Dynamic power distribution regulation and control method for tunnel construction of electric loader and dumper

Abstract

The invention relates to the technical field of charging scheduling, in particular to a dynamic power distribution regulation and control method for tunnel construction of an electric loader and a dumper. A tunnel is divided into a stable area and an unstable area, and signal transmitters are arranged on all loaders and all dump trucks; determining the boundary distance between the unstable area and the tunnel face; constructing a journey driving model corresponding to the dumper, and determining the no-load passing time, the loading passing time and the loading time of the dumper passing through the unstable area; correcting the no-load passing time and the loading passing time in combination with a time characterization value so as to determine unstable passing time; and analyzing the unstable passing time of the dumper based on whether the dumper is charged or not. According to the method, the battery capacities of different dump trucks and signal unstable areas in the tunnel are considered, and through comprehensive scheduling, the accuracy of dynamic power distribution regulation and control for construction is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of charging scheduling, in particular to a dynamic power distribution regulation method for electric loaders and self-unloading vehicles in tunnel construction. BACKGROUND

[0002] When electric loaders and self-unloading vehicles work in long-distance tunnels, they need to frequently shuttle in narrow passages, and the stability of power supply to the equipment is extremely high. If the power is insufficient, it will cause the equipment to stop, affect the construction progress, and reasonable allocation of charging time of working machinery can prevent the situation of queuing for charging, improve the efficiency of mechanical operation, reduce the downtime caused by power distribution problems, and improve the construction efficiency.

[0003] For example, Chinese patent publication No. CN119090180A discloses a charging scheduling method for engineering vehicles, electronic equipment and storage medium. The application discloses a charging scheduling method for engineering vehicles, electronic equipment and storage medium. The method comprises: obtaining charging scheduling conditions, the charging scheduling conditions including current time, charging pile information, vehicle information of each engineering vehicle, construction task data and / or charging preference data of the driver corresponding to each engineering vehicle at present; determining the charging behavior of each engineering vehicle based on the charging scheduling conditions and the pre-trained charging behavior prediction model, the charging behavior including charging time information and information of the target charging pile; and optimizing the charging behavior of each engineering vehicle using a preset algorithm to determine the charging scheduling strategy. The technical solution of the application sets the charging scheduling conditions related to the engineering vehicle, predicts the charging behavior first, and then uses the prediction result as the object for further optimization to determine the charging scheduling strategy, which can more intelligently, efficiently and reasonably formulate the charging scheduling strategy, and is beneficial to improve the engineering efficiency and intelligent management of engineering vehicles.

[0004] The prior art lacks effective combination of mechanical charging and construction conditions, and simply analyzing the habits of individual charging fails to combine the power of loaders and self-unloading vehicles for overall scheduling, resulting in a decrease in construction efficiency. SUMMARY

[0005] Therefore, the present application provides a dynamic power distribution regulation method for electric loaders and self-unloading vehicles in tunnel construction, which overcomes the problem of lack of effective combination of mechanical charging and construction conditions in the prior art, and simply analyzing the habits of individual charging fails to combine the power of loaders and self-unloading vehicles for overall scheduling, resulting in a decrease in construction efficiency.

[0006] To achieve the above-mentioned purpose, the present application provides a dynamic power distribution regulation method for electric loaders and self-unloading vehicles in tunnel construction, which comprises:

[0007] The tunnel is divided into a stable zone and an unstable zone, a signal relay device is arranged on each loader and connected with a communication device, a signal transmitter is arranged on each self-unloading vehicle to transmit a driving signal to the signal relay device and the communication device, and the signal relay device sends a power signal corresponding to the loader to the communication device;

[0008] The change of the power consumption and the driving distance of each self-unloading vehicle when passing through the stable zone in different working states is determined to determine the boundary distance of the unstable zone from the tunnel face;

[0009] A driving distance model of the corresponding self-unloading vehicle is constructed based on the power consumption and the working state of each self-unloading vehicle, and the no-load passing time and the loaded passing time of the corresponding self-unloading vehicle through the unstable zone in different working states and the loading time are determined according to the driving distance model and the boundary distance;

[0010] The no-load passing time and the loaded passing time of a plurality of self-unloading vehicles passing through the unstable zone are counted, and the no-load passing time and the loaded passing time are corrected by combining the time representation value to determine the unstable passing time;

[0011] Based on whether the self-unloading vehicle is charged, the unstable passing time of the self-unloading vehicle is analyzed, including,

[0012] The power information of the self-unloading vehicle at the starting point of the unstable zone is obtained, and whether the self-unloading vehicle is charged is determined by combining the unstable passing time and the battery aging weight value;

[0013] Or, the charging adjustment strategy of the self-unloading vehicle is determined based on the power signal of the loader.

[0014] Further, the process of determining the boundary distance of the unstable zone from the tunnel face includes,

[0015] The no-load power consumption and the no-load driving distance of each self-unloading vehicle passing through the stable zone in a no-load state are determined, and the distance of the no-load unstable zone is calculated by combining the power consumption of the self-unloading vehicle passing through the unstable zone;

[0016] The loaded power consumption and the loaded driving distance of each self-unloading vehicle passing through the stable zone in a loaded state are determined, and the distance of the loaded unstable zone is calculated by combining the power consumption of the self-unloading vehicle passing through the unstable zone;

[0017] The no-load boundary distance is calculated based on the distance of the no-load unstable zone, the distance of the stable zone, and the total length of the tunnel;

[0018] The loaded boundary distance is calculated based on the distance of the loaded unstable zone, the distance of the stable zone, and the total length of the tunnel;

[0019] The working states include the loaded state and the empty state, the unstable zones include empty unstable zones and loaded unstable zones, and the boundary distances include empty boundary distances and loaded boundary distances.

[0020] Further, the process of determining the empty transit time and the loaded transit time of the corresponding self-unloading vehicle through the unstable zone in different working states, and the loaded time, respectively, includes,

[0021] constructing a route driving model of the corresponding self-unloading vehicle based on the power consumption value of each self-unloading vehicle and the working state;

[0022] determining the empty transit time of the corresponding self-unloading vehicle through the empty unstable zone in the empty state according to the route driving model;

[0023] determining the loaded transit time of the corresponding self-unloading vehicle through the loaded unstable zone in the loaded state according to the route driving model;

[0024] determining a boundary transit time of the corresponding self-unloading vehicle through the boundary distance according to the route driving model and the boundary distance;

[0025] combining the boundary transit time and the single working cycle time of the loader to calculate the loaded time.

[0026] Further, the process of respectively combining the time characteristic value to correct the empty transit time and the loaded transit time includes,

[0027] counting the corresponding empty transit time and loaded transit time of a plurality of self-unloading vehicles through the unstable zone, and selecting a plurality of discrete time points;

[0028] calculating the time characteristic value of each discrete time point;

[0029] respectively combining the time characteristic value to correct the empty transit time and the loaded transit time to obtain a corrected empty transit time and a corrected loaded transit time.

[0030] Further, the time characteristic value is calculated based on the average vehicle speed of each self-unloading vehicle in the stable zone, the residual power value when leaving the unstable zone, and the driver's working time.

[0031] Further, the process of determining the unstable transit time includes,

[0032] calculating an empty time difference value between the corrected empty transit time and the average empty transit time;

[0033] calculating a loading time difference value of the corrected loading travel time and the average loading travel time;

[0034] respectively comparing the empty time difference value and the loading time difference value with a preset time difference value, and respectively determining whether the average empty travel time and the average loading travel time are qualified according to comparison results;

[0035] in a state of determining that the average empty travel time and the average loading travel time are qualified, generating the unstable travel time in combination with the average empty travel time, the average loading travel time and the loading time.

[0036] the preset time difference value is positively correlated with the number of dump trucks loaded by a single working cycle of the loader, the average empty travel time is an average value of the remaining empty travel time except the discrete time points, and the average loading travel time is an average value of the remaining loading travel time except the discrete time points.

[0037] Further, the battery aging weight value is generated based on the battery capacity retention rate and the full charging time of each dump truck.

[0038] Further, the determination of whether the dump truck is charged in combination with the unstable travel time and the battery aging weight value includes,

[0039] obtaining the power information of the dump truck at the unstable zone starting point;

[0040] generating a correction time according to the unstable travel time of the corresponding dump truck corrected by the battery aging weight value;

[0041] simulating the required power through the correction time, comparing the required power with the power information, and determining whether the dump truck is charged according to the comparison result.

[0042] Further, the determination of the charging adjustment strategy of the dump truck based on the power signal of the loader includes,

[0043] determining the loading number of the dump truck that can be loaded by the corresponding loader based on the power signal of each loader and the number of dump trucks in the stable zone;

[0044] comparing the loading number with the empty number of the dump trucks in the unstable zone;

[0045] determining whether to stop the dump truck from entering the tunnel and charging according to the comparison result.

[0046] Further, the loaded quantity is compared with the empty quantity of the self-unloading vehicle in the unstable area, and whether the self-unloading vehicle enters the tunnel and charges is determined according to the comparison result, comprising,

[0047] If the loaded quantity is less than or equal to the empty quantity, it is determined that the self-unloading vehicle enters the tunnel and charges is stopped.

[0048] Compared with the prior art, the beneficial effects of the present application are that the present application can position the self-unloading vehicle during the process of traveling in the tunnel by respectively installing a signal relay device and a communication device on the loading machine and the self-unloading vehicle, the signal relay device of the loading machine is reliably connected with the communication device in a wired connection mode, ensures the information transmission between the tunnel face and the outside of the tunnel, timely feedbacks the power and working conditions of each mechanical equipment within the range of the tunnel face, ensures the real-time and accurate information transmission between the tunnel face and the outside, and thus improves the accuracy of dynamic power distribution control for tunnel construction.

[0049] Further, the present application determines the distance of passing through the unstable area, the distance of the unstable area from the tunnel face, the time of the self-unloading vehicle passing through the signal receiving unstable area, the energy consumption difference of the self-unloading vehicle in different working states such as empty load and heavy load, makes the time prediction more in line with the actual working condition, and the accurate time prediction can make the power distribution control and the running rhythm of the self-unloading vehicle synchronous, reduce the vehicle stagnation caused by power problems, ensure the smoothness of the transportation link in the tunnel, improve the overall construction efficiency, and thus improve the accuracy of dynamic power distribution control for tunnel construction.

[0050] Further, the present application corrects the driving time of the self-unloading vehicle by the self-unloading vehicle driving time characteristic value, the driving time of the self-unloading vehicle is affected by road conditions, load, equipment state and other factors in tunnel construction, and has great volatility, the correction by the self-unloading vehicle driving time characteristic value can more accurately reflect the actual operation cycle of the vehicle, avoid errors caused by preset fixed time parameters, reduce the dependence on manual experience through the automatic time correction mechanism, reduce the probability of human operation errors, save the labor debugging cost, especially suitable for long-period and high-complexity tunnel engineering, and thus improve the accuracy of dynamic power distribution control for tunnel construction.

[0051] Further, the application can effectively determine whether the electric quantity of the dump truck is sufficient by combining the correction of the electric quantity of the dump truck itself with the battery aging weight, by comparing the electric quantity required by the dump truck passing through the unstable area with the electric quantity itself, thereby determining whether the dump truck needs to be charged, and combining the number of dump trucks that can be loaded by the remaining electric quantity of the loader, so that the redundant dump trucks are timely charged. The battery aging of the dump truck can cause the actual capacity to decay, and the traditional electric quantity detection does not consider the aging factor, which is easy to cause misjudgment. By introducing the battery aging weight, the electric quantity detection value can be dynamically corrected, so that the "remaining electric quantity" is closer to the real available energy of the battery, avoiding the deviation of the endurance estimation caused by aging, thereby improving the accuracy of the dynamic power distribution regulation for tunnel construction. BRIEF DESCRIPTION OF DRAWINGS

[0052] Figure 1 The figure is a step schematic diagram of the dynamic power distribution regulation method for the electric loader and the dump truck of the embodiment of the application in tunnel construction;

[0053] Figure 2 The figure is a schematic diagram of the unstable area of the tunnel of the embodiment of the application;

[0054] Figure 3 The figure is a step schematic diagram of determining the empty running time and the loading running time and the loading time of the embodiment of the application;

[0055] Figure 4 The figure is a logic block diagram of determining whether the average empty running time and the average loading running time are qualified of the embodiment of the application;

[0056] 1, stable area; 2, empty unstable area; 3, loading unstable area; 4, tunnel face. DETAILED DESCRIPTION

[0057] In order to make the purpose and advantages of the application more clear and understandable, the application will be further described below in combination with embodiments; it should be understood that the specific embodiments described herein are only used to explain the application, and are not used to limit the protection scope of the application.

[0058] The preferred embodiments of the application will be described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are only used to explain the technical principles of the application, and are not used to limit the protection scope of the application.

[0059] It should be noted that in the description of the application, the terms "upper", "lower", "left", "right", "inner", "outer" and the like indicate the direction or positional relationship terms based on the direction or positional relationship shown in the drawings, which are only for the convenience of description, and are not indicative or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the application.

[0060] Moreover, it needs to be explained that, in the description of the present application, unless explicitly specified and limited, the terms "mounting", "connection", "connecting" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integrally connected; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through intermediate medium, or the communication inside two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0061] Please refer to Figure 1 As shown in the figure, it is a step schematic diagram of the electric loader and self-unloading vehicle dynamic power distribution control method for tunnel construction, the electric loader and self-unloading vehicle dynamic power distribution control method for tunnel construction of the present application comprises:

[0062] Step S1, the tunnel is divided into stable area and unstable area, the signal relay device is arranged on each loader and connected with the communication device, the signal transmitter is arranged on each self-unloading vehicle to transmit driving signal to the signal relay device and the communication device, and the signal relay device sends the power signal corresponding to the loader to the communication device;

[0063] Step S2, the change of power consumption value and driving distance of each self-unloading vehicle when passing through the stable area in different working states is determined, so as to determine the boundary distance of the unstable area from the tunnel face;

[0064] Step S3, the driving distance model of the corresponding self-unloading vehicle is constructed based on the power consumption value and the working state of each self-unloading vehicle, and the no-load passing time and the loading passing time of the corresponding self-unloading vehicle through the unstable area in different working states and the loading time are determined according to the driving distance model and the boundary distance;

[0065] Step S4, the no-load passing time and the loading passing time of a plurality of self-unloading vehicles passing through the unstable area are respectively corrected by combining the time representation value, so as to determine the unstable passing time;

[0066] Step S5, the unstable passing time of the self-unloading vehicle is analyzed based on whether the self-unloading vehicle is charged, including,

[0067] The power information of the self-unloading vehicle at the starting point of the unstable area is obtained, and whether the self-unloading vehicle is charged is determined by combining the unstable passing time and the battery aging weight value;

[0068] Or, the charging adjustment strategy of the self-unloading vehicle is determined based on the power signal of the loader.

[0069] It can be understood that the driving signal includes a positioning signal, a power signal and a working state signal, the stable area is a tunnel area between a tunnel portal and an unstable area, the unstable area is an area where the signal relay device and the communication device cannot receive the driving signal, and the signal relay device of the loader is reliably connected with the communication device in a wired connection mode.

[0070] It can be understood that the charging pile of the loader and the dump truck is arranged at the tunnel portal.

[0071] Specifically, the signal relay device and the communication device are respectively installed on the loader and the dump truck, so that the dump truck can be positioned during driving in the tunnel, the signal relay device of the loader is reliably connected with the communication device in a wired connection mode, information transmission between the tunnel face and the outside of the tunnel is ensured, the power and the working condition of each mechanical equipment in the tunnel face range are fed back in time, the information transmission between the tunnel face and the outside is real-time and accurate, and therefore the accuracy of dynamic power distribution regulation for tunnel construction is improved.

[0072] Please refer to Figure 2 As shown in the figure, it is a schematic diagram of the unstable area of the tunnel in the embodiment of the application, in step S2, the process of determining the boundary distance of the unstable area from the tunnel face includes,

[0073] The corresponding empty load power consumption and empty load driving distance when each dump truck passes through the stable area are determined, and the distance of the empty load unstable area is calculated based on the power consumption when the dump truck passes through the unstable area;

[0074] The corresponding loaded power consumption and loaded driving distance when each dump truck passes through the stable area are determined, and the distance of the loaded unstable area is calculated based on the power consumption when the dump truck passes through the unstable area;

[0075] The empty load boundary distance is calculated based on the distance of the empty load unstable area, the distance of the stable area and the total length of the tunnel;

[0076] The loaded boundary distance is calculated based on the distance of the loaded unstable area, the distance of the stable area and the total length of the tunnel;

[0077] The working state includes the loaded state and the empty load state, the unstable area includes the empty load unstable area and the loaded unstable area, and the boundary distance includes the empty load boundary distance and the loaded boundary distance.

[0078] It can be understood that the corresponding empty load power consumption and empty load driving distance when each dump truck passes through the stable area are determined, the empty load unit distance power consumption is obtained by dividing the empty load power consumption by the empty load driving distance, and the distance of the empty load unstable area is generated by dividing the power consumption when the dump truck passes through the unstable area by the empty load unit distance power consumption.

[0079] It can be understood that the corresponding loading power consumption value and loading driving distance of each unloading truck when passing through the stable area in the loaded state are determined, and the loading power consumption value is divided by the loading driving distance to obtain the loading unit distance power consumption value, and the distance of the loading unstable area is generated by counting the power consumption value of the dump truck passing through the unstable area and dividing it by the loading unit distance power consumption value.

[0080] It can be understood that the no-load boundary distance = the total length of the tunnel - the distance of the stable zone - the distance of the no-load unstable zone.

[0081] It can be understood that the loading boundary distance = the total length of the tunnel - the distance of the stable area - the distance of the loading unstable area.

[0082] In a specific embodiment, please refer to Figure 2 As shown, the working process of the dump truck is as follows: after completing charging at the charging pile at the tunnel entrance, it enters the tunnel, first passes through the stable area 1, then passes through the unloaded unstable area 2, and then reaches the tunnel face 4. After the loader completes loading, it passes through the loaded unstable area 3, then passes through the stable area 1 to leave the tunnel, and finally drives to the slag unloading site to unload the slag.

[0083] Specifically, the present invention determines the changes in the corresponding power consumption values ​​and driving distances of each dump truck when passing through the stable area under different working conditions, determines the distance passed through the unstable area, and combines the construction length of the tunnel to determine the distance between the unstable area and the tunnel heading, thereby determining the time it takes for the dump truck to pass through the unstable signal reception area. Taking into account the energy consumption differences of the dump truck in different working conditions such as empty and heavy loads, the time prediction is more in line with the actual working conditions. Accurate time prediction can synchronize the power distribution control with the operating rhythm of the dump truck, reduce vehicle stagnation caused by power problems, ensure the smoothness of the transportation link in the tunnel, and improve the overall construction efficiency, thereby improving the accuracy of dynamic power distribution control for tunnel construction.

[0084] See also Figure 3 As shown, it is a schematic diagram of the steps of determining the empty passing time and the loaded passing time according to an embodiment of the present invention. In step S3, the process of determining the empty passing time and the loaded passing time of the corresponding dump truck passing through the unstable zone under different working conditions, as well as the loading time, includes:

[0085] Step S301: constructing a distance driving model of the corresponding dump truck based on the power consumption value and working status of each dump truck;

[0086] Step S302, determining the empty-load travel time of the corresponding dump truck passing through the empty-load unstable zone in an empty state according to the travel model;

[0087] Step S303, determining the loading passage time of the corresponding dump truck passing through the loading unstable zone in a loaded state according to the distance travel model;

[0088] Step S304, according to the road travel model and the boundary distance, determine the corresponding self-unloading vehicle passing through the boundary distance of the boundary passing time;

[0089] Step S305, combine the boundary passing time and the single working cycle time of the loader to calculate the loading time.

[0090] It can be understood that the power consumption value of the self-unloading vehicle is corresponded to the corresponding driving path of the self-unloading vehicle in different working states, and a road travel model is constructed.

[0091] It can be understood that according to the road travel model, the empty passing time of the self-unloading vehicle passing through the empty unstable area in the empty state and the loading passing time of the self-unloading vehicle passing through the loading unstable area in the loading state, and the boundary passing time of the self-unloading vehicle passing through the boundary distance are determined.

[0092] It can be understood that the boundary passing time and the single working cycle time of the loader are added to obtain the loading time.

[0093] Specifically, in step S4, the process of respectively correcting the empty passing time and the loading passing time by combining the time representation value includes,

[0094] A plurality of empty passing times and loading passing times corresponding to a plurality of self-unloading vehicles passing through the unstable area are counted, and a plurality of discrete time points are selected;

[0095] The time representation value of each discrete time point is calculated;

[0096] The empty passing time and the loading passing time are respectively corrected by combining the time representation value to obtain the corrected empty passing time and the corrected loading passing time.

[0097] It can be understood that the time representation value is multiplied by the empty passing time and the loading passing time to generate the corrected empty passing time and the corrected loading passing time.

[0098] Specifically, the present application corrects the driving time of the self-unloading vehicle by the time representation value of the driving of each self-unloading vehicle itself. In tunnel construction, the driving time of the self-unloading vehicle is affected by road conditions, load, equipment state and other factors, and has great volatility. By correcting the driving time of the self-unloading vehicle by the time representation value, the actual operation cycle of the vehicle can be more accurately reflected, the error caused by the preset fixed time parameter can be avoided, the dependence on manual experience is reduced through the automatic time correction mechanism, the probability of human operation error is reduced, and the labor debugging cost is saved. Especially suitable for long period and high complexity tunnel engineering, thereby improving the accuracy of dynamic power distribution regulation for tunnel construction.

[0099] Specifically, in step S4, the schedule characteristic value is calculated based on the average vehicle speed of each dump truck in the stable zone, the residual power value when leaving the unstable zone, and the driver's working time length.

[0100] In implementation, the ratio of the average vehicle speed in the stable zone to a predetermined vehicle speed threshold is taken as the vehicle speed influence factor, the ratio of the residual power value when leaving the unstable zone to a predetermined power threshold is taken as the power influence factor, and the ratio of the driver's working time length to a predetermined working time length threshold is taken as the working time length influence factor. The vehicle speed influence factor, the power influence factor, and the working time length influence factor are weighted and summed to obtain the schedule characteristic value.

[0101] Specifically, the vehicle speed threshold, the power threshold, and the working time length threshold are all preset, wherein the average vehicle speed of a plurality of dump trucks passing through the stable zone, the residual power value of the dump truck when working normally, and the working time length of a plurality of drivers are counted, and the average value of the corresponding vehicle speed of each dump truck is taken as the vehicle speed threshold, the average value of the residual power value is taken as the power threshold, and the average value of the driver's working time length is taken as the working time length threshold.

[0102] Specifically, in the embodiment of the present application, the weighted weight of the vehicle speed influence factor is 0.3, the weighted weight of the power influence factor is 0.3, and the weighted weight of the working time length influence factor is 0.4.

[0103] Please refer to Figure 4 As shown in the figure, it is a logic block diagram for determining whether the average empty passage time and the average loading passage time are qualified in the embodiment of the present application. In step S4, the process of determining the unstable passage time includes,

[0104] calculating the empty time difference value between the corrected empty passage time and the average empty passage time;

[0105] calculating the loading time difference value between the corrected loading passage time and the average loading passage time;

[0106] comparing the empty time difference value and the loading time difference value with the preset time difference value respectively, and determining whether the average empty passage time and the average loading passage time are qualified according to the comparison results;

[0107] if the empty time difference value is less than or equal to the preset time difference value, it is determined that the average empty passage time is qualified;

[0108] if the empty time difference value is greater than the preset time difference value, it is determined that the average empty passage time is unqualified;

[0109] if the loading time difference value is less than or equal to the preset time difference value, it is determined that the average loading passage time is qualified;

[0110] if the loading time difference value is greater than the preset time difference value, it is determined that the average loading passage time is unqualified;

[0111] When the average no-load passing time and the average loaded passing time are determined to be qualified, the unstable passing time is generated by combining the average no-load passing time, the average loaded passing time and the loaded time.

[0112] In a specific embodiment, the preset time difference is set to 1 minute. If the idle time difference is 0.5 minutes, which is less than the preset time difference, the average idle time is determined to be qualified.

[0113] If the no-load time difference is 5 minutes and is greater than the preset time difference, the average no-load passage time is judged to be unqualified;

[0114] If the loading time difference is 0.4min, which is less than the preset time difference, the average loading time is considered qualified;

[0115] If the loading time difference is 8 minutes, which is greater than the preset time difference, the average loading time is judged to be unqualified;

[0116] The preset time difference is positively correlated with the number of dump trucks loaded in a single working cycle of the loader. The average unloaded travel time is the average value of the unloaded travel time remaining after excluding discrete time points, and the average loaded travel time is the average value of the loaded travel time remaining after excluding discrete time points.

[0117] It is understandable that the more dump trucks the loader loads in a single working cycle, the greater the probability of time deviation occurring during the driving of the dump trucks. Therefore, the preset time difference is positively correlated with the number of dump trucks loaded in a single working cycle of the loader.

[0118] Preferably, the preset time difference ranges from 0.5min to 3min.

[0119] Specifically, in step S5 , a battery aging weight value is generated based on the battery capacity retention rate and full charge time of each unloaded vehicle.

[0120] Specifically, the battery aging weight value is the battery capacity retention rate of the dump truck divided by the full charge time ratio. The full charge time unit is hours, and only the numerical value is used in the calculation. The full charge time ratio is the ratio of the full charge time to the initial full charge time of the battery.

[0121] In a specific embodiment, assuming that the battery capacity retention rate of the dump truck is 85%, the full charge time is 3.2 hours, and the initial full charge time of the battery is 2.5 hours, the battery aging weight value is 0.85 / (3.2 / 2.5)=0.7.

[0122] Specifically, in step S5, the unstable travel time and the battery aging weight value are combined to determine whether the dump truck is to be charged, including:

[0123] acquire the power information of the dump truck at the starting point of the unstable zone;

[0124] correct the unstable transit time of the corresponding dump truck according to the battery aging weight value to generate a correction time;

[0125] simulate the required power by the correction time, compare the required power with the power information, and determine whether the dump truck needs to be charged according to the comparison result.

[0126] If the power information is less than the required power, it is determined that the dump truck needs to be charged;

[0127] If the power information is greater than or equal to the required power, it is determined that the dump truck does not need to be charged.

[0128] Specifically, the unstable transit time of the dump truck is divided by the battery aging weight value to generate a correction time, and the required power of the dump truck running for the correction time is simulated by statistically analyzing the corresponding relationship between the running time and the consumed power of the past dump trucks.

[0129] In a specific embodiment, the battery aging weight value is 0.7, the unstable transit time of the dump truck is 0.8 hours, and the correction time is 1.1 hours.

[0130] In a specific embodiment, the correction time is 1.1 hours, the required power of the dump truck running for 1.1 hours is simulated to be 28% by statistically analyzing the corresponding relationship between the running time and the consumed power of the past dump trucks, if the power information is 18% which is less than the required power, it is determined that the dump truck needs to be charged;

[0131] If the power information is 36% which is greater than the required power, it is determined that the dump truck does not need to be charged.

[0132] Specifically, in step S5, determining the charging adjustment strategy of the dump truck based on the power signal of the loader includes,

[0133] determining the loading number of the dump truck that the corresponding loader can load based on the power signal of each loader and the number of dump trucks in the stable zone;

[0134] comparing the loading number with the empty loading number of the dump trucks in the unstable zone;

[0135] determining whether to stop the dump truck from entering the tunnel and being charged according to the comparison result.

[0136] If the loading number is less than or equal to the empty loading number, it is determined to stop the dump truck from entering the tunnel and being charged;

[0137] If the loading number is greater than the empty loading number, it is determined that the dump truck continues to enter the tunnel.

[0138] Specifically, the total number of dump trucks that can be loaded by the loader based on the power signal of each loader is determined, and the total number of dump trucks that can be loaded by the loader is subtracted from the number of dump trucks in the stable area to obtain the loading number.

[0139] Specifically, in step S5, the loading number is compared with the empty number of dump trucks in the unstable area, and whether to stop the dump trucks from entering the tunnel and charging is determined according to the comparison result, including,

[0140] If the loading number is less than or equal to the empty number, it is determined to stop the dump trucks from entering the tunnel and charging.

[0141] In one specific embodiment, the empty number of dump trucks in the unstable area is set to 5, and if the loading number is 3, which is less than the empty number, it is determined to stop the dump trucks from entering the tunnel and charging.

[0142] If the loading number is 8, which is greater than the empty number, it is determined that the dump trucks continue to enter the tunnel.

[0143] Specifically, the present application can effectively determine whether the power of the dump truck is sufficient by combining the correction of the power of the dump truck itself with the battery aging weight and comparing the power required by the dump truck passing through the unstable area with the power itself, so as to determine whether the dump truck needs to be charged. At the same time, in combination with the number of dump trucks that can be loaded by the remaining power of the loader, the redundant dump trucks are timely charged. The battery aging of the dump truck will cause the actual capacity to decay, and the traditional power detection does not consider the aging factor, which is easy to cause misjudgment. By introducing the battery aging weight, the power detection value can be dynamically corrected, so that the "remaining power" is closer to the real available energy of the battery, avoiding the deviation of the endurance estimation caused by aging, thereby improving the accuracy of dynamic power distribution control for tunnel construction.

[0144] So far, the technical solutions of the present application have been described in combination with the preferred embodiments shown in the drawings, but those skilled in the art can easily understand that the protection scope of the present application is obviously not limited to these specific embodiments. Those skilled in the art can make equivalent changes or replacements to related technical features without departing from the principles of the present application, and the technical solutions after these changes or replacements will fall within the protection scope of the present application.

Claims

1. A dynamic power distribution control method for electric loaders and dump trucks in tunnel construction, characterized in that: include: The tunnel is divided into a stable area and an unstable area. A signal transfer device is installed on each loader and connected to a communication device. A signal transmitter is installed on each unloading vehicle to transmit a driving signal to the signal transfer device and the communication device. The signal transfer device sends a power signal corresponding to the loader to the communication device. Determine the change in power consumption and travel distance of each dump truck when passing through the stable zone under different working conditions, so as to determine the boundary distance between the unstable zone and the tunnel face; constructing a distance travel model for the corresponding dump truck based on the power consumption value and the working state of each dump truck, and determining the empty travel time and loaded travel time, as well as the loading time, of the corresponding dump truck passing through the unstable zone under different working states according to the distance travel model and the boundary distance; Counting the empty-load passing time and loaded passing time corresponding to a number of dump trucks passing through the unstable zone, and respectively correcting the empty-load passing time and loaded passing time in combination with the time characterization value to determine the unstable passing time; Based on whether the dump truck is being charged, the unstable travel time of the dump truck is analyzed. include, Obtaining power information of the dump truck at the starting point of the unstable zone, and determining whether the dump truck should be charged based on the unstable passage time and the battery aging weight value; Alternatively, a charging adjustment strategy for the dump truck is determined based on the power signal of the loader.

2. The dynamic power distribution control method for electric loaders and dump trucks for tunnel construction according to claim 1, characterized in that: The process of determining the distance between the unstable zone and the boundary of the tunnel face includes: Determine the corresponding no-load power consumption value and no-load travel distance of each dump truck when passing through the stable zone in an unloaded state, and calculate the distance of the no-load unstable zone based on the power consumption value of the dump truck passing through the unstable zone; Determine the corresponding loaded power consumption value and loaded travel distance of each dump truck when it passes through the stable zone in a loaded state, and calculate the distance to the unstable loading zone based on the power consumption value of the dump truck passing through the unstable zone; The no-load boundary distance is calculated based on the distance of the no-load unstable zone, the distance of the stable zone and the total length of the tunnel; Calculating a loading boundary distance based on the distance of the loading unstable zone, the distance of the stable zone, and the total length of the tunnel; The working state includes the loaded state and the unloaded state, the unstable zone includes an unloaded unstable zone and a loaded unstable zone, and the boundary distance includes the unloaded boundary distance and the loaded boundary distance.

3. The dynamic power distribution control method for electric loaders and dump trucks for tunnel construction according to claim 2, characterized in that: The process of determining the unloaded passage time and loaded passage time of the corresponding dump truck passing through the unstable zone in different working states, as well as the loading time, includes: Constructing a distance driving model for the corresponding dump truck based on the power consumption value and the working status of each dump truck; Determining, according to the distance travel model, the empty-load passage time of the corresponding dump truck passing through the empty-load unstable zone in the empty state; Determining, according to the distance travel model, the loading passage time of the corresponding dump truck passing through the loading unstable zone in the loaded state; Determining a boundary passage time for a corresponding dump truck to pass through the boundary distance according to the distance travel model and the boundary distance; The loading time is calculated by combining the border passage time and the single working cycle time of the loader.

4. The dynamic power distribution control method for electric loaders and dump trucks for tunnel construction according to claim 3, characterized in that: The process of correcting the empty travel time and the loaded travel time by respectively combining the time characterization value includes: Counting the empty-load passage time and loaded-load passage time corresponding to a number of dump trucks passing through the unstable area, and selecting a number of discrete time points; Calculating the time representation value at each discrete time point; The unloaded passage time and the loaded passage time are corrected respectively in combination with the time characterization value to obtain a corrected unloaded passage time and a corrected loaded passage time.

5. The dynamic power distribution control method for electric loaders and dump trucks for tunnel construction according to claim 4, characterized in that: The time characterization value is calculated based on the average speed of each dump truck in the stable area, the remaining power value after leaving the unstable area, and the driver's working hours.

6. The dynamic power distribution control method for electric loaders and dump trucks for tunnel construction according to claim 5, characterized in that: The process of determining the unstable transit time includes: Calculating the idle time difference between the corrected idle travel time and the average idle travel time; Calculating a loading time difference between the corrected loading passage time and the average loading passage time; Comparing the empty time difference and the loaded time difference with a preset time difference respectively, and determining whether the average empty travel time and the average loaded travel time are qualified according to the comparison results; When it is determined that the average empty travel time and the average loaded travel time are qualified, the unstable travel time is generated by combining the average empty travel time, the average loaded travel time and the loaded time. The preset time difference is positively correlated with the number of dump trucks loaded in a single working cycle of the loader. The average empty travel time is the average value of the empty travel time remaining after excluding the discrete time points, and the average loaded travel time is the average value of the loaded travel time remaining after excluding the discrete time points.

7. The dynamic power distribution control method for electric loaders and dump trucks for tunnel construction according to claim 6, characterized in that: The battery aging weight value is generated based on the battery capacity retention rate and full charge time of each dump truck.

8. The dynamic power distribution control method for electric loaders and dump trucks for tunnel construction according to claim 7, characterized in that: The determining whether the dump truck is to be charged by combining the unstable travel time and the battery aging weight value includes: Obtaining power information of the dump truck at the starting point of the unstable zone; Correcting the unstable travel time of the dump truck corresponding to the battery aging weight value to generate a correction time; The required power is simulated by the correction time, the required power is compared with the power information, and whether the dump truck is to be charged is determined according to the comparison result.

9. The dynamic power distribution control method for electric loaders and dump trucks for tunnel construction according to claim 1, characterized in that: The method of determining the charging adjustment strategy of the dump truck based on the power signal of the loader includes: Determining the number of dump trucks that can be loaded by the corresponding loader based on the power signal of each loader and the number of dump trucks in the stable area; comparing the loaded quantity with the empty quantity of the dump truck in the unstable region; It is determined whether to stop the dump truck from entering the tunnel and charging according to the comparison result.

10. The dynamic power distribution control method for electric loaders and dump trucks for tunnel construction according to claim 9, characterized in that: Comparing the loaded quantity with the unloaded quantity of the dump truck in the unstable area, and determining whether to stop the dump truck from entering the tunnel and charging according to the comparison result, include, If the loaded quantity is less than or equal to the unloaded quantity, it is determined to stop the dump truck from entering the tunnel and to perform charging.

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