Engineering vehicle lifting bridge control method and device, electronic equipment, storage medium and engineering vehicle

Abstract

The application provides an engineering vehicle lifting axle control method, device, electronic equipment, storage medium and engineering vehicle, and the method comprises the following steps: based on target data of the engineering vehicle at the current moment, obtaining the front-rear axle load ratio and longitudinal center of mass position of the engineering vehicle at the current moment and the center of mass dynamic change amplitude of the engineering vehicle at the current moment relative to the last moment; the target data of the engineering vehicle comprises deformation variable data of the axle housing of the engineering vehicle and running state information of the engineering vehicle; the running state information comprises acceleration information and slope information of the road; based on the front-rear axle load ratio and longitudinal center of mass position of the engineering vehicle at the current moment and the center of mass dynamic change amplitude of the engineering vehicle at the current moment relative to the last moment, a lifting axle action execution instruction is generated. The application improves the intelligent level of the engineering vehicle lifting axle control, can more accurately control the lifting axle under complex working conditions, and significantly improves the load balance and stability of the engineering vehicle during dynamic driving.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a method, device, electronic equipment, storage medium, and engineering vehicle for controlling the lifting bridge of an engineering vehicle. Background Technology

[0002] The lifting axle of an engineering vehicle is a device widely used in multi-axle commercial engineering vehicles. The lifting axle is controlled by hydraulic, airbag or electric systems to balance the performance requirements of the engineering vehicle under different load conditions.

[0003] Traditional engineering vehicle lifting bridge control methods in related technologies are usually based on fixed conditions (such as the load or speed of the engineering vehicle) to control the lifting bridge's raising and lowering, or are manually controlled to raise and lower.

[0004] However, the control logic of the traditional lifting bridge control method for engineering vehicles is simplistic. Under complex working conditions (such as irregular load distribution and changes in road slope), it is difficult to accurately control the lifting bridge, leading to problems such as load imbalance and decreased driving stability in the engineering vehicle. Therefore, improving the intelligence level of the lifting bridge control for engineering vehicles to achieve more accurate control under complex conditions and ensure load balance and driving stability is a pressing technical problem that needs to be solved in this field. Summary of the Invention

[0005] This invention provides a method, device, electronic equipment, storage medium, and engineering vehicle for controlling a lifting bridge of an engineering vehicle. It addresses the shortcomings of existing methods that rely on simple control logic, making it difficult to accurately control the lifting bridge under complex conditions (such as irregular load distribution and changes in road slope). This leads to load imbalance and decreased driving stability in the engineering vehicle. The invention improves the intelligence level of the lifting bridge control, enabling more accurate control under complex conditions to ensure load balance and driving stability of the engineering vehicle.

[0006] This invention provides a method for controlling the lifting bridge of an engineering vehicle, comprising the following steps.

[0007] Obtain the target data of the engineering vehicle at the current moment. The target data of the engineering vehicle includes the deformation data of the bridge shell of the engineering vehicle and the operating status information of the engineering vehicle, including acceleration information and the slope information of the road surface.

[0008] Based on the target data of the engineering vehicle at the current moment, obtain the front and rear axle load ratios and longitudinal center of gravity positions of the engineering vehicle at the current moment, as well as the dynamic change range of the center of gravity of the engineering vehicle at the current moment relative to the previous moment.

[0009] Based on the front and rear axle load ratios and longitudinal center of gravity positions of the engineering vehicle at the current moment, as well as the dynamic change in the center of gravity of the engineering vehicle relative to the previous moment, a lifting bridge action execution command is generated.

[0010] The lifting bridge action execution command is sent to the lifting bridge actuator of the engineering vehicle, so that the lifting bridge actuator can respond to the lifting bridge action execution command and control the lifting bridge of the engineering vehicle to perform lifting or lowering actions.

[0011] According to a method for controlling the lifting bridge of an engineering vehicle provided by the present invention, the lifting bridge action execution command includes a first lifting bridge action execution command, a second lifting bridge action execution command, and a third lifting bridge action execution command. The first lifting bridge action execution command is used to prohibit the lifting bridge actuator from controlling the lifting bridge action of the engineering vehicle. The second lifting bridge action execution command is used to instruct the lifting bridge actuator to control the lifting bridge action of the engineering vehicle to perform a lifting action. The third lifting bridge action execution command is used to instruct the lifting bridge actuator to control the lifting bridge action of the engineering vehicle to perform a lowering action.

[0012] The method generates lifting bridge action execution instructions based on the front and rear axle load ratios and longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change range of the center of gravity of the engineering vehicle at the current moment relative to the previous moment, including:

[0013] Determine whether the dynamic change in the center of gravity of the engineering vehicle at the current moment relative to the previous moment is not less than the safety threshold for dynamic change in the center of gravity;

[0014] If it is determined that the dynamic change of the center of gravity of the engineering vehicle at the current time relative to the previous time exceeds the safety threshold for dynamic change of the center of gravity, the first lifting bridge action execution command is generated. If it is determined that the dynamic change of the center of gravity of the engineering vehicle at the current time relative to the previous time does not exceed the safety threshold for dynamic change of the center of gravity, it is determined whether the front and rear axle load ratio of the engineering vehicle at the current time is within the safety threshold range for the front and rear axle load ratio.

[0015] If it is determined that the front and rear axle load ratio of the engineering vehicle is within the safe threshold range of the front and rear axle load ratio at the current moment, the second lifting bridge action execution command is generated. If it is determined that the front and rear axle load ratio of the engineering vehicle is not within the safe threshold range of the front and rear axle load ratio at the current moment, the longitudinal center of gravity position of the engineering vehicle is determined to be within the safe threshold range of the longitudinal center of gravity position at the current moment.

[0016] If it is determined that the front and rear axle load ratio of the engineering vehicle is not within the safe threshold range of the front and rear axle load ratio at the current moment, and the longitudinal center of gravity position of the engineering vehicle is not within the safe threshold range of the longitudinal center of gravity position at the current moment, the third lifting bridge action execution command is generated. If it is determined that the front and rear axle load ratio of the engineering vehicle is not within the safe threshold range of the front and rear axle load ratio at the current moment, but the longitudinal center of gravity position of the engineering vehicle is within the safe threshold range of the longitudinal center of gravity position at the current moment, the second lifting bridge action execution command is generated.

[0017] According to the present invention, a method for controlling the lifting axle of an engineering vehicle is provided, which obtains the front and rear axle load ratio of the engineering vehicle at the current moment based on the target data of the engineering vehicle at the current moment, including:

[0018] Based on the deformation data of the axle housing of the engineering vehicle at the current moment, calculate the axle load of each axle of the engineering vehicle at the current moment;

[0019] Based on the axle load of each axle of the engineering vehicle at the current moment, obtain the axle load of the front axle and the axle load of the rear axle of the engineering vehicle at the current moment.

[0020] Based on the axle load of the front axle and the axle load of the rear axle of the engineering vehicle at the current moment, calculate the axle load ratio of the front and rear axles of the engineering vehicle at the current moment.

[0021] According to the present invention, a method for controlling the lifting bridge of an engineering vehicle, based on the target data of the engineering vehicle at the current moment, obtains the longitudinal centroid position of the engineering vehicle at the current moment, including:

[0022] Based on the axle load of each axle of the engineering vehicle at the current moment, the distance between each axle of the engineering vehicle and the front reference plane of the engineering vehicle, and the total number of axles of the engineering vehicle, the longitudinal centroid position of the engineering vehicle at the current moment is calculated.

[0023] According to the present invention, a method for controlling the lifting bridge of an engineering vehicle includes obtaining the dynamic change amplitude of the center of gravity of the engineering vehicle at the current moment relative to the previous moment, based on the target data of the engineering vehicle at the current moment, comprising:

[0024] Based on the current operating status information of the engineering vehicle and the axle load of the rear axle of the engineering vehicle at the current moment, calculate the dynamic center of gravity position of the engineering vehicle at the current moment.

[0025] Based on the current dynamic centroid position of the engineering vehicle and the previous dynamic centroid position of the engineering vehicle, calculate the magnitude of the dynamic change of the centroid of the engineering vehicle at the current moment relative to the previous moment.

[0026] The present invention also provides a control device for lifting bridges of engineering vehicles, comprising the following modules:

[0027] The data acquisition module is used to acquire the target data of the engineering vehicle at the current moment. The target data of the engineering vehicle includes the deformation data of the bridge shell of the engineering vehicle and the operating status information of the engineering vehicle. The operating status information includes acceleration information and the slope information of the road surface.

[0028] The data calculation module is used to obtain the front and rear axle load ratios and longitudinal center of gravity positions of the engineering vehicle at the current moment, as well as the dynamic change range of the center of gravity of the engineering vehicle at the current moment relative to the previous moment, based on the target data of the engineering vehicle at the current moment.

[0029] The instruction generation module is used to generate lifting bridge action execution instructions based on the front and rear axle load ratio and longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change of the center of gravity of the engineering vehicle at the current moment relative to the previous moment.

[0030] The motion control module is used to send the motion execution command of the lifting bridge to the lifting bridge actuator of the engineering vehicle, so that the lifting bridge actuator can respond to the motion execution command and control the lifting bridge of the engineering vehicle to perform lifting or lowering actions.

[0031] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the engineering vehicle lifting bridge control method described above.

[0032] The present invention also provides a control system for a lifting bridge of an engineering vehicle, comprising: the electronic device, signal acquisition module, dynamic working condition monitoring module, lifting bridge action actuator, and signal processing module as described above; the signal acquisition module, the dynamic working condition monitoring module, and the lifting bridge action actuator are respectively electrically connected to the signal processing module, and the signal processing module is electrically connected to the electronic device;

[0033] The signal acquisition module is used to acquire the deformation signal of the axle housing of the engineering vehicle at the current moment, and send the acquired deformation signal of the axle housing of the engineering vehicle at the current moment to the signal processing module;

[0034] The dynamic operating condition monitoring module is used to collect the operating status signal of the engineering vehicle at the current moment, and send the collected operating status signal of the engineering vehicle at the current moment to the signal processing module. The operating status information includes acceleration signal and slope signal of the road surface.

[0035] The signal processing module is used to amplify and convert the received deformation signal and running status signal of the bridge shell of the engineering vehicle at the current moment into analog and digital signals, and then send the obtained target data of the engineering vehicle at the current moment to the electronic device. The target data of the engineering vehicle includes the deformation data of the bridge shell of the engineering vehicle and the running status information of the engineering vehicle. The running status information includes acceleration information and the slope information of the road surface.

[0036] The lifting bridge action execution cabinet is used to respond to the lifting bridge action execution command sent by the electronic device and control the lifting bridge of the engineering vehicle to perform lifting or lowering actions.

[0037] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the engineering vehicle lifting bridge control method as described above.

[0038] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the engineering vehicle lifting bridge control method as described above.

[0039] The engineering vehicle lifting bridge control method, device, electronic equipment, storage medium, and engineering vehicle provided by this invention can acquire multi-dimensional dynamic data such as the deformation, acceleration, and slope of the axle shell of the engineering vehicle in real time. This allows for the real-time acquisition of the axle load ratio of the front and rear axles, the longitudinal center of gravity position, and the dynamic change amplitude of the center of gravity. Based on intelligent analysis of these data, precise decision-making and control of the lifting bridge can be achieved. Compared to traditional methods based on fixed conditions or manual intervention, the lifting bridge control method provided by this invention can dynamically perceive the load distribution changes and driving environment characteristics of the engineering vehicle under complex working conditions. By quantitatively evaluating the changes in the center of gravity and the axle load ratio of the front and rear axles, lifting commands are automatically generated. This effectively solves the problem of lag in lifting bridge control under irregular loads or slope changes, improving the intelligence level of lifting bridge control. It enables more accurate control of the lifting bridge under complex working conditions, significantly improving the load balance and stability of the engineering vehicle during dynamic driving, and reducing fuel consumption. This has broad application prospects. Attached Figure Description

[0040] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0041] Figure 1 This is a flowchart illustrating the engineering vehicle lifting bridge control method provided by the present invention.

[0042] Figure 2 This is a logical diagram illustrating the generation of lifting bridge action execution instructions in the engineering vehicle lifting bridge control method provided by the present invention.

[0043] Figure 3 This is a schematic diagram of the structure of the engineering vehicle lifting bridge control device provided by the present invention.

[0044] Figure 4 This is a schematic diagram of the physical structure of an electronic device provided by the present invention.

[0045] Figure 5 This is a schematic diagram of the structure of the engineering vehicle lifting bridge control system provided by the present invention.

[0046] Figure 6 This is a schematic diagram of the dynamic working condition monitoring module in the engineering vehicle lifting bridge control system provided by the present invention.

[0047] Figure 7 This is a schematic diagram of the signal acquisition module in the engineering vehicle lifting bridge control system provided by the present invention.

[0048] Figure 8 This is a schematic diagram of the signal processing module in the engineering vehicle lifting bridge control system provided by the present invention. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0050] In the description of this application, the terms "first," "second," etc., are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class, without limiting the number of objects; for example, a first object can be one or more. Furthermore, in the description of this application, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects have an "or" relationship.

[0051] It should be noted that a lift axle is a device widely used in multi-axle commercial engineering vehicles. By controlling the lift axle through hydraulic, airbag, or electric systems to raise the vehicle when it is unloaded or lightly loaded, the number of axles can be reduced, and tire friction can be decreased, thereby improving the vehicle's maneuverability in narrow construction sites or complex terrain and reducing fuel consumption. Conversely, by controlling the lift axle through hydraulic, airbag, or electric systems to lower the vehicle when it is heavily loaded, the number of axles can be increased, thereby improving the vehicle's load-bearing capacity under heavy loads, and thus enhancing driving stability and passability.

[0052] The following is combined with Figures 1-2 This invention describes the control method for lifting bridges of engineering vehicles.

[0053] Figure 1 This is a flowchart illustrating the engineering vehicle lifting bridge control method provided by the present invention, as shown below. Figure 1 As shown, the method includes the following steps: Step 101: Obtain the target data of the engineering vehicle at the current moment. The target data of the engineering vehicle includes the deformation data of the bridge shell of the engineering vehicle and the running status information of the engineering vehicle. The running status information includes acceleration information and the slope information of the road surface.

[0054] It should be noted that the execution subject of this embodiment of the invention is the engineering vehicle lifting bridge control device. The aforementioned engineering vehicle lifting bridge control device can be configured in the electronic control unit (ECU) of the engineering vehicle.

[0055] Specifically, the engineering vehicles in the embodiments of the present invention may include, but are not limited to, dump trucks, concrete mixer trucks, cranes, and oilfield operation vehicles.

[0056] The axle housing of an engineering vehicle includes the front axle housing, the rear axle housing, and the lift axle housing.

[0057] In this embodiment of the invention, strain gauge sensors or pressure sensors installed on the axle housing of the engineering vehicle can be used to collect the deformation data of the axle housing at the current moment, which can be used as the target data of the engineering vehicle at the current moment. The aforementioned sensors can be connected to the axle housing of the engineering vehicle by adsorption.

[0058] In this embodiment of the invention, acceleration sensors and slope sensors can also be used to collect the acceleration information of the engineering vehicle and the slope information of the road surface at the current moment, which can be used as the target data of the engineering vehicle at the current moment.

[0059] Step 102: Based on the target data of the engineering vehicle at the current moment, obtain the front and rear axle load ratios and longitudinal center of gravity positions of the engineering vehicle at the current moment, as well as the dynamic change range of the center of gravity of the engineering vehicle at the current moment relative to the previous moment.

[0060] Specifically, after obtaining the target data of the engineering vehicle at the current moment, the front and rear axle load ratios and longitudinal center of mass positions of the engineering vehicle at the current moment can be obtained through numerical calculation, mathematical statistics, or deep learning techniques, as well as the dynamic change range of the center of mass of the engineering vehicle at the current moment relative to the previous moment.

[0061] It should be noted that the time interval between the current moment and the previous moment in this embodiment of the invention is a preset duration. The preset duration can be determined based on prior knowledge and / or actual conditions. For example, the preset duration can be 1 second. The specific value of the preset duration is not limited in this embodiment of the invention.

[0062] As an optional embodiment, based on the target data of the engineering vehicle at the current moment, the axle load ratio of the front and rear axles of the engineering vehicle at the current moment is obtained, including: based on the deformation data of the axle housing of the engineering vehicle at the current moment, the axle load of each axle of the engineering vehicle at the current moment is calculated.

[0063] Specifically, at the current moment Given the deformation data of the axle housing of the engineering vehicle at the current time, the axle load of each axle of the engineering vehicle at the current time can be calculated using the deformation-axle load relationship model.

[0064] The deformation-axis load relationship model can be expressed by the following formula:

[0065]

[0066] in, Indicates the current time ( (Time) Axle load of an engineering vehicle axle (unit: N). This represents the deformation data of the axle housing of the engineering vehicle at the current moment; Indicates the proportionality coefficient; Indicates the bias value; scaling factor and bias value The value is determined based on the vehicle bench test calibration of the engineering vehicle; Indicates the first The unsprung mass corresponding to the axle of the engineering vehicle.

[0067] It should be noted that the vehicle bench test calibration in this embodiment of the invention is conducted under static conditions. By applying known loads of different weights to a fixed position of the axle, the correspondence between the axle shell deformation signal and the actual axle load is recorded, thereby obtaining the measured proportionality coefficient. and bias value Static load tests were conducted to measure the weight of each unsprung component for calibration, which determined the unsprung mass of each axle of the engineering vehicle.

[0068] Based on the axle load of each axle of the engineering vehicle at the current moment, obtain the axle load of the front axle and the axle load of the rear axle of the engineering vehicle at the current moment.

[0069] Calculate the front and rear axle load ratio of the engineering vehicle at the current moment, based on the axle load of the front and rear axles.

[0070] It should be noted that, in the embodiments of the present invention, the axles of the engineering vehicle can be divided into front axles and rear axles based on the structure and overall layout of the engineering vehicle. For example, if the engineering vehicle has five axles, the two axles closer to the front of the vehicle can be designated as the front axles, and the two axles closer to the rear of the vehicle can be designated as the rear axles. As another example, if the engineering vehicle has five axles, the two axles closer to the front of the vehicle can be designated as the front axles, and the three axles closer to the front of the vehicle can be designated as the rear axles.

[0071] Specifically, after obtaining the axle load of each axle of the engineering vehicle at the current moment, the front axle load of the engineering vehicle at the current moment can be calculated by summing the values. and rear axle load For example, if the first and second axles of the engineering vehicle are the front axles, and the third and fourth axles are the rear axles, the axle load of the front axle of the engineering vehicle at the current moment... The rear axle load of the aforementioned engineering vehicle at the current moment. .

[0072] Obtain the front axle load of the engineering vehicle at the current moment. and rear axle load It can calculate the front axle load of the engineering vehicle at the current moment. and rear axle load The ratio, as the current time ( (Time) Front and rear axle load ratio of the engineering vehicle The formula is expressed as follows:

[0073]

[0074] It should be noted that the axle load ratio of the front and rear axles of the engineering vehicle at the current moment... It can be used to describe the load distribution balance of the engineering vehicle at the current moment.

[0075] exist < In this case, it is determined that the front and rear axle load ratio of the engineering vehicle is too small at the current moment;

[0076] exist In this case, it is determined that the front and rear axle load ratio of the engineering vehicle is too large at the current moment;

[0077] exist Under these circumstances, it can be determined that the axle load distribution of the engineering vehicle is within a safe range at the current moment.

[0078] in, This indicates the minimum safe threshold for the axle load ratio of the front and rear axles; This indicates the maximum safe threshold for the axle load ratio between the front and rear axles. The minimum safe threshold for the axle load ratio between the front and rear axles is also indicated. and the maximum safe threshold for front and rear axle load ratio The value is set according to relevant regulations and standards, as well as the type of engineering vehicle.

[0079] As an optional embodiment, the longitudinal centroid position of the engineering vehicle at the current moment is obtained based on the target data of the engineering vehicle at the current moment, including: calculating the longitudinal centroid position of the engineering vehicle at the current moment based on the axle load of each axle of the engineering vehicle at the current moment, the distance between each axle of the engineering vehicle and the front reference plane of the engineering vehicle, and the total number of axles of the engineering vehicle.

[0080] Specifically, in this embodiment of the invention, the current time is calculated based on the centroid position calculation model. (Time) Longitudinal center of gravity position of the engineering vehicle :

[0081]

[0082] in, The first number of the engineering vehicle i The distance between the axle and the front reference plane of the engineering vehicle.

[0083] It should be noted that, in the embodiments of the present invention, the front reference plane of the engineering vehicle specifically refers to a virtual plane located at the very front of the engineering vehicle, perpendicular to the longitudinal central axis of the engineering vehicle, and whose geometric edge is tangent to the foremost point of the engineering vehicle.

[0084] It should be noted that the longitudinal center of gravity of the engineering vehicle is currently... It can also be used to describe the load distribution balance of the engineering vehicle at the current moment.

[0085] exist < In this case, it is determined that the front and rear axle load ratio of the engineering vehicle is too small at the current moment;

[0086] exist > In this case, it is determined that the front and rear axle load ratio of the engineering vehicle is too large at the current moment;

[0087] exist ≤ ≤ Under these circumstances, it can be determined that the axle load distribution of the engineering vehicle is within a safe range at the current moment.

[0088] in, This indicates the minimum safe threshold for the longitudinal centroid position; This represents the maximum safe threshold for the longitudinal centroid position. The minimum safe threshold for the longitudinal centroid position. and the maximum safety threshold of the longitudinal centroid position The value is set according to relevant regulations and standards, as well as the type of engineering vehicle.

[0089] As an optional embodiment, based on the target data of the engineering vehicle at the current moment, the dynamic change range of the center of gravity of the engineering vehicle at the current moment relative to the previous moment is obtained, including: calculating the dynamic center of gravity position of the engineering vehicle at the current moment based on the operating status information of the engineering vehicle at the current moment and the axle load of the rear axle of the engineering vehicle at the current moment.

[0090] Specifically, at the current moment ( (Time) Dynamic center of gravity position of the engineering vehicle This can be calculated using a dynamic load condition calculation model. The dynamic load condition calculation model includes a signal filtering algorithm and a calculation model for the dynamic change of the centroid. The signal filtering algorithm can be a Kalman filter algorithm to fuse the slope and acceleration data.

[0091] The dynamic operating condition calculation model can be expressed by the following formula:

[0092]

[0093] in, This represents the longitudinal acceleration of the engineering vehicle at the current moment; The height of the vehicle's center of gravity when the vehicle is stationary is determined by the vehicle's design parameters and can be obtained through calibration during the manufacturing process. This indicates the total mass of the engineering vehicle; Represents gravitational acceleration; This indicates the slope of the road surface where the engineering vehicle is located at the current moment.

[0094] Based on the current dynamic centroid position of the engineering vehicle and the previous dynamic centroid position of the engineering vehicle, calculate the magnitude of the dynamic change of the centroid of the engineering vehicle at the current moment relative to the previous moment.

[0095] Specifically, obtain the dynamic centroid position of the engineering vehicle at the current moment. Then, the dynamic change in the center of mass of the engineering vehicle at the current moment relative to the previous moment can be calculated using the following formula. :

[0096]

[0097] in, This indicates the dynamic center of mass position of the engineering vehicle at the previous moment; This indicates the preset duration between the current time and the previous time.

[0098] It should be noted that the dynamic change in the center of mass of the engineering vehicle at the current moment relative to the previous moment is... It can also be used to describe the load distribution balance of the engineering vehicle at the current moment.

[0099] exist ≥ In this case, it indicates that the load distribution of the engineering vehicle has changed abruptly at the current moment, and it is determined that the engineering vehicle is in a state of unstable load distribution at the current moment.

[0100] in, This represents the safety threshold for dynamic changes in the center of mass. The value is set according to relevant regulations and standards, as well as the type of engineering vehicle.

[0101] This invention calculates the axle load of each axle of the engineering vehicle based on the deformation of the axle shell. It can dynamically output the axle load ratio of the front and rear axles and the longitudinal center of gravity position of the engineering vehicle. Furthermore, it incorporates the acceleration and gradient of the engineering vehicle. By calculating the dynamic change amplitude of the center of gravity of the engineering vehicle at adjacent moments, a triple monitoring system of axle load distribution, center of gravity position, and dynamic fluctuation is formed. This system can realize real-time monitoring of the load distribution of the front and rear axles of the engineering vehicle, reflect the center of gravity position and the dynamic load distribution of each axle in real time, monitor the axle overload and operational stability of the engineering vehicle, and better reflect the structural safety, driving stability and load mutation of the engineering vehicle under complex working conditions. It can provide a more accurate data basis for the control of the lifting axle of the engineering vehicle.

[0102] Step 103: Based on the axle load ratio of the front and rear axles and the longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change of the center of gravity of the engineering vehicle at the current moment relative to the previous moment, generate the lifting bridge action execution command.

[0103] Specifically, the axle load ratio of the front and rear axles and the longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change of the center of gravity of the engineering vehicle at the current moment relative to the previous moment, are obtained. Through conditional judgment or deep learning technology, the action to be performed by the lifting bridge of the engineering vehicle is determined. Then, based on the action to be performed by the lifting device of the engineering vehicle, the action execution command of the lifting bridge is generated.

[0104] As an optional embodiment, the lifting bridge action execution instructions include a first lifting bridge action execution instruction, a second lifting bridge action execution instruction, and a third lifting bridge action execution instruction. The first lifting bridge action execution instruction is used to prohibit the lifting bridge actuator from controlling the lifting bridge action of the engineering vehicle. The second lifting bridge action execution instruction is used to instruct the lifting bridge actuator to control the lifting bridge action of the engineering vehicle to perform a lifting action. The third lifting bridge action execution instruction is used to instruct the lifting bridge actuator to control the lifting bridge action of the engineering vehicle to perform a lowering action.

[0105] Figure 2 This is a logical diagram illustrating the generation of lifting bridge action execution instructions in the engineering vehicle lifting bridge control method provided by this invention. For example... Figure 2 As shown, based on the front and rear axle load ratio and longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change amplitude of the center of gravity of the engineering vehicle at the current moment relative to the previous moment, a lifting bridge action execution command is generated, including: determining whether the dynamic change amplitude of the center of gravity of the engineering vehicle at the current moment relative to the previous moment is not less than the safety threshold for dynamic change of the center of gravity.

[0106] Specifically, obtain the front and rear axle load ratios of the engineering vehicle at the current moment. and longitudinal centroid position And the dynamic change of the center of gravity of the engineering vehicle at the current moment relative to the previous moment. Next, we can first determine the dynamic change in the center of mass of the engineering vehicle at the current moment relative to the previous moment. Is it not less than the safety threshold for dynamic changes in the centroid? .

[0107] If it is determined that the dynamic change of the center of gravity of the engineering vehicle at the current moment relative to the previous moment exceeds the safety threshold for dynamic change of the center of gravity, a first lifting bridge action execution command is generated. If it is determined that the dynamic change of the center of gravity of the engineering vehicle at the current moment relative to the previous moment does not exceed the safety threshold for dynamic change of the center of gravity, it is determined whether the front and rear axle load ratio of the engineering vehicle at the current moment is within the safety threshold range for the front and rear axle load ratio.

[0108] Specifically, in determining In this case, it indicates that the load distribution of the engineering vehicle has changed abruptly at the current moment, and it is determined that the engineering vehicle is in an unstable load distribution state at the current moment. A warning signal can be issued and a first lifting bridge action execution command can be generated to prohibit the lifting bridge actuator from controlling the lifting bridge action of the engineering vehicle.

[0109] In determining In this case, the front and rear axle load ratio of the engineering vehicle at the current moment can be further determined. Whether it is within the safe threshold range of front and rear axle load ratio.

[0110] If it is determined that the front and rear axle load ratio of the engineering vehicle is within the safe threshold range of the front and rear axle load ratio at the current moment, a second lifting bridge action execution command is generated. If it is determined that the front and rear axle load ratio of the engineering vehicle is not within the safe threshold range of the front and rear axle load ratio at the current moment, it is determined whether the longitudinal center of gravity position of the engineering vehicle is within the safe threshold range of the longitudinal center of gravity position at the current moment.

[0111] Specifically, in determining If the axle load distribution of the engineering vehicle is determined to be within a safe range at the current moment, a second lifting bridge action execution command can be generated to instruct the lifting bridge actuator to control the lifting bridge action of the engineering vehicle to perform the lifting action.

[0112] In determining ,or In this case, the longitudinal center of gravity position of the engineering vehicle at the current moment can be further determined. Is it within the safe threshold range of the longitudinal centroid position? .

[0113] If it is determined that the front and rear axle load ratio of the engineering vehicle is not within the safe threshold range of the front and rear axle load ratio, and the longitudinal center of gravity position of the engineering vehicle is not within the safe threshold range of the longitudinal center of gravity position, a third lifting bridge action execution command is generated. If it is determined that the front and rear axle load ratio of the engineering vehicle is not within the safe threshold range of the front and rear axle load ratio, but the longitudinal center of gravity position of the engineering vehicle is within the safe threshold range of the longitudinal center of gravity position, a second lifting bridge action execution command is generated.

[0114] Specifically, in determining or ,and or In this case, a third lifting bridge action execution command can be generated to instruct the lifting bridge actuator to control the engineering vehicle to perform the lifting bridge action and lower the vehicle.

[0115] In determining or ,and ≤ ≤ In this case, a second lifting bridge action execution command can be generated to instruct the lifting bridge actuator to control the engineering vehicle to perform the lifting action.

[0116] In this embodiment of the invention, the dynamic change amplitude of the centroid is first determined. To avoid significant instantaneous shifts in the center of gravity during rapid acceleration, sudden braking, or encountering sudden road undulations, executing a lift / lower command under these circumstances would amplify vehicle instability and could even lead to rollover or loss of control. Secondly, after confirming that dynamic fluctuations are within a safe range, the controller needs to check the axle load ratio between the front and rear axles. This ensures that the axle does not exceed its design load capacity due to excessive load concentration, thereby preventing overload damage to the axle structure or suspension. Finally, the longitudinal center of gravity position is checked. To ensure the vehicle maintains relative static stability, preventing lateral deviation or overload during cornering or on inclines due to excessive center of gravity shift, even under dynamic stability and compliant axle load conditions. A triple monitoring system ensures no severe center of gravity drift during dynamic fluctuations, guaranteeing safe driving; structurally, it achieves balanced axle load distribution, preventing physical damage; and in the relatively static phase, it ensures the center of gravity position is compliant, guaranteeing the lifting bridge operates under optimal load conditions.

[0117] In an example of the present invention, in ≤ ≤ or In situations where the vehicle's front-to-rear axle load ratio and center of gravity are within a reasonable range, the lift axle can reduce tire wear and energy loss, increase the turning angle, and ensure low-speed escape from difficult situations by transferring loads. or ,and or In situations where the vehicle is heavily loaded and the axle load ratio and center of gravity position of the front and rear axles exceed the safety threshold, the lifting bridge can be used to reasonably distribute the load by landing, preventing local overload. In complex road conditions, it can increase traction to prevent slippage and improve stability.

[0118] Step 104: Send the lifting bridge action execution command to the lifting bridge actuator of the engineering vehicle, so that the lifting bridge actuator can respond to the lifting bridge action execution command and control the lifting bridge of the engineering vehicle to perform lifting or lowering actions.

[0119] Optionally, the lifting actuator in the embodiments of the present invention may be a hydraulic mechanism, an airbag device, or an electronic control system.

[0120] This invention, through real-time acquisition of multi-dimensional dynamic data such as the deformation, acceleration, and slope of the axle housing of the engineering vehicle, can obtain the axle load ratio of the front and rear axles, the longitudinal center of gravity position, and the dynamic change amplitude of the center of gravity in real time. Based on intelligent analysis of the axle load ratio of the front and rear axles, the longitudinal center of gravity position, and the dynamic change amplitude of the center of gravity, it can achieve precise decision-making and control of the lifting axle of the engineering vehicle. Compared with traditional methods based on fixed conditions or manual intervention, the lifting axle control method of this invention can dynamically perceive the load distribution changes and driving environment characteristics of the engineering vehicle under complex working conditions. By quantitatively evaluating the changes in the center of gravity and the axle load ratio of the front and rear axles, it automatically generates lifting commands, effectively solving the problem of lag in lifting axle control under irregular loads or slope changes, improving the intelligence level of lifting axle control, enabling more accurate control of the lifting axle under complex working conditions, significantly improving the load balance and stability of the engineering vehicle during dynamic driving, and reducing the fuel consumption of the engineering vehicle, thus showing broad application prospects.

[0121] Figure 3 This is a structural schematic diagram of the engineering vehicle lifting bridge control device provided by the present invention. The following is in conjunction with… Figure 3 The engineering vehicle lifting bridge control device provided by the present invention will be described below. The engineering vehicle lifting bridge control device described below can be referred to in correspondence with the engineering vehicle lifting bridge control method provided by the present invention described above. Figure 3 As shown, the device includes: a data acquisition module 301, a data calculation module 302, an instruction generation module 303, and an action control module 304.

[0122] The data acquisition module 301 is used to acquire the target data of the engineering vehicle at the current moment. The target data of the engineering vehicle includes the deformation data of the bridge shell of the engineering vehicle and the operating status information of the engineering vehicle. The operating status information includes acceleration information and the slope information of the road surface.

[0123] The data calculation module 302 is used to obtain the front and rear axle load ratios and longitudinal center of gravity positions of the engineering vehicle at the current moment, as well as the dynamic change of the center of gravity of the engineering vehicle at the current moment relative to the previous moment, based on the target data of the engineering vehicle at the current moment.

[0124] The instruction generation module 303 is used to generate lifting bridge action execution instructions based on the front and rear axle load ratio and longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change of the center of gravity of the engineering vehicle at the current moment relative to the previous moment.

[0125] The motion control module 304 is used to send the lifting bridge motion execution command to the lifting bridge actuator of the engineering vehicle, so that the lifting bridge actuator can respond to the lifting bridge motion execution command and control the lifting bridge of the engineering vehicle to perform lifting or lowering actions.

[0126] Specifically, the data acquisition module 301, the data calculation module 302, the instruction generation module 303, and the motion control module 304 are electrically connected.

[0127] The engineering vehicle lifting bridge control device in this embodiment of the invention can acquire multi-dimensional dynamic data such as the deformation, acceleration, and slope of the axle shell of the engineering vehicle in real time. This allows for the real-time acquisition of the front and rear axle load ratios, longitudinal center of gravity position, and dynamic change amplitude of the center of gravity. Based on intelligent analysis of these data, precise decision-making and control of the lifting bridge can be achieved. Compared to traditional methods based on fixed conditions or manual intervention, the engineering vehicle lifting bridge control method provided by this invention can dynamically perceive the load distribution changes and driving environment characteristics of the engineering vehicle under complex working conditions. By quantitatively evaluating the changes in the center of gravity and the front and rear axle load ratios, it automatically generates lifting commands, effectively solving the problem of lag in lifting bridge control under irregular loads or slope changes. This improves the intelligence level of the lifting bridge control, enabling more accurate control of the lifting bridge under complex working conditions, significantly improving the load balance and stability of the engineering vehicle during dynamic driving, and reducing fuel consumption. This demonstrates broad application prospects.

[0128] Figure 4 This is a schematic diagram of the physical structure of an electronic device provided by the present invention, such as... Figure 4 As shown, the electronic device 4 may include: a processor 410, a communication interface 420, a memory 430, and a communication bus 440, wherein the processor 410, the communication interface 420, and the memory 430 communicate with each other through the communication bus 440. The processor 410 can call logic instructions in the memory 430 to execute a control method for the lifting bridge of an engineering vehicle. This method includes: acquiring target data of the engineering vehicle at the current moment, including deformation data of the bridge shell and operating status information of the engineering vehicle, including acceleration information and the slope information of the road surface; based on the target data of the engineering vehicle at the current moment, acquiring the front and rear axle load ratios and longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change amplitude of the center of gravity relative to the previous moment; based on the front and rear axle load ratios and longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change amplitude of the center of gravity relative to the previous moment, generating a lifting bridge action execution instruction; and sending the lifting bridge action execution instruction to the lifting bridge actuator of the engineering vehicle, so that the lifting bridge actuator can respond to the lifting bridge action execution instruction and control the lifting bridge of the engineering vehicle to perform a lifting or lowering action.

[0129] Furthermore, the logical instructions in the aforementioned memory 430 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0130] Figure 5 This is a schematic diagram of the structure of the engineering vehicle lifting bridge control system provided by the present invention. Figure 5 As shown, a control system for a lifting bridge of an engineering vehicle includes: an electronic device 4, a signal acquisition module 1, a dynamic working condition monitoring module 2, a lifting bridge action actuator 5, and a signal processing module 3, as described above; the signal acquisition module 1, the dynamic working condition monitoring module 2, and the lifting bridge action actuator 5 are electrically connected to the signal processing module 3, and the signal processing module 3 is electrically connected to the electronic device 4.

[0131] Signal acquisition module 1 is used to acquire the deformation signal of the axle housing of the engineering vehicle at the current moment, and send the acquired deformation signal of the axle housing of the engineering vehicle at the current moment to signal processing module 3.

[0132] The dynamic operating condition monitoring module 2 is used to collect the operating status signal of the engineering vehicle at the current moment and send the collected operating status signal of the engineering vehicle at the current moment to the signal processing module 3. The operating status information includes acceleration signal and slope signal of the road surface.

[0133] The signal processing module 3 amplifies and converts the received deformation signal and running status signal of the bridge housing of the engineering vehicle at the current moment into analog and digital signals, and then sends the obtained target data of the engineering vehicle at the current moment to the electronic device 4. The target data of the engineering vehicle includes the deformation data of the bridge housing of the engineering vehicle and the running status information of the engineering vehicle. The running status information includes acceleration information and the slope information of the road surface.

[0134] The lifting bridge action execution cabinet is used to respond to the lifting bridge action execution command sent by the electronic device 4 and control the lifting bridge of the engineering vehicle to perform lifting or lowering actions.

[0135] Figure 6This is a schematic diagram of the dynamic working condition monitoring module in the engineering vehicle lifting bridge control system provided by the present invention. Figure 6 As shown, the dynamic working condition monitoring module 2 includes an acceleration signal acquisition unit and a slope signal acquisition unit. The acceleration signal acquisition unit is used to acquire the acceleration signal of the engineering vehicle at the current moment. The slope signal acquisition unit is used to acquire the slope signal of the road surface where the engineering vehicle is located at the current moment.

[0136] The acceleration signal acquisition unit uses a triaxial accelerometer built into the engineering vehicle to acquire the longitudinal acceleration signal of the engineering vehicle at the current moment.

[0137] The slope signal acquisition unit obtains yaw rate and tilt angle information by using the yaw rate sensor and tilt angle sensor in the vehicle control system of the engineering vehicle. The yaw rate and tilt angle information are then transmitted to the data processing module for tilt angle fusion, thereby obtaining the longitudinal slope angle of the road surface where the engineering vehicle is located at the current moment.

[0138] It should be noted that the vehicle control system of the engineering vehicle in this embodiment of the invention can be ESC (Electronic Stability Control System), which obtains corresponding signals through its built-in three-axis acceleration sensor, yaw rate sensor and tilt sensor.

[0139] It should be noted that the acceleration and slope signals monitored by the dynamic operating condition monitoring module 2 are low-voltage analog signals.

[0140] Figure 7 This is a schematic diagram of the signal acquisition module in the engineering vehicle lifting bridge control system provided by the present invention. Figure 7 As shown, signal acquisition module 1 includes a front axle housing deformation signal acquisition unit, a rear axle housing deformation signal acquisition unit, and a lift axle housing deformation signal acquisition unit. The front axle housing deformation signal acquisition unit, the rear axle housing deformation signal acquisition unit, and the lift axle housing deformation signal acquisition unit are all connected to signal processing module 3.

[0141] The front axle housing deformation signal acquisition unit is used to acquire the deformation signal of the front axle housing of the engineering vehicle at the current moment, and send the acquired deformation signal of the front axle housing of the engineering vehicle at the current moment to the signal processing module 3.

[0142] The rear axle housing deformation signal acquisition unit is used to acquire the deformation signal of the rear axle housing of the engineering vehicle at the current moment, and send the acquired deformation signal of the rear axle housing of the engineering vehicle at the current moment to the signal processing module 3.

[0143] The lifting bridge shell deformation signal acquisition unit is used to acquire the deformation signal of the lifting bridge shell of the engineering vehicle at the current moment, and send the acquired deformation signal of the lifting bridge shell of the engineering vehicle at the current moment to the signal processing module 3.

[0144] It should be noted that the deformation signal acquired by signal acquisition module 1 is a low-voltage analog signal.

[0145] The signal acquisition module 1 includes strain gauge sensors or pressure sensors installed on the axle housing of the engineering vehicle.

[0146] The front axle housing deformation signal acquisition units, rear axle housing deformation signal acquisition units, and lift axle housing deformation signal acquisition units installed on the front axle housing, rear axle housing, and lift axle housing of the engineering vehicle are located in the stress concentration areas of the axle housing structure to ensure signal accuracy. These signal acquisition units are used to acquire pressure change signals caused by axle housing deformation in real time, convert the strain signals into corresponding analog signals, and transmit them to signal processing module 3 via the CAN bus.

[0147] Figure 8 This is a schematic diagram of the signal processing module in the engineering vehicle lifting bridge control system provided by the present invention. Figure 8 As shown, signal processing module 3 includes a signal amplification unit and a signal processing unit. The signal amplification unit is electrically connected to both signal acquisition module 1 and dynamic operating condition monitoring module 2. The signal amplification unit and the signal processing unit are electrically connected. The signal processing unit is electrically connected to electronic device 4.

[0148] The signal amplification unit is used to amplify the deformation signal of the axle housing of the engineering vehicle at the current moment after receiving it, and then send the deformation signal of the axle housing of the engineering vehicle at the current moment to the signal processing unit.

[0149] The signal amplification unit is used to process the current operating status signal of the engineering vehicle upon receiving it, and then send the current operating status signal of the engineering vehicle to the signal processing unit.

[0150] It should be noted that the signal amplification unit can use a built-in amplifier to amplify the signal and enhance the signal-to-noise ratio. This amplifier can be a low-noise operational amplifier; for analog signal amplification, an adjustable gain circuit can be used to avoid oversaturation or distortion caused by signal differences; the amplified signal is then output to the signal processing unit for subsequent data conversion and processing.

[0151] In signal processing module 3, the signal amplification unit and the signal processing unit can be integrated into a single module, reducing wiring complexity and improving system reliability; it can adapt to various signal input forms of signal acquisition units and can be flexibly applied to different vehicle models; a high-precision digital-to-analog conversion and filtering algorithm can be used to ensure the accuracy of signal acquisition and processing, providing reliable data support for subsequent decision-making.

[0152] When the signal processing unit receives the deformation signal of the axle housing of the engineering vehicle at the current moment from the signal amplification unit, it can perform analog-to-digital conversion (ADC) on the deformation signal of the axle housing of the engineering vehicle at the current moment to obtain the deformation data of the axle housing of the engineering vehicle at the current moment for subsequent processing by the electronic device 4.

[0153] When the signal processing unit receives the current operating status signal of the engineering vehicle sent by the signal amplification unit, it can perform analog-to-digital conversion (ADC) on the current operating status signal of the engineering vehicle to obtain the current operating status data of the engineering vehicle for subsequent processing by the electronic device 4.

[0154] It should be noted that the digital signals processed by the signal processing unit are packaged in the CAN bus protocol format. Before being sent to the CAN bus, the signals are subjected to CRC verification to ensure the integrity of the transmitted data. The output digital signals can share data with the vehicle control system of the engineering vehicle through the CAN bus. Each type of output signal is assigned a unique identifier to ensure correct decoding in the multi-node system. The output digital signals are sent to electronic device 4 through the CAN interface for vehicle dynamic stability calculation and lift bridge control logic decision-making. The output digital signals have real-time guarantee and priority setting functions. The real-time guarantee can be a total delay limit, and the priority setting function can be the setting of the priority of key signals (such as acceleration).

[0155] It should be noted that the specific steps by which electronic device 4 generates the lifting bridge action execution command based on the target data of the engineering vehicle at the current moment can be found in the above embodiments. They will not be repeated in this embodiment of the invention.

[0156] Optionally, the electronic device 4 can be electrically connected to the lifting bridge actuator via a CAN bus.

[0157] Optionally, the engineering vehicle lifting bridge control system in this embodiment of the invention further includes a storage module. The target data of the engineering vehicle at the current moment, the axle load ratio of the front and rear axles and the longitudinal center of gravity position of the engineering vehicle at the current moment, and the dynamic change amplitude of the center of gravity of the engineering vehicle at the current moment relative to the previous moment can all be stored in the above-mentioned storage module, providing a data basis for subsequent fault diagnosis and control optimization.

[0158] Optionally, the engineering vehicle lifting bridge control system in this embodiment of the invention further includes an early warning and feedback module, which can be used to warn and provide feedback to the driver of the engineering vehicle about any unstable state of the vehicle. The real-time feedback signal input by the driver can also be sent to electronic device 4 via the CAN bus to verify the status of the lifting bridge actuator.

[0159] Optionally, the early warning and feedback module in this embodiment of the invention has a self-diagnostic function. When the engineering vehicle lifting bridge control system malfunctions, it can automatically generate an error report and feed it back to the electronic device 4 via the CAN bus.

[0160] The lifting axle control system for engineering vehicles provided by this invention can accurately calculate the front and rear axle load distribution and longitudinal center of gravity position of the engineering vehicle by real-time monitoring of the axle housing deformation data. Based on changes in the center of gravity position, the control logic of the lifting axle is optimized. Furthermore, by real-time monitoring of the dynamic changes in the engineering vehicle, the level of intelligent control of the lifting axle is further achieved. The lifting axle control method for engineering vehicles provided by this invention can significantly improve the balance of load distribution and driving stability of the engineering vehicle, reduce fuel consumption and tire wear, and improve the overall operating efficiency of the engineering vehicle.

[0161] The specific technical effects of the engineering vehicle lifting bridge control system provided by the present invention are shown in Table 1.

[0162] Table 1. List of technical effects of the engineering vehicle lifting bridge control system provided by the present invention.

[0163]

[0164] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the engineering vehicle lifting bridge control method provided by the above methods. The method includes: acquiring target data of the engineering vehicle at the current moment, the target data of the engineering vehicle including deformation data of the bridge shell of the engineering vehicle and operating status information of the engineering vehicle, the operating status information including acceleration information and slope information of the road surface; based on the target data of the engineering vehicle at the current moment, acquiring the front and rear axle load ratio and longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change amplitude of the center of gravity of the engineering vehicle at the current moment relative to the previous moment; generating a lifting bridge action execution command based on the front and rear axle load ratio and longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change amplitude of the center of gravity of the engineering vehicle at the current moment relative to the previous moment; and sending the lifting bridge action execution command to the lifting bridge actuator of the engineering vehicle, so that the lifting bridge actuator responds to the lifting bridge action execution command and controls the lifting bridge of the engineering vehicle to perform a lifting action or a lowering action.

[0165] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon. When executed by a processor, the computer program implements the engineering vehicle lifting bridge control method provided by the above methods. The method includes: acquiring target data of the engineering vehicle at the current moment, the target data of the engineering vehicle including deformation data of the bridge shell of the engineering vehicle and operating status information of the engineering vehicle, the operating status information including acceleration information and slope information of the road surface; based on the target data of the engineering vehicle at the current moment, acquiring the front and rear axle load ratio and longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change amplitude of the center of gravity of the engineering vehicle at the current moment relative to the previous moment; generating a lifting bridge action execution command based on the front and rear axle load ratio and longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change amplitude of the center of gravity of the engineering vehicle at the current moment relative to the previous moment; and sending the lifting bridge action execution command to the lifting bridge actuator of the engineering vehicle, so that the lifting bridge actuator responds to the lifting bridge action execution command and controls the lifting bridge of the engineering vehicle to perform a lifting action or a lowering action.

[0166] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0167] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0168] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling the lifting bridge of an engineering vehicle, characterized in that, include: Obtain the target data of the engineering vehicle at the current moment. The target data of the engineering vehicle includes the deformation data of the bridge shell of the engineering vehicle and the operating status information of the engineering vehicle, including acceleration information and the slope information of the road surface. Based on the target data of the engineering vehicle at the current moment, obtain the front and rear axle load ratios and longitudinal center of gravity positions of the engineering vehicle at the current moment, as well as the dynamic change range of the center of gravity of the engineering vehicle at the current moment relative to the previous moment. Based on the front and rear axle load ratios and longitudinal center of gravity positions of the engineering vehicle at the current moment, as well as the dynamic change in the center of gravity of the engineering vehicle relative to the previous moment, a lifting bridge action execution command is generated. The lifting bridge action execution command is sent to the lifting bridge actuator of the engineering vehicle, so that the lifting bridge actuator can respond to the lifting bridge action execution command and control the lifting bridge of the engineering vehicle to perform lifting or lowering actions.

2. The method for controlling the lifting bridge of an engineering vehicle according to claim 1, characterized in that, The lifting bridge action execution instructions include a first lifting bridge action execution instruction, a second lifting bridge action execution instruction, and a third lifting bridge action execution instruction. The first lifting bridge action execution instruction is used to prohibit the lifting bridge actuator from controlling the lifting bridge action of the engineering vehicle. The second lifting bridge action execution instruction is used to instruct the lifting bridge actuator to control the lifting bridge action of the engineering vehicle to perform a lifting action. The third lifting bridge action execution instruction is used to instruct the lifting bridge actuator to control the lifting bridge action of the engineering vehicle to perform a lowering action. The method generates lifting bridge action execution instructions based on the front and rear axle load ratios and longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change range of the center of gravity of the engineering vehicle at the current moment relative to the previous moment, including: Determine whether the dynamic change in the center of gravity of the engineering vehicle at the current moment relative to the previous moment is not less than the safety threshold for dynamic change in the center of gravity; If it is determined that the dynamic change of the center of gravity of the engineering vehicle at the current time relative to the previous time exceeds the safety threshold for dynamic change of the center of gravity, the first lifting bridge action execution command is generated. If it is determined that the dynamic change of the center of gravity of the engineering vehicle at the current time relative to the previous time does not exceed the safety threshold for dynamic change of the center of gravity, it is determined whether the front and rear axle load ratio of the engineering vehicle at the current time is within the safety threshold range for the front and rear axle load ratio. If it is determined that the front and rear axle load ratio of the engineering vehicle is within the safe threshold range of the front and rear axle load ratio at the current moment, the second lifting bridge action execution command is generated. If it is determined that the front and rear axle load ratio of the engineering vehicle is not within the safe threshold range of the front and rear axle load ratio at the current moment, the longitudinal center of gravity position of the engineering vehicle is determined to be within the safe threshold range of the longitudinal center of gravity position at the current moment. If it is determined that the front and rear axle load ratio of the engineering vehicle is not within the safe threshold range of the front and rear axle load ratio at the current moment, and the longitudinal center of gravity position of the engineering vehicle is not within the safe threshold range of the longitudinal center of gravity position at the current moment, the third lifting bridge action execution command is generated. If it is determined that the front and rear axle load ratio of the engineering vehicle is not within the safe threshold range of the front and rear axle load ratio at the current moment, but the longitudinal center of gravity position of the engineering vehicle is within the safe threshold range of the longitudinal center of gravity position at the current moment, the second lifting bridge action execution command is generated.

3. The method for controlling the lifting bridge of an engineering vehicle according to claim 1, characterized in that, Based on the target data of the engineering vehicle at the current moment, obtain the front and rear axle load ratio of the engineering vehicle at the current moment, including: Based on the deformation data of the axle housing of the engineering vehicle at the current moment, calculate the axle load of each axle of the engineering vehicle at the current moment; Based on the axle load of each axle of the engineering vehicle at the current moment, obtain the axle load of the front axle and the axle load of the rear axle of the engineering vehicle at the current moment. Based on the axle load of the front axle and the axle load of the rear axle of the engineering vehicle at the current moment, calculate the axle load ratio of the front and rear axles of the engineering vehicle at the current moment.

4. The method for controlling the lifting bridge of an engineering vehicle according to claim 3, characterized in that, Based on the target data of the engineering vehicle at the current moment, obtain the longitudinal centroid position of the engineering vehicle at the current moment, including: Based on the axle load of each axle of the engineering vehicle at the current moment, the distance between each axle of the engineering vehicle and the front reference plane of the engineering vehicle, and the total number of axles of the engineering vehicle, the longitudinal centroid position of the engineering vehicle at the current moment is calculated.

5. The method for controlling the lifting bridge of an engineering vehicle according to claim 4, characterized in that, Based on the target data of the engineering vehicle at the current moment, obtain the dynamic change range of the center of gravity of the engineering vehicle at the current moment relative to the previous moment, including: Based on the current operating status information of the engineering vehicle and the axle load of the rear axle of the engineering vehicle at the current moment, calculate the dynamic center of gravity position of the engineering vehicle at the current moment. Based on the current dynamic centroid position of the engineering vehicle and the previous dynamic centroid position of the engineering vehicle, calculate the magnitude of the dynamic change of the centroid of the engineering vehicle at the current moment relative to the previous moment.

6. A control device for lifting bridges of engineering vehicles, characterized in that, include: The data acquisition module is used to acquire the target data of the engineering vehicle at the current moment. The target data of the engineering vehicle includes the deformation data of the bridge shell of the engineering vehicle and the operating status information of the engineering vehicle. The operating status information includes acceleration information and the slope information of the road surface. The data calculation module is used to obtain the front and rear axle load ratios and longitudinal center of gravity positions of the engineering vehicle at the current moment, as well as the dynamic change range of the center of gravity of the engineering vehicle at the current moment relative to the previous moment, based on the target data of the engineering vehicle at the current moment. The instruction generation module is used to generate lifting bridge action execution instructions based on the front and rear axle load ratio and longitudinal center of gravity position of the engineering vehicle at the current moment, as well as the dynamic change of the center of gravity of the engineering vehicle at the current moment relative to the previous moment. The motion control module is used to send the motion execution command of the lifting bridge to the lifting bridge actuator of the engineering vehicle, so that the lifting bridge actuator can respond to the motion execution command and control the lifting bridge of the engineering vehicle to perform lifting or lowering actions.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the engineering vehicle lifting bridge control method as described in any one of claims 1 to 6.

8. A control system for a lifting bridge of an engineering vehicle, characterized in that, include: The electronic device, signal acquisition module, dynamic working condition monitoring module, lifting bridge action actuator, and signal processing module as described in claim 7; The signal acquisition module, the dynamic working condition monitoring module, and the lifting bridge action actuator are all electrically connected to the signal processing module, and the signal processing module is electrically connected to the electronic device. The signal acquisition module is used to acquire the deformation signal of the axle housing of the engineering vehicle at the current moment, and send the acquired deformation signal of the axle housing of the engineering vehicle at the current moment to the signal processing module; The dynamic operating condition monitoring module is used to collect the operating status signal of the engineering vehicle at the current moment, and send the collected operating status signal of the engineering vehicle at the current moment to the signal processing module. The operating status information includes acceleration signal and slope signal of the road surface. The signal processing module is used to amplify and convert the received deformation signal and running status signal of the bridge shell of the engineering vehicle at the current moment into analog and digital signals, and then send the obtained target data of the engineering vehicle at the current moment to the electronic device. The target data of the engineering vehicle includes the deformation data of the bridge shell of the engineering vehicle and the running status information of the engineering vehicle. The running status information includes acceleration information and the slope information of the road surface. The lifting bridge action execution cabinet is used to respond to the lifting bridge action execution command sent by the electronic device and control the lifting bridge of the engineering vehicle to perform lifting or lowering actions.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the engineering vehicle lifting bridge control method as described in any one of claims 1 to 5.

10. An engineering vehicle, characterized in that, include: The engineering vehicle lifting bridge control system as described in claim 8.

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