A motor control system

Abstract

This invention discloses a motor control system, relating to the field of motor technology. It includes a data acquisition module, a switching module, an analog module, a transmission module, and a monitoring module. The data acquisition module acquires bus voltage values ​​and switching signals. The switching module switches the power source mode based on the bus voltage values ​​and switching signals. The analog module transmits analog signals from the CAN bus controller to the original equipment controller in electric mode. The transmission module transmits remote motor controller data and winding encoder data to the vehicle controller. The monitoring module controls the motor based on the remote motor controller data and winding encoder data. Through multi-module collaboration, the system can automatically switch between electric and fuel modes based on bus voltage values ​​and switching signals. Data transmission employs an anti-interference design. In terms of safety protection, it provides precise response from alarm to emergency stop, giving the system significant advantages in reliability, compatibility, and economy.

Description

Technical Field

[0001] This invention relates to the field of motor technology, and more particularly to a motor control system. Background Technology

[0002] In recent years, motor control systems have played a key role in fields such as construction machinery, industrial automation, and new energy vehicles. Their core functions are to achieve precise control, condition monitoring, and safety protection of motors. With the increasing environmental protection requirements and the advancement of energy transformation, traditional fuel-driven methods have problems such as emission pollution, low energy efficiency, and high maintenance costs. "Oil-to-electric" technology has become an important development direction in the construction machinery field.

[0003] Existing motor control systems still face numerous technical bottlenecks in areas such as power switching, signal simulation, remote monitoring, and safety protection. Traditional power switching relies on mechanical switches or simple relays, lacking intelligent judgment capabilities and prone to system failures due to misoperation. Signal simulation technology often employs fixed-frequency pulse width modulation, which is difficult to dynamically match the original engine's output characteristics, leading to unstable operation of the hydraulic system. Data transmission typically relies on wired communication, which involves complex wiring and poor anti-interference capabilities. Wireless solutions, on the other hand, suffer from short transmission distances and insufficient stability. Safety protection mechanisms generally suffer from low monitoring accuracy and delayed response, making it difficult to meet safety requirements under complex working conditions. Summary of the Invention

[0004] The technical problem solved by this invention is that motor control systems still have many technical bottlenecks in power switching, signal simulation, remote monitoring and safety protection. Traditional power switching relies on mechanical switches or simple relays, which lack intelligent judgment capabilities and are prone to system failure due to misoperation. Signal simulation technology mostly uses fixed frequency pulse width modulation, which is difficult to dynamically match the output characteristics of the original engine, resulting in unstable operation of the hydraulic system. Data transmission usually relies on wired communication, which is complicated and has poor anti-interference ability. Wireless solutions face the problems of short transmission distance and insufficient stability. Safety protection mechanisms generally have defects such as low monitoring accuracy and lag response, which are difficult to meet the safety requirements under complex working conditions.

[0005] To solve the above-mentioned technical problems, the present invention provides the following technical solution: a motor control system includes a data acquisition module, a switching module, an analog module, a transmission module, and a monitoring module.

[0006] The acquisition module is used to acquire bus voltage values ​​and switching signals;

[0007] The switching module is used to switch the power source mode according to the bus voltage value and the switch signal. The power source mode includes electric mode and fuel mode.

[0008] The simulation module is used in the electric mode to transmit analog signals from the CAN bus controller to the original device controller.

[0009] The transmission module is used to transmit the remote motor controller data and the winding encoder data to the vehicle controller after the analog signal transmission is completed.

[0010] The monitoring module is used to control the motor based on the data from the remote motor controller and the winding encoder.

[0011] As a preferred embodiment of the motor control system described in this invention, the acquisition module is used to connect the touch screen power supply and send an initialization control signal to the subsystem via the RS485 bus. The subsystem includes a remote motor controller, a winding encoder, a pulse generator, and a CAN bus controller. It acquires bus voltage values ​​and switching signals through an anti-interference acquisition design and stores the bus voltage values ​​and switching signals in the vehicle controller. The switching signals include the start button status and the key switch position.

[0012] As a preferred embodiment of the motor control system described in this invention, the logic for acquiring bus voltage values ​​and switching signals through anti-interference acquisition design includes:

[0013] A high-voltage bus signal is acquired, and the high-voltage bus signal is scaled to a preset range through a voltage divider network to obtain a first bus voltage signal. The first bus voltage signal is filtered to remove high-frequency noise through an LC filter circuit to obtain a second bus voltage signal. The second bus voltage signal is amplified by an operational amplifier to obtain a third bus voltage signal. The third bus voltage signal is then connected to an analog-to-digital converter to convert it into a bus voltage value.

[0014] A switch status signal is acquired, and the switch status signal is converted into a digital level signal compatible with the microcontroller through a dedicated interface chip to obtain a first switch signal. The first switch signal is edge-shaped through a Schmitt trigger to obtain a second switch signal. The second switch signal is electrically isolated using an opto-isolator to obtain a third switch signal. The driving capability of the third switch signal is enhanced through a buffer to obtain a fourth switch signal. The fourth switch signal is then connected to the microcontroller to obtain a switch signal.

[0015] As a preferred embodiment of the motor control system described in this invention, the switching module is used to receive the bus voltage value and switching signal in the vehicle control, and switch the power source mode according to the bus voltage value, wherein the power source mode includes electric mode and fuel mode.

[0016] When the bus voltage value is greater than or equal to the first threshold and the switch signal shows that the key switch is in the open state, the power source mode is determined to be electric mode, the switching module cuts off the fuel mode start circuit and connects the electric mode start circuit at the same time.

[0017] When the bus voltage is less than the first threshold and the switch signal indicates that the key switch is in the off state, the power source mode is determined to be fuel mode. The switching module cuts off the electric mode circuit and connects the fuel mode start circuit at the same time.

[0018] As a preferred embodiment of the motor control system described in this invention, the simulation module includes a pulse generator working unit and a CAN bus controller working unit.

[0019] The pulse generator working unit is used to output pulse width modulation to simulate engine speed signal and connect the engine speed signal to the speed input port of the original equipment controller;

[0020] The CAN bus controller working unit is used to generate bus data frames simulating an engine. The bus data frames include engine speed and throttle position data, and the bus data frames are transmitted to the original device controller through the CAN bus controller.

[0021] As a preferred embodiment of the motor control system of the present invention, the analog module further includes an analog signal driving unit, wherein the analog signal includes an engine speed signal and a bus data frame;

[0022] The analog signal drive unit is used to receive the engine speed signal and CAN bus data frame using the original equipment controller, and output control commands according to the preset fuel engine control logic. The hydraulic system execution component executes the control commands so that the operating logic of the hydraulic system is the same as the operating logic of the hydraulic system in fuel mode. The hydraulic system execution component includes a hydraulic pump, a solenoid valve, a proportional valve and a relief valve.

[0023] In a preferred embodiment of the motor control system described in this invention, the transmission module is used to acquire remote motor controller data and winding encoder data after the analog signal transmission is completed, and transmit the remote motor controller data and winding encoder data to the vehicle controller.

[0024] As a preferred embodiment of the motor control system described in this invention, the logic for acquiring remote motor controller data and winding encoder data includes:

[0025] The remote motor controller data includes motor operating parameters, which are acquired through the built-in sensors and fault detection circuit of the remote motor controller. The built-in sensors include current sensors, temperature sensors, and voltage sensors. The motor operating parameters include current parameters, temperature parameters, voltage parameters, and fault status parameters.

[0026] The data from the cable encoder includes cable drum rotation parameters, which are acquired by the photoelectric sensing element of the cable encoder. The photoelectric sensing element includes a code disk, a light source, and a receiving tube. The cable drum rotation parameters include the number of rotations, the unwinding length, and the running speed.

[0027] As a preferred embodiment of the motor control system described in this invention, the monitoring module is used to receive data from the remote motor controller and the winding encoder through the vehicle controller, and calculate the real-time winding length of the winding encoder according to the preset drum diameter to obtain the current winding length; when the current winding length is greater than a second threshold, the monitoring module triggers a graded protection action in combination with the remote motor controller data, and the graded protection action includes a first-level action, a second-level action and a third-level action.

[0028] As a preferred embodiment of the motor control system described in this invention, the logic for the monitoring module to trigger graded protection actions in conjunction with data from the remote motor controller includes:

[0029] The first-level action is used to display a red pop-up window on the touch screen and activate the buzzer alarm when the motor current is less than or equal to the third threshold.

[0030] The secondary action is used to send a stop command to the analog module via RS485 bus when the motor current is greater than the fourth threshold, and to start the air cooling device if the motor winding temperature is greater than the fifth threshold.

[0031] The third-level action is used to send an emergency stop signal to the remote motor controller via RS485 bus when the current wire length is greater than the sixth threshold, and to transmit the current wire length and motor temperature data to the vehicle controller via the transmission module.

[0032] The beneficial effects of this invention are as follows: This invention proposes a motor control system that achieves intelligent power switching and dynamic signal simulation through multi-module collaboration. The system can automatically switch between electric and fuel modes based on bus voltage and switch signals, avoiding malfunctions of mechanical switches. Data transmission adopts an anti-interference design, utilizing voltage divider filtering and photoelectric isolation to process signals and transmit remote motor controller and encoder data in real time, solving the problems of wired complexity and wireless instability. In terms of safety protection, three-level protection is triggered based on cable length and motor parameters, providing precise response from alarm to emergency stop, improving monitoring accuracy and response speed. This strongly supports the green transformation needs such as "oil-to-electricity" conversion, improves energy efficiency, reduces emissions and maintenance costs, and gives the system significant advantages in reliability, compatibility, and economy. Attached Figure Description

[0033] Figure 1 This is a basic flowchart of a motor control system provided in one embodiment of the present invention. Detailed Implementation

[0034] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0035] Example 1, referring to Figure 1 As one embodiment of the present invention, a motor control system is provided, including a data acquisition module, a switching module, an analog module, a transmission module, and a monitoring module:

[0036] The acquisition module is used to acquire bus voltage values ​​and switch signals.

[0037] The switching module is used to switch the power source mode according to the bus voltage value and the switch signal. The power source modes include electric mode and fuel mode.

[0038] The analog module is used in electric mode for the CAN bus controller to transmit analog signals to the original device controller.

[0039] The transmission module is used to transmit remote motor controller data and wire encoder data to the vehicle controller after the analog signal transmission is completed.

[0040] The monitoring module is used to control the motor based on data from the remote motor controller and the winding encoder.

[0041] The acquisition module is used to power on the touch screen and send initialization control signals to the subsystem via RS485 bus. The subsystem includes a remote motor controller, a winding encoder, a pulse generator, and a CAN bus controller. Through anti-interference acquisition design, it acquires bus voltage values ​​and switch signals and stores them in the vehicle controller. The switch signals include the start button status and key switch position.

[0042] Initialization control signals are sent to the subsystems via the RS485 bus. Leveraging the anti-interference communication characteristics of the RS485 bus, the initialization commands are accurately transmitted to each subsystem. This enables operations such as configuring the operating parameters of the remote motor controller, calibrating the reference position of the winding encoder, initializing the pulse generator frequency, and setting the communication protocol of the CAN bus controller. This lays the foundation for the coordinated operation of the entire motor control system. The anti-interference acquisition design collects bus voltage values ​​and switching signals, ensuring that the collected bus voltage values ​​and switching signals are accurate and reliable. This provides stable data support for subsequent functions such as power source mode switching and motor control, improving the operating accuracy and reliability of the entire motor control system.

[0043] The logic for acquiring bus voltage values ​​and switching signals through anti-interference acquisition design includes:

[0044] The high-voltage bus signal is acquired, and the high-voltage bus signal is scaled to a preset range through a voltage divider network to obtain the first bus voltage signal. The first bus voltage signal is filtered to remove high-frequency noise through an LC filter circuit to obtain the second bus voltage signal. The second bus voltage signal is amplified by an operational amplifier to obtain the third bus voltage signal. The third bus voltage signal is then connected to an analog-to-digital converter to convert it into a bus voltage value.

[0045] By using a voltage divider network to convert dangerous high voltages into a safe voltage range, the safety of downstream circuit components is ensured, and the foundation for subsequent signal processing is laid. The LC filter circuit filters out high-frequency noise, avoiding voltage fluctuations caused by interference signals and ensuring the authenticity of the acquired data. The operational amplifier amplifies the signal, bringing the weak voltage signal to the optimal input range of the analog-to-digital converter, improving conversion accuracy. The final accurate bus voltage value obtained directly provides a key basis for the switching module to determine the power source mode. It also provides data support for the monitoring module to evaluate the motor operating status and trigger safety protection actions, ensuring the accuracy of subsequent decisions and actions of the entire control system. It is a key preliminary step for the system to achieve intelligent control.

[0046] The system acquires a switch status signal and converts it into a digital level signal compatible with the microcontroller using a dedicated interface chip to obtain a first switch signal. The first switch signal is then edge-shaped using a Schmitt trigger to obtain a second switch signal. The second switch signal is then electrically isolated using an opto-isolator to obtain a third switch signal. The third switch signal is then enhanced with a buffer to obtain a fourth switch signal. Finally, the fourth switch signal is connected to the microcontroller to obtain a switch signal.

[0047] A dedicated interface chip converts the signal level incompatibility, ensuring the microcontroller can correctly read the switch state. Schmitt trigger shaping eliminates signal edge oscillations caused by external electromagnetic interference. Opto-isolators provide electrical isolation, cutting off the direct electrical connection between the switch circuit and the control system via optical signal transmission. This prevents external high voltage, surge, or ground loop interference from reaching the microcontroller through the signal line. Buffers enhance the drive capability, enabling the microcontroller to accurately obtain the true state of the remote switch. This process, through multi-stage processing of level conversion, edge shaping, electrical isolation, and drive enhancement, effectively solves problems such as noise interference and level incompatibility in switch signal transmission, ensuring the reliability and anti-interference capability of the switch signal. It provides accurate signal input for subsequent switching modules to determine the power source mode and for system safety logic control.

[0048] The switching module is used to receive the bus voltage value and switching signal from the vehicle control system, and to switch the power source mode according to the bus voltage value. The power source mode includes electric mode and fuel mode.

[0049] When the bus voltage is greater than or equal to the first threshold and the switch signal indicates that the key switch is in the open state, the power source mode is determined to be electric mode. The switching module cuts off the fuel mode start circuit and connects the electric mode start circuit at the same time.

[0050] When the bus voltage is less than the first threshold and the switch signal indicates that the key switch is in the off state, the power source mode is determined to be fuel mode. The switching module cuts off the electric mode circuit and connects the fuel mode start circuit at the same time.

[0051] This dual-mode interlock mechanism avoids misoperation through electrical logic, ensuring efficient operation in electric mode and seamless switching to fuel drive when power is insufficient. It provides a safe and reliable power solution for the "oil-to-electric" conversion of construction machinery, improving the adaptability and energy efficiency of the equipment under complex working conditions.

[0052] The simulation module includes a pulse generator working unit and a CAN bus controller working unit.

[0053] The pulse generator working unit is used to output pulse width modulation to simulate the engine speed signal, and connect the engine speed signal to the speed input port of the original equipment controller.

[0054] This design simulates engine speed signals by dynamically adjusting the frequency and duty cycle of the pulse width modulation signal to match the engine speed variation under different operating conditions. This solves the problem that traditional fixed-frequency modulation cannot adapt to the original engine output characteristics, ensuring that the speed signal received by the original equipment controller is consistent with the fuel mode. This ensures that the hydraulic system actuators operate stably according to the preset fuel control logic, improving the compatibility and reliability of the electrification transformation of construction machinery.

[0055] The CAN bus controller working unit is used to generate bus data frames that simulate an engine. The bus data frames include engine speed and throttle position data, and the bus data frames are transmitted to the original device controller through the CAN bus controller.

[0056] The CAN bus controller working unit is used to generate bus data frames that simulate the engine. By dynamically adjusting the speed value and throttle percentage in the data frame, it accurately reproduces the communication response when the engine load changes. This ensures that the original equipment controller outputs instructions that conform to the fuel control logic based on these simulated data, drives the hydraulic system to perform coordinated actions of the components, and achieves compatible control of the original hydraulic system in electric mode. This significantly reduces the cost and complexity of the "oil-to-electric" technology upgrade.

[0057] The analog module also includes an analog signal drive unit, and the analog signals include engine speed signals and bus data frames.

[0058] The analog signal drive unit is used to receive engine speed signals and CAN bus data frames from the original equipment controller, and output control commands according to the preset fuel engine control logic. The hydraulic system execution components execute the control commands, so that the operating logic of the hydraulic system is the same as that of the hydraulic system in fuel mode. The hydraulic system execution components include hydraulic pumps, solenoid valves, proportional valves and relief valves.

[0059] This ensures that the hydraulic system operates in the same way as in fuel-powered mode, guaranteeing that the pressure and flow characteristics, response speed, and load matching characteristics of the hydraulic system are highly consistent with those in fuel-powered mode. This achieves a seamless transition in the hydraulic system's operating state after the "oil-to-electric" conversion, avoiding a decrease in work efficiency or a change in operating feel due to the power source switch, and ensuring that the construction machinery maintains its original operating performance after the electrification conversion.

[0060] The transmission module is used to acquire remote motor controller data and winding encoder data after the analog signal transmission is completed, and then transmit the remote motor controller data and winding encoder data to the vehicle controller.

[0061] The logic for acquiring remote motor controller data and wire encoder data includes:

[0062] The remote motor controller data includes motor operating parameters, which are collected through the remote motor controller's built-in sensors and fault detection circuits. The built-in sensors include current sensors, temperature sensors, and voltage sensors. The motor operating parameters include current parameters, temperature parameters, voltage parameters, and fault status parameters.

[0063] Motor operating parameters are collected through the built-in sensors and fault detection circuits of the remote motor controller. These accurately collected motor operating parameters constitute the core content of the remote motor controller data, providing a basis for the transmission module to transmit key information to the vehicle controller. This enables the vehicle controller to promptly grasp the motor's operating status, thereby achieving precise control and safety protection of the motor. At the same time, detailed operating parameters and fault status parameters also help to quickly locate problems when abnormalities occur in the motor, greatly improving the reliability and fault diagnosis efficiency of the motor control system and providing strong data support for the stable operation of the entire motor control system.

[0064] The data from the cable encoder includes the rotation parameters of the cable winding drum, which are acquired by the photoelectric sensing element of the cable encoder. The photoelectric sensing element includes a code disk, a light source, and a receiving tube. The rotation parameters of the cable winding drum include the number of rotations, the unwinding length, and the running speed.

[0065] The rotation parameters of the winding drum are collected by the photoelectric sensing element of the winding encoder. When the winding drum rotates, the code disk rotates accordingly. The light projected by the light source passes through the light-transmitting and opaque areas on the code disk and is converted into pulse signals by the receiving tube. By calculating the number, frequency and phase of the pulses, key parameters such as the number of rotations of the winding drum, the unwinding length and the running speed are accurately obtained. This provides the transmission module with accurate winding operation status information, enabling the vehicle controller to conduct collaborative analysis with the remote motor controller based on this data. This achieves refined control of the winding operation and improves the accuracy and intelligence level of the construction machinery in cable winding and unwinding scenarios.

[0066] The monitoring module is used to receive data from the remote motor controller and the wire encoder through the vehicle controller, and calculate the real-time wire feeding length of the wire encoder according to the preset drum diameter to obtain the current wire feeding length. When the current wire feeding length is greater than the second threshold, the monitoring module triggers a graded protection action in combination with the remote motor controller data. The graded protection action includes a first-level action, a second-level action, and a third-level action.

[0067] The monitoring module, combined with data from the remote motor controller, triggers tiered protection actions. This tiered response mechanism can maintain equipment operation and improve work efficiency during minor anomalies, while also quickly blocking dangers when risks escalate, balancing safety and economy, and providing comprehensive and reliable safety assurance for the motor control system.

[0068] The logic for the monitoring module to trigger graded protection actions based on data from the remote motor controller includes:

[0069] The first-level action is used to display a red pop-up window on the touch screen and activate the buzzer alarm when the motor current is less than or equal to the third threshold.

[0070] A red pop-up window is displayed on the touchscreen, and a buzzer alarm is activated. This strong visual impact attracts the operator's attention, while the buzzer emits a high-frequency alarm sound, forming a multi-dimensional warning signal. This immediate and prominent alarm method can alert the operator to the abnormal situation as soon as the equipment malfunctions in its initial stages, buying valuable time for manual intervention to troubleshoot and adjust operating parameters. This effectively prevents the abnormal situation from worsening due to negligence, ensuring the safe operation of the equipment while minimizing the impact on the continuity of work.

[0071] The secondary action is used to send a stop command to the analog module via RS485 bus when the motor current is greater than the fourth threshold, and to start the air cooling device if the motor winding temperature is greater than the fifth threshold.

[0072] A stop command is sent to the analog module via the RS485 bus, forcibly cutting off the analog motor signal input and causing the original equipment controller to stop outputting drive commands, thereby orderly shutting down the motor and preventing permanent damage to the motor due to continuous overload. If the motor winding temperature exceeds the fifth threshold, the air cooling device is activated, accelerating air convection through the cooling fan to quickly remove internal heat from the motor and reduce the winding temperature. This approach not only promptly blocks abnormal operating conditions through precise signal control but also mitigates the risk of high temperatures through heat dissipation measures, effectively avoiding serious faults such as fires and insulation aging caused by the superposition of current overload and high temperature. It achieves a balance between equipment safety and performance protection, provides a buffer transition for the three-level action, and maximizes the operational safety and lifespan of the motor system.

[0073] The third-level action is used to send an emergency stop signal to the remote motor controller via RS485 bus when the current wire length exceeds the sixth threshold, and to transmit the current wire length and motor temperature data to the vehicle controller via the transmission module.

[0074] An emergency stop signal is sent to the remote motor controller via RS485 bus, triggering the motor's internal safety relay to quickly cut off the main circuit power, achieving millisecond-level braking response. This prevents cable breakage due to excessive release or drum loss of control. The current cable length and motor temperature data are transmitted to the vehicle controller via the transmission module. On one hand, an emergency fault log is generated on the local touchscreen interface, recording key parameter curves for post-event analysis. On the other hand, the data is encrypted and uploaded to the cloud server, supporting real-time diagnosis by remote experts. This ensures equipment safety and improves operational efficiency, forming a closed-loop management system from emergency response to prevention and improvement.

[0075] This invention proposes a motor control system that achieves intelligent power switching and dynamic signal simulation through multi-module collaboration. The system can automatically switch between electric and fuel modes based on bus voltage and switch signals, avoiding malfunctions of mechanical switches. Data transmission employs an anti-interference design, utilizing voltage divider filtering and opto-isolation to process signals and transmit remote motor controller and encoder data in real time, solving the problems of wired complexity and wireless instability. For safety protection, three levels of protection are triggered based on cable length and motor parameters, providing precise responses from alarm to emergency stop, improving monitoring accuracy and response speed. This strongly supports the green transformation needs such as "oil-to-electricity" conversion, improves energy efficiency, reduces emissions and maintenance costs, and gives the system significant advantages in reliability, compatibility, and economy.

[0076] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product implemented on one or more computer-usable storage media containing computer-usable program code. The storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), Programmable Red-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0077] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. An electric motor control system, characterized by, The acquisition module is used for acquiring bus voltage values and switch signals. The switching module is used for switching power source modes according to the bus voltage values and switch signals, wherein the power source modes include an electric mode and a fuel mode. The simulation module is used for transmitting analog signals from a CAN bus controller to an original equipment controller in the electric mode. The transmission module is used for transmitting remote motor controller data and winding encoder data to a vehicle-mounted controller after the transmission of the analog signals is completed. The monitoring module is used for controlling a motor according to the remote motor controller data and winding encoder data. The acquisition module is used for turning on a touch screen power supply, sending an initialization control signal to a subsystem through an RS485 bus, and storing bus voltage values and switch signals into a vehicle-mounted controller, wherein the subsystem includes a remote motor controller, a winding encoder, a pulse generator and a CAN bus controller, the bus voltage values and switch signals are acquired through an anti-interference acquisition design, and the switch signals include a start button state and a key switch position. The logic of acquiring the bus voltage values and switch signals through the anti-interference acquisition design includes: A high-voltage bus signal is acquired, the high-voltage bus signal is scaled to a preset range through a voltage division network to acquire a first bus voltage signal, the first bus voltage signal is filtered through an LC filter circuit to acquire a second bus voltage signal, the second bus voltage signal is amplified through an operational amplifier to acquire a third bus voltage signal, and the third bus voltage signal is converted into a bus voltage value through an analog-to-digital converter. A switch state signal is acquired, the switch state signal is converted into a digital level signal compatible with a microcontroller through a special interface chip to acquire a first switch signal, the first switch signal is edge shaped through a Schmitt trigger to acquire a second switch signal, the second switch signal is electrically isolated through an optoelectronic isolator to acquire a third switch signal, the driving capability of the third switch signal is enhanced through a buffer to acquire a fourth switch signal, and the fourth switch signal is input into a microcontroller to acquire a switch signal. The switching module is used for receiving bus voltage values and switch signals in a vehicle-mounted controller, and switching power source modes according to the bus voltage values, wherein the power source modes include an electric mode and a fuel mode.

2. The motor control system of claim 1, wherein: When the bus voltage values are greater than or equal to a first threshold value and the switch signals show that a key switch is in an on state, the power source mode is determined as the electric mode, the switching module cuts off a fuel mode starting loop and turns on an electric mode starting loop. When the bus voltage values are less than the first threshold value and the switch signals show that the key switch is in an off state, the power source mode is determined as the fuel mode, the switching module cuts off the electric mode starting loop and turns on the fuel mode starting loop. The simulation module includes a pulse generator working unit and a CAN bus controller working unit.

3. The motor control system of claim 1, wherein: ​ The pulse generator working unit is used for outputting pulse width modulation, analog engine speed signal, and inputting the engine speed signal into the speed input port of the original equipment controller; The CAN bus controller working unit is used for generating bus data frames of the analog engine, the bus data frames including engine speed and throttle position data, and transmitting the bus data frames to the original equipment controller through the CAN bus controller.

4. The motor control system of claim 3, wherein: The analog module further includes an analog signal driving unit, the analog signal including engine speed signal and bus data frames; The analog signal driving unit is used for receiving the engine speed signal and CAN bus data frames by the original equipment controller, outputting control instructions according to preset fuel engine control logic, and executing the control instructions by hydraulic system execution components, so that the operation logic of the hydraulic system is the same as that in the fuel mode, the hydraulic system execution components including a hydraulic pump, solenoid valves, proportional valves and relief valves.

5. The motor control system of claim 1, wherein: The transmission module is used for acquiring remote motor controller data and reel encoder data when the analog signal transmission is completed, and transmitting the remote motor controller data and reel encoder data to the vehicle-mounted controller.

6. The motor control system of claim 5, wherein: The logic of acquiring remote motor controller data and reel encoder data includes: The remote motor controller data includes motor operating parameters, the motor operating parameters being collected by built-in sensors and fault detection circuits of the remote motor controller, the built-in sensors including current sensors, temperature sensors and voltage sensors, and the motor operating parameters including current parameters, temperature parameters, voltage parameters and fault state parameters; The reel encoder data includes reel drum rotation parameters, the reel drum rotation parameters being collected by photoelectric sensing elements of the reel encoder, the photoelectric sensing elements including code discs, light sources and receiving tubes, and the reel drum rotation parameters including rotation turns, pay-off length and running speed.

7. The motor control system of claim 1, wherein: The monitoring module is used for receiving the remote motor controller data and reel encoder data by the vehicle-mounted controller, calculating real-time pay-off length of the reel encoder according to preset reel diameter, and acquiring current pay-off length; When the current pay-off length is greater than a second threshold value, the monitoring module triggers a hierarchical protection action in combination with the remote motor controller data, the hierarchical protection action including a first action, a second action and a third action.

8. The motor control system of claim 7, wherein: The logic of the monitoring module triggering the hierarchical protection action in combination with the remote motor controller data includes: The first action is used for displaying a red pop-up window on the touch screen and activating a buzzer alarm when the motor current is less than or equal to a third threshold value; The second action is used for sending a shutdown instruction to the analog module through the RS485 bus when the motor current is greater than a fourth threshold value, and starting a forced air cooling device if the motor winding temperature is greater than a fifth threshold value; The third action is used for sending an emergency stop signal to the remote motor controller through the RS485 bus when the current pay-off length is greater than a sixth threshold value, and transmitting the current pay-off length and motor temperature data to the vehicle-mounted controller through the transmission module.

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