Intelligent silo loading control system

Abstract

The invention discloses an intelligent loading control system for a silo, and relates to the technical field of loading control, and the system comprises a data collection module which is used for collecting a sensor data flow; the disturbance compensation module is used for carrying out vibration coupling grade division on the basis of the sensor data flow and the vehicle vibration amplitude obtained through prediction of the vehicle vibration short-term prediction model, and formulating a corresponding coupling disturbance compensation instruction on the basis of the vibration coupling grade; the valve opening degree module is used for calculating the opening degree of a basic gate based on the set target loading weight and the collected real-time loading weight; based on the vibration coupling grade and the coupling disturbance compensation instruction, the basic gate opening degree is adjusted, and the initial adjustment opening degree is obtained; correcting the initial adjustment opening degree in combination with environment wind speed data collected in real time to obtain a corrected gate opening degree; the completion judgment module is used for closing the gate to complete loading when the real-time loading weight reaches the target value; material scattering and loss in the loading process can be reduced, and efficiency and stability are improved.

Description

Technical Field

[0001] This invention relates to the field of loading control technology, and more specifically, to an intelligent loading control system for silos. Background Technology

[0002] In the loading of bulk materials such as grain and coal into silos, the operation scenarios are mostly semi-enclosed or enclosed structures, and the loading point is rigidly bound to the silo storage facilities. The operation process is easily affected by both weak external disturbances and strong internal disturbances. In terms of the external environment, the loading points of silos are usually located in fixed working areas below the silo body or extending from the side wall. Natural wind is blocked by the silo body, and the loading positions are mostly equipped with hardened fixed platforms, which greatly reduces the direct interference of the external environment on the loading process. However, the internal disturbances of the silo system become the dominant interference factors, which are manifested in the following ways: First, large drop impact disturbance. The drop height of the material from the bottom or side wall of the silo to the truck can be several meters. The high drop causes the impact force of the material flow on the truck to be greater than in the open environment, and the impact force on the vehicle exacerbates the vehicle vibration. Second, equipment linkage vibration. The vibration generated by the bucket elevator and the closed belt conveyor that are equipped with the silo will be transmitted to the loading chute and the vehicle waiting to be loaded. This vibration is superimposed with the idling vibration of the vehicle engine, so that the vehicle exhibits a complex periodic dynamic instability state with a 1-3 Hz basic frequency superimposed with a 5-8 Hz equipment vibration frequency. The above-mentioned internal disturbances together form a continuous and stronger interference to the material loading process.

[0003] Existing control technologies for loading bulk materials into silos still primarily employ closed-loop control schemes targeting total weight or static volume. Specifically, they adjust the opening of the loading chute and gate using proportional-integral control (PIC) or model predictive control (MMC) algorithms, combined with a lag compensation mechanism for the weighing signal, to regulate the material loading amount. This technology is based on the assumption that the loading platform and the vehicle to be loaded are always in a relatively stable state, with a weighing data update cycle of approximately 1 second and a gate opening adjustment cycle of approximately half a second. It only focuses on whether the final material loading amount meets the target, failing to consider the correlation between the silo unloading process before material exits from the loading port and the vehicle's dynamic state in a silo setting. It also lacks a model to investigate the interaction between the inherent fluctuations of silo unloading and vehicle vibration, making it unsuitable for the unique endogenous disturbance environment of silos.

[0004] In actual silo loading operations, when the vehicle to be loaded moves or stops at a low speed at the weighing point or loading position, the silo unloading process first causes material flow fluctuations: the surge phenomenon of silo unloading causes the material flow to rise instantaneously, or the rat hole phenomenon causes the material flow to drop suddenly. When this fluctuating material flow impacts the bottom of the car body, it generates additional impact force, directly aggravating vehicle vibration. The undulating vibration of the vehicle further changes the receiving position and state of the material in the car body. When the car body moves upward, the relative height of the material flow at the bottom of the car body decreases, making it easy to accumulate under the chute. When the car body moves downward, the relative height increases sharply, and the material flow is easily thrown to the edge of the car body or even the outside, forming a coupling effect of bidirectional reinforcement between the original fluctuations of silo unloading and vehicle vibration.

[0005] The aforementioned technical defects directly lead to a series of problems. When the material flow is excessively output instantaneously, some material will scatter outside the truck body. The scattered material mixes with the dust generated during silo unloading, resulting in a high dust concentration in the work area. Additional equipment such as pulse bag dust collectors are required for treatment. Moreover, the scattered material accumulates in the gap between the fixed platform and the silo body, making cleaning much more difficult than in open areas. Each cleaning requires additional manpower, increasing operating costs and material losses. Overloading will cause the total weight of the vehicle to exceed the road transport limit. Furthermore, the silo loading point is fixed and measurement is difficult. The vehicle needs to frequently travel between the weighbridge and the loading position for secondary loading and unloading. Each shift requires a loading team. The machine is specially designed to handle loading and unloading, which doubles the loading time. More seriously, fluctuations in material flow can easily lead to excessive local accumulation of material in the truck bed, resulting in uneven axle load distribution, exceeding axle load limits, accelerating tire wear, extending braking distance, and even causing rollover accidents. In addition, the superposition of high drop impact and coupled vibration will also accelerate the wear of loading chutes and gates, shortening the service life of chutes and increasing the frequency of gate seal replacement compared to open-air scenarios, further increasing equipment maintenance costs. This not only seriously affects the efficiency and economy of silo loading operations, but also poses a hidden danger to road transport safety and environmental compliance in the operating area.

[0006] In view of this, the present invention proposes an intelligent loading control system for silos to solve the above problems. Summary of the Invention

[0007] To overcome the aforementioned deficiencies of the prior art and achieve the above objectives, the present invention provides the following technical solution: an intelligent loading control system for silos, comprising:

[0008] The data acquisition module is used to acquire sensor data streams;

[0009] The disturbance compensation module classifies the vibration coupling level based on the sensor data stream and the vehicle vibration amplitude predicted by the short-term vehicle vibration prediction model, and formulates corresponding coupling disturbance compensation instructions based on the vibration coupling level.

[0010] The valve opening module calculates the basic gate opening based on the set target load weight and the collected real-time load weight; it adjusts the basic gate opening based on the vibration coupling level and coupling disturbance compensation command to obtain the preliminary adjusted opening; and it corrects the preliminary adjusted opening by combining the collected real-time environmental wind speed data to obtain the corrected gate opening.

[0011] The material feeding adjustment module calculates the current axle load distribution and the car body tilt based on the sensor data stream; based on the current axle load distribution and the car body tilt, it performs the corresponding chute position adjustment.

[0012] The completion judgment module is used to close the gate and complete the loading when the real-time loading weight reaches the target value.

[0013] Furthermore, the sensor data stream includes vehicle vibration acceleration, vehicle attitude angle, real-time load weight, material flow rate, gate opening, axle load, and ambient wind speed.

[0014] Furthermore, methods for classifying vibration coupling levels include:

[0015] Frequency domain analysis was performed on the vehicle vibration acceleration and the actual material flow rate to obtain the vehicle vibration frequency and the flow fluctuation frequency. Based on the cross-correlation coefficient between the vehicle vibration acceleration and the actual material flow rate, and the difference between the vehicle vibration frequency and the flow fluctuation frequency, it was determined whether there was any coupled vibration interference.

[0016] Based on the set vibration amplitude safety ratio threshold and the vehicle vibration amplitude at the next moment, assess the risk of material flow overshoot;

[0017] Based on the presence of current coupled vibration interference and material flow overshoot risk, vibration coupling levels are classified.

[0018] Furthermore, methods for determining whether coupled vibration interference exists include:

[0019] When the cross-correlation coefficient between vehicle vibration acceleration and actual material flow rate is greater than or equal to the set coupling judgment threshold, and the difference between vehicle vibration frequency and flow fluctuation frequency is less than or equal to the vehicle vibration frequency of the set vibration ratio, it is determined that there is currently coupled vibration interference; otherwise, it is determined that there is currently no coupled vibration interference.

[0020] Furthermore, methods for assessing the risk of material flow overshoot include:

[0021] Let the initial distance between the current loading chute and the bottom of the car body be denoted as . ;

[0022] If the vehicle vibration amplitude is less than or equal to the preset first amplitude ratio and The product of these factors is assessed as a low-risk overshoot; if the vehicle vibration amplitude is greater than the proportion of the first amplitude, it is considered a low-risk overshoot. The product of, and less than or equal to, the preset second amplitude ratio and The product of these factors is assessed as a medium-risk overshoot; if the vehicle vibration amplitude is greater than the proportion of the second amplitude, it is considered a medium-risk overshoot. The product of these factors is assessed as a high-risk overshoot.

[0023] Furthermore, methods for classifying vibration coupling levels also include:

[0024] When coupled vibration interference exists and the risk of material flow overshoot is low, the vibration coupling level is classified as low coupling level; when coupled vibration interference exists and the risk of material flow overshoot is medium, the vibration coupling level is classified as medium coupling level; when coupled vibration interference exists and the risk of material flow overshoot is high, the vibration coupling level is classified as high coupling level.

[0025] Furthermore, methods for obtaining the basic gate opening include:

[0026] Subtract the real-time load weight from the target load weight to obtain the load deviation;

[0027] Set the proportional coefficient and integral time to calculate the initial valve opening adjustment amount;

[0028] Based on the integral time, the loading deviation of the entire operation process is calculated by integration, and a proportionality coefficient is used to measure the positive proportional relationship between the loading deviation and the initial valve opening adjustment.

[0029] The initial reference opening is preset, and the initial reference opening is added to the initial valve opening adjustment amount to obtain the basic gate opening.

[0030] Furthermore, methods for obtaining the corrected gate opening include:

[0031] Based on the vibration coupling level and vehicle vibration acceleration, the basic compensation opening is set;

[0032] The basic compensation opening is superimposed with the basic gate opening to obtain the preliminary adjustment opening;

[0033] A safe wind speed threshold is preset, the ambient wind speed is compared with the safe wind speed threshold, and the wind speed correction amount is set based on the comparison result;

[0034] The initial adjustment of the gate opening is combined with the wind speed correction to obtain the corrected gate opening.

[0035] Furthermore, the methods for setting the basic compensation opening include:

[0036] If the vibration coupling level is low, when the vehicle vibration acceleration is positive, the basic compensation opening is set to the preset first compensation opening positive value; when the vehicle vibration acceleration is negative, it is set... The first compensation opening is negative;

[0037] If the vibration coupling level is medium coupling level, when the vehicle vibration acceleration is positive, the basic compensation opening is set to the preset positive value of the second compensation opening; when the vehicle vibration acceleration is negative, the basic compensation opening is set to the negative value of the second compensation opening.

[0038] If the vibration coupling level is high coupling level, when the vehicle vibration acceleration is positive, the basic compensation opening is set to the preset positive value of the third compensation opening; when the vehicle vibration acceleration is negative, the basic compensation opening is set to the negative value of the third compensation opening.

[0039] Furthermore, methods for obtaining the current axle load distribution state and the determination result of the car tilt include:

[0040] The collected axle loads are processed by Kalman filtering to obtain smoothed front axle and rear axle filtered load values. The difference between the smoothed front axle load signal value and the rear axle load signal value is calculated and recorded as the axle load difference. If the absolute value of the axle load difference is less than or equal to the preset axle load balance judgment threshold, the current axle load distribution is determined to be uniform. If the axle load difference is greater than the axle load balance judgment threshold, the current front axle load is determined to be unbalanced. If the axle load difference is less than a negative axle load balance judgment threshold, the current rear axle load is determined to be unbalanced. The judgment result and the front axle and rear axle load difference together constitute the current axle load distribution state.

[0041] Based on the vehicle's attitude angles, the longitudinal pitch angle α and the calibrated lateral roll angle β are obtained through calibration, and a pre-set attitude allowable range is established. If α is greater than the upper limit of the attitude allowable range, the determination of the car body tilt is that the front end of the car body is raised; if α is less than the lower limit of the attitude allowable range, the determination of the car body tilt is that the rear end of the car body is raised. Less than or equal to the upper limit of the allowable attitude range and If the value is less than or equal to the upper limit of the allowable attitude range, the result of the carriage tilt determination meets the uniformity requirement; if If the value exceeds the upper limit of the allowable attitude range, the car body is determined to be tilted to the side.

[0042] Compared with the prior art, the technical effects and advantages of the intelligent silo loading control system of the present invention are as follows:

[0043] This invention comprises a data acquisition module, a disturbance compensation module, a valve opening module, a material feeding adjustment module, and a completion determination module. The data acquisition module collects and preprocesses sensor data streams, including vehicle vibration acceleration, vehicle attitude angle, real-time loading weight, material flow rate, axle loads, and ambient wind speed. The disturbance compensation module, based on the preprocessed sensor data streams and the vehicle vibration amplitude obtained from the short-term vehicle vibration prediction model, uses frequency domain analysis and cross-correlation coefficients to determine coupled vibration interference. It also assesses the risk of material flow overshoot by combining the ratio of vibration amplitude to the initial material drop distance, thereby classifying the vibration coupling level and formulating coupled disturbance compensation instructions. The valve opening module first calculates the basic gate opening based on the deviation between the target loading weight and the real-time loading weight using proportional-integral control. Then, it obtains the initial adjustment opening by combining the vibration coupling level and coupled disturbance compensation instructions. Finally, it corrects the gate opening based on the ambient wind speed. The material feeding adjustment module filters the axle loads, calibrates the vehicle attitude angle, calculates the axle load difference, and determines the tilt state of the car body. Based on this, it adjusts the chute position or guides the vehicle movement. The completion determination module closes the gate to complete loading when the real-time loading weight reaches the target value.

[0044] This invention solves the problems faced by existing technologies in silo loading operations, such as endogenous disturbances causing material flow and vehicle vibration coupling, material spillage caused by existing technologies only focusing on the total loading volume, equipment wear and dust exceeding standards. It can reduce material spillage and loss, reduce manual cleaning costs, reduce wear on chutes and gates to reduce equipment maintenance costs, control dust concentration in the work area, and at the same time improve loading efficiency and stability, ensuring the safety and economy of the loading process. Attached Figure Description

[0045] Figure 1 This is a schematic diagram of the intelligent silo loading control system proposed in an embodiment of the present invention;

[0046] Figure 2 This is an execution flowchart of the intelligent silo loading control system proposed in an embodiment of the present invention;

[0047] Figure 3 This is a flowchart of the method for classifying vibration coupling levels proposed in an embodiment of the present invention;

[0048] Figure 4 This is a flowchart of the method for obtaining the basic gate opening proposed in an embodiment of the present invention. Detailed Implementation

[0049] The technical solutions of the embodiments of the present invention will be described in detail, clearly, and completely below with reference to the accompanying drawings. It should be particularly noted that the specific embodiments described below are only for better illustrating and explaining the technical solutions of the present invention, and are intended to enable those skilled in the art to better understand and implement the present invention, and should not be construed as limiting the scope of protection of the present invention. Without departing from the spirit and substance of the present invention, those skilled in the art can modify, adjust, or make equivalent substitutions based on the content disclosed in the present invention, and these should all be considered within the scope of protection of the present invention.

[0050] Example 1:

[0051] Please see Figure 1 As shown, this embodiment discloses an intelligent loading control system for silos, including a data acquisition module, a disturbance compensation module, a valve opening module, a material discharge adjustment module, and a completion determination module. Each module is connected via wired and / or wireless means to achieve data transmission.

[0052] The data acquisition module is used to acquire sensor data streams.

[0053] The sensor data stream includes vehicle vibration acceleration, vehicle attitude angle, real-time load weight, material flow rate, gate opening, axle load, and ambient wind speed.

[0054] The methods for acquiring vehicle vibration acceleration are as follows: Accelerometers are installed on the vehicle frame or loading platform to acquire the vertical vibration acceleration signal of the vehicle in real time, thus obtaining the vehicle vibration acceleration to reflect the vibration amplitude caused by uneven road surfaces and engine idling. The methods for acquiring vehicle attitude angles are as follows: Gyroscopes or tilt sensors are used to monitor changes in the longitudinal and lateral tilt angles of the vehicle, acquiring dynamic information on changes in vehicle attitude to capture the pitch and roll states caused by road undulations. The methods for acquiring real-time loading weight are as follows: Weighing sensors, such as weighbridges or vehicle-mounted weighing systems, are installed at the loading position to continuously measure the total weight of the material currently loaded on the vehicle, providing real-time feedback on the loading progress. The methods for acquiring material flow rate are as follows: The mass flow rate of the material output per unit time is measured using flow meters such as belt scales, or the current material flow rate is calculated based on the rate of change of the real-time loading weight, reflecting the instantaneous output speed of the material. The methods for acquiring gate opening are as follows: The control gate opening sensor signal at the loading chute indicates the current opening degree of the discharge port, for example, 0% to 100%, which is set and monitored by the control system to adjust the material output. The axle load data is collected by installing axle load sensors or using segmented weighing devices at each axle location on the vehicle to measure the real-time load on the front and rear axles or each individual axle. This allows for the acquisition of material distribution within the truck bed and prevents overloading of any axle. The ambient wind speed is collected by installing an anemometer at the loading site to obtain real-time wind speed and direction data. When the natural wind force is strong, this data can be used to determine the degree of wind disturbance during material descent, thus serving as a reference for control compensation.

[0055] The raw sensor data stream is systematically preprocessed. For vehicle vibration acceleration, a Kalman filter algorithm is used for noise reduction to eliminate signal noise caused by vibration impact and electromagnetic interference, resulting in a smoothed vehicle vibration acceleration signal. For the vehicle attitude angle signal, zero-point calibration is first performed based on the initial attitude reference value when the vehicle is stationary to eliminate reference offset caused by sensor installation deviations. Then, a moving average filter is used to process the calibrated signal, filtering out instantaneous jitter interference, resulting in a calibrated and smoothed vehicle attitude angle signal. For the real-time loading weight signal, median filtering is used to remove abnormal peak data caused by material flow impact. Then, linear interpolation is used to fill in any possible transient data gaps, resulting in a continuous and smooth real-time loading weight signal. For the material flow rate signal, low-pass filtering is used to remove high-frequency noise. If data gaps exist, linear fitting values ​​from adjacent valid data are used to supplement the signal to ensure continuity. For the ambient wind speed signal, moving average filtering is used to eliminate fluctuations caused by instantaneous gusts, providing auxiliary reference for subsequent dynamic material discharge control decisions.

[0056] The disturbance compensation module classifies vibration coupling levels based on sensor data streams and vehicle vibration amplitudes predicted by a short-term vehicle vibration prediction model, and formulates corresponding coupling disturbance compensation commands based on the vibration coupling levels.

[0057] Please see Figure 3 As shown, the specific methods for classifying vibration coupling levels include:

[0058] Vehicle dynamic parameters are calculated based on the preprocessed signal. Using a 1-second statistical period, the maximum and minimum values ​​of the smoothed vehicle vibration acceleration are extracted within each period. Half of the difference between these values ​​is taken as the vehicle vibration amplitude for the current period. If the difference between the vehicle vibration amplitudes of two consecutive periods exceeds 10%, the average value is taken as the final vehicle vibration amplitude. A Fast Fourier Transform is performed on the smoothed vehicle vibration acceleration within each statistical period to convert the time-domain signal to a frequency-domain signal. Frequency components with an energy percentage exceeding 60% are extracted as vehicle vibration frequencies. If multiple frequency components have an energy percentage exceeding 60%, the frequency with the highest energy percentage is taken as the vehicle vibration frequency. The vehicle vibration frequency is denoted as... .

[0059] The current sampled value of the smoothed real-time loading weight signal is taken as the current total material weight. If the difference between the current sampled value and the previous sampled value exceeds 5% of the previous sampled value, it is judged as an anomaly, and the average of the previous 5 sampled values ​​is taken as the current total material weight. The current total material weight is numerically differentiated at 0.5-second intervals to obtain the change in total material weight per unit time, i.e., the material weight growth rate. If the growth rate exceeds the upper limit threshold set according to the maximum discharge capacity of the loading equipment, the upper limit threshold is taken as the final material weight growth rate. A dual-source data cross-validation method is used to calculate the actual material flow rate. The material weight growth rate is used as the first data source, and the preprocessed material flow rate signal is used as the second data source. The weighting coefficient of the first data source is set to 0.6, and the weighting coefficient of the second data source is set to 0.4. The actual material flow rate is obtained by weighted averaging. Synchronous frequency domain analysis is performed on the actual material flow rate. The fast Fourier transform algorithm is used to convert it into a frequency domain signal, and the main fluctuation frequency in the signal, i.e., the flow fluctuation frequency with an energy ratio exceeding 60%, is extracted and denoted as . .

[0060] The cross-correlation coefficient between vehicle vibration acceleration and actual material flow rate was calculated using the Pearson correlation coefficient method. Correlation analysis was performed on the data from both sets of signals within the same time window (1 second) to obtain the cross-correlation coefficient. A coupling judgment threshold was set; when the cross-correlation coefficient was greater than or equal to the coupling judgment threshold, and the dominant vibration frequency... With the main fluctuation frequency The difference is less than or equal to the set vibration ratio. For example, the principal vibration frequency With the main fluctuation frequency The difference is less than or equal to 5% At that time, it is determined that there is a coupled vibration interference where the periodic fluctuation of material flow and vehicle vibration reinforce each other.

[0061] A short-term vehicle vibration prediction model was constructed, using an autoregressive integral moving average model to predict vehicle vibration acceleration. Vehicle vibration acceleration data from the past 3 seconds was used as input, and the training period for the short-term prediction model was set to 1 hour. The model parameters were updated hourly with the latest collected vibration data, outputting predicted vehicle vibration acceleration values ​​for the next 0.5 to 1 second, thus obtaining the vehicle vibration amplitude and direction at the next moment. The vehicle vibration amplitude is the peak value of the predicted acceleration; in the vibration direction, a positive acceleration value indicates the vehicle is moving upwards, and a negative value indicates the vehicle is moving downwards.

[0062] Based on the predicted vehicle vibration direction and amplitude, combined with the initial distance between the loading chute and the bottom of the car body... A safe percentage threshold for vibration amplitude is set, which includes a first amplitude ratio and a second amplitude ratio. This is directly calculated by comparing the vehicle vibration amplitude with the initial distance. Proportional relationship assessment of material flow overshoot risk: If the vehicle vibration amplitude is less than or equal to a preset first amplitude ratio (e.g., 10%) multiplied by The assessment indicates a low-risk overshoot, with only minor fluctuations in material flow, unlikely to spill outside the carriage; however, if the vehicle vibration amplitude exceeds the first amplitude multiplied by [a certain factor]... And less than or equal to the preset second amplitude ratio (e.g., 20%) multiplied by The assessment indicates a medium-risk overshoot, with material flow potentially accumulating at the edge of the carriage; if the vehicle vibration amplitude exceeds the second amplitude multiplied by [a certain factor]... The assessment indicates a high-risk overshoot, with the material likely to spill outside the carriage and potentially causing localized stacking.

[0063] At the same time, the predicted vehicle vibration direction is combined with the initial distance. Calculate the actual material drop height at the next moment to provide a positional reference for subsequent dynamic material discharge control: When the vehicle is moving upwards, the actual material drop height H = - Vehicle vibration amplitude; When the vehicle is descending, the actual material drop height H= +Vehicle vibration amplitude.

[0064] The coupling disturbance compensation instruction set includes vibration coupling level and corresponding strategies for reducing material flow fluctuations, as detailed below:

[0065] When coupled vibration interference exists and the risk of material flow overshoot is low, the vibration coupling level is classified as low coupling level; when coupled vibration interference exists and the risk of material flow overshoot is medium, the vibration coupling level is classified as medium coupling level; when coupled vibration interference exists and the risk of material flow overshoot is high, the vibration coupling level is classified as high coupling level.

[0066] For example, a method for formulating corresponding coupling disturbance compensation instructions based on vibration coupling level includes:

[0067] For low coupling levels, the gate opening is adjusted by ±5%. When the vehicle moves upward, the gate opening decreases by 5% from the base opening; when the vehicle moves downward, the gate opening increases by 5% from the base opening. The adjustment cycle is 500ms. There is no limit to the material flow rate increase, and no linkage chute position adjustment is required.

[0068] For the medium coupling level, the gate opening adjustment range is ±10%, decreasing by 10% when the vehicle is moving upward and increasing by 10% when the vehicle is moving downward, with an adjustment cycle of 300ms; the material flow rate growth rate is limited to 80% of the current growth rate; the lateral position of the chute remains fixed, and is only slightly adjusted by ±3cm when the axle load distribution deviation exceeds 5%.

[0069] For high coupling levels, the gate opening adjustment range is set to ±15%, decreasing by 15% when the vehicle is moving upwards and increasing by 15% when the vehicle is moving downwards, with an adjustment cycle of 200ms. The material flow rate growth rate is limited to 60% of the current growth rate. The lateral position of the chute is finely adjusted by ±5cm according to the vibration direction. When the vehicle is moving upwards, the chute is shifted towards the middle of the car body, and when the vehicle is moving downwards, it is shifted towards the inside of the car body. At the same time, the stabilization time after the gate opening adjustment is extended to 100ms to avoid frequent adjustments causing new material flow fluctuations.

[0070] The valve opening module calculates the basic gate opening based on the set target load weight and the collected real-time load weight; it adjusts the basic gate opening based on the vibration coupling level and coupling disturbance compensation command to obtain the preliminary adjusted opening; and it corrects the preliminary adjusted opening by combining the collected real-time environmental wind speed data to obtain the corrected gate opening.

[0071] Please see Figure 4 As shown, the calculation of the basic gate opening based on closed-loop control logic involves the following specific steps:

[0072] The planned total loading weight or planned static volume of the current loading target is converted into a unified weight benchmark. If it is a volume, the corresponding weight is calculated based on the preset density of the material and recorded as the target loading weight. ; Obtain the real-time loading weight progress and record it as the real-time loading weight. ; Calculate loading deviation .

[0073] A proportionality coefficient Kp is set, with a value ranging from 0.1 to 0.3. Kp is pre-calibrated based on material flowability, with a larger value for materials with poor flowability. Its function is to output an adjustment amount proportional to the current loading deviation, achieving a rapid response to the deviation. An integral time Ti is set, with a value ranging from 5 to 10 seconds, set according to loading efficiency requirements. Higher efficiency requirements result in a smaller value for Ti. Its function is to eliminate steady-state errors that proportional control cannot address by accumulating the integral of the loading deviation. The formula is used to... Calculate the initial gate opening adjustment amount The design logic of this formula is to combine the fast response characteristics of proportional control with the steady-state error elimination capability of integral control, wherein the first term This is a proportional control item, directly related to the current loading deviation. The opening adjustment is directly proportional to the loading deviation; the greater the deviation, the larger the adjustment. This allows for quick responses to insufficient or excessive material flow caused by the current deviation. (Second item) This is an integral control term, with the integral interval being from the start of the current loading operation to the current moment. By accumulating the loading deviation throughout the entire operation, it gradually offsets the small deviations that have existed for a long time, avoiding the final loading amount from deviating from the target value due to the continued existence of deviations. The two work together to ensure both the dynamic response speed of the gate opening adjustment and the steady-state accuracy of the loading control.

[0074] Set initial reference opening , The value range is 30% to 50%, which is the minimum effective opening for stable material flow, thus obtaining the basic gate opening. = +Δ And ensure The safe opening range is 10% to 90%. An opening below 10% will make the material flow channel too narrow, which can easily cause blockage due to material bridging or adhesion. An opening above 90% will make the gate adjustment margin insufficient, unable to cope with possible subsequent material flow fluctuations, and difficult to achieve fine adjustment.

[0075] If ΔG is greater than 20% of the predetermined total loading weight, indicating the initial loading stage, a model predictive control algorithm is used to adjust the initial basic opening. Optimization was performed; the prediction time domain was set to 5 seconds, covering 5 gate opening adjustment cycles, and the control time domain was set to 2 seconds. The optimization objective was to ensure that the loaded weight uniformly approaches the target loading weight within the next 5 seconds and the material flow fluctuation amplitude is less than 5%. Based on the fitting of the correspondence between gate opening and material flow rate in historical loading data, a nonlinear model of material flow-opening was established, and the optimized basic gate opening was obtained by solving the model. , Compared to The adjustment range should not exceed 10% to avoid sudden changes in the opening degree that could cause drastic fluctuations in material flow.

[0076] Based on the vibration coupling level and compensation strategy in the coupled disturbance compensation instruction set, the feedforward compensation amount is calculated. The specific steps are as follows:

[0077] If the vibration coupling level is low, then set the foundation compensation opening. =±5%, when the vehicle vibration acceleration is positive, i.e., when the vehicle rises to its peak value. -5% indicates the basic gate opening. The acceleration decreases by 5%; when the vehicle vibration acceleration is negative, i.e., when the vehicle descends to its lowest value. +5% indicates the basic gate opening. Increase by 5%; if the vibration coupling level is medium coupling level, then set... =±10%, taking -10% when the vehicle reaches its peak value and +10% when it reaches its trough value; if the vibration coupling level is high coupling level, then set to... =±15%, -15% when the vehicle rises to the peak value and +15% when it falls to the trough value. At the same time, the compensation adjustment cycle is set to be consistent with the vehicle vibration frequency. The adjustment cycle is 1s when the vibration frequency is 1Hz and 0.33s when the vibration frequency is 3Hz, to ensure that the compensation action is synchronized with the vibration rhythm.

[0078] The matched compensation opening adjustment amount ( , or ) and the opening degree of the basic gate By superimposing the results, a preliminary adjustment of the opening degree can be obtained. = + And ensure If it is within the range of 5% to 95%, If the value is below 5%, then use 5% to prevent the gate from being over-closed and causing blockage. If the value is higher than 95%, then 95% should be used to prevent the gate from being over-opened and losing its regulating ability.

[0079] The opening degree was initially adjusted based on real-time collected environmental wind speed data. The corrections are made in the following steps:

[0080] Preset safe wind speed threshold =5m / s, the safe wind speed threshold is determined based on the material particle size: 4m / s for fine particles less than 1mm in diameter and 6m / s for coarse particles greater than 5mm in diameter, and the real-time ambient wind speed is also obtained. .like ≤ If the ambient wind speed has no significant impact on the material flow, then the wind speed correction amount is determined. =0; if > If the sudden increase in wind force is determined to cause the material to be blown away, then the setting is... =-( - ×2%, meaning that for every 1 m / s exceeding the safe wind speed, the gate opening will decrease by an additional 2%, and The maximum reduction should not exceed 10% to avoid excessive flow restriction affecting loading efficiency. Adjust the wind speed correction amount. With initial adjustment of opening degree By superimposing the values, the corrected gate opening is obtained. = + Similarly ensure It is within the safe range of 5% to 95%.

[0081] Based on the current coupling level and wind speed, the corresponding material flow pattern is matched and integrated to generate the final control command. The specific steps are as follows:

[0082] If it is a low coupling level and ≤V_safe, matching stable flow mode. In this mode, the gate opening adjustment range is controlled within ±5%, prioritizing loading efficiency to ensure uniform and stable material flow; if it is medium coupling level or 5m / s < ≤7m / s, matched with fluctuation suppression mode. In this mode, the gate opening adjustment cycle is shortened to 80% of the basic cycle, and the fluctuation amplitude of the material flow is monitored in real time. If the fluctuation amplitude exceeds 8%, the opening is reduced by an additional 3%; if it is a high coupling level or >7m / s, matched with emergency flow restriction mode. In this mode, the upper limit of material flow speed is set to 60% of the normal speed, the gate opening is maintained below 30%, and the position of the chute is slightly adjusted (shifted 5cm towards the middle of the car) to further reduce the risk of material spillage.

[0083] The corrected gate opening As the gate opening control command, the matched material flow pattern is used as the material flow pattern adjustment scheme. The two are integrated into the final control command set, which is sent to the loading gate brake in real time via industrial Ethernet to control the gate opening. Adjust the opening degree and execute subsequent dynamic adjustments of the opening degree according to the control logic corresponding to the material flow mode to suppress the instantaneous excessive output of material flow.

[0084] The material feeding adjustment module calculates the current axle load distribution and the car body tilt based on the sensor data stream; based on the current axle load distribution and the car body tilt, it performs the corresponding chute position adjustment.

[0085] The collected load data for each axle were processed using Kalman filtering. The noise covariance during filtering was set to Q = 0.01 and the observation noise covariance to R = 0.1. The sampling frequency was consistent with that of the axle load sensor (10Hz) to eliminate load data fluctuations caused by instantaneous impacts, resulting in smoothed front axle filtered load values. Rear axle filter load value .

[0086] The initial attitude reference value is set with the longitudinal pitch angle of 0° and the lateral roll angle of 0°. Based on the initial attitude reference value when the vehicle is stationary, the longitudinal pitch angle and lateral roll angle collected in real time are zero-point calibrated to eliminate the reference offset caused by sensor installation error, and the calibrated longitudinal pitch angle α and calibrated lateral roll angle β are obtained.

[0087] The data validity threshold is set to 3. If the change in shaft load data exceeds 10% of the rated shaft load within 3 consecutive sampling periods (0.3s), or the change in attitude angle exceeds 0.5° / s, the data is judged to be abnormal, the position adjustment is paused and the sensor fault alarm is triggered; if the data is normal, proceed to the next step of uniformity judgment.

[0088] The difference between the smoothed front axle load signal value and the rear axle load signal value is calculated and recorded as the axle load difference. The axle load balance judgment threshold is set to 5% of the vehicle's rated axle load. If the absolute value of the axle load difference is less than or equal to the axle load balance judgment threshold, the current axle load distribution is determined to be uniform. If the axle load difference is greater than the axle load balance judgment threshold, the current front axle load is determined to be unbalanced. If the axle load difference is less than a negative axle load balance judgment threshold, the current rear axle load is determined to be unbalanced. This judgment result, together with the front axle and rear axle load difference, constitutes the current axle load distribution state.

[0089] After calibration, the longitudinal pitch angle α is based on the vehicle being horizontal and stationary, with upward tilt being positive and downward tilt being negative. After calibration, the lateral roll angle β is based on the vehicle being horizontal and stationary, with leftward tilt being positive and rightward tilt being negative.

[0090] The pre-defined attitude allowable ranges are α∈[-1°,1°] and β∈[-1°,1°], where α is the calibrated longitudinal pitch angle and β is the calibrated lateral roll angle. The determination logic is as follows: if α>1° and If α ≤ -1°, the car body tilt is determined by the front end of the car body being raised, corresponding to excessive material accumulation at the front end; if α < -1° and If |α| ≤ 1°, the car body tilt is determined by the rear end being raised, corresponding to excessive material accumulation at the rear; if |α| ≤ 1° and If the tilt of the carriage is ≤1°, then the result of the carriage tilt determination meets the uniformity requirement; if If the roll angle β > 1° and α > 1°, the car body is determined to be tilted with the front end raised. The tilt is first corrected by adjusting the lateral position of the chute or by guiding the vehicle to make minor adjustments to its lateral position. Once the roll angle β returns to the allowable range, the front end raising is determined based on the longitudinal pitch angle α, and the longitudinal position is adjusted accordingly. If the roll angle β > 1° and α < -1°, the car body tilt is determined to be tilted to the side with the rear end raised. The tilt is first corrected by adjusting the lateral position of the chute or by guiding the vehicle to make minor adjustments to its lateral position. Once the roll angle β returns to the allowable range, the rear end raising is determined based on the longitudinal pitch angle α, and the longitudinal position is adjusted accordingly. >1° and If the roll angle is ≤1°, the car body tilt is determined to be a side tilt. The primary correction method is to adjust the lateral position of the chute or guide the vehicle to make minor adjustments to its lateral position. Once the roll angle β returns to the allowable range, the longitudinal position is maintained. The above judgment logic prioritizes side tilt correction because when the lateral roll angle exceeds the allowable range, material will accumulate laterally. Adjusting the longitudinal position in this situation will fail due to interference from this lateral accumulation, and the tilt will affect the vehicle's driving stability. Therefore, this risk must be eliminated first before addressing the longitudinal accumulation problem at the front and rear ends, ensuring the effectiveness and safety of the adjustment process.

[0091] If both axle load uniformity and attitude uniformity meet the requirements, position adjustment will not be triggered; if either indicator fails to meet the requirements, the judgment results of the car body tilt will be integrated and the chute position will be adjusted.

[0092] The chute adjustment calculation coefficient is set as k = 5cm / (rated axle load × 1%), meaning that for every 1% difference in axle load exceeding the rated axle load, the chute is adjusted by 5cm. If the current front axle load is too heavy and the car body is tilted, resulting in the front end of the car body being raised, then the rearward adjustment of the chute is calculated. =k×(ΔF / ), where ΔF is the load difference between the front and rear axles. The pre-set axle load balance threshold is set to 5% of the vehicle's rated axle load in this embodiment; if If the maximum adjustment stroke of the chute is greater than the pre-determined maximum adjustment stroke, for example, if the maximum adjustment stroke of the chute is 30cm, then take... =30cm; If the current rear axle load is heavier and the car body is tilted, the rear end of the car body will be raised, then calculate the forward adjustment amount of the chute. =k×(|ΔF| / ),like >30cm, then take =30cm; Set the chute adjustment speed to 5cm / s to ensure a smooth adjustment process and avoid sudden stops and starts of the chute that could exacerbate material flow deviation.

[0093] If the chute is adjusted backward... The maximum adjustment stroke of the chute has been reached, but ΔF is still greater than [the maximum adjustment stroke]. If α is still greater than 1°, the vehicle guidance movement is triggered, generating a vehicle backward movement command. In this embodiment, the movement speed is set to 0.5 m / s, and the movement distance is calculated based on the remaining load deviation: remaining load deviation ΔF' = ΔF - (30 cm / k) × The distance the vehicle moved backward =(ΔF' / )×1, meaning that for every 1% increase in residual deviation, the vehicle moves 1m. During the movement, axle load and attitude changes are monitored in real time. and When the vehicle stops moving, adjust the chute forward by a certain amount. The maximum adjustment stroke of the chute has been reached, but Still greater than or If the angle is still greater than 1°, a vehicle guidance movement will be triggered, generating a command for the vehicle to move forward at a speed of 0.5 m / s and a distance of [distance to be specified]. until ≤ and ≤1°.

[0094] While sending the chute position adjustment command or the vehicle guidance movement command, the gate opening is temporarily adjusted, reducing the current gate opening by 10%. If the reduced opening is less than 5%, it is set to 5% to avoid the material flow impacting the car body and causing new vibrations or accumulation during the adjustment process. The adjustment progress of the chute position or vehicle position is monitored in real time. When the chute reaches the target position without any position fluctuation for 1 second, or when the vehicle stops moving and the axle load and attitude are maintained within the allowable range for 0.5 seconds, the gate opening is restored to the target opening before adjustment to ensure a smooth transition of the material flow.

[0095] The completion judgment module is used to close the gate and complete the loading when the real-time loading weight reaches the target value.

[0096] When the real-time loaded weight reaches the target loading weight, the control system issues a command to completely close the gate and stop unloading. Subsequently, it checks whether the axle loads and vehicle posture are within normal ranges, whether the total vehicle weight exceeds limits, and whether vehicle vibration has stabilized. If all indicators are normal, a loading completion signal is output. At this point, the vehicle smoothly leaves the loading position carrying the required materials, and the entire process is successfully completed while minimizing material spillage, avoiding overload penalties, and ensuring balanced axle loads.

[0097] The steps in this embodiment form a real-time closed-loop control system. Throughout the loading process, the system comprehensively utilizes dynamic data such as vehicle vibration acceleration to achieve rapid response and adjustment of material flow output; combines static distribution data such as axle loads to achieve uniform material distribution and vibration suppression; and adapts to external interference by utilizing environmental wind speed information. This scheme can effectively reduce the coupling effect between material flow and vehicle vibration, avoid material spillage and local overload problems caused by instantaneous excessive material flow output, and improve the safety and economic efficiency of loading operations.

[0098] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

[0099] In conclusion, the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A silo intelligent loading control system, characterized in that, The method comprises the following steps: A data acquisition module is used to acquire a sensor data stream; A disturbance compensation module is used to divide a vibration coupling level based on the sensor data stream and a vehicle vibration amplitude predicted by a vehicle vibration short-term prediction model, and to formulate a corresponding coupling disturbance compensation instruction based on the vibration coupling level; A valve opening module is used to calculate a basic gate opening based on a set target loading weight and an acquired real-time loading weight; The basic gate opening is adjusted based on the vibration coupling level and the coupling disturbance compensation instruction to obtain a preliminary adjustment opening; The preliminary adjustment opening is corrected in combination with real-time acquired environmental wind speed data to obtain a corrected gate opening; A discharging adjustment module is used to calculate a current axle load distribution state and a determination result of a car body inclination based on the sensor data stream; A corresponding chute position adjustment is performed based on the current axle load distribution state and the determination result of the car body inclination; A completion determination module is used to close the gate to complete loading when the real-time loading weight reaches a target value.

2. The silo smart truck loading control system of claim 1, wherein, The sensor data stream comprises vehicle vibration acceleration, vehicle attitude angle, real-time loading weight, material flow, gate opening, and axle load and environmental wind speed.

3. The silo smart truck loading control system of claim 2, wherein, The method for dividing the vibration coupling level comprises the following steps: A frequency domain analysis is performed on the vehicle vibration acceleration and the actual material flow to obtain a vehicle vibration frequency and a flow fluctuation frequency; a current coupling vibration disturbance is determined based on a cross-correlation coefficient of the vehicle vibration acceleration and the actual material flow, and a difference between the vehicle vibration frequency and the flow fluctuation frequency; A material flow overshoot risk is evaluated based on a set vibration amplitude safety proportion threshold and a vehicle vibration amplitude at a next time point; The vibration coupling level is divided based on whether the current coupling vibration disturbance exists and the material flow overshoot risk.

4. The silo smart truck loading control system of claim 3, wherein, The method for determining whether the current coupling vibration disturbance exists comprises the following steps: When the cross-correlation coefficient of the vehicle vibration acceleration and the actual material flow is greater than or equal to a set coupling determination threshold, and the difference between the vehicle vibration frequency and the flow fluctuation frequency is less than or equal to a vehicle vibration frequency of a set vibration proportion, it is determined that the current coupling vibration disturbance exists; otherwise, it is determined that the current coupling vibration disturbance does not exist.

5. The silo smart truck loading control system of claim 3, wherein, The method for evaluating the material flow overshoot risk comprises the following steps: Let the initial distance between the current loading port chute and the floor of the car be denoted as ; If the vehicle vibration amplitude is less than or equal to a product of a preset first amplitude ratio and , the oversteering is evaluated as low risk; if the vehicle vibration amplitude is greater than the product of the first amplitude ratio and , and less than or equal to a product of a preset second amplitude ratio and , the oversteering is evaluated as medium risk; if the vehicle vibration amplitude is greater than the product of the second amplitude ratio and , the oversteering is evaluated as high risk.

6. The silo smart truck loading control system of claim 3, wherein, The method for dividing the vibration coupling level further comprises the following steps: When the coupling vibration disturbance exists and the material flow overshoot risk is a low-risk overshoot, the vibration coupling level is divided into a low coupling level; when the coupling vibration disturbance exists and the material flow overshoot risk is a medium-risk overshoot, the vibration coupling level is divided into a medium coupling level; and when the coupling vibration disturbance exists and the material flow overshoot risk is a high-risk overshoot, the vibration coupling level is divided into a high coupling level.

7. The silo smart truck loading control system of claim 1, wherein, The method for obtaining the basic gate opening comprises the following steps: A loading deviation is obtained by subtracting the real-time loading weight from the target loading weight; A proportional coefficient and an integral time are set to calculate an initial valve opening adjustment amount; The integral time is used to calculate the loading deviation of the whole operation process in an integral manner, and the proportional coefficient is used to measure a proportional relationship between the loading deviation and the initial valve opening adjustment amount; An initial reference opening is set in advance, and the initial reference opening is added to the initial valve opening adjustment amount to obtain the basic gate opening.

8. The silo smart truck loading control system of claim 2, wherein, The method for obtaining the corrected gate opening comprises the following steps: The base compensation opening degree is set based on the vibration coupling level and the vehicle vibration acceleration; The base compensation opening degree is superimposed with the base gate opening degree to obtain a preliminary adjustment opening degree; A safety wind speed threshold is preset, and the environmental wind speed is compared with the safety wind speed threshold, and a wind speed correction amount is set based on the comparison result; The preliminary adjustment opening degree is superimposed with the wind speed correction amount to obtain a corrected gate opening degree.

9. The silo smart truck loading control system of claim 8, wherein, The method for setting the base compensation opening degree comprises: If the vibration coupling level is a low coupling level, when the vehicle vibration acceleration is a positive value, the base compensation opening degree is set as a preset first compensation opening degree positive value, and when the vehicle vibration acceleration is a negative value, the base compensation opening degree is set as a first compensation opening degree negative value; If the vibration coupling level is a medium coupling level, when the vehicle vibration acceleration is a positive value, the base compensation opening degree is set as a preset second compensation opening degree positive value, and when the vehicle vibration acceleration is a negative value, the base compensation opening degree is set as a second compensation opening degree negative value; If the vibration coupling level is a high coupling level, when the vehicle vibration acceleration is a positive value, the base compensation opening degree is set as a preset third compensation opening degree positive value, and when the vehicle vibration acceleration is a negative value, the base compensation opening degree is set as a third compensation opening degree negative value.

10. The silo smart truck loading control system of claim 2, wherein, The method for obtaining the determination result of the current axle load distribution state and the carriage inclination comprises: The collected axle loads are subjected to Kalman filtering processing to obtain smoothed front axle filtered load values and rear axle filtered load values; the difference between the smoothed front axle load signal values and the rear axle load signal values is calculated and recorded as an axle load difference value; if the absolute value of the axle load difference value is less than or equal to a preset axle load balance determination threshold, it is determined that the current axle load distribution is uniform, if the axle load difference value is greater than the axle load balance determination threshold, it is determined that the current front axle load is heavy, and if the axle load difference value is less than the negative axle load balance determination threshold, it is determined that the current rear axle load is heavy, and the determination result and the front axle and rear axle load difference value jointly constitute the current axle load distribution state; Based on the vehicle attitude angle, the longitudinal pitch angle α and the calibrated lateral roll angle β are obtained, and a posture allowable range is preset; if the α is greater than the upper limit value of the posture allowable range, the determination result of the vehicle body inclination is that the front end of the vehicle body is raised; if the α is less than the lower limit value of the posture allowable range, the determination result of the vehicle body inclination is that the rear end of the vehicle body is raised; if the α is less than or equal to the upper limit value of the posture allowable range, the determination result of the vehicle body inclination satisfies the uniformity requirement; and if the α is greater than the upper limit value of the posture allowable range, the determination result of the vehicle body inclination is that the vehicle body is tilted. less than or equal to the upper limit value of the posture allowable range, the determination result of the vehicle body inclination satisfies the uniformity requirement; and if the α is greater than the upper limit value of the posture allowable range, the determination result of the vehicle body inclination is that the vehicle body is tilted. less than or equal to the upper limit value of the posture allowable range, the determination result of the vehicle body inclination satisfies the uniformity requirement; and if the α is greater than the upper limit value of the posture allowable range, the determination result of the vehicle body inclination is that the vehicle body is tilted. less than or equal to the upper limit value of the posture allowable range, the determination result of the vehicle body inclination satisfies the uniformity requirement; and if the α is greater than the upper limit value of the posture allowable range, the determination result of the vehicle body inclination is that the vehicle body is tilted.

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