Multi-motor running drive control method and system

Abstract

The application relates to a multi-motor walking driving control method and system. The controller applied to a beam transport vehicle comprises the following steps: acquiring a real-time output torque of a first walking motor, wherein the first walking motor operates in a speed control mode; in the case that a current operation condition of the beam transport vehicle is a traction condition, setting the real-time output torque as a target output torque of a second walking motor, and controlling the second walking motor to operate in a torque control mode; in the case that the current operation condition of the beam transport vehicle is a braking condition, acquiring a real-time vehicle speed of the beam transport vehicle and a real-time power of a braking resistor, calculating a maximum allowable braking torque according to the real-time vehicle speed and the real-time power, and setting the maximum allowable braking torque as a torque upper limit of the first walking motor. The method can achieve consistent multi-motor output, avoid mutual dragging between the motors, limit the maximum energy feedback power of braking, and avoid the problem that the frequency converter is prone to overvoltage failure.

Description

Technical Field

[0001] This application relates to the field of motor drive technology, and in particular to a multi-motor travel drive control method and system. Background Technology

[0002] Currently, electric beam transport vehicles adopt a multi-motor cooperative driving mode. Existing technologies generally use a single frequency converter to drive multiple motors in a V / F control mode. This means that by maintaining a constant voltage-to-frequency ratio, the driving voltage and frequency of each motor are kept consistent, thereby achieving synchronous motor speed.

[0003] According to the asynchronous motor speed calculation formula n=60f / p(1-s), the motor speed is not only related to the frequency but also affected by the slip rate, which is closely related to the motor manufacturing process and load conditions. However, during the operation of the beam transport vehicle, the load is difficult to distribute evenly, and the road conditions where each motor is located are different. In addition, the inherent deviations in the characteristics of the motors themselves, all of these factors together lead to inconsistent slip rates among the motors, thus causing the problem of asynchronous motor speeds.

[0004] Furthermore, after prolonged use, the tires of the beam transporter will wear unevenly, leading to inconsistent travel speeds and output torques across different wheel sets. This ultimately results in mutual drag between the motors. This phenomenon not only reduces the overall energy efficiency of the vehicle and exacerbates tire wear, but also significantly increases the risk of motor failure, affecting the operational stability and reliability of the electric beam transporter. Summary of the Invention

[0005] Therefore, it is necessary to provide a multi-motor travel drive control method and system that can achieve consistent output of multiple motors, avoid mutual drag between motors, limit the maximum energy feedback power of braking, and avoid the problem of overvoltage faults in frequency converters, in order to address the above-mentioned technical problems.

[0006] In a first aspect, this application provides a multi-motor travel drive control method, applied to the controller of a beam transport vehicle, comprising:

[0007] The real-time output torque of the first traveling motor is obtained, and the first traveling motor is operating in speed control mode;

[0008] When the current operating condition of the beam transport vehicle is traction, the real-time output torque is set as the target output torque of the second traveling motor, and the second traveling motor is controlled to operate in torque control mode.

[0009] When the current operating condition of the beam transport vehicle is braking, the real-time speed of the beam transport vehicle and the real-time power of the braking resistor are obtained. The maximum allowable braking torque is calculated based on the real-time speed and the real-time power, and the maximum allowable braking torque is set as the upper limit of the torque of the first traveling motor.

[0010] In one embodiment, when the current operating condition of the beam transport vehicle is traction, the real-time output torque is set to the target output torque of the second traveling motor, and the second traveling motor is controlled to operate in torque control mode, followed by:

[0011] When the first traveling motor is in an idling state, the second traveling motor is controlled to stop following the target output torque;

[0012] The output torque of the second traveling motor is increased by a preset slope based on the torque of the first traveling motor before it idles.

[0013] In response to the first traveling motor disengaging from the idling state, the second traveling motor is controlled to resume operation following the target output torque.

[0014] In one embodiment, the method further includes:

[0015] The real-time rotational speed of all running motors on the beam transport vehicle is collected, including the first running motor and the second running motor;

[0016] The highest and lowest speed values ​​are removed from all the collected real-time speeds, and the average of the remaining real-time speeds is calculated to obtain the reference speed.

[0017] Calculate the deviation ratio between the real-time rotational speed of the first traveling motor and the reference speed;

[0018] If the deviation ratio is greater than a preset threshold, the first traveling motor is determined to be in an idling state.

[0019] In one embodiment, the method further includes:

[0020] Obtain the target speed of the second traveling motor;

[0021] The target rotational speed is set as the speed limit of the second traveling motor, thereby limiting and controlling the rotational speed of the second traveling motor.

[0022] In one embodiment, the method further includes:

[0023] Configure bidirectional speed limit offset parameters, and determine the speed control boundaries of the second traveling motor in the forward and reverse directions based on the target speed and the bidirectional speed limit offset parameters, respectively;

[0024] When the real-time speed of the second traveling motor reaches the speed control boundary in the corresponding direction, the inverter corresponding to the second traveling motor is controlled to actively reduce the output torque.

[0025] In one embodiment, the method further includes:

[0026] Set the upper limit parameter of the torque of the second traveling motor, the upper limit parameter of the torque is used to constrain the maximum output torque of the second traveling motor;

[0027] If the real-time speed of the second traveling motor does not reach the speed control boundary in the corresponding direction, the output torque of the second traveling motor shall be controlled to not exceed the torque upper limit parameter.

[0028] When the real-time speed of the second traveling motor reaches the speed control boundary in the corresponding direction, the output torque of the second traveling motor is maintained at no more than the upper limit torque parameter during the process of the inverter actively reducing the output torque.

[0029] In one embodiment, the method further includes:

[0030] In response to the cut-off signal of the first traveling motor, the control modes of the other traveling motors on the beam transport vehicle, excluding the first traveling motor, are reallocated, and one of the other traveling motors is selected to operate in speed control mode; wherein, the cut-off signal is triggered by the inverter cut-off control in the human-machine interface, and the inverter cut-off control is associated with the inverter corresponding to each traveling motor.

[0031] In one embodiment, the human-machine interface further includes at least one of the following: whole machine forced travel control control, wheel set center calibration control, trolley encoder shielding control, trolley rotation zero position calibration control, anti-collision warning shielding control, anti-collision deceleration distance setting control, anti-collision stopping distance setting control, laser radar center calibration control, or wheel set shielding control.

[0032] Secondly, this application also provides a multi-motor travel drive control system, including 20 travel motors, 1 hydraulic pump station motor, and a controller. The 20 travel motors include at least one first travel motor operating in speed control mode. When the controller executes a computer program, it implements the steps of the method described in any of the above-mentioned embodiments.

[0033] In one embodiment, the system further includes a power cabinet and a battery DC power supply;

[0034] The power cabinet is equipped with 21 inverters, and each of the 20 traveling motors and 1 hydraulic pump station motor is connected to one of the inverters in a one-to-one correspondence.

[0035] The DC power supply from the battery is connected to the DC busbar in the power cabinet after passing through the circuit breaker, and each inverter draws power from the DC busbar to obtain driving power.

[0036] Thirdly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the method described in any of the above-mentioned embodiments.

[0037] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in any of the preceding claims.

[0038] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described in any of the above claims.

[0039] The aforementioned multi-motor travel drive control method and system, by selecting one of multiple travel motors as the first travel motor in speed control mode and the rest as the second travel motors in torque control mode, enables the second travel motors to follow the torque of the first travel motor, achieving torque synchronization of multiple motors and constant speed cruise in torque mode, ensuring consistent output of multiple motors and avoiding mutual drag between motors; by calculating the maximum allowable braking torque based on real-time vehicle speed and real-time power of braking resistor and setting it as the upper limit of torque of the first travel motor, the maximum energy feedback power of braking can be limited, avoiding the problem of overvoltage faults in the frequency converter, while improving overall vehicle efficiency and reducing tire wear. Attached Figure Description

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

[0041] Figure 1 This is a flowchart illustrating a multi-motor travel drive control method in one embodiment;

[0042] Figure 2 This is a flowchart illustrating a multi-motor travel drive control method in another embodiment;

[0043] Figure 3 This is a flowchart illustrating the steps of determining that the first traveling motor is in an idling state in one embodiment;

[0044] Figure 4 This is a schematic diagram of the inverter speed limit function in one embodiment;

[0045] Figure 5 This is a schematic diagram of a human-machine interface in one embodiment;

[0046] Figure 6 This is a schematic diagram of a beam transport vehicle in one embodiment;

[0047] Figure 7 This is a schematic diagram of the inverter cabinet layout in one embodiment;

[0048] Figure 8 This is a structural block diagram of a multi-motor travel drive control device in one embodiment;

[0049] Figure 9 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0051] It should be noted that the terms "first," "second," etc., used in this application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0052] In one embodiment, such as Figure 1 As shown, a multi-motor travel drive control method is provided. This embodiment illustrates the application of this method to the controller of a beam transport vehicle. In this embodiment, the method includes the following steps:

[0053] S110, obtain the real-time output torque of the first traveling motor, the first traveling motor is running in speed control mode.

[0054] Among them, speed control mode can refer to controlling the motor to maintain a constant speed according to speed commands.

[0055] For example, the frequency converters of the beam transport vehicle can be networked using the EtherCAT protocol. The first traveling motor and the second traveling motor are each connected to an independent inverter, and each inverter communicates with the controller via the EtherCAT protocol. The first traveling motor can receive adjustment signals from the driver's control handle, output the corresponding frequency according to the adjustment signal, and simultaneously feed back the real-time output torque to the controller through its corresponding inverter. The controller obtains this real-time output torque via the EtherCAT protocol. In one possible implementation, the beam transport vehicle can be configured with 20 traveling motors and 1 hydraulic pump station motor. One of the 20 traveling motors is pre-selected as the first traveling motor, and the remaining 19 traveling motors are designated as the second traveling motors.

[0056] S120, when the current operating condition of the beam transport vehicle is traction condition, sets the real-time output torque to the target output torque of the second traveling motor, and controls the second traveling motor to operate in torque control mode.

[0057] The second traveling motor is any motor other than the first traveling motor. Torque control mode can refer to controlling the motor to output a constant torque based on a given torque command.

[0058] For example, when the beam transport vehicle is in traction mode, the controller can send the real-time output torque to the inverter corresponding to each second traveling motor through the EtherCAT protocol. The inverter controls each second traveling motor to operate in torque control mode and outputs a constant torque consistent with the target output torque.

[0059] S130: When the current operating condition of the beam transport vehicle is braking, obtain the real-time speed of the beam transport vehicle and the real-time power of the braking resistor, calculate the maximum allowable braking torque based on the real-time speed and real-time power, and set the maximum allowable braking torque as the upper limit of the torque of the first traveling motor.

[0060] For example, when the beam transport vehicle is in braking condition, the controller can obtain the real-time speed of the beam transport vehicle and the real-time power of the braking resistor, calculate the maximum allowable braking torque based on the real-time speed and real-time power, and then send the maximum allowable braking torque to the inverter corresponding to the first traveling motor through the EtherCAT protocol, so that the inverter can set it as the upper limit of the torque of the first traveling motor.

[0061] In the aforementioned multi-motor travel drive control method, by selecting one of the multiple travel motors as the first travel motor in speed control mode and the rest as the second travel motors in torque control mode, the torque of the second travel motors can follow that of the first travel motor. This enables torque synchronization of multiple motors and constant speed cruise in torque mode, ensuring consistent output of multiple motors and avoiding mutual drag between motors. By calculating the maximum allowable braking torque based on real-time vehicle speed and real-time power of braking resistors and setting it as the upper limit of torque for the first travel motor, the maximum energy feedback power of braking can be limited, solving the problem of overvoltage faults in frequency converters, while improving overall vehicle efficiency and reducing tire wear.

[0062] In practical applications, the movement of the beam transport vehicle is susceptible to wheel slippage due to road conditions. If the slipping motor is a torque-mode motor, the other motors can automatically increase their output torque to compensate for the traction loss, without affecting the normal movement of the entire vehicle. However, if the slipping motor is a speed-mode motor, its output torque will decrease accordingly, causing a synchronous decrease in the output torque of other motors, resulting in insufficient driving force for the entire vehicle, which may prevent it from continuing to move. Based on this, in an exemplary embodiment, such as Figure 2 As shown, the above-mentioned multi-motor travel drive control method further includes the following steps:

[0063] S210, when the first traveling motor is in an idling state, control the second traveling motor to stop following the target output torque.

[0064] For example, the controller stores the target output torque of the first traveling motor before it idles in real time. The storage frequency can be synchronized with the torque feedback frequency of the first traveling motor to ensure the integrity of the torque data before idling.

[0065] S220 controls the second traveling motor to increase its output torque according to a preset slope, based on the torque of the first traveling motor before it idles.

[0066] For example, the preset slope can be determined based on the rated load of the beam transport vehicle, the road surface adhesion coefficient, and the rated torque of the motor. The output torque of the second traveling motor after being increased according to the preset slope does not exceed the safe range of its rated torque to avoid motor overload.

[0067] S230, in response to the first traveling motor disengaging from the idling state, controls the second traveling motor to resume operation following the target output torque.

[0068] For example, when the deviation ratio between the real-time speed of the first traveling motor and the reference speed is less than or equal to a preset threshold, and this state continues for multiple speed acquisition cycles, the controller can determine that it has left the idling area, send a recovery command through the EtherCAT protocol, and control each second traveling motor to follow the real-time output torque of the first traveling motor again, restoring the original torque following control logic.

[0069] Optionally, such as Figure 3 As shown, the above-mentioned multi-motor travel drive control method further includes the step of determining that the first travel motor is in an idling state, including:

[0070] S310 collects the real-time speed of all running motors on the beam transport vehicle, including the first running motor and the second running motor.

[0071] For example, the controller can acquire real-time speed data at fixed acquisition intervals using encoders configured on each traveling motor, with the encoders electrically connected to their respective inverters. After processing by the inverter, the speed signal can be transmitted to the controller via the EtherCAT protocol to ensure the reliability of the speed data acquisition.

[0072] S320 removes the highest and lowest speed values ​​from all collected real-time speeds, and calculates the average of the remaining real-time speeds to obtain the reference speed.

[0073] For example, the controller can sort the real-time speeds of all the running traveling motors (including the first traveling motor and the second traveling motor), remove the highest speed value and the lowest speed value, and then calculate the arithmetic average of the remaining real-time speeds to obtain the reference speed, so as to eliminate the interference of extreme speed data.

[0074] S330, calculate the deviation ratio between the real-time speed of the first traveling motor and the reference speed.

[0075] For example, the deviation ratio can be the ratio of the difference between the real-time speed of the first traveling motor and the reference speed to the reference speed.

[0076] S340, if the deviation ratio is greater than the preset threshold, it is determined that the first traveling motor is in an idling state.

[0077] For example, the preset threshold can be pre-set by the user through the human-machine interface and stored in the controller, and can be flexibly adjusted according to different road conditions and the operating status of the beam transport vehicle to adapt to diverse application scenarios.

[0078] In this embodiment, by storing the torque before idling in real time, increasing the force according to a preset slope, and resuming following after idling, the control logic can maintain the effective output of the second traveling motor when the output torque of the first traveling motor decreases due to idling, ensuring that the torque of the whole vehicle does not decrease, thereby pushing the idling motor out of the idling area. By collecting the rotational speed at a fixed period, eliminating extreme values ​​to calculate the reference speed, and comparing the deviation ratio, the idling state of the first traveling motor can be accurately identified, avoiding control abnormalities caused by misjudgment or omission. Therefore, the problem of insufficient traction of the whole vehicle caused by the reduction of motor output torque in speed mode is solved, ensuring the stable travel of the beam transport vehicle under complex road conditions.

[0079] In practical applications, when the motor is in torque control mode, if the load torque is less than the motor output torque, the motor speed will continue to increase. Especially when the friction between the wheel assembly of the torque-controlled motor and the road surface is insufficient, the wheel assembly is prone to runaway, affecting the travel safety and stability of the beam transport vehicle. Therefore, in an exemplary embodiment, the above-mentioned multi-motor travel drive control method further includes the following steps:

[0080] S410, obtain the target speed of the second traveling motor.

[0081] S420 sets the target speed to the speed limit of the second traveling motor and limits the speed of the second traveling motor.

[0082] For example, the target speed of the second traveling motor is consistent with the target speed of the first traveling motor, which is determined by the adjustment command of the controller handle. The controller obtains the target speed of the first traveling motor through the EtherCAT protocol, and then synchronously obtains the target speed of the second traveling motor. The controller sends the target speed to the inverter corresponding to each second traveling motor through the EtherCAT protocol, and the inverter writes the target speed into its internal memory as the speed limit of the second traveling motor, thereby limiting the speed of the second traveling motor in real time to prevent the speed from increasing indefinitely.

[0083] Optionally, the above-mentioned multi-motor travel drive control method further includes the following steps:

[0084] S510 is configured with bidirectional speed limit offset parameters. Based on the target speed and the bidirectional speed limit offset parameters, the speed control boundaries of the second traveling motor in the forward and reverse directions are determined respectively.

[0085] S520, when the real-time speed of the second traveling motor reaches the speed control boundary in the corresponding direction, controls the inverter corresponding to the second traveling motor to actively reduce the output torque.

[0086] For example, the bidirectional speed limit bias parameters include forward bias parameters and reverse bias parameters, which can be configured by the user through a human-machine interface or the inverter's parameter configuration interface. The controller obtains the real-time speed of each second traveling motor in real time via the EtherCAT protocol. When the real-time speed reaches the speed control boundary in the corresponding direction, the controller sends a torque adjustment command to the inverter corresponding to that second traveling motor, controlling the inverter to actively reduce the output torque to suppress further increase in speed. Specifically, the speed control boundaries are determined based on the target speed and the bidirectional speed limit bias parameters, including: forward speed control boundary = target speed + forward bias parameter, and reverse speed control boundary = -(target speed + reverse bias parameter), where the negative sign indicates the reverse direction.

[0087] Optionally, the above-mentioned multi-motor travel drive control method further includes the following steps:

[0088] S610, set the upper limit parameter of the torque of the second traveling motor. The upper limit parameter of the torque is used to constrain the maximum output torque of the second traveling motor.

[0089] For example, the upper limit torque parameter is set through the inverter's parameter configuration interface, and the parameter value is stored inside the inverter.

[0090] S620: If the real-time speed of the second traveling motor does not reach the speed control boundary in the corresponding direction, the output torque of the second traveling motor is controlled to not exceed the upper limit parameter of torque.

[0091] like Figure 4 As shown, the torque is set to not exceed the upper torque limit. For example, when the real-time speed of the second traveling motor has not reached the speed control boundary in the corresponding direction, the output torque corresponding to the torque command sent by the controller to the inverter is compared with the upper torque limit parameter. The inverter controls the output torque of the second traveling motor to always not exceed the upper torque limit parameter, so as to ensure that the torque output is within a safe range.

[0092] S630, when the real-time speed of the second traveling motor reaches the speed control boundary in the corresponding direction, while the inverter actively reduces the output torque, maintains the output torque of the second traveling motor within the upper limit parameter of the torque.

[0093] For example, when the real-time speed of the second traveling motor reaches the speed control boundary in the corresponding direction, and the inverter actively reduces the output torque in response to the control command, the inverter continuously checks the real-time output torque against the torque upper limit parameter to maintain the output torque of the second traveling motor not exceeding the torque upper limit parameter.

[0094] In this embodiment, by setting the target speed of the second traveling motor as the speed limit, the tendency of the motor speed to increase under torque control mode can be limited. By configuring bidirectional speed limit bias parameters to determine the forward and reverse speed control boundaries, and by controlling the inverter to actively reduce the output torque when the speed reaches the boundary, speed over-limit can be suppressed, further preventing the speed from continuously increasing. By setting the torque upper limit parameter and maintaining the output torque within the limit under different speed scenarios, dual protection of speed and torque can be formed. Therefore, the runaway problem caused by insufficient load torque or insufficient road friction of the torque mode motor is solved, ensuring the safety and stability of the beam transport vehicle.

[0095] In practical applications, beam transport vehicles may need to disconnect individual faulty motors to continue operation due to abnormal situations such as inverter failure or motor failure. If the disconnected motor is in speed control mode, the remaining motors in torque control mode will lose their torque tracking reference, causing the vehicle to be unable to drive normally. Based on this, in an exemplary embodiment, the above-mentioned multi-motor travel drive control method further includes the following steps:

[0096] S710, in response to the cut-off signal of the first traveling motor, reallocates the control modes of the other traveling motors on the beam transport vehicle besides the first traveling motor, and selects one of the other traveling motors to control it to run in speed control mode; wherein, the cut-off signal is triggered by the inverter cut-off control in the human-machine interface, and the inverter cut-off control is associated with the inverter corresponding to the traveling motor one by one.

[0097] For example, the inverter cutoff control in the human-machine interface is associated with the inverter corresponding to each traveling motor. Each inverter cutoff control corresponds to a unique traveling motor. The user generates a cutoff signal for the corresponding traveling motor by triggering the target inverter cutoff control. The cutoff signal can be transmitted to the controller via the EtherCAT protocol. After receiving the signal, the controller first verifies whether the traveling motor corresponding to the cutoff signal is the first traveling motor currently operating in speed control mode. If it is confirmed to be the first traveling motor, the controller immediately initiates the control mode reallocation process, selecting a traveling motor from the other traveling motors on the beam transport vehicle (excluding the first traveling motor) according to a preset priority rule as the new first traveling motor.

[0098] Specifically, the controller can send a control mode switching command to the inverter corresponding to the new first traveling motor via the EtherCAT protocol, switching its control mode to speed control mode while retaining the torque control mode of the other traveling motors. The new first traveling motor inherits the control logic of the original first traveling motor, and outputs the corresponding frequency and feedback the output torque according to the driver's handle adjustment signal.

[0099] Optionally, the human-machine interface may also include at least one of the following: whole machine forced travel control control, wheel set center position calibration control, trolley encoder shielding control, trolley rotation zero position calibration control, anti-collision warning shielding control, anti-collision deceleration distance setting control, anti-collision stopping distance setting control, laser radar center position calibration control, or wheel set shielding control.

[0100] For example, the human-machine interface is a motor release interface on an HMI screen. This interface integrates multiple functional controls, each of which is associated with the control logic of the beam transport vehicle. The operation signals of each functional control can be transmitted to the controller via the EtherCAT protocol. The controller executes the corresponding control commands based on the received control signals, realizing the operation and control of the beam transport vehicle in multiple scenarios.

[0101] Specifically, such as Figure 5 As shown, the inverter cutoff controls are laid out on the interface in the form of wheel set numbers such as Right 1, Right 2, etc., with each number corresponding to an inverter for a traveling motor. Users can trigger the motor cutoff operation by clicking the corresponding number control. The whole machine forced travel control control is used to activate the whole vehicle's forced travel function under special working conditions. The wheel set center position calibration control, trolley rotation zero position calibration control, and lidar center position calibration control are used for calibration operations of the beam transport wheel sets and sensors. The trolley encoder shielding control and anti-collision warning shielding control are used to temporarily shield the corresponding detection functions. The anti-collision deceleration distance setting control and anti-collision stopping distance setting control are used to configure anti-collision related parameters. The wheel set shielding control is used to individually shield the control signals of a specific wheel set.

[0102] In this embodiment, by responding to the cut-off signal and reallocating the motor control mode, a new speed control mode motor can be quickly determined after the original speed control mode motor is cut off, allowing the remaining torque control mode motors to continue to obtain the torque following reference. This solves the problem of the vehicle being unable to move after the speed mode motor exits operation. By integrating multiple functional controls into the motor release interface on the HMI screen, not only is a precise and convenient triggering method provided for the motor cut-off operation, but it also covers various needs such as daily calibration of the beam transport vehicle, working condition switching, and parameter configuration, ensuring the convenience of operation and the comprehensiveness of control functions, and further improving the reliability and adaptability of the beam transport vehicle.

[0103] This application also provides a multi-motor travel drive control system, including 20 travel motors, 1 hydraulic pump station motor, and the controller in the above embodiments. The 20 travel motors include at least one first travel motor operating in speed control mode. When the controller executes the computer program, it implements the steps in the above method embodiments.

[0104] For example, please refer to Figure 6Twenty traveling motors are distributed along the front and rear wheel sets of the beam transport vehicle, and one hydraulic pump station motor is installed in conjunction with the hydraulic system. The 20 traveling motors and the 1 hydraulic pump station motor together constitute 21 power output units. The system is equipped with 21 inverters, and the 21 power output units are electrically connected to the 21 inverters in a one-to-one correspondence. That is, each traveling motor and hydraulic pump station motor corresponds to an independent inverter, realizing one-to-one control between the motor and the inverter.

[0105] Specifically, the controller establishes a connection with all 21 inverters through a communication network. One of the 20 traveling motors is pre-designated as the first traveling motor and operates in speed control mode, while the remaining 19 traveling motors operate in torque control mode. The controller obtains the operating parameters (speed and torque) of each motor through the inverters and issues control commands, thereby executing the steps in the above-mentioned method embodiments when executing the computer program.

[0106] Optionally, the system also includes a power cabinet and a battery DC power supply; the power cabinet is equipped with 21 inverters, 20 traveling motors, and 1 hydraulic pump station motor, each of which is connected to one inverter; the battery DC power supply is connected to the DC bus in the power cabinet after passing through a circuit breaker, and each inverter draws power from the DC bus to obtain drive power.

[0107] For example, please refer to Figure 7 The power cabinet is a closed cabinet structure, with 21 inverters arranged in a preset manner (with...). Figure 7 The frequency converter cabinet (with consistent layout logic) is installed inside the power supply cabinet. The 21 inverters are numbered one-to-one with the corresponding motor wheel group numbers (e.g., right 1, right 2, etc.) and the hydraulic pump station motor. The output terminal of the battery DC power supply is electrically connected to the input terminal of the 1QF1 circuit breaker. The output terminal of the 1QF1 circuit breaker is connected to the DC busbar inside the power supply cabinet. The DC busbar is arranged along a preset path inside the power supply cabinet, and the power input terminal of each inverter is electrically connected to this DC busbar, enabling all inverters to draw power from the DC busbar uniformly. The system's frequency converters can build a communication network using the EtherCAT protocol. The controller and all 21 inverters are connected to this communication network, forming a star topology.

[0108] In summary, the aforementioned multi-motor travel drive control method and system, by selecting one of multiple travel motors as the first travel motor in speed control mode and the rest as the second travel motors in torque control mode, enables the second travel motors to follow the torque of the first travel motor. This achieves torque synchronization of multiple motors and constant speed cruise in torque mode, ensuring consistent output from multiple motors and avoiding mutual drag between motors. By calculating the maximum allowable braking torque based on real-time vehicle speed and real-time power of the braking resistor and setting it as the upper limit of the torque of the first travel motor, the maximum energy feedback power of braking can be limited, avoiding the problem of overvoltage faults in the frequency converter, while improving overall vehicle efficiency and reducing tire wear.

[0109] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0110] Based on the same inventive concept, this application also provides a multi-motor travel drive control device for implementing the multi-motor travel drive control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more embodiments of the multi-motor travel drive control device provided below can be found in the limitations of the multi-motor travel drive control method described above, and will not be repeated here.

[0111] In one exemplary embodiment, such as Figure 8 As shown, a multi-motor travel drive control device 800 is provided, including: a torque acquisition module 801, a traction control module 802, and a braking control module 803, wherein:

[0112] The torque acquisition module 801 is used to acquire the real-time output torque of the first traveling motor, which operates in speed control mode.

[0113] The traction control module 802 is used to set the real-time output torque to the target output torque of the second traveling motor when the current operating condition of the beam transport vehicle is traction condition, and control the second traveling motor to operate in torque control mode.

[0114] The braking control module 803 is used to obtain the real-time speed of the beam transport vehicle and the real-time power of the braking resistor when the current operating condition of the beam transport vehicle is braking condition. Based on the real-time speed and real-time power, the maximum allowable braking torque is calculated and set as the upper limit of the torque of the first traveling motor.

[0115] In one embodiment, the traction control module 802 is further configured to:

[0116] When the first traveling motor is idling, control the second traveling motor to stop following the target output torque;

[0117] The output torque of the second traveling motor is increased by a preset slope based on the torque of the first traveling motor before it idles.

[0118] In response to the first traveling motor disengaging from the idling state, the second traveling motor is controlled to resume operation following the target output torque.

[0119] In one embodiment, the traction control module 802 is further configured to:

[0120] The real-time speed of all running motors on the beam transport vehicle is collected. All running motors include the first running motor and the second running motor.

[0121] The highest and lowest speed values ​​are removed from all the collected real-time speeds, and the average of the remaining real-time speeds is calculated to obtain the reference speed.

[0122] Calculate the deviation ratio between the real-time speed of the first traveling motor and the reference speed;

[0123] If the deviation ratio is greater than a preset threshold, the first traveling motor is determined to be in an idling state.

[0124] In one embodiment, the traction control module 802 is further configured to:

[0125] Obtain the target speed of the second traveling motor;

[0126] The target speed is set as the speed limit of the second traveling motor, and the speed of the second traveling motor is limited and controlled.

[0127] In one embodiment, the traction control module 802 is further configured to:

[0128] Configure bidirectional speed limit offset parameters, and determine the speed control boundaries of the second traveling motor in the forward and reverse directions based on the target speed and bidirectional speed limit offset parameters;

[0129] When the real-time speed of the second traveling motor reaches the speed control boundary in the corresponding direction, the inverter corresponding to the second traveling motor is controlled to actively reduce the output torque.

[0130] In one embodiment, the traction control module 802 is further configured to:

[0131] Set the upper limit parameter of the torque of the second traveling motor. The upper limit parameter of the torque is used to constrain the maximum output torque of the second traveling motor.

[0132] If the real-time speed of the second traveling motor does not reach the speed control boundary in the corresponding direction, the output torque of the second traveling motor shall be controlled to not exceed the upper limit parameter of torque.

[0133] When the real-time speed of the second traveling motor reaches the speed control boundary in the corresponding direction, the output torque of the second traveling motor is maintained at no more than the upper limit parameter of torque while the inverter actively reduces the output torque.

[0134] In one embodiment, the traction control module 802 is further configured to:

[0135] In response to the cut-off signal of the first traveling motor, the control modes of the other traveling motors on the beam transport vehicle, excluding the first traveling motor, are reallocated, and one of the other traveling motors is selected to operate in speed control mode; wherein, the cut-off signal is triggered by the inverter cut-off control in the human-machine interface, and the inverter cut-off control is associated with the inverter corresponding to each traveling motor.

[0136] In one embodiment, the human-machine interface further includes at least one of the following: whole machine forced travel control control, wheel set center calibration control, trolley encoder shielding control, trolley rotation zero position calibration control, anti-collision warning shielding control, anti-collision deceleration distance setting control, anti-collision stopping distance setting control, laser radar center calibration control, or wheel set shielding control.

[0137] Each module in the aforementioned multi-motor travel drive control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of a computer device in hardware form or independent of it, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0138] In one exemplary embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 9As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a multi-motor walking drive control method.

[0139] Those skilled in the art will understand that Figure 9 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0140] In one exemplary embodiment, a computer device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above-described method embodiments.

[0141] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above method embodiments.

[0142] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0143] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0144] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0145] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A multi-motor travel drive control method, characterized in that, A controller applied to a beam transport vehicle, the method comprising: The real-time output torque of the first traveling motor is obtained, and the first traveling motor is operating in speed control mode; When the current operating condition of the beam transport vehicle is traction, the real-time output torque is set as the target output torque of the second traveling motor, and the second traveling motor is controlled to operate in torque control mode. When the first traveling motor is in an idling state, the second traveling motor is controlled to stop following the target output torque; The output torque of the second traveling motor is increased by a preset slope based on the torque of the first traveling motor before it idles. In response to the first traveling motor disengaging from the idling state, the second traveling motor is controlled to resume operation following the target output torque; When the current operating condition of the beam transport vehicle is braking, the real-time speed of the beam transport vehicle and the real-time power of the braking resistor are obtained. The maximum allowable braking torque is calculated based on the real-time speed and the real-time power, and the maximum allowable braking torque is set as the upper limit of the torque of the first traveling motor. The method for determining whether the first traveling motor is in an idling state includes: The real-time rotational speed of all running motors on the beam transport vehicle is collected, including the first running motor and the second running motor; The highest and lowest speed values ​​are removed from all the collected real-time speeds, and the average of the remaining real-time speeds is calculated to obtain the reference speed. Calculate the deviation ratio between the real-time rotational speed of the first traveling motor and the reference speed; If the deviation ratio is greater than a preset threshold, the first traveling motor is determined to be in an idling state.

2. The method according to claim 1, characterized in that, The method further includes: Obtain the target speed of the second traveling motor; The target rotational speed is set as the speed limit of the second traveling motor, thereby limiting and controlling the rotational speed of the second traveling motor.

3. The method according to claim 2, characterized in that, The method further includes: Configure bidirectional speed limit offset parameters, and determine the speed control boundaries of the second traveling motor in the forward and reverse directions based on the target speed and the bidirectional speed limit offset parameters, respectively; When the real-time speed of the second traveling motor reaches the speed control boundary in the corresponding direction, the inverter corresponding to the second traveling motor is controlled to actively reduce the output torque.

4. The method according to claim 3, characterized in that, The method further includes: Set the upper limit parameter of the torque of the second traveling motor, the upper limit parameter of the torque is used to constrain the maximum output torque of the second traveling motor; If the real-time speed of the second traveling motor does not reach the speed control boundary in the corresponding direction, the output torque of the second traveling motor shall be controlled to not exceed the torque upper limit parameter. When the real-time speed of the second traveling motor reaches the speed control boundary in the corresponding direction, the output torque of the second traveling motor is maintained at no more than the upper limit torque parameter during the process of the inverter actively reducing the output torque.

5. The method according to claim 1, characterized in that, The method further includes: In response to the cut-off signal of the first traveling motor, the control modes of the other traveling motors on the beam transport vehicle, excluding the first traveling motor, are reallocated, and one of the other traveling motors is selected to operate in speed control mode; wherein, the cut-off signal is triggered by the inverter cut-off control in the human-machine interface, and the inverter cut-off control is associated with the inverter corresponding to each traveling motor.

6. The method according to claim 5, characterized in that, The human-machine interface also includes at least one of the following: whole machine forced travel control control, wheel set center position calibration control, trolley encoder shielding control, trolley rotation zero position calibration control, anti-collision warning shielding control, anti-collision deceleration distance setting control, anti-collision stopping distance setting control, laser radar center position calibration control, or wheel set shielding control.

7. A multi-motor travel drive control system, characterized in that, It includes 20 traveling motors, 1 hydraulic pump station motor, and a controller. The 20 traveling motors include at least one first traveling motor operating in speed control mode. When the controller executes a computer program, it implements the steps of the method according to any one of claims 1 to 6.

8. The system according to claim 7, characterized in that, The system also includes a power cabinet and a battery DC power supply; The power cabinet is equipped with 21 inverters, and each of the 20 traveling motors and 1 hydraulic pump station motor is connected to one of the inverters in a one-to-one correspondence. The DC power supply from the battery is connected to the DC busbar in the power cabinet after passing through the circuit breaker, and each inverter draws power from the DC busbar to obtain driving power.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

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