Suspension grouping method and apparatus, controller, engineering vehicle, and storage medium

Abstract

Embodiments of the present application provide a suspension grouping method and device, a controller, an engineering vehicle and a storage medium. The method comprises: leveling the suspension of the engineering vehicle when the engineering vehicle is in a horizontal state after the engine of the engineering vehicle is started; determining the front axle load and the rear axle load of the engineering vehicle in the current suspension grouping mode; obtaining the number of front axle bridges and the number of rear axle bridges; determining the total vehicle weight of the engineering vehicle according to the number of front axle bridges, the front axle load, the number of rear axle bridges and the rear axle load; determining the center of gravity position of the engineering vehicle; calculating the front axle load and the rear axle load of the engineering vehicle in other suspension grouping modes according to the total vehicle weight and the center of gravity position; and determining the target suspension grouping mode, in which the absolute value of the difference between the front axle load and the rear axle load is the smallest. The technical solution can automatically select the optimal suspension grouping mode, and avoid faults caused by excessive single axle load.

Description

Technical Field

[0001] This application relates to the field of engineering machinery control, and more specifically to a suspension grouping method, a controller, a device for suspension grouping, an engineering vehicle, and a machine-readable storage medium. Background Technology

[0002] In some applications (such as wind power), the lifting capacity requirements for engineering cranes are increasing, which means that the load capacity of engineering cranes is also increasing, and the number of axles is correspondingly increasing, resulting in a greater variety of suspension grouping modes. To pursue construction efficiency, the demand for heavy-load relocation travel conditions for cranes is also increasing. If the appropriate suspension grouping mode is not selected under different travel conditions, it can lead to excessive single-axle load, resulting in failures such as thrust rod deformation and breakage, and deformation of the axle thrust rod support. Existing engineering vehicles, such as all-terrain cranes, use manual switching of travel conditions to change the suspension grouping mode, and the number of travel conditions provided by current engineering vehicles is limited, allowing switching only between a limited number of travel conditions to achieve the purpose of selecting the suspension grouping mode, which cannot meet the requirements of engineering vehicles with a large number of axles. Summary of the Invention

[0003] The purpose of this invention is to provide a suspension grouping method, a controller, a device for suspension grouping, an engineering vehicle, and a machine-readable storage medium.

[0004] To achieve the above objectives, the first aspect of this application provides a suspension grouping method applied to engineering vehicles, the engineering vehicles including multiple axles, the suspension grouping method comprising:

[0005] After the engine of the engineering vehicle is started, the suspension of the engineering vehicle is leveled while the engineering vehicle is in a horizontal position.

[0006] Determine the first single-axle axle load of the front axle and the second single-axle axle load of the rear axle under the current suspension grouping mode of the engineering vehicle;

[0007] Get the number of first axles on the front axle and the number of second axles on the rear axle under the current suspension grouping mode;

[0008] The total weight of the engineering vehicle is determined based on the number of first axles, the axle load of the first single axle, the number of second axles, and the axle load of the second single axle.

[0009] The distance between the center of the front axle and the center of the rear axle is determined based on the number of first axles, the number of second axles, and the spacing between two adjacent axles among the multiple axles.

[0010] The center of gravity of the engineering vehicle is determined based on the number of first axles, the axle load of the first single axle, the number of second axles, the axle load of the second single axle, and the distance between the center of the front axle and the center of the rear axle.

[0011] Calculate the first single-axle load of the front axle and the second single-axle load of the rear axle under other suspension grouping modes based on the total vehicle weight and center of gravity position.

[0012] The suspension grouping pattern that minimizes the absolute value of the difference between the axle load of the first single axle and the axle load of the second single axle is determined as the target suspension grouping pattern.

[0013] In this embodiment of the application, the calculation of the first single-axle axle load of the front axle and the second single-axle axle load of the rear axle under other suspension grouping modes based on the vehicle weight and center of gravity position includes:

[0014] For any suspension grouping pattern of interest among other suspension grouping patterns, determine the number of first axles on the front axle and the number of second axles on the rear axle under the suspension grouping pattern of interest;

[0015] The first distance between the center of gravity of the front axle and the center of gravity and the second distance between the center of gravity of the rear axle and the center of gravity are determined based on the center of gravity position in the suspension grouping mode of interest.

[0016] The axle load of the first single axle of the front axle and the axle load of the second single axle of the rear axle are determined based on the total vehicle weight, the first distance, the second distance, the number of the first axle of the front axle and the number of the second axle of the rear axle under the suspension grouping mode of interest.

[0017] In this embodiment of the application, the first single-axle load of the front axle and the second single-axle load of the rear axle are determined based on the vehicle weight, a first distance, a second distance, the number of first axles of the front axle and the number of second axles of the rear axle under the suspension grouping mode of interest. This includes determining the first single-axle load of the front axle and the second single-axle load of the rear axle according to the following formulas:

[0018] M=aM f +bM r

[0019] aM f X f =bM r X r

[0020] Where M is the total vehicle weight, a is the number of first axles, b is the number of second axles, and X is the number of axles. f It is the first distance, X r It is the second distance, M f It is the first single-vehicle axle load, M r It is the axle load of the second single-axle vehicle.

[0021] In this embodiment of the application, the calculation of the first single-axle axle load of the front axle and the second single-axle axle load of the rear axle under other suspension grouping modes based on the vehicle weight and center of gravity position includes:

[0022] The first single axle load of the front axle and the second single axle load of the rear axle are calculated sequentially in the order from the suspension grouping mode with the fewest front axles to the suspension grouping mode with the most front axles, or in the order from the suspension grouping mode with the most front axles to the suspension grouping mode with the fewest front axles.

[0023] The suspension grouping pattern that minimizes the absolute value of the difference between the axle load of the first and second axle loads is determined as the target suspension grouping pattern, including:

[0024] The difference between the calculated axle load of the first single vehicle axle and the axle load of the second single vehicle axle is calculated each time.

[0025] If the sign of the difference between the first and second axle loads calculated in the current iteration is reversed, the suspension grouping mode corresponding to the smaller of the absolute value of the difference between the first and second axle loads calculated in the current iteration and the absolute value of the difference between the first and second axle loads corresponding to the previous suspension grouping mode is determined as the target suspension grouping mode.

[0026] In this embodiment of the application, determining the first single-axle axle load of the front axle and the second single-axle axle load of the rear axle under the current suspension grouping mode of the engineering vehicle includes:

[0027] Obtain the rodless chamber pressure of the suspension cylinder detected by the pressure sensor of the suspension cylinder of any single axle set on the front axle / rear axle;

[0028] Determine the stiffness and flexibility mode of the suspension of the engineering vehicle;

[0029] The axle load of the first single axle and the axle load of the second single axle are determined based on the pressure in the rodless chamber and the stiffness-flexibility mode of the suspension.

[0030] In this embodiment of the application, determining the first axle load / second axle load based on the rodless chamber pressure and the suspension stiffness-flexibility mode includes:

[0031] When the rigid-flexible mode is in the flexible state, the shaft load on the single bridge spring is calculated according to formula (1):

[0032] Formula (1)

[0033] In the case of a rigid-flexible mode with a rigid state, the shaft load on the single bridge spring is calculated according to formula (2):

[0034] Formula (2)

[0035] Where, m upP1 is the pressure in the rodless chamber, d is the diameter of the piston rod of the suspension cylinder, θ is the installation angle of the suspension cylinder in the neutral position, α is the slope angle, and D is the cylinder diameter of the rodless chamber.

[0036] Add the upper axle load of the single axle to the lower axle load of the single axle to obtain the first single axle load / the second single axle load, where the lower axle load of the single axle is a known value.

[0037] A second aspect of this application provides a controller configured to perform the suspension grouping method described above.

[0038] A third aspect of this application provides a device for suspension grouping, applied to an engineering vehicle, the engineering vehicle including multiple axles, the device comprising:

[0039] Multiple pressure sensors are installed at the suspension cylinder of each of the multiple axles to detect at least the rodless chamber pressure of the suspension cylinder; and

[0040] The aforementioned controller.

[0041] A fourth aspect of this application provides an engineering vehicle, comprising:

[0042] Multiple axles; and

[0043] The aforementioned device for suspension grouping.

[0044] In this embodiment of the application, the engineering vehicle includes an all-terrain crane.

[0045] A fifth aspect of this application provides a machine-readable storage medium storing instructions that cause a machine to perform the suspension grouping method described above.

[0046] The technical solution provided in this application embodiment can automatically select the optimal suspension grouping mode without manually switching the suspension grouping mode under different driving conditions, thereby avoiding excessive single axle load that could lead to thrust rod deformation and breakage, or deformation of the axle thrust rod support and other malfunctions.

[0047] Other features and advantages of the embodiments of the present invention will be described in detail in the following detailed description section. Attached Figure Description

[0048] The accompanying drawings are provided to further illustrate embodiments of the present invention and form part of the specification. They are used together with the following detailed description to explain the embodiments of the present invention, but do not constitute a limitation thereof. In the drawings:

[0049] Figure 1 A schematic flowchart illustrating a suspension grouping method according to an embodiment of this application is shown.

[0050] Figure 2 This illustration shows a schematic example of a pressure sensor detecting the pressure of a single axle suspension cylinder in a suspension grouping method according to an embodiment of this application. Detailed Implementation

[0051] The specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit the scope of the present invention.

[0052] It should be noted that the acquisition, transmission, storage, use, and processing of data in the technical solution of this application all comply with the relevant provisions of national laws and regulations. In the embodiments of this application, certain existing industry solutions such as software, components, and models may be mentioned. These should be considered exemplary, intended only to illustrate the feasibility of implementing the technical solution of this application, and do not imply that the applicant has already used or necessarily used such solutions.

[0053] It should be noted that if the embodiments of this application involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0054] Furthermore, if the embodiments of this application involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0055] Figure 1 This illustration schematically shows a flowchart of a suspension grouping method according to an embodiment of this application. The suspension grouping method provided in this application is applicable to engineering vehicles including multiple axles, especially heavy-duty engineering vehicles with a large number of axles. Examples of engineering vehicles include, but are not limited to, engineering cranes, such as all-terrain cranes. (Reference) Figure 1 In this embodiment of the application, the suspension grouping method may include the following steps.

[0056] In step S101, after the engine of the engineering vehicle is started, the suspension of the engineering vehicle is leveled while the engineering vehicle is in a horizontal state.

[0057] Specifically, in this embodiment, after the engineering vehicle is started, it can be kept in a level state (e.g., driven on a flat road surface), and the suspension of the engineering vehicle can be leveled to distribute the weight of the vehicle as evenly as possible across the axles. Suspension leveling can include automatic leveling and manual leveling. If the engineering vehicle is equipped with an automatic leveling function, automatic suspension leveling can be performed; alternatively or alternatively, manual leveling can be used.

[0058] In step S102, the first single-axle load of the front axle and the second single-axle load of the rear axle are determined under the current suspension grouping mode of the engineering vehicle.

[0059] Specifically, in this embodiment, the first single-axle axle load (front axle load) and the second single-axle axle load (rear axle load) can be determined by the rodless chamber pressure of the suspension cylinder detected by a pressure sensor. Any single axle of the multiple axles may include a left suspension cylinder and a right suspension cylinder. One or more pressure sensors may be located at the left and / or right suspension cylinders to detect the rodless chamber pressure (P1) and optionally the rod chamber pressure (P2) of the suspension cylinder. Additionally, the controller can determine the stiffness / flexibility mode (support mode) of the entire suspension of the engineering vehicle. The stiffness / flexibility mode may include a flexible state (flexible support mode) and a rigid state (rigid support mode), and this mode is known.

[0060] Figure 2 This schematically illustrates a case study of a pressure sensor detecting the pressure of a single axle suspension cylinder in a suspension grouping method according to an embodiment of this application. Figure 2 In the diagram, P1 represents the pressure in the rodless cavity, and A1 represents the cross-sectional area of ​​the rodless cavity. =πD 2 / 4, P2 is the pressure in the rod cavity, and A2 is the cross-sectional area of ​​the rod cavity. =π(D 2 -d 2 ) / 4. For example Figure 2 As shown, when the suspension is in a flexible state, the left and right suspension cylinders of the single axle are cross-connected, P1=P2, so the axle load on the single axle can be calculated according to formula (1):

[0061] Formula (1)

[0062] in,

[0063] m up : Axle load on a single bridge spring (unit: kg), i.e., the load-bearing weight at the mounting point on the suspension cylinder;

[0064] P1: Pressure in the rodless chamber of the suspension cylinder;

[0065] d: Diameter of the piston rod of the suspension cylinder (unit: mm, for example);

[0066] θ: The installation angle of the suspension cylinder when the piston rod of the suspension cylinder is in the neutral position, that is, the angle between the center line of the suspension cylinder and the vertical plane (in degrees °); this parameter can be determined in the product design stage, and its value can be input to the controller.

[0067] α: Slope angle (unit: degrees °), which is the slope of the entire engineering vehicle relative to the horizontal plane. A calibrated level can be installed on the vehicle, and the controller can read the slope angle α provided by the level.

[0068] When the suspension is in a rigid state, the measured pressure in the rod cavity under rigid conditions is negligible, i.e., P2≈0. At this time, the axle load on the single bridge spring can be calculated according to formula (2):

[0069] Formula (2)

[0070] Where D is the cylinder diameter (in mm, for example) of the rodless chamber of the suspension cylinder.

[0071] After calculating the upper axle load of the single-bridge spring, the upper axle load can be added to the lower axle load of the single-bridge spring to obtain the single-bridge axle load, i.e., m = m up +m down Where m is the single-bridge axle load, m down This refers to the unsprung axle load of a single axle (unit: kg), which is the weight of the portion of the suspension cylinder mounted at the lower mounting point. This parameter is determined during the product design phase and can be input into the controller (e.g., the vehicle controller or a separate controller).

[0072] Therefore, the front axle single-axle axle load M is obtained by calculating the single-axle upper axle load using the formula for single-axle upper axle load under different suspension stiffness and flexibility modes and the known single-axle lower axle load. f and rear axle single axle load M r .

[0073] In step S103, the number of first axles of the front axle and the number of second axles of the rear axle are obtained in the current suspension grouping mode;

[0074] In step S104, the total weight of the engineering vehicle is determined based on the number of first axles, the axle load of the first single axle, the number of second axles, and the axle load of the second single axle.

[0075] In step S105, the distance between the center of the front axle and the center of the rear axle is determined based on the number of first axles, the number of second axles, and the spacing between two adjacent axles among the multiple axles;

[0076] In step S106, the center of gravity of the engineering vehicle is determined based on the number of first axles, the axle load of the first single axle, the number of second axles, the axle load of the second single axle, and the distance between the center of the front axle and the center of the rear axle.

[0077] Specifically, in this embodiment of the application, the wheelbase between two adjacent axles of multiple axles is determined during the product design phase of the engineering vehicle. Assuming the engineering vehicle comprises n axles, the wheelbase between the axles can be expressed as follows:

[0078] L 12 : Wheelbase between bridges 1 and 2, mm;

[0079] L 23 : Wheelbase between bridges 2 and 3, mm; ...

[0080] L （n-1）n Wheelbase between bridges n-1 and n, in mm

[0081] This wheelbase information can be input into the controller.

[0082] Accordingly, the suspension grouping modes can include the following n-1 types:

[0083] The first type of suspension grouping mode is: front axle number a=1, rear axle number b=n-1;

[0084] The second type of suspension grouping mode is: front axle number a=2, rear axle number b=n-2;

[0085] The third type of suspension grouping mode is: front axle number a=3, rear axle number b=n-3; ...

[0086] The (n-1)th suspension grouping pattern is: front axle number a = n-1, rear axle number b = n - (n-1) = 1.

[0087] If the controller is currently set to the i-th suspension grouping mode, then the number of first axles 'a' in the front axle and the number of second axles 'b' in the rear axle can be obtained under the current suspension grouping mode, as shown below:

[0088] a=i,b=ni

[0089] Select a reference point (e.g., the first axle at the front of the engineering vehicle as the reference). Under the current suspension grouping mode, the distance L between the center of the front axle and the first axle is... f for:

[0090] L f =(L 12 +L 23 +…+L （i-1）i ) / 2

[0091] The distance L between the center of the rear axle and bridge 1 r for:

[0092] L r =L 12 +L 23 +…+L （i-1）i +L i（i+1） +(L （i+1）(i+2） +…+L （n-2）(n-1) +L （n-1）n ) / 2

[0093] The distance X between the center of the front axle and the center of the rear axle is:

[0094] X=L r -L f

[0095] The total vehicle mass M can be obtained from the single axle loads of the front and rear axles obtained in the above manner, as follows:

[0096] M=aM fi +bM ri Formula (3)

[0097] Where a is the number of axles in the front axle, b is the number of axles in the rear axle, and M is the number of axles in the rear axle. fi For the front axle single axle load under the current suspension grouping mode, M ri This represents the single axle load of the rear axle in the current suspension grouping mode.

[0098] Furthermore, according to the principle of torque balance, we have:

[0099] aM fi X f =bM ri X r Formula (4)

[0100] The distance between the center of the front axle and the center of the rear axle also meets the following requirements:

[0101] X=X f +X r Formula (5)

[0102] Among them, X f X is the distance (in mm, for example) between the center of the front axle and the center of gravity of the engineering vehicle. r It is the distance between the center of the rear axle and the center of gravity of the engineering vehicle (unit: mm).

[0103] In formulas (4) and (5), besides X f and X r All other parameters are known, and X can be obtained according to formulas (4) and (5). f and X rThis allows us to determine the center of gravity of the engineering vehicle.

[0104] For example, still taking axle 1 as the reference, in this current suspension grouping mode, the distance L between the center of gravity and axle 1 is:

[0105] L=L f +X f

[0106] In step S107, the first single-axle load of the front axle and the second single-axle load of the rear axle are calculated based on the vehicle weight and center of gravity position under other suspension grouping modes.

[0107] Specifically, after determining the vehicle weight M and the center of gravity position (e.g., the distance L relative to axle 1), these can be used to calculate the single-axle axle load of the front axle and the single-axle axle load of the rear axle under other suspension grouping modes. For example, assuming any suspension grouping mode of interest among other suspension grouping modes, denoted as mode j, under suspension grouping mode j:

[0108] Number of front axles: a=j; Number of rear axles: b=nj;

[0109] The distance between the center of the front axle and axle 1 is: L f =(L 12 +L 23 +…+L （j-1）j ) / 2;

[0110] The distance between the center of the rear axle and bridge 1 is: L r =L 12 +L 23 +…+L （j-1）j +(L （j+1）(j+2） +…+L （n-2）(n-1) +L （n-1）n ) / 2;

[0111] Distance between the center of the front axle and the center of the rear axle: X=L r -L f ;

[0112] Based on the calculated distance L between the center of gravity and axle 1, the distance X between the center of the front axle and the center of gravity can be obtained. f =LL f And from this, we can obtain the distance X between the center of the rear axle and the center of gravity. r =XX f .

[0113] Given the j-th suspension grouping mode, a, b, the vehicle weight M, and the obtained X... f and X r Substituting into formulas (3) and (4), the front axle single-axle load M under this suspension grouping mode can be calculated.fj and rear axle single axle load M rj .

[0114] Change the suspension grouping mode and calculate the front axle single-axle load and rear axle single-axle load for each suspension grouping mode as described above.

[0115] In step S108, the suspension grouping pattern with the smallest absolute value of the difference between the first single axle load and the second single axle load is determined as the target suspension grouping pattern.

[0116] Specifically, in this embodiment, after calculating the front axle single-axle load and rear axle single-axle load under all suspension grouping modes other than the current suspension grouping mode, the absolute value of the difference between the front axle single-axle load and the rear axle single-axle load under each suspension grouping mode can be calculated. The absolute values ​​of the difference between the front axle single-axle load and the rear axle single-axle load under all n-1 suspension grouping modes (including the current suspension grouping mode) can be represented as the following set:

[0117]

[0118] Select the suspension grouping pattern with the smallest absolute difference from the set as the target suspension grouping pattern.

[0119] After determining the target suspension grouping mode, the controller can output the corresponding execution command according to the suspension grouping mode. That is, the controller can control the relevant hydraulic valves to connect and / or disconnect according to the number of vehicles on the front axle and the number of vehicles on the rear axle of the current suspension grouping mode, so as to group multiple axles according to the target suspension grouping mode.

[0120] In alternative embodiments of this application, the method for determining the target suspension grouping pattern can be optimized. Specifically, calculating the first single-axle axle load of the front axle and the second single-axle axle load of the rear axle under other suspension grouping patterns based on the vehicle weight and center of gravity position may include:

[0121] The first single axle load of the front axle and the second single axle load of the rear axle are calculated sequentially in the order from the suspension grouping mode with the fewest front axles to the suspension grouping mode with the most front axles, or in the order from the suspension grouping mode with the most front axles to the suspension grouping mode with the fewest front axles.

[0122] Determining the suspension grouping pattern that minimizes the absolute value of the difference between the axle load of the first and second axle loads as the target suspension grouping pattern can include:

[0123] The difference between the calculated axle load of the first single vehicle axle and the axle load of the second single vehicle axle is calculated each time.

[0124] If the sign of the difference between the first and second axle loads calculated in the current iteration is reversed, the suspension grouping mode corresponding to the smaller of the absolute value of the difference between the first and second axle loads calculated in the current iteration and the absolute value of the difference between the first and second axle loads corresponding to the previous suspension grouping mode is determined as the target suspension grouping mode.

[0125] For example, taking the suspension grouping pattern with the fewest front axles to the suspension grouping pattern with the most front axles as an example, after determining the vehicle weight and center of gravity position under the current suspension grouping pattern (e.g., the i-th suspension grouping pattern), the front axle single axle load (M) under that suspension grouping pattern can be calculated starting from the first suspension grouping pattern. f1 ) and rear axle single axle load (M r1 Then calculate the difference between the single axle load of the front axle and the single axle load of the rear axle, E1 = M. f1 - M r1 Next, we calculate the front axle single-axle load (M) under the second suspension grouping mode. f2 ) and rear axle single axle load (M r2 ), and calculate the difference E2 = M between the single axle load of the front axle and the single axle load of the rear axle. f2 - M r2 Determine if E2 and E1 have the same sign. If they do, continue calculating the difference (E3) under the next (third) suspension grouping mode. Assume the difference E calculated under the j-th suspension grouping mode is... j The sign of the difference has been flipped (for example, if the difference was previously positive, E...). j If the value is negative, or the previous difference is negative, E j If it is a positive number, then E can be... j The absolute value of E is the difference between the calculated value of E and the value of E calculated in the previous suspension grouping mode. j-1 The absolute values ​​of the two values ​​are compared, and the suspension grouping pattern corresponding to the smaller of the two is determined as the target suspension grouping pattern. In this alternative embodiment, as long as the difference flips, the target suspension grouping pattern (or optimal suspension grouping pattern) can be considered to be generated from one of the two suspension grouping patterns. It should be noted that if the previous suspension grouping pattern of the j-th suspension grouping pattern is the current suspension grouping pattern (i.e., the i-th suspension grouping pattern), then the suspension grouping pattern with the smallest absolute value of the difference between the front axle single-axle load and the rear axle single-axle load is selected from the i-th suspension grouping pattern and the j-th suspension grouping pattern as the target suspension grouping pattern.

[0126] In this application embodiment, a controller is provided, configured to execute the suspension grouping method of any of the above embodiments.

[0127] In this application embodiment, a device for suspension grouping is provided, applied to an engineering vehicle, the engineering vehicle including multiple axles, the device may include:

[0128] Multiple pressure sensors are installed at the suspension cylinder of each of the multiple axles to detect at least the rodless chamber pressure of the suspension cylinder; and

[0129] The controller described in the above embodiments.

[0130] In this embodiment of the application, an engineering vehicle is provided, comprising:

[0131] Multiple axles; and

[0132] The device for suspension grouping described in the above embodiments.

[0133] In this embodiment of the application, the engineering vehicle may include an all-terrain crane.

[0134] In this application embodiment, a machine-readable storage medium is provided, on which instructions are stored, which are used to cause a machine to execute the suspension grouping method of any of the above embodiments.

[0135] The technical solution provided in this application can automatically select the optimal suspension grouping mode without requiring manual switching of driving conditions, thus avoiding excessive single-axle load that could lead to thrust rod deformation and breakage, or deformation of the axle thrust rod support. Furthermore, this technical solution allows users to select multiple driving conditions, improving their operational efficiency.

[0136] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0137] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0138] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0139] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0140] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0141] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0142] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0143] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0144] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A suspension grouping method, applied to engineering vehicles, characterized in that, The engineering vehicle includes multiple axles, and the suspension grouping method includes: After the engine of the engineering vehicle is started, the suspension of the engineering vehicle is leveled while the engineering vehicle is in a horizontal position. Determine the first single-axle axle load of the front axle and the second single-axle axle load of the rear axle under the current suspension grouping mode of the engineering vehicle; Obtain the number of the first axle of the front axle and the number of the second axle of the rear axle under the current suspension grouping mode; The total weight of the engineering vehicle is determined based on the number of the first axles, the axle load of the first axle, the number of the second axles, and the axle load of the second axle. The distance between the center of the front axle and the center of the rear axle is determined based on the number of the first axle, the number of the second axle, and the spacing between two adjacent axles among the plurality of axles. The center of gravity of the engineering vehicle is determined based on the number of the first axles, the axle load of the first axle, the number of the second axles, the axle load of the second axle, and the distance between the center of the front axle and the center of the rear axle. Calculate the first single-axle load of the front axle and the second single-axle load of the rear axle under other suspension grouping modes based on the total vehicle weight and the center of gravity position. The suspension grouping pattern that minimizes the absolute value of the difference between the axle load of the first single axle and the axle load of the second single axle is determined as the target suspension grouping pattern.

2. The suspension grouping method according to claim 1, characterized in that, The calculation of the first single-axle axle load of the front axle and the second single-axle axle load of the rear axle under other suspension grouping modes based on the vehicle weight and the center of gravity position includes: For any suspension grouping pattern of interest among other suspension grouping patterns, determine the number of first axles on the front axle and the number of second axles on the rear axle under the suspension grouping pattern of interest; Based on the center of gravity position, determine the first distance between the front axle center and the center of gravity position and the second distance between the rear axle center and the center of gravity position in the suspension grouping mode of interest; The first single axle load of the front axle and the second single axle load of the rear axle are determined based on the total vehicle weight, the first distance, the second distance, the number of first axles of the front axle and the number of second axles of the rear axle under the suspension grouping mode of interest.

3. The suspension grouping method according to claim 2, characterized in that, The step of determining the axle load of the first axle of the front axle and the axle load of the second axle of the rear axle based on the vehicle weight, the first distance, the second distance, the number of first axles of the front axle and the number of second axles of the rear axle under the suspension grouping mode of interest includes determining the axle load of the first axle of the front axle and the axle load of the second axle of the rear axle according to the following formula: M=aM f +bM r aM f X f =bM r X r Where M is the total vehicle weight, a is the number of first axles, b is the number of second axles, and X... f It is the first distance, X r It is the second distance, M f It is the first single-vehicle axle load, M r It is the axle load of the second single-axle vehicle.

4. The suspension grouping method according to claim 1, characterized in that, The calculation of the first single-axle axle load of the front axle and the second single-axle axle load of the rear axle under other suspension grouping modes based on the vehicle weight and the center of gravity position includes: The first single axle load of the front axle and the second single axle load of the rear axle are calculated sequentially in the order from the suspension grouping mode with the fewest front axles to the suspension grouping mode with the most front axles, or in the order from the suspension grouping mode with the most front axles to the suspension grouping mode with the fewest front axles. The suspension grouping pattern that minimizes the absolute value of the difference between the axle load of the first single axle and the axle load of the second single axle is determined as the target suspension grouping pattern, including: The difference between the calculated axle load of the first single vehicle axle and the axle load of the second single vehicle axle is calculated each time. If the sign of the difference between the first and second axle loads calculated in the current iteration is reversed, the suspension grouping mode corresponding to the smaller of the absolute value of the difference between the first and second axle loads calculated in the current iteration and the absolute value of the difference between the first and second axle loads corresponding to the previous suspension grouping mode is determined as the target suspension grouping mode.

5. The suspension grouping method according to claim 1, characterized in that, The determination of the first single-axle axle load of the front axle and the second single-axle axle load of the rear axle under the current suspension grouping mode of the engineering vehicle includes: Obtain the rodless chamber pressure of the suspension cylinder detected by the pressure sensor of the suspension cylinder of any single axle set on the front axle / rear axle; Determine the suspension stiffness / flexibility mode of the engineering vehicle; The first axle load / second axle load is determined based on the rodless cavity pressure and the suspension stiffness / flexibility mode.

6. The suspension grouping method according to claim 5, characterized in that, The step of determining the first axle load / second axle load based on the rodless cavity pressure and the suspension stiffness / flexibility mode includes: When the rigid-flexible mode is in the flexible state, the shaft load on the single bridge spring is calculated according to formula (1): Formula (1) When the rigid-flexible mode is in a rigid state, the shaft load on the single bridge spring is calculated according to formula (2): Formula (2) Where, m up P1 is the pressure in the rodless chamber, d is the diameter of the piston rod of the suspension cylinder, θ is the installation angle of the suspension cylinder in the neutral position, α is the slope angle, and D is the cylinder diameter of the rodless chamber. Add the upper axle load of the single axle to the lower axle load of the single axle to obtain the first single axle load / the second single axle load, where the lower axle load of the single axle is a known value.

7. A controller, characterized in that, It is configured to perform the suspension grouping method according to any one of claims 1 to 6.

8. A device for suspension grouping, applied to engineering vehicles, characterized in that, The engineering vehicle includes multiple axles, and the device includes: Multiple pressure sensors are disposed at the suspension cylinder of each of the multiple axles for detecting at least the rodless chamber pressure of the suspension cylinder; and The controller according to claim 7.

9. An engineering vehicle, characterized in that, include: Multiple axles; as well as The device for suspension grouping according to claim 8.

10. The engineering vehicle according to claim 9, characterized in that, The engineering vehicles include all-terrain cranes.

11. A machine-readable storage medium storing instructions thereon, characterized in that, This instruction is used to cause the machine to perform the suspension grouping method according to any one of claims 1 to 6.

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