A tracked vehicle

Abstract

The application provides a track-laying vehicle and relates to the technical field of track-laying vehicles.The track-laying vehicle comprises a rubber layer, a steel wire traction layer, a metal driving tooth and a chain structure traction layer.The metal driving tooth is symmetrically provided with a connecting structure at both ends.The metal driving tooth is connected with the chain structure traction layer at both ends.The chain structure traction layer is composed of a plurality of shackles, and one shackle is connected with the corresponding connecting structures of two adjacent metal driving teeth.The connecting structure comprises a shackle connecting rod group.The upper part and the lower part of the metal driving tooth are respectively provided with a shackle connecting rod group.The shackle connecting rod group comprises a plurality of shackle connecting rods arranged along the length direction of the track.The shackle is respectively provided with a mounting hole corresponding to the shackle connecting rod of the adjacent metal driving tooth, and the shackle connecting rod is used for mounting into the corresponding mounting hole.The chain structure traction layer is arranged to disperse the stress.The displacement of the metal driving tooth during the operation of the vehicle is effectively limited.

Description

Technical Field

[0001] This invention relates to the field of tracked vehicle technology, specifically to a tracked vehicle. Background Technology

[0002] Tracks, with their excellent ground adaptability, are widely used in many fields such as engineering machinery, military equipment, and agricultural machinery, enabling equipment to move smoothly through complex terrains such as mud, mountains, and swamps. However, conventional tracks have the following disadvantages:

[0003] 1. Only the steel wire traction layer is the traction-bearing material;

[0004] 2. When the vehicle is running, the metal drive teeth are affected by the driving force of the drive wheel and will be displaced clockwise or counterclockwise. With the extension of the usage time, the two wings of the metal drive teeth are prone to cutting the steel wire traction layer and being damaged.

[0005] 3. When a vehicle starts or brakes suddenly, inertia will cause the rubber track to be subjected to abnormal forces in a localized area, resulting in the steel wire breaking.

[0006] 4. When the vehicle's drive wheels drive the tracks, the metal drive teeth undergo displacement and deformation, causing changes in the drive spacing and resulting in vehicle vibration. Summary of the Invention

[0007] The present invention provides a tracked vehicle to solve at least one of the technical problems mentioned in the background art.

[0008] To solve the above-mentioned technical problems, the present invention discloses a track structure, including a rubber layer, a steel wire traction layer, metal drive teeth, and a chain structure traction layer;

[0009] The metal drive teeth are symmetrically connected at both ends;

[0010] The two ends of the metal drive teeth are respectively connected to the chain structure traction layer, which is composed of multiple buckles. Each buckle is connected to the corresponding connection structure of two adjacent metal drive teeth.

[0011] Preferably, the connection structure includes a locking link assembly, with the upper and lower parts of the metal drive tooth respectively provided with the locking link assembly, and the locking link assembly including a plurality of locking links arranged along the track length direction;

[0012] The latch is provided with mounting holes corresponding to the latching links of the adjacent metal drive teeth, and the latching links are used to be installed into the corresponding mounting holes.

[0013] Preferably, the center line of the steel wire traction layer in the thickness direction coincides with the center line of the traction layer in the thickness direction of the connected chain structure.

[0014] The present invention also discloses a tracked vehicle, comprising: a tracked vehicle body, and tracked walking mechanisms connected to both sides of the tracked vehicle body, wherein the tracks of the tracked walking mechanisms are composed of the aforementioned track structure.

[0015] Preferably, booms are hinged to both sides of the tracked vehicle body via connecting shafts, and the bucket is connected to the side of the two booms away from the tracked vehicle body. A hydraulic rod is also connected to the tracked vehicle body, and the telescopic end of the hydraulic rod is hinged to the boom.

[0016] Preferably, it also includes an intelligent control device, comprising:

[0017] Torque detection device: Installed on the track drive shaft of the tracked walking mechanism, used to detect the torque of the track drive shaft;

[0018] Tilt detection device: Installed at the bottom of the tracked vehicle body, the tilt detection device is used to detect the tilt angle of the tracked vehicle body;

[0019] Analysis Module 1: Used to determine the torque variation coefficient and track equivalent variation coefficient based on the torque detection device; and to determine the attitude variation coefficient of the tracked vehicle based on the tilt angle detection device;

[0020] Module 1: Used to determine the track wear state coefficient based on the track equivalent strain coefficient and the tracked vehicle attitude variation coefficient;

[0021] Early warning module: Used to issue an early warning when any of the following parameters exceeds the corresponding preset threshold: torque variation coefficient, track equivalent variation coefficient, track vehicle attitude variation coefficient, and track wear state coefficient.

[0022] Module 2: Used when the early warning module does not issue an early warning.

[0023] When the equivalent strain coefficient of the track is greater than the first preset value, the current torque adjustment coefficient is determined based on the attitude variation coefficient of the tracked vehicle and the equivalent strain coefficient of the track.

[0024] When the track wear condition coefficient is greater than the second preset value, the current torque adjustment coefficient is determined based on the track wear condition coefficient.

[0025] Working condition identification module: used to identify the current working condition type of the tracked vehicle;

[0026] Module 3: Used to determine the current equivalent continuous torque adjustment coefficient based on the current working condition type and the current basic track torque adjustment coefficient;

[0027] Torque determination module: used to determine the current target torque based on the current equivalent continuous torque adjustment coefficient;

[0028] Control Module 1: Used to control the current operation of the drive unit based on the current target torque.

[0029] Preferably, it also includes: a hydraulic rod adjustment device, wherein the current basic track torque adjustment coefficient = current torque adjustment coefficient one × current torque adjustment coefficient two.

[0030] Preferably, it further includes: a hydraulic rod adjustment device, which includes:

[0031] Angle detection device: used to detect the angle between the boom and the horizontal plane;

[0032] Displacement sensor: used to detect the extension length of the telescopic end of the hydraulic rod;

[0033] Pressure sensor: The pressure sensor is integrated on the connecting pin between the bucket and the boom, and is located in the contact area between the ear plate of the bucket and the connecting pin;

[0034] Acquisition module: used to acquire the target travel speed of the tracked vehicle in the current transportation scenario for transporting the current material;

[0035] Control module 2: Used to control the hydraulic rod to make the angle detection device detect the reference angle of the current transportation working condition, and then control the displacement sensor and pressure sensor to perform initial detection;

[0036] Analysis Module 2: Used to determine the length state coefficient based on the initial detection values ​​of the displacement sensor;

[0037] The pressure state coefficient is determined based on the initial detection value of the pressure sensor.

[0038] Determine the speed state coefficient based on the target driving speed;

[0039] Analysis Module 3: Used to determine the equivalent stiffness state coefficient based on the initial detection values ​​of pressure sensors, displacement sensors, angle detection devices, and the hydraulic thrust within the hydraulic rod;

[0040] Calculation module: used to determine the target extension length of the hydraulic rod based on the fitting curve of the standard detection value of the hydraulic rod extension length-angle detection device, the length state coefficient, pressure state coefficient, velocity state coefficient, equivalent stiffness state coefficient, and the extension length-angle detection device.

[0041] Control module two is also used to control the actual extension length of the hydraulic rod to the target extension length until the tracked vehicle transports it to the unloading point.

[0042] Preferred options also include:

[0043] Vibration detection module: used to detect vibration information of the boom perpendicular to the length of the boom;

[0044] Stability assessment module: Used to periodically assess the stability as the actual extension length of the hydraulic rod is controlled to be the target extension length until the tracked vehicle is transported to the unloading point; the stability assessment module includes:

[0045] Acquisition and Analysis Unit 1: Within the current evaluation period, acquire and analyze the detection data from the angle detection device and the vibration detection module to determine the comprehensive stability coefficient;

[0046] Early warning unit: used to issue an early warning when the comprehensive stability coefficient is less than the first preset stability coefficient;

[0047] Acquisition and Analysis Unit 2: Within the current assessment period, acquire and analyze pressure sensor data to determine the pressure safety factor;

[0048] Calculation unit: When the warning unit does not issue a warning and the comprehensive stability coefficient is less than the second preset stability coefficient, it calculates the maximum allowable value corresponding to the corrected pressure sensor detection value based on the comprehensive stability coefficient and the pressure safety coefficient, and iterates back to analysis module two; the second preset stability coefficient is greater than the first preset stability coefficient.

[0049] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0050] Compared with the prior art, the present invention has the following beneficial effects:

[0051] More rational traction force distribution: In addition to the steel wire traction layer, a chain structure traction layer is also set up, so that the traction force is shared by the steel wire traction layer and the chain structure traction layer, which disperses the force and avoids the problem that conventional tracks are prone to breakage when only the steel wire traction layer is stressed, thus improving the load-bearing capacity and service life of the tracks.

[0052] Enhanced stability of the metal drive teeth: The metal drive teeth are symmetrically connected at both ends and connected to the chain traction layer through locking links and mounting holes. At the same time, the metal drive teeth and their connecting structures at both ends are integrally forged, which effectively limits the displacement of the metal drive teeth during vehicle operation, reduces the risk of steel wire traction layer breakage caused by the displacement of the metal drive teeth, avoids changes in drive spacing, and improves the vehicle's vibration during driving.

[0053] Enhanced resistance to inertial impact: The presence of the chain structure traction layer, together with the steel wire traction layer, can disperse the abnormal force generated by inertia when the vehicle starts or brakes suddenly, reducing the local stress on the rubber track and decreasing the possibility of steel wire breakage.

[0054] The power source (such as an electric motor) outputs power, which is transmitted to the drive wheels via the track drive shaft. The drive wheels mesh with the track through the teeth of the metal drive teeth, and the friction drives the track to rotate. Together with the driven wheels, this enables the tracked vehicle to move. The drive wheels, track drive shaft, driven wheels, etc., are rotatably connected to the tracked vehicle body, forming a stable walking support and transmission structure.

[0055] Operating Mechanism: The boom is hinged to both sides of the tracked vehicle body via connecting shafts. The bucket is connected to the side of the boom furthest from the vehicle body. The extension end of the hydraulic rod on the vehicle body is hinged to the boom. When the hydraulic rod extends or retracts, it can change the angle of the boom, thereby controlling the attitude of the bucket and realizing digging, loading and other operating actions. Utilizing the precise control characteristics of hydraulic transmission, it can adapt to different operating needs. Attached Figure Description

[0056] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0057] Figure 1 This is a schematic diagram of the track structure of the present invention;

[0058] Figure 2 for Figure 1 A magnified view of a portion of point A in the middle;

[0059] Figure 3 This is a partial schematic diagram of the track structure of the present invention;

[0060] Figure 4 This is a schematic diagram of the tracked vehicle.

[0061] In the diagram: 1. Rubber layer; 2. Steel wire traction layer; 3. Metal drive tooth; 31. Limiting boss; 32. Locking link; 4. Chain structure traction layer; 41. Lock; 411. Mounting hole; 5. Drive wheel; 6. Track roller; 7. Tracked vehicle body; 8. Track drive shaft; 9. Driven wheel; 10. Boom; 11. Hydraulic rod; 12. Bucket; 121. Ear plate; 13. Connecting pin; 14. Connecting shaft. Detailed Implementation

[0062] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0063] Furthermore, in this invention, the use of terms such as "first" and "second" is for descriptive purposes only and does not specifically refer to any order or sequence, nor is it intended to limit the invention. They are merely used to distinguish components or operations described using the same technical terms and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions and features of the 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. If a 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 by this invention.

[0064] The present invention provides the following embodiments:

[0065] Example 1: This embodiment of the invention provides a track structure, such as... Figures 1-4 As shown, it includes a rubber layer 1, a steel wire traction layer 2, a metal drive tooth 3, and a chain structure traction layer 4.

[0066] The metal drive tooth 3 has symmetrical connection structures at both ends;

[0067] The two ends of the metal drive teeth 3 are respectively connected to the chain structure traction layer 4. The chain structure traction layer 4 is composed of multiple buckles 41. Each buckle 41 is connected to the corresponding connection structure of two adjacent metal drive teeth 3.

[0068] The connection structure includes a locking link group, and the upper and lower parts of the metal drive tooth 3 are respectively provided with locking link groups. The locking link group includes a plurality of locking links 32 arranged along the track length direction.

[0069] The latch 41 is provided with mounting holes 411 corresponding to the latching rods 32 of the adjacent metal drive teeth 3, and the latching rods 32 are used to be installed into the corresponding mounting holes 411.

[0070] The metal drive tooth 3 has limiting bosses 31 at its upper and lower parts corresponding to the locking link 32. The metal drive tooth 3 and its connecting structures at both ends are integrally forged; the mounting hole 411 is an elliptical hole. The center line of the wire traction layer 2 in the thickness direction coincides with the center line of the connected chain structure traction layer 4 in the thickness direction.

[0071] This solution enables concealed tracks: the locking buckle 41 is pre-connected to the metal drive tooth 3 and then wrapped with rubber in one piece;

[0072] Alternatively, an open-type track can be implemented: after the metal drive teeth 3 are wrapped in rubber, they are vulcanized and molded, and the locking buckle 41 is installed later.

[0073] The present invention also discloses a tracked vehicle, comprising: a tracked vehicle body 7, and tracked walking mechanisms connected to both sides of the tracked vehicle body 7, wherein the tracks of the tracked walking mechanisms are composed of the aforementioned track structure.

[0074] The tracked vehicle body 7 has booms 10 hinged to both sides via connecting shafts 14. The bucket 12 is connected to the side of the two booms 10 away from the tracked vehicle body 7. The tracked vehicle body 7 is also connected (which may be hinged) to a hydraulic rod 11, the telescopic end of which is hinged to the boom 10.

[0075] The tracked walking mechanism also includes a drive wheel 5, a track drive shaft 8, and a power source. The output end of the power source is connected to the track drive shaft 8. The drive wheel 5 is mounted on the track drive shaft 8 and meshes with the track through its toothed surface. The drive wheel 5, track drive shaft 8, support roller 6, and driven wheel 9 are respectively connected to the tracked vehicle body 7. The power source is located inside the tracked vehicle body 7. The tracked walking mechanism includes: the drive wheel 5, track drive shaft 8, power source, support roller 6, and driven wheel 9, all of which are existing technologies.

[0076] The beneficial effects of the above technical solution are as follows:

[0077] More reasonable traction force distribution: In addition to the steel wire traction layer 2, a chain structure traction layer 4 is also set up, so that the traction force is shared by the steel wire traction layer 2 and the chain structure traction layer 4, which disperses the force and avoids the problem that conventional tracks are prone to breakage when only the steel wire traction layer 2 is stressed, thus improving the load-bearing capacity and service life of the tracks.

[0078] Enhanced stability of the metal drive tooth 3: The metal drive tooth 3 has symmetrical connecting structures at both ends and is connected to the chain structure traction layer 4 through the locking link 32 and the mounting hole 411. At the same time, the metal drive tooth 3 and its connecting structures at both ends are integrally forged, which effectively limits the displacement of the metal drive tooth 3 during vehicle operation, reduces the risk of breakage of the steel wire traction layer 2 caused by the displacement of the metal drive tooth 3, avoids changes in the drive spacing, and improves the vehicle's vibration.

[0079] Enhanced resistance to inertial impact: The presence of the chain structure traction layer 4, together with the steel wire traction layer 2, can disperse the abnormal force generated by inertia when the vehicle starts or brakes suddenly, reducing the local stress on the rubber track and reducing the possibility of steel wire breakage.

[0080] The power source (such as an electric motor) outputs power, which is transmitted to the drive wheel 5 via the track drive shaft 8. The drive wheel 5 meshes with the track through the tooth surface of the metal drive teeth 3, driving the track to rotate with the help of friction. Together with the driven wheel 9, this enables the tracked vehicle to move. The drive wheel 5, track drive shaft 8, driven wheel 9, support rollers 6, etc., are connected to the tracked vehicle body 7, forming a stable walking support and transmission structure.

[0081] Operating mechanism: The boom 10 is hinged to both sides of the tracked vehicle body 7 via connecting shafts 14. The bucket 12 is connected to the side of the boom 10 away from the tracked vehicle body 7. The telescopic end of the hydraulic rod 11 on the tracked vehicle body 7 is hinged to the boom 10. When the hydraulic rod 11 extends or retracts, it can change the angle of the boom 10, thereby controlling the posture of the bucket 12 to realize digging, loading and other operating actions. Utilizing the precise control characteristics of hydraulic transmission, it can adapt to different operating needs.

[0082] Example 2, based on Example 1, further includes an intelligent control device: including:

[0083] Torque detection device: installed on the track drive shaft 8 of the tracked walking mechanism;

[0084] Inclination detection device: installed at the bottom of the tracked vehicle body 7, the inclination detection device is used to detect the inclination angle of the tracked vehicle body 7;

[0085] Analysis Module 1: Used to determine the torque variation coefficient and track equivalent variation coefficient based on the detection results of the torque detection device; and to determine the tracked vehicle attitude variation coefficient based on the tilt angle detection device;

[0086] The torque variation coefficient during the current testing period = standard deviation of the torque detection device values ​​during the current testing period ÷ average value of the torque detection device values ​​during the current testing period;

[0087] The predicted strain for the current testing period = stiffness coefficient × torque variation coefficient for the current testing period + strain compensation value;

[0088] In laboratory or actual working condition simulation environments, different magnitudes of torque are applied to the tracks, and the strain of the tracks is measured simultaneously. Through a large amount of data collection and analysis, the correspondence between the torque variation coefficient and strain is obtained, and then the above formula is fitted.

[0089] Stiffness coefficient: Related to the material and structural characteristics of the track itself, it reflects the track's ability to resist deformation and is an inherent coefficient based on the track's physical properties (different track designs and materials have different stiffness coefficients). The track's own material and structure (such as the hardness of the rubber layer and the arrangement of the metal core) limit the degree of conversion between "torque fluctuations" and "strain," which is reflected in the "stiffness" attribute.

[0090] Strain compensation values ​​are used to correct calculation deviations. They may be set due to environmental factors (such as the effect of temperature on track performance), differences between actual working conditions and theoretical models, etc., to make the calculation results more in line with the real situation.

[0091] The equivalent strain coefficient for the current testing period = (predicted strain for the current testing period - minimum working strain of the track) ÷ (maximum working strain of the track - minimum working strain of the track).

[0092] The coefficient of variation of tracked vehicle attitude during the current testing period = standard deviation of the tilt angle detection device values ​​during the current testing period ÷ average value of the tilt angle detection device values ​​during the current testing period;

[0093] Minimum working strain is the lowest strain value that a track produces under normal, stable, and conventional operating conditions without special loads. It represents the minimum degree of deformation that a track needs to maintain basic effective operation and is the basic strain threshold for stable operation.

[0094] Maximum working strain is the maximum strain value that a track can safely withstand without structural damage or performance failure under extreme operating conditions (such as full load, harsh terrain, strong power drive, etc.) allowed by its design. It is determined by the strength of the track material, structural design, and safety redundancy, and is the upper limit of strain to ensure its safe operation.

[0095] Module 1: Used to determine the track wear state coefficient based on the track equivalent strain coefficient and the tracked vehicle attitude variation coefficient;

[0096] The track wear condition coefficient for the current testing period = the equivalent track deformation coefficient for the current testing period × weighting coefficient 1 + the track vehicle attitude variation coefficient for the current testing period × weighting coefficient 2;

[0097] Weighting coefficient 1 and weighting coefficient 2 are used to measure the influence of "track equivalent strain coefficient" and "track vehicle attitude variation coefficient" on "track wear state coefficient", respectively. The larger the value, the higher the contribution weight of the corresponding coefficient to the wear state assessment, reflecting the difference in importance of different factors in determining track wear (for example, if track strain is the main cause of wear, weighting coefficient 1 can be set larger, such as 0.7, then weighting coefficient 2 can be set to 0.3).

[0098] Early warning module: Used to issue an early warning when any of the following parameters exceeds the corresponding preset threshold: torque variation coefficient, track equivalent variation coefficient, track vehicle attitude variation coefficient, and track wear state coefficient.

[0099] Module 2: Used when the early warning module does not issue an early warning.

[0100] When the equivalent strain coefficient of the track is greater than the first preset value, the current torque adjustment coefficient is determined based on the attitude variation coefficient of the tracked vehicle and the equivalent strain coefficient of the track.

[0101] When the track wear condition coefficient is greater than the second preset value, the current torque adjustment coefficient is determined based on the track wear condition coefficient; the current detection period is the preset period before the current moment.

[0102] When the equivalent strain coefficient of the track exceeds the first preset value, it indicates that there are changes that need attention in the track strain level. The torque is adjusted in combination with the attitude variation coefficient of the tracked vehicle.

[0103] When the track wear condition coefficient exceeds the second preset value, it indicates that the wear has accumulated to the point where intervention is required. The torque is adjusted based on the wear condition (wear will change the mechanical properties of the track, which needs to be adapted through torque adjustment).

[0104] The current torque adjustment coefficient is calculated as follows: 1 - (track equivalent strain coefficient during the current testing period - first preset value) × strain torque adjustment coefficient - (attitude torque adjustment coefficient × track vehicle attitude variation coefficient during the current testing period).

[0105] The current torque adjustment coefficient is 1 - the torque adjustment coefficient corresponding to the track wear condition coefficient × (track wear condition coefficient during the current detection period - second preset value).

[0106] Method for obtaining adjustment coefficients: During testing, other interfering factors are fixed, and only the target influence quantity is changed (such as locking attitude by measuring strain coefficient, locking strain overshoot by measuring attitude coefficient). The fitting coefficients are obtained by correlating a single variable to ensure that they correspond to the formula logic; the strain torque adjustment coefficient is 0.2 to 0.3; the attitude torque adjustment coefficient is 0.15 to 0.25; the torque adjustment coefficient corresponding to the track wear state coefficient is 0.3 to 0.35.

[0107] Working condition identification module: used to identify the current working condition type of the tracked vehicle;

[0108] Module 3: Used to determine the equivalent continuous torque adjustment coefficient based on the current working condition type and the current basic track torque adjustment coefficient; the current basic track torque adjustment coefficient = the current torque adjustment coefficient one × the current torque adjustment coefficient two;

[0109] Working condition identification module: First, identify whether the tracked vehicle is currently in a working condition such as "empty / full load" or "flat road / complex terrain" (under different working conditions, the requirements for torque adjustment due to strain and wear are different, and differentiated adaptation is required).

[0110] Equivalent continuous torque adjustment coefficient = current basic track torque adjustment coefficient × working condition correction coefficient;

[0111] The short-term adjustment coefficient (the current basic track torque adjustment coefficient) reflects the "immediate demand" of current strain and wear, while the working condition correction coefficient reflects the "continuous impact" of the long-term operating environment. Multiplying the two together yields a continuous adjustment coefficient that satisfies both current risks and adapts to the working conditions.

[0112] Torque determination module: used to determine the current target torque based on the current equivalent continuous torque adjustment coefficient;

[0113] The current target torque = the average torque of the track drive shaft 8 during the current testing period × the equivalent continuous torque adjustment coefficient; the current target torque is within [lower torque limit, upper torque limit]. The lower torque limit is determined by mechanical analysis or experimental testing based on the current load size and terrain resistance (such as flat ground, climbing slopes, muddy terrain, etc.) to obtain the minimum driving torque required for track drive. The upper torque limit is 0.8 to 0.9 times the limit torque.

[0114] How to obtain the working condition correction factor:

[0115] Working condition classification: sort out the typical operating scenarios of tracked vehicles (such as unloaded flat road, fully loaded climbing slope, muddy terrain, etc.) and clarify the impact of load and terrain on track stress / strain under different scenarios.

[0116] Experimental testing:

[0117] Bench simulation: The scenario is reproduced on the test bench (using a loading device to simulate full load and a vibration table to simulate bumps) to test the torque adjustment limit of the track for safe operation (such as how much the torque should be reduced to ensure stable operation when climbing a hill under full load).

[0118] Real-world verification: Data is collected in real-world scenarios (such as mines and construction sites) to record the correlation between "operating condition type - torque adjustment amount - track life / operating efficiency".

[0119] Data fitting: Statistically analyze multiple sets of "operating condition-torque adjustment" data, and fit the correction coefficient corresponding to each operating condition (e.g., 0.8 for full-load ramp, which means an additional 20% torque reduction on the basis of short-term adjustment).

[0120] Unloaded flat road condition: 0.8~1.0; Fully loaded flat road condition: 0.7~0.9; Unloaded complex terrain (such as muddy or bumpy terrain): 0.6~0.8; Fully loaded complex terrain (such as fully loaded uphill or muddy terrain): 0.4~0.6;

[0121] Control Module 1: Used to control the current operation of the drive unit based on the current target torque.

[0122] The beneficial effects of the above technical solution are as follows:

[0123] By using torque and tilt angle detection devices, combined with algorithms such as the coefficient of variation and equivalent strain, the torque fluctuations, attitude changes, strain conditions, and wear status of tracked vehicles can be accurately captured. From the torque coefficient of variation reflecting force fluctuations, to the equivalent strain coefficient quantifying the degree of deformation, and then to the wear state coefficient comprehensively assessing damage, the system provides multi-dimensional and fine-grained perception of equipment operating status, offering accurate data for subsequent adjustment and control.

[0124] First, the system identifies hazardous conditions through an early warning module. If no warning is issued, it further subdivides the scenarios into "strain exceeding limits" and "wear exceeding limits," determining torque adjustment coefficient one and torque adjustment coefficient two based on the attitude variation coefficient and wear state coefficient, respectively. Different scenarios correspond to different adjustment logics, allowing for targeted torque reduction. This avoids over-adjustment that could affect operations while accurately addressing potential risks. For example, strain exceeding limits are combined with attitude adjustment to adjust torque, while wear exceeding limits are adapted to changes in track mechanical properties.

[0125] The system introduces operating condition identification and correction coefficients to differentiate between operating conditions such as no-load / full-load and smooth road / complex terrain. The short-term adjustment coefficient responds to immediate risks, while the operating condition correction coefficient adapts to the long-term operating environment. This allows torque adjustment to meet current strain and wear requirements while conforming to actual operating scenarios, balancing safety and efficiency. For example, when climbing hills under full load, torque adjustment is strengthened to ensure safety, while it is appropriately relaxed to maintain operating efficiency when on flat roads under no-load conditions.

[0126] Example 3, based on Example 1 or 2, further includes: a hydraulic rod adjustment device, which comprises:

[0127] Angle detection device: used to detect the angle between the boom 10 and the horizontal plane;

[0128] Displacement sensor: used to detect the extension length of the telescopic end of the hydraulic rod 11 (hydraulic telescopic rod);

[0129] Pressure sensor: The pressure sensor is integrated on the connecting pin 13 between the bucket 12 and the boom 10, and is located in the contact area between the ear plate 121 of the bucket 12 and the connecting pin 13.

[0130] Acquisition module: used to acquire the target travel speed of the tracked vehicle in the current transportation scenario for transporting the current material;

[0131] Control Module 2: After the bucket has finished scooping the material, it first controls the hydraulic rod 11 to work (that is, control module 2 starts working after each scooping is completed), so that the angle detection device detects the reference angle of the current transportation working condition, and then controls the displacement sensor and pressure sensor to perform initial detection.

[0132] Analysis Module 2: Used to determine the length state coefficient based on the initial detection values ​​of the displacement sensor;

[0133] The pressure state coefficient is determined based on the initial detection value of the pressure sensor.

[0134] Determine the speed state coefficient based on the target driving speed;

[0135] Analysis Module 3: Used to determine the equivalent stiffness state coefficient based on the initial detection values ​​of the pressure sensor, displacement sensor, angle detection device, and hydraulic thrust within the hydraulic rod 11;

[0136] Calculation module: used to determine the target extension length of hydraulic rod 11 based on the fitting curve of the standard detection value of the extension length-angle detection device of hydraulic rod 11, the length state coefficient, the pressure state coefficient, the velocity state coefficient, the equivalent stiffness state coefficient, and the extension length-angle detection device.

[0137] Control module 2 is also used to control the actual extension length of hydraulic rod 11 to the target extension length until the tracked vehicle transports it to the unloading point.

[0138] Length state coefficient Calculated based on the following formula:

[0139] ; The reference length (the extension length of the telescopic end of the hydraulic rod 11 at the reference angle).

[0140] The current extension length of the telescopic end of the hydraulic rod 11, determined based on the initial detection value of the displacement sensor; This is the maximum extension length of the telescopic end of the hydraulic rod 11; This is the minimum extension length of the telescopic end of the hydraulic rod 11;

[0141] The reference angle refers to the optimal angle between the boom 10 and the horizontal plane during the current transportation scenario, after the bucket has scooped up the rated weight of material and before unloading, in order to achieve "no material spillage and minimum hydraulic load". Under certain conditions, it can be determined based on pre-shipment trials;

[0142] Transportation scenarios refer to the type of road section that the tracked vehicle travels on after shoveling and before unloading (including flat and hardened road sections and bumpy road sections).

[0143] Pressure state coefficient ;

[0144] Velocity state coefficient ;

[0145] Where F is the sum of the initial detection values ​​of all pressure sensors; This is the reference value corresponding to F (corresponding to the reference angle mentioned above); This represents the maximum allowed value corresponding to F; This represents the maximum permissible speed of the tracked vehicle under the current transportation conditions. This is the minimum travel speed for the tracked vehicle under the current transportation conditions. This represents the minimum value of F under the current transportation conditions. This represents the theoretical travel speed of the tracked vehicle in the current transportation scenario corresponding to the aforementioned reference angle. The target driving speed;

[0146] The minimum safe threshold value detected by the pressure sensor under the current transportation scenario (full bucket → before unloading). Function: To ensure that the force on the bucket 12-connecting pin 13 is not lower than the "bottom line for stable material transportation" - below this value, the material is prone to spill from the bucket opening due to inertia / bumps, or the boom will swing irregularly due to low load.

[0147] The minimum safe operating speed for tracked vehicles in the current transportation scenario. Purpose: To prevent material from piling up in the bucket due to excessively slow speed (causing a shift in the center of gravity and resulting in rollover) or insufficient friction between the tracks and the ground (leading to vehicle slippage and power failure).

[0148] Equivalent stiffness state coefficient ;

[0149] The hydraulic thrust of hydraulic rod 11 during the initial detection mentioned above (can be detected based on the corresponding sensor settings). The distance is the distance from the center line of the connecting shaft 14 corresponding to the boom 10 to the center line of the hinge shaft corresponding to the telescopic end of the hydraulic rod 11. The distance between the centerline of the connecting shaft 14 corresponding to the boom 10 and the centerline of the connecting pin (the perpendicular distance between the two centerlines); the above three centerlines are parallel; The reference angle is denoted by cosine; the equivalent stiffness is the comprehensive mechanical manifestation of "hydraulic thrust + boom structure", which determines the fundamental mechanical conditions for the load and material stability of the hydraulic system.

[0150] ;

[0151] The target extension length of hydraulic rod 11; These are the hydraulic rod extension length adjustment coefficients for the length state coefficient, pressure state coefficient, velocity state coefficient, and equivalent stiffness state coefficient (all ranging from -0.3 to 0.3). First, different transportation scenarios (such as different road sections and material types) are simulated on a test bench. The values ​​of a single state coefficient are fixed and adjusted to observe the impact of the hydraulic rod length on material stability and equipment load, thus determining the initial coefficients. Then, actual vehicle verification is performed, and combined with actual spillage rate, vibration, and energy consumption data, iterative optimization is conducted for 3-5 rounds to finally obtain coefficient values ​​suitable for the current equipment and road section. All the above adjustment coefficients are greater than -1 and less than 1.

[0152] Optionally, the adjustment coefficient for the extension length of the hydraulic rod 11 corresponding to the length state coefficient is in the range of -0.1 to -0.15; the adjustment coefficient for the extension length of the hydraulic rod 11 corresponding to the pressure state coefficient is in the range of -0.15 to -0.08; the adjustment coefficient for the extension length of the hydraulic rod 11 corresponding to the speed state coefficient is in the range of -0.1 to -0.05; and the adjustment coefficient for the extension length of the hydraulic rod 11 corresponding to the equivalent stiffness state coefficient is in the range of -0.2 to 0.2; the equivalent stiffness state coefficient is greater than 1. The value is negative; the equivalent stiffness state coefficient is less than 1. The value is positive;

[0153] The beneficial effects of the above technical solution are as follows:

[0154] This invention is based on a reference angle, with fine adjustments made according to the load condition.

[0155] By precisely controlling the target length of the hydraulic rod 11, it can be adapted to different transportation conditions (smooth / bumpy road sections) and material volume, reducing the risk of material spillage. For example, increasing the length of the hydraulic rod 11 to compensate for stiffness on bumpy road sections can reduce bucket swaying.

[0156] The pressure state coefficient constrains the axial force safety threshold, preventing the bucket from swinging irregularly due to excessively low axial force, thus protecting the material stacking shape. It is particularly effective for transporting loose materials (such as dry sand and ore).

[0157] By combining the equivalent stiffness state coefficient with angle correction, the force on the hydraulic rod 11 is rationally distributed, reducing wear on the boom 10 and connecting shaft 14 caused by "overload impact" or "low-load sway". Under long-term operation, the service life of key components of the hydraulic system (hydraulic cylinder, articulated shaft) can be extended, reducing equipment maintenance costs.

[0158] Based on the dynamic adjustment of the state coefficient, the length of the hydraulic rod 11 is adapted to the needs of the scenario and the actual load capacity, avoiding "over-extension" or "ineffective load". Combined with the speed state coefficient, the travel speed is controlled to ensure the stability of transportation.

[0159] Example 4, based on Example 3, further includes:

[0160] Vibration detection module: used to detect vibration information of boom 10 perpendicular to the length direction of boom 10;

[0161] Stability assessment module: used to periodically assess the stability as the actual extension length of the control hydraulic rod 11 reaches the target extension length until the tracked vehicle is transported to the unloading point; the stability assessment module includes:

[0162] Acquisition and Analysis Unit 1: Within the current evaluation period, acquire and analyze the detection data from the angle detection device and the vibration detection module to determine the comprehensive stability coefficient;

[0163] ;

[0164] Q represents the overall stability coefficient corresponding to the current assessment duration; This represents the average detection value of the angle detection device within the current evaluation period; This is the average value of the vibration acceleration detected by the vibration detection module during the current evaluation period; denoted as , where is the maximum permissible acceleration of boom 10; e is the natural constant. As the reference angle;

[0165] Early warning unit: Used to issue an early warning when the comprehensive stability coefficient is less than the first preset stability coefficient (which can be 0.6) (this is considered abnormal, indicating a high probability of transportation instability, and prompting adjustments to the transportation speed or maintenance).

[0166] Acquisition and Analysis Unit 2: Within the current assessment period, acquire and analyze pressure sensor data to determine the pressure safety factor;

[0167] ;

[0168] W represents the current pressure safety factor; This is the sum of all pressure sensor readings during the current evaluation period;

[0169] Calculation unit: When the warning unit does not issue a warning and the comprehensive stability coefficient is less than the second preset stability coefficient (there is a slight safety risk, and the following maximum allowable value needs to be adjusted; the value can be 0.85), it calculates the maximum allowable value corresponding to the sum of the corrected pressure sensor detection values ​​based on the comprehensive stability coefficient and the pressure safety coefficient, and iterates back to analysis module two; the second preset stability coefficient is greater than the first preset stability coefficient.

[0170] ;

[0171] in, This is the maximum permissible value corresponding to the sum of the corrected pressure sensor readings; This is the maximum permissible value before correction corresponding to the sum of the pressure sensor readings; This is the second preset stability coefficient; The compensation strength coefficient (with a value greater than 0 and less than 0.5; it can be determined through "test calibration + working condition adaptation").

[0172] During actual material shoveling and transportation, an alarm will be triggered when the sum of all pressure sensor readings is greater than or equal to the corrected sum of pressure sensor readings.

[0173] The beneficial effects of the above technical solution are as follows:

[0174] The above embodiment 3 mainly involves static adjustments and is not actually transported. However, due to factors such as loose connections, the angle fluctuations and pressure fluctuations mentioned above can be detected during transportation. This fills the gap in status monitoring in dynamic transportation scenarios and makes the equipment operation status visible throughout the entire process.

[0175] The stability assessment module periodically evaluates the transportation process, unlike the single nature of static adjustments. It can adapt to dynamic working conditions such as road conditions and changes in the center of gravity of materials during transportation, continuously "checking" the stability of boom 10, promptly identifying gradual risks, avoiding missed judgments due to process changes, and ensuring that transportation risks are controllable.

[0176] Scientific Quantification and Early Warning: Based on angle and vibration data, a comprehensive stability coefficient is calculated, and the stable state is quantified using a mathematical model. An early warning is issued when the comprehensive stability coefficient falls below a first preset value, replacing empirical judgment and promptly reminding users to adjust transport speed or perform maintenance to reduce the probability of instability.

[0177] Calculate the pressure safety factor to supplement the stability assessment dimension. When there is a slight risk, the maximum allowable pressure value is dynamically adjusted based on the comprehensive stability coefficient and the pressure safety factor. The compensation strength coefficient is determined by "test calibration + working condition adaptation" to adapt to complex working conditions. An alarm is triggered when the total pressure exceeds the correction value, forming a closed-loop control of pressure safety to avoid fixed thresholds from being unsuitable for changes in working conditions.

[0178] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A tracked vehicle, characterized by: The track vehicle body (7) is connected with a track walking mechanism on both sides, and the track of the track walking mechanism is composed of a track structure. The track structure includes a rubber layer (1), a steel wire traction layer (2), a metal driving tooth (3), and a chain structure traction layer (4). The metal driving tooth (3) is symmetrically provided with a connecting structure at both ends. The metal driving tooth (3) is connected with the chain structure traction layer (4) at both ends, the chain structure traction layer (4) is composed of a plurality of shackles (41), and one shackle (41) is connected with the corresponding connecting structures of the two adjacent metal driving teeth (3). The track vehicle further comprises an intelligent control device, which comprises: A torque detection device is installed on the track driving shaft (8) of the track walking mechanism to detect the torque of the track driving shaft (8). An inclination detection device is installed at the bottom of the track vehicle body (7), and the inclination detection device is used to detect the inclination of the track vehicle body (7). An analysis module one is used to determine the torque variation coefficient and the equivalent strain coefficient of the track based on the torque detection device, and to determine the attitude variation coefficient of the track vehicle based on the inclination detection device. A determination module one is used to determine the track wear state coefficient based on the equivalent strain coefficient of the track and the attitude variation coefficient of the track vehicle. An early warning module is used to warn when any one of the torque variation coefficient, the equivalent strain coefficient of the track, the attitude variation coefficient of the track vehicle, and the track wear state coefficient is greater than the corresponding preset threshold value. A determination module two is used when the early warning module does not warn: When the equivalent strain coefficient of the track is greater than a first preset value, the current torque adjustment coefficient one is determined based on the attitude variation coefficient of the track vehicle and the equivalent strain coefficient of the track. When the track wear state coefficient is greater than a second preset value, the current torque adjustment coefficient two is determined based on the track wear state coefficient. A working condition recognition module is used to recognize the current working condition type of the track vehicle. A determination module three is used to determine the current equivalent continuous torque adjustment coefficient based on the current working condition type and the current basic track torque adjustment coefficient. A torque determination module is used to determine the current target torque based on the current equivalent continuous torque adjustment coefficient. A control module one is used to control the current work of the driving device based on the current target torque. The current basic track torque adjustment coefficient = the current torque adjustment coefficient one x the current torque adjustment coefficient two. The connecting structure includes a shackle connecting rod group, and the metal driving tooth (3) is provided with a shackle connecting rod group at the upper part and the lower part, respectively.

2. A tracked vehicle as claimed in claim 1, wherein: The shackle (41) is provided with a mounting hole (411) corresponding to the shackle connecting rod (32) of the adjacent metal driving tooth (3), and the shackle connecting rod (32) is used to be installed into the corresponding mounting hole (411). The center line of the thickness direction of the steel wire traction layer (2) coincides with the center line of the thickness direction of the connected chain structure traction layer (4).

3. A tracked vehicle as claimed in claim 1, wherein: ​ 4. A tracked vehicle as claimed in claim 1, wherein: The both sides of the tracked vehicle body (7) are hinged with arm rods (10) through connecting shafts (14), and a bucket (12) is connected to the sides of the two arm rods (10) away from the tracked vehicle body (7), and a hydraulic rod (11) is further connected to the tracked vehicle body (7), and the telescopic end of the hydraulic rod (11) is hinged with the arm rod (10).

5. A tracked vehicle as claimed in claim 1, wherein: Further comprising: A hydraulic rod control device comprising: An angle detection device for detecting the included angle between the arm rod (10) and the horizontal plane; A displacement sensor for detecting the extension length of the telescopic end of the hydraulic rod (11); A pressure sensor integrated on the connecting pin shaft (13) of the bucket (12) and the arm rod (10) and located in the contact area of the ear plate (121) of the bucket (12) and the connecting pin shaft (13); An acquisition module for acquiring the target driving speed of the tracked vehicle in the current transportation working condition scene for transporting the current material; A control module two for, after the bucket finishes loading, first controlling the hydraulic rod (11) to work so that the angle detection device detects the reference angle of the current transportation working condition scene, and then controlling the displacement sensor and the pressure sensor to perform initial detection; An analysis module two for determining a length state coefficient based on the initial detection value of the displacement sensor; determining a pressure state coefficient based on the initial detection value of the pressure sensor; determining a speed state coefficient based on the target driving speed; An analysis module three for determining an equivalent stiffness state coefficient based on the initial detection values of the pressure sensor, the displacement sensor, the angle detection device and the hydraulic thrust in the hydraulic rod (11); A calculation module for determining the target extension length of the hydraulic rod (11) based on the length state coefficient, the pressure state coefficient, the speed state coefficient, the equivalent stiffness state coefficient and the standard detection value fitting curve of the extension length-angle detection device of the hydraulic rod (11); The control module two is further used for controlling the actual extension length of the hydraulic rod (11) to be the target extension length until the tracked vehicle is transported to the unloading place.

6. A tracked vehicle as claimed in claim 5, wherein: Further comprising: A vibration detection module for detecting the vibration information of the arm rod (10) perpendicular to the length direction of the arm rod (10); A stability evaluation module for periodically performing an evaluation once in the process of controlling the actual extension length of the hydraulic rod (11) to be the target extension length until the tracked vehicle is transported to the unloading place; the stability evaluation module comprises: An acquisition and analysis unit one for acquiring and analyzing the detection data of the angle detection device and the detection data of the vibration detection module in the current evaluation time length to determine a comprehensive stability coefficient; A warning unit for warning when the comprehensive stability coefficient is less than a first preset stability coefficient; An acquisition and analysis unit two for acquiring and analyzing the pressure sensor data in the current evaluation time length to determine a pressure safety coefficient; A calculation unit for, when the warning unit does not warn and the comprehensive stability coefficient is less than a second preset stability coefficient, calculating the maximum allowed value corresponding to the corrected pressure sensor detection value based on the comprehensive stability coefficient and the pressure safety coefficient, and iterating back to the analysis module two; the second preset stability coefficient is greater than the first preset stability coefficient.

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