Shuttle car anti-skid control method and device based on multi-dimensional data fusion

Abstract

The invention relates to the technical field of torque distribution and anti-skid control of a shuttle car on a coal mine driving face, in particular to a shuttle car anti-skid control method, device and equipment based on multi-dimensional data fusion and a computer readable storage medium. Generating a first preset threshold value and a second preset threshold value by using the operation condition data, judging the slip of the shuttle car based on the shuttle car operation data, the first preset threshold value and the second preset threshold value, and judging the slip of the shuttle car if the shuttle car operation data meets the preset threshold values; generating a shuttle car motor adjusting instruction based on shuttle car slipping, and controlling the state of a shuttle car motor; and recording the slip rate, the tire temperature and the working condition data of each tire in real time, and correcting the first preset threshold value and the second preset threshold value. The rotating speed and the output torque of the driving motors on the left side and the right side are accurately distributed and controlled according to driving road conditions, traction requirements and driving tendencies, and the problem that tires of the shuttle car slip and cannot run normally under various complex working conditions is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of torque distribution and anti-slip control of a shuttle vehicle at a coal mine tunneling working face, and in particular relates to a shuttle vehicle anti-slip control method and device based on multi-dimensional data fusion, an electronic device, and a computer readable storage medium. BACKGROUND

[0002] With the gradual popularization of the shuttle vehicle at the coal mine tunneling working face, in actual use, the disadvantages of using equal torque control or equal speed control mode are gradually exposed. Since there is no suitable control strategy for torque dynamic distribution, slip rate control and electronic differential, when the three working conditions of heavy load turning, climbing and climbing coincide, heavy load starting or the roadway floor being soft and slippery and climbing, the shuttle vehicle often slips and cannot normally travel, and needs to rely on other equipment for towing to get out of trouble.

[0003] As can be seen from the above, how to solve the problem of tire slip and normal travel of the shuttle vehicle under various complex working conditions is a problem that needs to be solved at present. SUMMARY

[0004] The present application aims to at least solve one of the technical problems in the related art to some extent.

[0005] To this end, a first object of the present application is to provide a shuttle vehicle anti-slip control method based on multi-dimensional data fusion to solve the problem of tire slip and normal travel of the shuttle vehicle under various complex working conditions.

[0006] A second object of the present application is to provide a device.

[0007] A third object of the present application is to provide an electronic device.

[0008] A fourth object of the present application is to provide a computer readable storage medium.

[0009] To achieve the above objects, a shuttle vehicle anti-slip control method based on multi-dimensional data fusion is provided in a first aspect of the present application, comprising:

[0010] Obtaining shuttle vehicle running data, wherein the shuttle vehicle running data includes shuttle vehicle drive motor acceleration, motor output torque, shuttle vehicle acceleration and shuttle vehicle speed;

[0011] Generating a first preset threshold value and a second preset threshold value using the working condition data, and using the shuttle vehicle running data, the first preset threshold value and the second preset threshold value to judge the slip of the shuttle vehicle, if the shuttle vehicle running data meets the preset threshold value, the shuttle vehicle is determined to slip;

[0012] Generate shuttle car motor adjustment instructions based on shuttle car slip, control shuttle car motor state based on the shuttle car motor adjustment instructions;

[0013] Real-time record each tire slip rate, tire temperature and operation condition data, and correct the first preset threshold and the second preset threshold.

[0014] Preferably, the acquisition of the shuttle car drive motor acceleration comprises:

[0015] The speed sensor signals of the left and right side drive motors are connected to the left and right side drivers, the actual rotating speed of the motor is collected by the driver at a fixed period, and the actual acceleration of the left and right side drive motors of the shuttle car is calculated through the difference between two adjacent rotating speeds and the interval time.

[0016] Preferably, the motor output torque comprises:

[0017] The parameters of the left and right side drive motors are input to the drive, and the actual output torque of the drive motor is obtained according to the control model of the drive motor, the output current of the driver, the DC bus voltage of the driver and the speed of the driver.

[0018] Preferably, the shuttle car acceleration comprises:

[0019] The acceleration of the whole vehicle is transmitted to the control unit of the whole vehicle through the acceleration speed sensor installed on the shuttle car;

[0020] Based on the vehicle angle and acceleration information, the actual acceleration of the shuttle car is obtained through Kalman filtering algorithm, and the turning radius of the shuttle car is combined to calculate the acceleration of the left and right sides of the shuttle car respectively.

[0021] Preferably, the shuttle car speed comprises:

[0022] The actual speed of the shuttle car is transmitted to the vehicle control unit by using the Doppler radar sensor installed in the front of the shuttle car, and the speed signal is filtered to obtain the filtered speed, and the turning radius of the shuttle car is combined to calculate the actual speed of the left and right sides of the shuttle car respectively.

[0023] Preferably, the first preset threshold and the second preset threshold are generated by using the operation condition data, and the shuttle car slip is judged by using the shuttle car running data, the first preset threshold and the second preset threshold, if the shuttle car running data meets the preset threshold, the shuttle car slip is determined to include:

[0024] A shuttle car slip judgment model is constructed to judge the left side slip of the shuttle car and the right side slip of the shuttle car, wherein the left side judgment of the shuttle car comprises: comparing and analyzing the left motor acceleration and the left side acceleration of the shuttle car, comparing and analyzing the left side acceleration of the shuttle car and the left side speed of the shuttle car:

[0025] When (Ik x a SL )<a ML <(Jk x a SL ), and V MLn >V MLn-1 , the left side is not slipping, recorded as the first state;

[0026] When a ML ≥(Jk x a SL ), and V MLn <V MLn-1 , the left side is slipping, recorded as the second state;

[0027] The right side of the shuttle vehicle judgment includes: comparing and analyzing the right motor acceleration and the shuttle vehicle right side acceleration, and comparing and analyzing the shuttle vehicle right side acceleration and the shuttle vehicle right side speed:

[0028] When (Ik x a SR )<a MR <(Jk x a SR ), and V MRn >V MRn-1 , the right side is not slipping, recorded as the third state;

[0029] When a MR ≥(Jk x a SR ), and V MRn <V MRn-1 , the right side is slipping, recorded as the fourth state;

[0030] Wherein, I is a first preset threshold, J is a second preset threshold, k is the ratio of the speed ratio to the circumference of the tire, a SL is the shuttle vehicle left side acceleration, a ML is the left side driving motor acceleration, V MLn is the speed of the whole vehicle left side at this moment, V MLn-1 is the speed of the whole vehicle left side at the previous moment, a SR is the shuttle vehicle right side acceleration, a MR is the right side driving motor acceleration, V MRn is the speed of the whole vehicle right side at this moment, and V MRn-1 is the speed of the whole vehicle right side at the previous moment.

[0031] Preferably, the shuttle vehicle slip generates a shuttle vehicle motor adjustment instruction based on the shuttle vehicle motor adjustment instruction, and the control of the shuttle vehicle motor state based on the shuttle vehicle motor adjustment instruction includes:

[0032] A shuttle vehicle anti-slip model is constructed to determine whether the shuttle vehicle is anti-slip. When the left side of the shuttle vehicle is in the first state and the right side is in the third state, the shuttle vehicle is not slipping, and the left and right side speeds remain unchanged;

[0033] When the left side of the shuttle is in the first state and the right side is in the fourth state, the right side of the shuttle slips, the left torque and given speed remain unchanged, the right torque is reduced, and the speed limit remains unchanged.

[0034] When both the left and right sides of the shuttle car are in the second state, the left side of the shuttle car will slip, the torque and given speed on the right side will remain unchanged, the torque on the left side will decrease, and the speed limit will remain unchanged.

[0035] When the left side of the shuttle is in the second state and the right side is in the fourth state, both sides of the shuttle slip, the torque on both sides decreases, and the speed limit on both sides decreases.

[0036] To achieve the above objectives, a second aspect of this application proposes a shuttle anti-slip control device based on multi-dimensional data fusion, comprising:

[0037] The data acquisition module acquires shuttle car operation data, which includes: shuttle car drive motor acceleration, motor output torque, shuttle car acceleration, and shuttle car speed.

[0038] The slippage judgment module generates a first preset threshold and a second preset threshold using the operating condition data, and judges the slippage of the shuttle car using the shuttle car operation data, the first preset threshold and the second preset threshold. If the shuttle car operation data meets the preset threshold, the shuttle car is judged to be slipping.

[0039] The control module generates shuttle motor adjustment commands based on shuttle car slippage, and controls the state of the shuttle motor based on the shuttle motor adjustment commands;

[0040] The threshold correction module records the slip ratio, tire temperature and operating conditions of each tire in real time, and corrects the first preset threshold and the second preset threshold.

[0041] To achieve the above objectives, a third aspect of this application provides an electronic device, including: a processor, and a memory communicatively connected to the processor;

[0042] The memory stores computer-executed instructions;

[0043] The processor executes computer execution instructions stored in the memory to implement the method described in any of the preceding descriptions.

[0044] To achieve the above objectives, a fourth aspect of this application provides a computer-readable storage medium, comprising computer-executable instructions stored therein, which, when executed by a processor, are used to implement the method described in any of the above embodiments.

[0045] This application provides a shuttle anti-skid control method based on multi-dimensional data fusion. In extreme scenarios such as heavy-load start-up, sharp turns, soft and slippery surfaces, or a combination of these, the method dynamically identifies the slippage status of the left and right wheels by real-time monitoring of motor acceleration, overall vehicle acceleration, and vehicle speed. The corresponding drive torque is then immediately adjusted to the maximum traction range, preventing a vicious cycle of "idling—digging into ruts—getting stuck." Based on road conditions, traction requirements, and driving habits, the method precisely allocates and controls the speed and output torque of the drive motors on both sides, striving to ensure that each drive wheel operates near the maximum traction on the ground. This solves the problem of the shuttle's tires slipping and failing to move normally under various complex working conditions, achieving good driving capability, improving work efficiency, and ensuring safe production at the coal mine working face. Furthermore, real-time anti-skid warning and automatic torque limiting eliminate safety hazards such as sudden stalling and sideslip collisions caused by slippage, providing stable and controllable transportation support for the tunneling face.

[0046] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0047] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0048] Figure 1 A flowchart illustrating a first specific embodiment of a shuttle anti-slip control method based on multi-dimensional data fusion provided by the present invention;

[0049] Figure 2 This is a structural block diagram of a shuttle anti-slip control device based on multi-dimensional data fusion, provided in an embodiment of the present invention. Detailed Implementation

[0050] The core of this invention is to provide a shuttle anti-skid control method, device, electronic device, and computer-readable storage medium based on multi-dimensional data fusion. According to road conditions, traction requirements, and driving tendencies, it accurately allocates and controls the speed and output torque of the left and right drive motors, solving the problem of the shuttle being unable to move normally due to tire slippage under various complex working conditions.

[0051] To enable those skilled in the art to better understand the present invention, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Obviously, the described embodiments are merely some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0052] Please refer to Figure 1, Figure 1 The flowchart illustrates a first specific embodiment of a shuttle anti-slip control method based on multi-dimensional data fusion provided by the present invention; the specific operation steps are as follows:

[0053] Step S101: Obtain shuttle car operation data, which includes: shuttle car drive motor acceleration, motor output torque, shuttle car acceleration, and shuttle car speed;

[0054] Step S102: Generate a first preset threshold and a second preset threshold using the operating condition data, and use the shuttle car operation data, the first preset threshold and the second preset threshold to determine if the shuttle car is slipping. If the shuttle car operation data meets the preset threshold, then the shuttle car is determined to be slipping.

[0055] Step S103: Generate shuttle car motor adjustment command based on shuttle car slippage, and control the shuttle car motor state based on the shuttle car motor adjustment command;

[0056] Step S104: Record the slip ratio, tire temperature and working condition data of each tire in real time, and correct the first preset threshold and the second preset threshold.

[0057] Based on the above embodiments, this embodiment will provide a detailed description of step S101:

[0058] In one embodiment, the speed sensor signals of the left and right drive motors are connected to the left and right drivers. The drivers collect the actual rotational speed of the motors at a fixed period, and calculate the actual acceleration of the left and right drive motors of the shuttle car by the difference between two adjacent rotational speeds and the interval time.

[0059] Specifically, the system performs two differential calculations on the encoder pulses of the left and right motors with a period of 1ms: first, it calculates the angular velocity, and then it calculates the angular acceleration. After low-pass filtering and synchronous uploading via the CAN-FD bus, it finally obtains smooth and real-time acceleration of the left and right drive motors.

[0060] In one embodiment, the parameters of the left and right drive motors are input into the drive, and the actual output torque of the drive motor is obtained based on the control model of the drive motor, the output current of the driver, the DC bus voltage of the driver, and the speed of the driver.

[0061] Specifically, the system sends motor parameters, bus voltage, three-phase current and speed into the vector control model in real time. It first calculates the electromagnetic torque, then deducts losses, filters and outputs the actual torque, and then uploads it at high speed via CAN-FD for use by the anti-slip strategy.

[0062] In one embodiment, the acceleration of the entire vehicle is transmitted to the vehicle's control unit via an acceleration sensor installed on the shuttle car; based on the vehicle's angle and acceleration information, the actual acceleration of the shuttle car is obtained using a Kalman filter algorithm, and the accelerations on the left and right sides of the shuttle car are calculated separately by combining the shuttle car's turning radius.

[0063] Specifically, the system collects multi-source data from accelerometers, gyroscopes, RTK-GNSS, and lidar at 100Hz. It estimates the linear acceleration and angular velocity of the aircraft in real time through 12-dimensional Kalman filtering, calculates and compensates for the lateral components of the left and right wheels by solving the turning radius, and finally outputs millimeter-level, interference-resistant left and right longitudinal acceleration. At the same time, it automatically degrades when the sensors are abnormal, providing high-precision input for anti-skid control.

[0064] In one embodiment, a Doppler radar sensor installed at the front of the shuttle car is used to transmit the actual speed of the shuttle car to the vehicle control unit, and the speed signal is filtered to obtain the filtered speed. Combined with the turning radius of the shuttle car, the actual speeds of the left and right sides of the shuttle car are calculated respectively.

[0065] Specifically, a 77GHz Doppler radar is installed directly in front of the shuttle car. Its transmit-receive array continuously detects ground echoes at a frequency of 100Hz. The raw speed signal is filtered by a third-order Butterworth low-pass filter to remove high-frequency jitter, resulting in a smoothed vehicle speed. Subsequently, the vehicle control unit uses the real-time heading angle change rate and wheelbase to calculate lateral acceleration and decomposes the smoothed speed into longitudinal components of the left and right wheels according to the turning radius. This provides the anti-skid algorithm with millimeter-level, highly reliable actual speeds on both sides during curves.

[0066] Based on the above embodiments, this embodiment will provide a detailed description of step S102:

[0067] In one embodiment, a shuttle car slippage judgment model is constructed to judge slippage on the left and right sides of the shuttle car. The judgment of the left side of the shuttle car includes: comparing and analyzing the acceleration of the left motor with the acceleration of the left side of the shuttle car, and comparing and analyzing the acceleration of the left side of the shuttle car with the velocity of the left side of the shuttle car.

[0068] When (Ik×a) SL ) ML <(Jk×a SL ), and V MLn >V MLn-1 If the left side does not slip, this is recorded as the first state.

[0069] when a ML ≥(Jk×a SL When, and V MLn <V MLn-1 If the left side slips, it is recorded as the second state. ​

[0070] The determination of the right side of the shuttle car includes: comparing and analyzing the acceleration of the right-side motor with the acceleration of the right side of the shuttle car, and comparing and analyzing the acceleration of the right side of the shuttle car with the velocity of the right side of the shuttle car.

[0071] When (Ik×a) SR ) MR <(Jk×a SR ), and V MRn >V MRn-1 If the right side does not slip, it is recorded as the third state.

[0072] when a MR ≥(Jk×a SR When, and V MRn <V MRn-1 If the right side slips, it is recorded as the fourth state.

[0073] Where I is the first preset threshold, usually 1.05 by default; J is the second preset threshold, usually 1.3 by default; k is the ratio of the speed ratio to the tire circumference; and a... SL Let a be the acceleration on the left side of the shuttle car. ML V is the acceleration of the left-side drive motor. <Ln V represents the speed of the left side of the vehicle at that moment. MLn-1 Let a be the speed of the left side of the vehicle at the previous moment. SR Let a be the acceleration on the right side of the shuttle car. MR V is the acceleration of the right-side drive motor. MRn V represents the speed of the right side of the vehicle at that moment. MRn-1 This represents the speed of the right side of the vehicle at the previous moment.

[0074] Based on the above embodiments, this embodiment will provide a detailed description of step S103:

[0075] In one embodiment, a shuttle anti-slip model is constructed. If the shuttle slips, controlling the shuttle motor state using the shuttle anti-slip model includes:

[0076] Construct a shuttle anti-slip model to determine whether the shuttle is anti-slip. When the left side of the shuttle is in the first state and the right side is in the third state, the shuttle will not slip and the rotation speed on both sides remains unchanged.

[0077] When the left side of the shuttle is in the first state and the right side is in the fourth state, the right side of the shuttle slips, the left torque and given speed remain unchanged, the right torque is reduced, and the speed limit remains unchanged.

[0078] When both the left and right sides of the shuttle car are in the second state, the left side of the shuttle car will slip, the torque and given speed on the right side will remain unchanged, the torque on the left side will decrease, and the speed limit will remain unchanged.

[0079] ​When the left side of the shuttle is in the second state and the right side is in the fourth state, both sides of the shuttle slip, the torque on both sides decreases, and the speed limit on both sides decreases.

[0080] This embodiment provides a shuttle anti-skid control method based on multi-dimensional data fusion. In extreme scenarios such as heavy-load start-up, sharp turns, soft and slippery surfaces, or a combination of these, the method dynamically identifies the slippage status of the left and right wheels by real-time monitoring of motor acceleration, overall vehicle acceleration, and vehicle speed. The corresponding drive torque is then immediately adjusted to the maximum traction range to avoid the vicious cycle of "idling—digging into ruts—getting stuck." Based on road conditions, traction requirements, and driving habits, the method precisely allocates and controls the speed and output torque of the drive motors on both sides, striving to ensure that each drive wheel operates near the maximum traction on the ground. This solves the problem of the shuttle's tires slipping and failing to move normally under various complex working conditions, achieving good driving capability, improving work efficiency, and ensuring safe production at the coal mine face. Furthermore, real-time anti-skid warning and automatic torque limiting eliminate safety hazards such as sudden stalling and sideslip collisions caused by slippage, providing stable and controllable transportation support for the tunneling face.

[0081] Based on the above embodiments, this embodiment describes a shuttle anti-slip control method based on multi-dimensional data fusion as follows:

[0082] Example 1: Heavy-load uphill climb + soft floor scenario;

[0083] The tunnel has a slope of 12°, a floor made of water-bearing coal slurry, and a rated load of 30t.

[0084] Original control: equal torque output to left and right wheels, average slip rate of 42%, requires external towing 3 times per shift.

[0085] Based on this method, the torque on the left and right sides of the shuttle car can be controlled as follows:

[0086] The left motor's acceleration exceeds the limit, triggering the second state; the right motor remains in the third state.

[0087] The system reduced the left-side torque by 35%, and within 3 seconds, the left-side slip ratio dropped to 18%, allowing the vehicle to autonomously complete the uphill climb without external intervention.

[0088] Results: The operating cycle time was shortened by 9 minutes, the tire temperature rise was reduced by 12°C, and the tread wear was reduced by 22%.

[0089] Example 2: Sharp turn + slippery chassis scenario;

[0090] The curve radius is 25m, the undercarriage is flooded, and the vehicle speed is 3m / s.

[0091] Original control: The speed difference between the inner and outer wheels is too large, causing the inner wheel to spin freely and the turning radius to become uncontrollable.

[0092] Based on this method, the torque on the left and right sides of the shuttle car can be controlled as follows:

[0093] The inner wheel enters the second state, while the outer wheel remains in the first state. The system reduces the inner torque by 28% in real time and sets the inner speed limit NL to k·V. MLn .

[0094] The turning radius error has been reduced from ±1.8m to ±0.4m, and the peak yaw rate of the vehicle body has decreased by 35%, so the driver does not need to brake to correct the direction.

[0095] Example 3: Heavy load start + chassis icing scenario (sensor redundancy configuration);

[0096] Ambient temperature -8℃, base plate covered with ice, load 28t.

[0097] Sensor redundancy: The accelerometer uses a dual-redundant IMU (±2g), and the Doppler radar is equipped with a millimeter-wave radar as a backup.

[0098] Based on this method, the torque on the left and right sides of the shuttle car can be controlled as follows:

[0099] Both sides enter the second and fourth states; the system synchronously reduces TTL and TFR by 40% each, and activates the "ice surface" dedicated k-value mapping table (k is adjusted from 1.0 to 0.7).

[0100] The starting inrush current is reduced by 30%, the peak slip ratio is 25%, there is no slippage throughout the process, and the starting time is shortened from 6s to 3.2s.

[0101] Example 4: Closed-loop verification of remote-controlled shuttle under 5G network;

[0102] 5G private network underground (latency ≤20ms); OPC-UA interface embedded in the vehicle control unit.

[0103] After receiving the data, the ground-based remote cockpit uses cloud-based extended Kalman filter fusion of LiDAR point cloud to perform secondary online calibration of the k-value, and then transmits the updated k-value back to the shuttle via 5G.

[0104] 30 minutes of continuous operation on site: slippage recognition accuracy of 98.7%, torque adjustment response delay of 22ms, and remote terminal "zero takeover" to complete 6 typical tasks such as 180° turn and heavy load climbing.

[0105] Please refer to Figure 2 , Figure 2 This invention provides a structural block diagram of a shuttle anti-slip control device based on multi-dimensional data fusion; the specific device may include:

[0106] The data acquisition module 100 acquires shuttle car operation data, which includes: shuttle car drive motor acceleration, motor output torque, shuttle car acceleration, and shuttle car speed.

[0107] The slippage judgment module 200 generates a first preset threshold and a second preset threshold using the operating condition data, and judges the slippage of the shuttle car using the shuttle car operation data, the first preset threshold and the second preset threshold. If the shuttle car operation data meets the preset threshold, the shuttle car is judged to be slipping.

[0108] The control module 300 generates a shuttle motor adjustment command based on shuttle car slippage, and controls the state of the shuttle motor based on the shuttle motor adjustment command.

[0109] The threshold correction module 400 records the slip ratio, tire temperature and working condition data of each tire in real time, and corrects the first preset threshold and the second preset threshold.

[0110] This embodiment provides a shuttle anti-slip control device based on multi-dimensional data fusion to implement the aforementioned shuttle anti-slip control method based on multi-dimensional data fusion. Therefore, the specific implementation of the shuttle anti-slip control device based on multi-dimensional data fusion can be found in the embodiment section of the shuttle anti-slip control method based on multi-dimensional data fusion described above. For example, the data acquisition module 100, the slip judgment module 200, the control module 300, and the threshold correction module 400 are respectively used to implement steps S101, S102, S103, and S104 in the aforementioned shuttle anti-slip control method based on multi-dimensional data fusion. Therefore, its specific implementation can be referred to the description of the corresponding embodiments, which will not be repeated here.

[0111] To implement the above embodiments, this application also proposes an electronic device, including: a processor and a memory communicatively connected to the processor; the memory stores computer execution instructions; the processor executes the computer execution instructions stored in the memory to implement the method provided in the foregoing embodiments.

[0112] To implement the above embodiments, this application also proposes a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the methods provided in the foregoing embodiments.

[0113] To implement the above embodiments, this application also proposes a computer program product, including a computer program that, when executed by a processor, implements the methods provided in the foregoing embodiments.

[0114] The collection, storage, use, processing, transmission, provision, and disclosure of user personal information involved in this application all comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0115] It should be noted that personal information collected from users should be used for legitimate and reasonable purposes and should not be shared or sold outside of these legitimate uses. Furthermore, such collection / sharing should only be conducted after receiving the user's informed consent, including but not limited to notifying the user to read the user agreement / user notice and sign an agreement / authorization that includes authorization of relevant user information before the user uses the function. In addition, any necessary steps must be taken to protect and safeguard access to such personal information data and ensure that others with access to personal information data comply with their privacy policies and procedures.

[0116] This application is intended to provide an implementation scheme for users to selectively prevent the use or access to their personal information data. Specifically, this disclosure is intended to provide hardware and / or software to prevent or block access to such personal information data. Once personal information data is no longer needed, risks can be minimized by restricting data collection and deleting data. Furthermore, where applicable, such personal information is de-identified to protect user privacy.

[0117] In the foregoing descriptions of the embodiments, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0118] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0119] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0120] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of computer-readable media include: an electrical connection having one or more wires (electronic device), a portable computer disk drive (magnetic device), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Alternatively, the computer-readable medium may be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in a computer memory.

[0121] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0122] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0123] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0124] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of this application.

Claims

1. A shuttle anti-slip control method based on multi-dimensional data fusion, characterized in that, include: Acquire shuttle car operation data, wherein the shuttle car operation data includes: shuttle car drive motor acceleration, motor output torque, shuttle car acceleration, and shuttle car speed; A first preset threshold and a second preset threshold are generated using the operating condition data. The shuttle car operation data, the first preset threshold, and the second preset threshold are used to determine whether the shuttle car is slipping. If the shuttle car operation data meets the preset threshold, the shuttle car is determined to be slipping. Based on shuttle car slippage, a shuttle car motor adjustment command is generated, and based on the shuttle car motor adjustment command, the state of the shuttle car motor is controlled; Real-time recording of tire slip ratio, tire temperature, and operating condition data, and correction of the first preset threshold and the second preset threshold.

2. The shuttle anti-slip control method based on multi-dimensional data fusion according to claim 1, characterized in that, The acquisition of the shuttle drive motor acceleration includes: The speed sensor signals of the left and right drive motors are connected to the left and right drivers. The drivers collect the actual speed of the motors at a fixed period. The actual acceleration of the left and right drive motors of the shuttle car is calculated by the difference between two adjacent speeds and the interval time.

3. The shuttle anti-slip control method based on multi-dimensional data fusion according to claim 1, characterized in that, The motor output torque includes: The parameters of the left and right drive motors are input into the drive, and the actual output torque of the drive motor is obtained based on the control model of the drive motor, the output current of the driver, the DC bus voltage of the driver, and the speed of the driver.

4. The shuttle anti-slip control method based on multi-dimensional data fusion according to claim 1, characterized in that, The shuttle acceleration includes: The acceleration of the entire vehicle is transmitted to the vehicle's control unit by an acceleration sensor installed on the shuttle car. Based on the overall vehicle angle and acceleration information, the actual acceleration of the shuttle car is obtained through the Kalman filter algorithm. Combined with the turning radius of the shuttle car, the accelerations on the left and right sides of the shuttle car are calculated respectively.

5. The shuttle anti-slip control method based on multi-dimensional data fusion according to claim 1, characterized in that, The shuttle speed includes: Using a Doppler radar sensor installed at the front of the shuttle car, the actual speed of the shuttle car is transmitted to the vehicle control unit, and the speed signal is filtered to obtain the filtered speed. Combined with the turning radius of the shuttle car, the actual speeds of the left and right sides of the shuttle car are calculated respectively.

6. The shuttle anti-slip control method based on multi-dimensional data fusion according to claim 1, characterized in that, The process involves generating a first preset threshold and a second preset threshold using operational condition data, and then using the shuttle car operation data, the first preset threshold, and the second preset threshold to determine shuttle car slippage. If the shuttle car operation data meets the preset threshold, the determination of shuttle car slippage includes: A shuttle car slippage detection model is constructed to determine slippage on the left and right sides of the shuttle car. The left-side slippage detection includes: comparing and analyzing the acceleration of the left-side motor with the acceleration of the left side of the shuttle car, and comparing and analyzing the left-side acceleration with the left-side velocity of the shuttle car. When (Ik×a) SL ) ML <(Jk×a SL ), and V MLn >V MLn-1 If the left side does not slip, this is recorded as the first state.​ when a ML ≥(Jk×a SL ), and V MLn <V MLn-1 If the left side slips, it is recorded as the second state. The determination of the right side of the shuttle car includes: comparing and analyzing the acceleration of the right-side motor with the acceleration of the right side of the shuttle car, and comparing and analyzing the acceleration of the right side of the shuttle car with the velocity of the right side of the shuttle car. When (Ik×a) SR ) MR <(Jk×a SR ), and V MRn >V MRn-1 If the right side does not slip, it is recorded as the third state.​ when a MR ≥(Jk×a SR When, and V MRn <V MRn-1 If the right side slips, it is recorded as the fourth state. Where I is the first preset threshold, J is the second preset threshold, k is the ratio of the speed ratio to the tire circumference, and a SL Let a be the acceleration on the left side of the shuttle car. ML V is the acceleration of the left-side drive motor. MLn V represents the speed of the left side of the vehicle at that moment. MLn-1 Let a be the speed of the left side of the vehicle at the previous moment. SR Let a be the acceleration on the right side of the shuttle car. MR V is the acceleration of the right-side drive motor. MRn V represents the speed of the right side of the vehicle at that moment. MRn-1 This represents the speed of the right side of the vehicle at the previous moment.

7. The shuttle anti-slip control method based on multi-dimensional data fusion according to claim 6, characterized in that, The step of generating shuttle motor adjustment commands based on shuttle slippage, and controlling the shuttle motor state based on these commands, includes: Construct a shuttle anti-slip model to determine whether the shuttle is anti-slip. When the left side of the shuttle is in the first state and the right side is in the third state, the shuttle will not slip and the rotation speed on both sides remains unchanged. When the left side of the shuttle is in the first state and the right side is in the fourth state, the right side of the shuttle slips, the left torque and given speed remain unchanged, the right torque is reduced, and the speed limit remains unchanged. When both the left and right sides of the shuttle car are in the second state, the left side of the shuttle car will slip, the torque and given speed on the right side will remain unchanged, the torque on the left side will decrease, and the speed limit will remain unchanged. When the left side of the shuttle is in the second state and the right side is in the fourth state, both sides of the shuttle slip, the torque on both sides decreases, and the speed limit on both sides decreases.

8. A shuttle anti-slip control device based on multi-dimensional data fusion, characterized in that, include: The data acquisition module acquires shuttle car operation data, which includes: shuttle car drive motor acceleration, motor output torque, shuttle car acceleration, and shuttle car speed. The slippage judgment module generates a first preset threshold and a second preset threshold using the operating condition data, and judges the slippage of the shuttle car using the shuttle car operation data, the first preset threshold and the second preset threshold. If the shuttle car operation data meets the preset threshold, the shuttle car is judged to be slipping. The control module generates shuttle motor adjustment commands based on shuttle car slippage, and controls the state of the shuttle motor based on the shuttle motor adjustment commands; The threshold correction module records the slip ratio, tire temperature and operating conditions of each tire in real time, and corrects the first preset threshold and the second preset threshold.

9. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-7.

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