusting the precharge voltage of the power distribution unit will achieve the fastest startup speed and lowest energy consumption. Based on the final optimized parameters, the VCU sends control commands, causing the discharge contactor, the power distribution unit precharge controller, and the oil pump motor contactor to energize according to the optimized timing and parameters, and starting the converter.

[0187] Optimizing the control parameters during vehicle startup using the Gray Wolf Optimization Algorithm can significantly improve the vehicle's startup speed, stability, and energy efficiency. The combination of system self-test and the Gray Wolf Optimization Algorithm enables the vehicle to adaptively adjust control parameters to meet the challenges of different operating conditions and environments, enhancing the system's adaptability. The optimized control parameters can reduce wear and loss during startup, thereby extending the equipment's service life. Faster startup speeds and more stable operating performance enhance 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 intelligent vehicle management and helps drive vehicle development towards greater intelligence and autonomy.

[0188] In another preferred embodiment of the present invention, the calculation formula of the fitness function is:

[0189] ;

[0190] in, represents the fitness function; Represents the weight coefficient of the voltage deviation term; Represents the weight coefficient of the temperature deviation term; Represents the weight coefficient of electromagnetic interference term; Indicates the end time of the assessment; Indicates the start time of the evaluation; Indicates the initial value of the reference voltage; Indicates the linear rate of change of the reference voltage; Indicates time; Indicates the initial value of the actual voltage; Indicates the linear rate of change of actual voltage; Indicates the initial value of the reference temperature; Indicates the linear rate of change of the reference temperature; Indicates the initial value of the actual temperature; Indicates the linear rate of change of actual temperature; Indicates the total number of frequency points in electromagnetic interference assessment; Represents an index variable; Indicates the The weight coefficient related to the electromagnetic interference of each frequency point; Indicates in The normalized electric field strength value measured at a frequency point.

[0191] In the embodiment of the present invention, all relevant parameters are initialized. These parameters include weight coefficients 、 and , which represent the relative importance of voltage deviation, temperature deviation and electromagnetic interference in the fitness function. and end time , which define the time range for evaluation. The initial values ​​of the reference voltage and the actual voltage and , and their linear rates of change and . Initial values ​​of reference temperature and actual temperature and , and their linear rates of change and The total number of frequency points in the electromagnetic interference assessment , and the weight coefficient related to electromagnetic interference at each frequency point and the measured normalized electric field strength value .

[0192] 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 arrive The specific calculation steps are as follows:

[0193] For time range arrive Every time point within , calculate the reference voltage and actual voltage Calculate voltage deviation Integrate the square of the voltage deviation to get the voltage deviation term .

[0194] 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 arrive The specific calculation steps are as follows:

[0195] For time range arrive Every time point within , calculate the reference temperature and actual temperature Calculate the temperature deviation Integrate the square of the temperature deviation to get the temperature deviation term .

[0196] 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:

[0197] For each frequency point , get the weight coefficient related to the electromagnetic interference at this frequency point and the measured normalized electric field strength value . Calculate the electromagnetic interference term at each frequency point The electromagnetic interference term is obtained by summing up the electromagnetic interference terms at all frequency points. . According to the calculation results of voltage deviation term, temperature deviation term and electromagnetic interference term, as well as their respective weight coefficients, the fitness function value is calculated .

[0198] The voltage deviation term and temperature deviation term calculate the sum of the squares of the deviations between the reference and actual voltage and temperature, respectively, and accumulate them over the entire evaluation time range through integration. This helps the optimization algorithm more accurately find the control parameter set that minimizes 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, interference with other electronic equipment can be reduced, and the normal operation of the system can be ensured. Weight coefficient 、 and The introduction of makes the fitness function flexible and can adjust the relative importance of each factor according to the needs of the actual application scenario. For example, in some cases, voltage control may be more important, so we can increase In other cases, electromagnetic interference is the primary concern and the value.

[0199] 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.

[0200] 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 within the scope of protection of the present invention.

Claims

1. An electromagnetic interference control device for underground explosion-proof electric drive vehicles, characterized in that: include: The power module is used to output DC power and has a built-in address identification and battery management unit to collect the temperature and voltage parameters of each cell; The 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 summarizes, calculates and analyzes the data, and transmits information and exchanges data with the vehicle control unit of the whole 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 learning rate and gradient accumulation; 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 pre-processes the data after receiving it to obtain processed data; the main management unit summarizes the processed data to form a data set, and calculates the data according to the data. Based on the data set, the voltage and temperature gradients are calculated; the corresponding gradient accumulation is updated according to the voltage and temperature gradients, and the value of each parameter is updated according to the gradient accumulation and the learning rate; the updated value of each parameter is analyzed, including calculating statistical indicators, detecting abnormal values, and obtaining analysis results; the analysis results are sent to the vehicle control unit via a 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, including adjusting parameter settings and executing specific tasks; iterative optimization is repeated, and each iteration updates the parameters according to the new data and calculates the new gradient accumulation, and after each iteration, information transmission and data exchange are carried out with the vehicle control unit of the vehicle; The circuit breaker module is used to connect the DC bus, high-voltage 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; The contactor and conversion control module is used to close the discharge contactor, the power distribution unit pre-charge controller, and the oil pump motor contactor when there is no alarm information, and to activate the built-in converter to start the work; if the converter does not start, it sends a fault message to the display terminal and controls the vehicle 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 to suppress the interference of the power supply line so that the bus communication line is not affected by transient voltage.

2. The electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 1, characterized in that: Analyze the updated values ​​of each parameter, including calculating statistical indicators and detecting outliers, to obtain analysis results, including: Calculate the upper quartile of each parameter updated 、 Lower quartile and interquartile range; where Indicates that after the data set is sorted, the position is closest to the upper quartile position The value of the integer position below ; Indicates the position of the upper quartile; represents the smoothing coefficient; Indicates that after the data set is sorted, the position is closest to the upper quartile position The value of the integer position above ; Indicates that after the data set is sorted, the position is closest to the lower quartile position The value of the integer position below ; 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. or lower The value of is defined as an outlier; represents the interquartile range; Traverse the updated value of each parameter and judge the value of each parameter according to the set outlier threshold. If it exceeds the set outlier threshold, it will be marked as an outlier. Processing the marked abnormal values, including deletion, correction or marking, to obtain the processed parameter values; Perform correlation analysis on the parameter values ​​after processing to obtain an analysis report, including statistical indicators of each parameter, outlier detection and processing status, and parameter value analysis results.

3. The electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 2, characterized in that: The calculation formula of the interquartile range is: 。 4. The electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 3, characterized in that: The new calculation formula for the gradient accumulation is: ； in, Indicates at a point in time The cumulative gradient at time ; represents the momentum coefficient; Indicates at a point in time The cumulative gradient at time ; represents the learning rate; Represents the gradient clipping threshold; Indicates at a point in time The gradient of time; Indicates conditions; Represents a positive number; represents the regularization coefficient.

5. The electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 4, characterized in that: Connect the DC bus, high-voltage 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 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-test passes; otherwise, corresponding measures are taken according to the subtasks that failed, including alarms and recording fault codes.

6. The electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 5, characterized in that: When there is no alarm information, the discharge contactor, the power distribution unit pre-charge controller and the oil pump motor contactor are closed, and the built-in converter is activated to start working; 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's closure, 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.

7. A control method for an underground explosion-proof electric drive vehicle electromagnetic interference control device according to any one of claims 1 to 6, characterized in that: include: Two sets 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-test. If the system self-test 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 energized state, and the converter is started; Continuously monitor the enable status of the converter. If the converter is not enabled, upload the fault information to the display terminal and stop the vehicle. Suppress interference signals on the communication line through the controller local 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 are suppressed.

8. The control method of the electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 7, characterized in that: Start the system self-test. If the system self-test result shows no alarm information, the discharge contactor, power distribution unit pre-charge controller and oil pump motor contactor are controlled to enter the pull-in state, and the converter is started, including: Start the system self-test and 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-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 based on 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 optimized 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.

9. The control method of the electromagnetic interference control device for underground explosion-proof electric drive vehicles according to claim 8, characterized in that: The calculation formula of the fitness function is: ； in, represents the fitness function; Represents the weight coefficient of the voltage deviation term; Represents the weight coefficient of the temperature deviation term; Represents the weight coefficient of electromagnetic interference term; Indicates the end time of the assessment; Indicates the start time of the evaluation; Indicates the initial value of the reference voltage; Indicates the linear rate of change of the reference voltage; Indicates time; Indicates the initial value of the actual voltage; Indicates the linear rate of change of actual voltage; Indicates the initial value of the reference temperature; Indicates the linear rate of change of the reference temperature; Indicates the initial value of the actual temperature; Indicates the linear rate of change of actual temperature; Indicates the total number of frequency points in the electromagnetic interference assessment; Represents an index variable; Indicates the The weight coefficient related to the electromagnetic interference of each frequency point; Indicates in The normalized electric field strength value measured at a frequency point.

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