Digital full-electric drive load unit automatic conveying and filling control system and method for operation vehicle

Abstract

The invention relates to a digital full-electric drive load unit automatic conveying and filling control system and method for an operation vehicle. The system comprises a conveying mechanism control unit, a pushing mechanism control unit, a power distribution box, a controller, a remote terminal, a vehicle length terminal and a system cable. Based on the high-voltage servo motor, the system has the natural advantages of high efficiency, quick response, high control precision and simplicity and convenience in maintenance. The powerful data acquisition and real-time feedback capabilities lay a foundation for integrating advanced sensors and intelligent control algorithms and realizing adaptive decision making. The system is compact in structure, and modular and lightweight design is easy to realize. Through deep cooperation of all-electric driving and intelligent control, qualitative change of the performance of the automatic conveying and filling system is achieved, the core requirements of modern operation vehicles for high operation cycle frequency, high reliability, high precision and low maintenance cost are comprehensively met, and therefore the comprehensive efficiency of the operation vehicles is remarkably improved.

Description

Technical Field

[0001] This invention belongs to the field of operational vehicle control, specifically relating to a digital all-electric drive automatic conveying and loading control system and method for operational vehicles. Background Technology

[0002] In the field of work vehicles, achieving automated transport and loading of load units is key to improving vehicle automation levels. Automated transport and loading systems can effectively improve the operating efficiency of heavy equipment, shorten work cycles, and reduce personnel requirements. Traditional automated transport and loading systems use hydraulic or electro-hydraulic hybrid drives.

[0003] Traditional automated conveying and loading systems, which employ hydraulic or electro-hydraulic hybrid drives, suffer from inherent and insurmountable fundamental defects due to their technical principles, severely hindering further improvements in the overall performance of modern heavy-duty work vehicle systems: 1. The system is complex, with low integration and reliability. Hydraulic systems have numerous core components, requiring the integration of hydraulic pump stations, accumulators, various control valve assemblies (directional valves, pressure valves, flow valves), complex high-pressure piping networks, coolers, and oil tanks. This system is bulky, rigidly laid out, occupies valuable vehicle interior space, and has extremely poor versatility and portability. More seriously, the numerous mechanical connection points and sealing points become high-risk sources of leakage and failure, and the intricate piping makes fault location and troubleshooting exceptionally difficult, making it hard to guarantee the overall reliability of the system.

[0004] 2. Low energy efficiency and heavy thermal management burden. Hydraulic systems have a long energy transfer path, requiring two conversions: "mechanical energy → hydraulic energy → mechanical energy." During this process, energy is significantly lost through various means, including fluid viscous friction, valve throttling, high-pressure pipeline leakage, and internal hydraulic oil leakage, resulting in an overall efficiency typically below 50%. To maintain system pressure, the hydraulic pump needs to operate continuously or at high frequency, further exacerbating energy loss. This substantial energy loss translates into increased oil temperature, necessitating an additional cooling system. This not only increases power consumption and complexity but also poses a serious thermal hazard in confined spaces.

[0005] 3. Slow dynamic response and insufficient control precision. Hydraulic systems rely on the mechanical displacement of valve cores to regulate fluid flow and pressure. Their inherent dead zone, hysteresis, and nonlinear characteristics result in a delayed response. Furthermore, the compressibility of hydraulic oil and the damping effect of the pipeline further reduce the system's response speed and control stiffness. This makes it difficult for the system to achieve high-speed, high-precision motion control, rendering it unsuitable for the rapid and precise collaborative operation tasks required by modern heavy-duty vehicles.

[0006] 4. Poor environmental adaptability and high maintenance costs. Hydraulic oil performance is highly temperature-dependent, resulting in extremely poor system environmental adaptability. At low temperatures, oil viscosity increases, leading to difficulty starting, slow pressure build-up, and even component damage. At high temperatures, oil viscosity decreases, increasing internal leakage, causing unstable system pressure, and making seals prone to aging and failure. Furthermore, the system requires regular replacement of hydraulic oil and filters, necessitating highly specialized maintenance, frequent cycles, and high costs, resulting in substantial lifecycle costs and virtually no capability for emergency field repair.

[0007] 5. Filling quality and consistency are difficult to guarantee. Due to pressure fluctuations and response lag in hydraulic systems, traditional solutions rely solely on stroke limit switches as the criterion for successful loading, failing to precisely control the instantaneous speed and acceleration during the pushing process. This easily leads to "soft landing" due to insufficient pushing kinetic energy, causing major malfunctions such as incomplete loading and accidental drop of the load unit, directly resulting in work interruption. This binary judgment mode based on simple on / off signals lacks real-time perception and closed-loop control capabilities for process data, fundamentally limiting the improvement of system intelligence and reliability, and severely reducing the system's ability and efficiency in completing tasks.

[0008] The aforementioned shortcomings indicate that hydraulic and electro-hydraulic hybrid drive solutions, due to the inherent limitations of their technical principles, are fundamentally unable to meet the core requirements of modern, information-based work vehicles for high reliability, high operating cycle frequency, high precision, low maintenance costs, and all-terrain operation capabilities. A completely new drive and control technology solution has become an inevitable trend in the industry. Summary of the Invention

[0009] This invention provides a digital all-electric drive automatic conveying and loading control system and method for work vehicles, overcoming the inherent bottlenecks of traditional hydraulic drive systems in terms of control accuracy, response speed and reliability.

[0010] To address the above technical problems, this invention provides a digital all-electric drive automatic conveying and loading control system for load units, characterized by comprising: The conveying mechanism control unit, including the conveying mechanism motor, the conveying mechanism motor controller, and the conveying mechanism sensors, is used to convey the load unit to the pushing position; The push mechanism control unit, including the push mechanism motor, the push mechanism motor controller, and the push mechanism sensor, is used to push the load unit to the loading-ready position; A distribution box is used to provide both high-voltage DC power and low-voltage DC power. The controller, as the core of the system control, is communicatively connected to the conveying mechanism control unit, the pushing mechanism control unit, the vehicle commander terminal, the remote terminal, and the system switch. It is used to execute control algorithms, collect status information, manage power and communication, and realize the automatic loading process. The commander's terminal and remote terminal are used for human-machine interaction, command issuance, and status display; System switches include loading switches, locking mechanism switches, return-to-position switches, and limit switches; System cables are used to connect various components and transmit power and signals.

[0011] Furthermore, the controller includes: The MCU unit is used to run control algorithms and make logical judgments; The power supply unit features reverse connection protection, surge suppression, EMI filtering, and multi-stage DC-DC conversion. The CAN bus communication unit includes at least four independent CAN networks, which are used for servo control, human-machine interaction and remote communication, respectively. The I / O input / output unit uses optocoupler isolation and is used to acquire switching signals and drive external loads; The fault indication unit displays system status and faults via LED indicators; The operation interface unit integrates mode selection and manual operation switches.

[0012] Furthermore, the system adopts a hierarchical energy management architecture, including: The high-voltage main power circuit is used to drive the motors of the conveying mechanism and the pushing mechanism; The low-voltage control power supply circuit supplies power to the controller, sensors, and communication unit. Energy management strategies monitor bus voltage, current, and temperature in real time to achieve fault protection and condition management.

[0013] Furthermore, the system employs a multi-channel isolated CAN bus network, including: CAN1 and CAN2 networks are used for high real-time servo motion control; CAN3 network, used for vehicle commander terminal interaction; CAN4 network is used for remote terminal communication and sensor zeroing commands; Each network is isolated from the other at the physical layer and the protocol layer, and has an independent fault handling and recovery mechanism.

[0014] Furthermore, the controller executes a speed-position dual closed-loop PID control algorithm to achieve high-precision motion control of the conveying mechanism and the pushing mechanism, with a control accuracy of millimeters.

[0015] Furthermore, the system supports adaptive loading of multi-load unit types across all firing angles, including: Based on the load unit model and firing angle information issued by the vehicle's main control computing unit, the corresponding loading parameters are automatically called. Adaptively adjust push speed and travel distance to ensure consistent and safe loading.

[0016] Furthermore, the system possesses a comprehensive security interlocking system, including: A mechanical safety layer, using mechanical stops to prevent malfunctions; The electrical safety layer uses limit switches and sensor redundancy to achieve hard-wired protection. The software security layer achieves logical interlocking through sequential state machines, parameter verification, and fault diagnosis. The human-computer interaction safety layer ensures operational safety through anti-misoperation design and status indicators; The system is linked to a safety layer, achieving bidirectional interlocking with the vehicle's main control computing unit.

[0017] An automatic conveying and loading control method for a digitally powered, all-electric load unit of the system, characterized by comprising the following steps: The system powers on and initializes, performing self-tests and communication verification. In automatic mode, it receives loading instructions and verifies system readiness conditions; The control conveyor mechanism transports the load unit to the pushing position; The control push mechanism pushes the load unit to the loading-ready position; The control mechanism and the conveying mechanism are returned to their original positions in sequence; Update system status and complete loading process.

[0018] Furthermore, the system readiness conditions include: The conveying and pushing mechanisms remain in their original positions; The CAN communication network is functioning correctly. The locking mechanism unlocking and return-to-position switches are effective; The operation parameter package from the vehicle's main control computing unit has been received.

[0019] Furthermore, the method also includes: In manual mode, the conveying or pushing mechanism can be controlled independently via operation switches or terminal commands. Monitor system status in real time and implement graded handling and security degradation strategies in case of failure.

[0020] Beneficial Effects: This invention, based on a high-voltage servo motor, possesses inherent advantages such as high efficiency, fast response, high control precision, and ease of maintenance. Its powerful data acquisition and real-time feedback capabilities lay the foundation for integrating advanced sensors and intelligent control algorithms to achieve adaptive decision-making. The system has a compact structure, facilitating modular and lightweight design. Through deep synergy between all-electric drive and intelligent control, this invention aims to achieve a qualitative leap in the performance of automated conveying and loading systems, fully meeting the core requirements of modern work vehicles for high operating cycle frequency, high reliability, high precision, and low maintenance costs, thereby significantly improving the overall efficiency of work vehicles. Attached Figure Description

[0021] Figure 1 Components of the automatic conveying and filling control system Figure 2 : Block diagram of automatic conveying and loading control system Figure 3 Energy Management Block Diagram of Automated Conveying and Loading Control System Figure 4 CAN network topology for automatic conveying and loading control system Figure 5 Automatic conveying and loading control system manual mode translation forward and backward flow chart Figure 6 Flowchart of the manual mode advance and retraction of the automatic conveying and loading control system push mechanism Figure 7 Automatic Conveying and Filling Control System Automatic Filling Flowchart Figure 8 Schematic diagram of the speed-position dual closed-loop control system for automatic conveying and loading control. Figure 9 Block diagram of the controller of the automatic conveying and filling control system. Detailed Implementation

[0022] To make the objectives, contents, and advantages of the present invention clearer, the specific embodiments of the present invention will be described in further detail below.

[0023] This invention proposes a digital all-electric drive automatic conveying and loading control system for work vehicles, comprising a conveying mechanism control unit, a pushing mechanism control unit, a power distribution box, a controller, a remote terminal, a vehicle commander terminal, and system cables. 1) Conveying mechanism control unit: controls the conveying mechanism body (mechanical structure) to convey the load unit to the pushing position, and consists of the conveying mechanism motor, the conveying mechanism motor controller and the conveying mechanism motor sensor; 2) Pushing mechanism control unit: controls the pushing mechanism body (mechanical structure) to push the load unit to the loading ready position, and consists of the pushing mechanism motor, the pushing mechanism motor controller and the pushing mechanism sensor; 3) Power distribution box: High and low voltage power distribution control, including control of the controller, the low voltage +28V power supply of the vehicle length terminal, and the high voltage +270V power supply of the conveying mechanism control unit and the pushing mechanism control unit; 4) Controller: The core of the automatic conveying and loading control system, it collects the position information of the actuators in real time, sends control commands, and completes the conveying and loading actions of the load units. It interacts with the vehicle commander's terminal and the remote terminal, receives operation commands, and provides feedback on the system status. Simultaneously, the controller is also responsible for the power distribution management of the conveying mechanism unit, the push mechanism control unit, and the remote terminal, and can monitor the power distribution status in real time. 5) Remote terminal: The interactive unit of the automatic conveying and loading control system after it is separated from the vehicle commander's terminal and the vehicle's main control computing unit. It is used for system function detection and fault diagnosis and supports remote data transmission. 6) Commander Terminal: The in-vehicle interaction unit. The controller uploads the system status to the commander terminal in real time for display, including the operation vehicle's locking mechanism switch, return-to-position switch, actuator position information, and fault information. The commander terminal issues control commands such as system mode and manual operation. 7) System cables: connect system components and transmit power and signals; 8) System switches: consisting of a loading switch, a vehicle locking mechanism switch, a return-to-position switch, and limit switches; 9) Conveyor motor: Servo motor, which drives the conveyor body to complete translational movement through a planetary reducer; 10) Conveyor motor controller: CAN interface servo motor driver, which receives controller commands to drive the conveyor motor; 11) Conveyor sensor: 16-bit absolute encoder with CAN interface, providing the controller with position information of the conveyor body; 12) Push mechanism motor: servo motor, which drives the push mechanism body to complete the pushing and retracting actions through a planetary reducer; 13) Push mechanism motor controller: CAN interface servo motor driver, which receives controller commands to drive the push mechanism motor; 14) Push mechanism sensor: 16-bit absolute encoder with CAN interface, providing the controller with the position information of the push mechanism body; 15) Loading switch: Automatic loading operation switch for the load unit of the automatic conveying and loading control system; 16) Locking mechanism switch: Detects the status of the locking mechanism of the working vehicle; 17) Re-entry Position Switch: Detects whether the re-entry movement of the work vehicle is completed after operation, ensuring that it is correctly reset to the ready position; 18) Limit switch: The sensor is redundantly designed. When the actuator reaches the limit switch protection position, the limit switch is triggered to cut off the motor power source and avoid collision damage to the mechanical mechanism. 19) System Cable I: Low-voltage power cable from the distribution box to the controller; 20) System Cable II: High-voltage power cable from the distribution box to the conveyor control unit and the pusher control unit, connecting to the conveyor motor controller and the pusher motor controller; 21) System Cable III: Cable from controller to conveyor control unit, connecting the conveyor motor controller and the conveyor sensor; 22) System cable IV: Cable from controller to push mechanism control unit, connecting the push mechanism motor controller and the push mechanism sensor; 23) System cable V: CAN bus cable from controller to vehicle commander terminal and remote terminal; 24) System cable VI: Cable from controller to system switch for data acquisition; 25) System cables VII: Conveyor motor controller to conveyor motor cable, pusher motor controller to pusher motor cable.

[0024] The schematic diagram of the automatic conveying and loading control system is attached. Figure 2 .

[0025] The power distribution box is the power source of the automatic conveying and loading control system, the controller is the core of the system control, the vehicle commander terminal and the remote terminal are human-machine interaction units, and the conveying mechanism control unit and the pushing mechanism control unit, as the lower-level machines of the controller, drive the actuators of the automatic conveying and loading control system to complete the actions.

[0026] The distribution box is connected to the controller via system cable I, providing the controller with a low-voltage +28V power supply. It is also connected to the conveyor motor controller and the pusher motor controller via system cable II, providing them with a high-voltage DC power supply with a bus voltage of +270V.

[0027] System cable III is a control cable that connects the controller and the conveyor motor controller and conveyor sensors of the conveyor control unit. The controller provides low-voltage +28V power to the conveyor motor controller and conveyor sensors and exchanges data through the CAN bus.

[0028] System cable IV is a control cable that connects the push mechanism motor controller and push mechanism sensor of the controller and push mechanism control unit. The controller provides low-voltage +28V power to the push mechanism motor controller and push mechanism sensor and exchanges data through the CAN bus.

[0029] System cable V is a control cable that connects the controller, the vehicle commander's terminal, and the remote terminal, and exchanges data via the CAN bus.

[0030] System cable VI is a data acquisition cable that connects the controller and the system switch. It acquires data from the loading switch, the work vehicle locking mechanism switch, and the return-to-position switch. The controller acquires the switch status.

[0031] System cable VII is the control cable, connecting the conveyor motor controller and the conveyor motor, and the pusher motor controller and the pusher motor. The motor controller inputs a +270V DC bus and outputs three-phase U / V / W signals to the motor. The motor resolver feedback signal is sent to the motor controller.

[0032] The automatic conveying and loading control system adopts a hierarchical energy management architecture, as shown in the attached figure. Figure 3 As shown. This design aims to efficiently and reliably distribute the vehicle platform's energy to each execution unit and control unit, while balancing the needs for high peak power output and fine-grained control, ensuring the system's rapid response and continuous operational capability under complex operating conditions.

[0033] 3.1. High-voltage main power circuit The high-voltage main power circuit is responsible for providing peak power to the drive unit that directly generates mechanical motion.

[0034] 1) Power input: +270V high-voltage DC busbar from the distribution box; 2) Energy distribution and conversion: The +270V high-voltage bus directly supplies power to the motor controllers of the conveying mechanism and the pushing mechanism. Both motor controllers use a three-phase full-bridge inverter circuit to convert the +270V DC power into three-phase AC power with adjustable amplitude and frequency through high-frequency PWM modulation. 3) Execution terminal: The conveying mechanism motor and the pushing mechanism motor serve as execution terminals. They receive three-phase AC power, generate precise torque and speed, and drive the mechanical structure to complete the conveying and pushing actions.

[0035] 3.2. Low-voltage control power supply circuit The low-voltage control power supply circuit provides a stable and clean control power supply for the entire system, which is the foundation of the system's intelligence and reliability.

[0036] 1) Power input: +28V low-voltage DC power is provided by the vehicle battery, and is also distributed to the system through the distribution box; 2) Power Conversion: The +28V power supply is first input to the power unit in the controller. This unit contains an isolated DC-DC converter, which performs the initial power conversion and isolation. 3) Isolation and distribution: After isolation and conversion, multiple stable low-voltage DC power supplies are generated, namely +28V for the control circuits of the conveyor motor controller and the pusher motor controller, +12V for the sensors of the conveyor and the pusher, and +5V for the internal power supply of the controller.

[0037] 3.3. System Energy Management Strategy 1) Status monitoring: The system monitors the voltage and current of the +270V and +28V buses in real time, as well as the temperature of each controller, motor current and other parameters, providing a data basis for energy management; 2) Fault protection: When an abnormal power supply (overvoltage, undervoltage, overcurrent) is detected, the system can quickly disconnect the corresponding circuit and report the fault.

[0038] This energy management system achieves independent and efficient allocation of power flow and information flow through the design of high and low voltage separation and power and control isolation. The +270V high-voltage circuit ensures high power density and fast dynamic response of the drive system; while the isolated +28V low-voltage circuit ensures extremely high reliability and anti-interference capability of the control system, meeting the comprehensive energy management requirements of modern vehicle platforms.

[0039] The CAN network topology of the automatic conveying and filling control system is attached. Figure 4 .

[0040] This system employs a multi-channel, isolated, master-slave CAN bus network design to balance high real-time performance, high reliability, and modularity. Its core design principle is to distribute and isolate communication loads based on functional priorities and real-time requirements, avoiding excessive load on a single bus. The system comprises four independent CAN bus networks (CAN1, CAN2, CAN3, CAN4). Each network is isolated at the physical layer, data link layer (following the CAN 2.0B protocol), and application layer (following the CANopen protocol), possessing its own independent cable, baud rate, and identifier allocation. Failure in a single network (such as a short circuit or node malfunction) will not affect the normal operation of other networks, and high real-time tasks are separated from general tasks, ensuring bandwidth and response time for core control. The functions of each network node are as follows: 1) CAN1 Network: The core servo motion control network, with high real-time performance. Nodes include the CAN1 controller, the conveyor motor controller, and the conveyor sensors. The controller sends control commands to the conveyor motor and obtains the position information of the conveyor body. 2) CAN2 Network: The core servo motion control network, with high real-time performance. Nodes include the CAN2 controller, the push mechanism motor controller, and the push mechanism sensors. The controller sends push mechanism motor control commands and obtains the position information of the push mechanism body. 3) CAN3 Network: A low-real-time control network for auxiliary systems, with medium real-time requirements. Nodes include the controller's CAN3 and the vehicle commander's terminal. The vehicle commander's terminal issues commands such as system mode selection and manual operation, while the controller uploads information such as sensor locations, system on / off status, and fault codes to the vehicle commander's terminal for display.

[0041] 4) CAN4 network: Human-machine interaction network with low real-time performance. Nodes include the CAN4 controller and remote terminals. Sensor zeroing commands are added to the CAN3 network message content.

[0042] As attached Figure 9 As shown, the automatic conveying and loading control system controller consists of an MCU unit, a power supply unit, a power distribution unit, a serial communication unit, a CAN bus communication unit, an I / O input / output unit, a fault indication unit, and an operation interface unit. 1) MCU unit: runs preset control algorithms and programs, processes all input signals, issues corresponding control commands based on logical judgments, schedules and manages the work of all units, and realizes the automated operation of the system; 2) Power Supply Unit: Converts the externally input +28V power supply into a stable DC power supply, including the +5V required by the controller MCU and other units, and the +28V and +12V required by the power distribution unit. The power supply unit can eliminate voltage fluctuations and noise interference, providing a clean and stable power supply for the system, ensuring the reliable operation of electronic components, and has overvoltage, overcurrent, short circuit, and reverse connection protection functions to prevent damage to the controller under abnormal conditions; 3) Power distribution unit: Under the control of the MCU unit, the +28V of the power supply unit is distributed to the motor controller and the +12V is distributed to the sensor through electronic switches as a low-voltage control power supply. At the same time, it realizes the isolation between the internal control power supply of the controller and the external power supply to prevent external faults from causing abnormal operation of the controller. 4) Serial communication unit: adopts RS-232 standard, used for parameter debugging and fault diagnosis; 5) CAN bus communication unit: used for real-time transmission of control commands and status information, including CAN1, CAN2, CAN3 and CAN4, four bus interfaces. See the communication network for the network topology. 6) I / O input / output unit: The interface for interaction with external physical signals. Digital input reads button and switch signals, and digital output is used to control electronic switches, drive LED indicators, etc. 7) Fault Indication Unit: Composed of green, yellow, red, and blue LED indicators, this unit visually displays the current operating status of the system through the flashing of specific colored LEDs, helping to quickly locate the source of the fault and shorten maintenance time. A flashing yellow LED indicates the system is in standby mode, a flashing green LED indicates the system is in operation, a flashing blue LED indicates the system is not in its original position, and a flashing red LED indicates a fault. 8) Operation Interface Unit: It integrates the physical control interfaces of the system mode switch, the manual operation switch of the conveying mechanism and the manual operation switch of the pushing mechanism, forming the local direct control layer of the system. It works in conjunction with the train commander terminal as a remote control to realize the human-machine interaction function of the system.

[0043] 5.2. Power Supply Unit Hardware Design The power supply unit employs multiple protection circuits and a two-stage conversion architecture.

[0044] 5.2.1. Pre-processing and protection circuit 1) Reverse Connection Protection: Utilizing a MOSFET ideal diode control circuit, compared to traditional methods that rely on the unidirectional conductivity of a diode's PN junction for reverse connection protection, the MOSFET ideal diode, due to its extremely low on-resistance, exhibits significantly lower power consumption and temperature rise under high current conditions. This not only improves energy efficiency but also reduces the requirements for the heat dissipation system, enhancing system reliability. Furthermore, the frequent voltage fluctuations and noise on the power grid, coupled with the absence of voltage spikes caused by reverse recovery current in the ideal diode, greatly suppresses voltage spikes and noise, providing a cleaner and safer power supply environment for downstream circuits and extending system lifespan. 2) Surge suppression: A transient voltage suppression diode is connected in parallel at the input terminal to absorb instantaneous high-voltage surges caused by lightning strikes, load drops, etc. 3) EMI filtering: π-type filter, which filters out high-frequency noise interference from the power grid to prevent it from entering the system and also suppresses the radiation of internal noise outward. 4) Overcurrent and short circuit protection: Uses a self-resetting fuse (PPTC) that responds quickly to overcurrent and can automatically recover without replacement.

[0045] 5.2.2. DC-DC power conversion The first-stage power conversion uses two independent Buck switching regulators. The input is +28V, and the outputs are +5V and +12V respectively. The two channels are electrically isolated. The switching noise, load fluctuations or potential faults of one regulator will not couple to or affect the other, eliminating mutual interference between channels and improving the overall reliability of the system.

[0046] 5.2.3. Post-stage filtering and linear voltage regulation An LC filter network is configured at the output of the switching regulator to smooth the waveform and suppress ripple noise caused by the switching frequency. A second-stage low-dropout linear regulator (LDO) is added for power-sensitive devices such as the MCU unit. The LDO has extremely low noise and high purity output, excellent power supply rejection ratio, and fast transient response under dynamic loads, which can maintain stable output voltage and prevent the system from resetting or malfunctioning due to instantaneous voltage drops.

[0047] 5.2.4. Power Supply Monitoring The +5V power supply to the MCU unit uses a voltage monitoring IC to monitor the output voltage in real time to ensure it remains within the normal range. If undervoltage or overvoltage is detected, a reset or interrupt signal is immediately sent to the MCU.

[0048] CAN bus communication unit hardware design The electromagnetic environment of vehicles is particularly complex. Considering that static electricity, surges, and short circuits can easily damage hardware when applied directly to communication lines, isolation of the CAN bus communication unit is essential. For CAN transceivers, this mainly involves power supply isolation and signal isolation. Power supply isolation uses a low-power DC-DC isolated power supply, eliminating electrical connections between input and output and preventing the power supply from affecting the transceiver. Signal isolation uses optocouplers for photoelectric isolation. This dual isolation of power supply and communication ensures isolation and protection between the CAN transceiver and the MCU. Considering the possibility of communication interruption due to damage to external bus signals in extreme cases, a signal surge suppressor is added before the transceiver. The signal surge suppressor can suppress harmful signals such as lightning strikes, surges, and overvoltages, clamping the voltage between CAN_H and CAN_L within a 30-volt range, thereby protecting the device's signal ports.

[0049] MCU Unit Hardware Design Employing a 16-bit microcontroller with a maximum operating frequency of 80MHz, it features 512KB of on-chip Flash memory for program storage, 14KB of RAM for data storage, and 2KB of EEPROM for storing critical parameters such as loading parameters. It boasts four independent CAN controllers (MSCAN), up to 91 I / O pins, and a wide operating voltage range (2.35V - 5.5V) and temperature range (-40℃ to +125℃). The microcontroller is designed to withstand extreme automotive conditions, including high temperatures and freezing temperatures, and exhibits high tolerance to power fluctuations, electrostatic discharge (ESD), and electromagnetic interference (EMI), which is crucial for the electromagnetic environment of vehicles filled with strong interference sources such as motors.

[0050] 5.5. I / O Input / Output Unit Hardware Design The I / O input / output unit uses optocoupler isolation to establish a reliable electrical isolation barrier between the low-voltage digital circuits inside the controller and the high-voltage, high-current, and high-noise execution environment in the external field.

[0051] 5.5.1. The role of isolation: 1) Preventing high voltage intrusion: The isolation of the optocoupler can effectively block high voltage from entering the controller, preventing it from entering and burning out low-voltage components such as the core MCU and communication chip; 2) Eliminate ground loop interference: Optical isolation cuts off the ground loop, giving the controller and external equipment an independent grounding system, completely eliminating ground loop interference and ensuring the accuracy and stability of signal acquisition; 3) Suppressing noise and electromagnetic interference: The switching on and off of relays and the operation of motors will generate strong electromagnetic noise. Optocouplers have a strong ability to suppress common-mode noise, which can effectively prevent these noises from coupling into digital signals and ensure the purity of signals.

[0052] 5.5.2. Selection of optocouplers: The rated isolation voltage of the optocoupler should be selected based on the highest transient voltage that the system may withstand, with sufficient margin. A 5000Vrms isolation voltage optocoupler should be selected.

[0053] 5.5.3. Working Principle: 1) Opto-isolated input is used to acquire external signals: The optocoupler output is powered by the controller's internal +5V power supply, and the collector output is connected to the MCU's I / O port through a pull-up resistor. When the external signal is "1" (switch closed), current flows through the LED, causing it to light up. The phototransistor conducts when illuminated, and the output voltage is pulled low to near GND, which the MCU reads as a low level. When the external signal is "0" (switch open), the LED is off, the phototransistor is cut off, and the output is pulled high by the pull-up resistor, which the MCU reads as a high level. 2) Opto-isolated output for driving external loads: The output side of the optocoupler is completely independent and powered by a dedicated isolated power supply. When the MCU outputs "1" (high level), the input LED of the optocoupler illuminates, and the output transistor conducts. When the MCU outputs "0" (low level), the optocoupler is cut off.

[0054] 5.6. Operation Interface Unit Design 1) System mode selection switch: A single-position, two-position self-locking toggle switch is used to switch between manual and automatic modes. The default setting is automatic mode; 2) Manual operation switch for the conveyor mechanism: A three-position, two-position self-resetting toggle switch is used. Moving the switch upwards triggers the conveyor mechanism to "translate forward," moving it downwards triggers "translate backward," and the neutral position is the default state, with no movement of the mechanism. 3) Manual operation switch for the pushing mechanism: A three-position, two-position self-resetting toggle switch is used. Moving it upwards triggers the "advance" of the pushing mechanism, moving it downwards triggers the "retraction", and the middle position is the default state, in which the mechanism does not move.

[0055] Workflow The core actuators of the automatic conveying and filling control system are the conveying mechanism body and the pushing mechanism body. Their motion is defined as follows: the movement of the conveying mechanism body from its original position along the guide mechanism to the pushing position is defined as "translational advance," and the reverse movement is defined as "translational retreat"; the movement of the pushing mechanism body from its original position to the filling-ready position is defined as "advance," and the reverse movement is defined as "retraction." The original position and pushing position of the conveying mechanism body, as well as the original position and filling-ready position of the pushing mechanism body, are all preset by the internal parameters of the controller.

[0056] The system has both manual and automatic modes. The manual mode is used for system debugging and troubleshooting. The automatic mode has a closed-loop operation sequence: after the system is powered on and initialized, the conveying mechanism transports the load unit to the pushing position; then, the pushing mechanism moves to push the load unit to the filling-ready position; finally, the two mechanisms retract and move back to their respective positions in sequence, completing the automatic filling process.

[0057] 6.1 Manual Mode - Conveying Mechanism The manual mode operation procedure for the conveyor mechanism is attached. Figure 5 .

[0058] In this mode, the controller controls the conveyor mechanism's movement based on the operation switch or terminal commands: upon receiving a "translation forward" command, it controls the motor to rotate forward; upon receiving a "translation backward" command, it controls the motor to rotate backward. Command execution is contingent upon the controller confirming through sensor detection that the conveyor mechanism is within a safe range between its original position and the pushing position; otherwise, it will send an alarm to the terminal. During operation, if a limit switch is triggered or a stop command is received, the operation will immediately cease. In manual mode, the motor runs at a constant speed of 500 rpm.

[0059] 6.2 Manual Mode - Push Mechanism The manual mode operation procedure for push organizations is attached. Figure 6 .

[0060] In this mode, the controller controls the pushing mechanism's movement based on the operation switch or terminal commands: upon receiving a "push" command, it controls the motor to rotate forward; upon receiving a "retract" command, it controls the motor to rotate in reverse. Command execution is contingent upon the controller confirming through sensor detection that the pushing mechanism body is within the safe range between its original position and the loading-ready position; otherwise, it will send an alarm to the terminal. During operation, if a limit switch is triggered or a stop command is received, the operation will immediately cease. In manual mode, the motor runs at a constant speed of 500 rpm.

[0061] 6.3 Automatic Mode The automatic mode flow chart for the automatic conveying and filling control system is attached. Figure 7 .

[0062] 6.3.1. System Readiness Determination In automatic mode, after the operator presses the loading button, the controller sequentially checks the following system readiness prerequisites: 1) The conveying mechanism body is in its original position; 2) The pushing mechanism itself remains in place; 3) All nodes in the system's internal communication network (CAN1, CAN2) are communicating normally and there are no fault alarms; 4) The locking mechanism of the work vehicle is in the unlocked state; 5) The vehicle's return-to-position switch is effective; 6) The operation parameter package (containing the load unit model, firing angle information and loading permission instruction) issued by the vehicle main control computing unit has been successfully received.

[0063] If all the above checks are normal, the controller determines that the system is ready and starts the automatic loading process. If any condition is not met, the controller immediately reports an error and terminates the automatic process.

[0064] 6.3.2. Translation The feature is that the controller generates a "translation advance" parameterized command with the target position as the push position and sends it to the motor controller of the conveyor mechanism. The motor controller drives the motor of the conveyor mechanism to rotate forward until the conveyor mechanism body reaches the push position, and the sensor of the conveyor mechanism feeds back the position signal to the controller.

[0065] 6.3.3. Advancement The feature is that: the controller generates corresponding speed and stroke parameters based on the received translational entry signal and the model of the load unit, and sends the "push" command to the push mechanism motor controller. The push mechanism motor controller drives the push mechanism motor to rotate forward, pushes the load unit to the loading ready position, and the push mechanism sensor feeds back the entry signal to the controller.

[0066] 6.3.4. Retraction The feature is that after receiving the load unit loading ready signal, the controller immediately sends a "retract" command, the push mechanism motor controller drives the push mechanism motor to reverse, so that the push mechanism body returns to its original mechanical position, and the push mechanism sensor feeds back the positioning signal to the controller.

[0067] 6.3.5. Translation and Retreat The feature is that: after confirming that the pushing mechanism has retracted to its original position, the controller generates a "translation and retraction" command; the conveying mechanism motor controller drives the conveying mechanism motor to reverse, so that the conveying mechanism body returns to its original position; after receiving its original position signal, the controller updates the system status to "filling process completed" and waits for the next command.

[0068] 6.3.6. Performance Indicators In automatic mode, to ensure efficient system operation, the performance settings for key actuators are as follows: The rated maximum speeds of the motors for the conveying mechanism and the pushing mechanism are 3500 rpm and 4500 rpm, respectively. With this configuration, the system can complete a full "translational advance-push forward-retract-translational retreat" automatic loading process in a maximum of 6 seconds, ensuring high operational efficiency.

[0069] Key points of the invention 1. Digital all-electric drive system The automatic conveying and loading control system adopts a fully electric drive architecture of high-pressure servo motor + digital controller, replacing traditional hydraulic, pneumatic or low-pressure motor solutions. The system uses a high-performance MCU as its computing core and employs advanced motion control algorithms to precisely control the high-pressure servo drive, achieving precise digital control of the force, position, and speed of the actuator. 1.1. Digital Status Management and Intelligent Early Warning Diagnosis 1) Full lifecycle data acquisition: The sensors in the system can collect real-time data on mechanism position, motor current, torque, speed, temperature and other dimensions, realizing full-process visual management of the status from component to system; 2) Intelligent diagnosis and early warning: The controller can analyze the data stream in real time, provide early warning and quick location of faults such as motor overheating and mechanical jamming, and improve the safety and uptime of the work platform; 3) Digital health management: Data throughout the entire process is uploaded to the vehicle's main control computing unit or fleet management system, providing core data support for the digital health management and intelligent decision-making of the operation platform. This is the key to achieving adaptive protection and precise maintenance.

[0070] 1.2. High power density and output capability Employing a +270V high-voltage DC power supply, the operating current is significantly reduced while maintaining the same output power, greatly minimizing system heat loss, improving energy efficiency, and alleviating the burden on the cooling system. The drive unit and motor itself can also be miniaturized and lightweight, meeting the stringent requirements of modern work vehicles for high power density.

[0071] 1.3. Ultimate dynamic response and control precision 1) Fast torque response: High-voltage power supply enables the motor windings to establish a magnetic field more quickly, thereby enabling the motor to reach its rated torque faster and making the start-stop, acceleration and deceleration response extremely rapid; 2) Advanced control algorithms: Advanced algorithms such as feedforward control, friction compensation, and inertia compensation are adopted to effectively offset the influence of system mechanical inertia and nonlinear friction on control accuracy.

[0072] 1.4. Extremely high system stability and reliability 1) Anti-interference capability: The fully digital control abandons the traditional analog commands, and the digital signal has extremely strong anti-electromagnetic interference (EMI) capability, ensuring stable and error-free command transmission in complex and harsh electromagnetic environments; 2) Insensitive to power grid fluctuations: High-voltage systems are far less sensitive to cable voltage drops and power supply voltage fluctuations than low-voltage systems. Small voltage fluctuations will not cause drastic changes in output torque, and the system operates more stably. 3) The software implements fault diagnosis, fault tolerance, and security degradation strategies.

[0073] The digital all-electric drive enables the automatic conveying and loading system to meet high performance indicators. Furthermore, through data empowerment, it brings about a leapfrog development in intelligence, high reliability, and ease of maintenance to the entire weapon system, which is a typical feature of modern and information-based operation vehicles.

[0074] 2. High-precision control with dual closed-loop speed and position control Compared to traditional hydraulically driven semi-closed-loop position control, the automatic conveying and loading control system employs speed-position dual-closed-loop PID control. Dual-closed-loop PID control is a hierarchical control strategy widely used in complex control systems. Its core idea is to achieve high-precision and robust control of the dynamic process through the synergistic effect of the inner loop (fast response) and the outer loop (precise adjustment). Compared to single-closed-loop PID control, the dual-closed-loop structure has significant advantages in response speed, anti-interference capability, and stability.

[0075] The block diagram of the PID control principle of the automatic conveying and filling control system is attached. Figure 8 In the automatic conveying and loading control system, the outer loop is the position loop, and the inner loop is the speed loop. Based on the load unit model and firing angle information from the vehicle's main control computing unit, the controller sets the position, and the outer loop's position PID outputs the speed value as the target value for the inner loop. After the speed value is sent to the motor controller, the motor controller adjusts the AC frequency to change the motor speed, thereby controlling the position. When the position approaches the target value, the outer loop error decreases, the output inner loop speed target value also decreases, and the actuator speed gradually decreases until it stops.

[0076] PID control, combined with a servo system and high-resolution sensors, achieves millimeter-level control accuracy. This ensures extremely high consistency in pushing each load unit into the loading-ready position during the loading process, reducing the initial position deviation of the load units. This is the physical basis for improving the consistency and accuracy of the operation process.

[0077] 3. Full-angle multi-load unit model adaptive loading Automated conveying and loading systems are a core component of the automated and intelligent operation of modern work vehicles. Through close collaboration with the vehicle's main control computing unit, they achieve a revolutionary improvement in loading operations, aiming to achieve operational goals of high cycle frequency, high precision, and high adaptability.

[0078] 3.1. Automatic loading at full firing angle The system integrates high-performance servo motors and precision motion control algorithms, and its key feature is its ability to drive an automatic conveying and loading system to accurately and adaptively complete the conveying and pushing of load units across the entire operating angle. This fundamentally eliminates the "waiting to reset to a fixed loading angle" step in traditional systems, thereby minimizing the operation cycle. This characteristic directly translates into two core advantages: first, it significantly improves the system's rapid response capability; second, in continuous operation processes, by eliminating waiting intervals, it achieves seamless connection of the operation process, greatly improving the continuity and overall efficiency of the operation process, which is a key technology for improving the comprehensive performance of modern work vehicles.

[0079] 3.2. Predictive Adaptive Loading The system is deeply integrated with the vehicle's main control computing unit, forming an intelligent task closed loop. Based on the target's future coordinates and vehicle attitude sensor data, the vehicle's main control computing unit calculates the adaptive loading trajectory of the automatic conveying and loading system in real time. The automatic conveying and loading control system exchanges data with the main control computer, completing the coordinated process of "vehicle main control computing unit calculating the work flow → sending load unit model instructions and target prediction data → automatic conveying and loading control system receiving instructions and executing adaptive loading → loading completion feedback → work vehicle completing the task." This coordinated process ensures that the work unit can be ready in advance while the main work device is still adjusting its attitude, thus greatly shortening the overall response time from perception to execution, which is crucial for successfully handling highly mobile and time-sensitive tasks.

[0080] 3.3. Multi-load unit model compatibility The load cell model command sent by the vehicle's main control computing unit is transmitted to the automatic conveying and loading control system controller. The controller automatically queries the built-in load cell model parameter database and retrieves the loading parameters for the corresponding load cell model. The main parameters to be adjusted are: 1) Pushing speed: The thrust and speed curves of the servo motor are intelligently adjusted according to the weight and structural strength of different load units to prevent the load units from being damaged by excessive impact or from being pushed incompletely due to insufficient thrust. 2) Push stroke: Precisely control the push stroke to ensure that load units of different lengths can be accurately pushed to the loading ready position.

[0081] The automated conveying and loading control system is a complex electromechanical system integrating intelligent decision-making in conjunction with the vehicle's main control computing unit and adaptive control of multiple load units across all firing angles. It transcends the traditional, simple automated conveying and loading system mechanism, evolving into an intelligent load unit management system that significantly improves the overall efficiency of the work vehicle system. It is a significant indicator of the informatization and automation level of modern work platforms.

[0082] 4. High-reliability bus communication network The automatic conveying and loading control system, through its functional networking, rate grading, and load isolation design, utilizes the CAN 2.0B and CANopen protocols to build a high-performance, high-reliability distributed control system.

[0083] Servo motors and motor drivers generate significant electromagnetic noise, which may interfere with CAN bus communication. In the hardware design of the controller's CAN bus communication unit, a surge suppressor absorbs and clamps transient pulses, power and signal are dually isolated, electrical connections are completely severed, ground loops are eliminated, and the system is protected against continuous high voltage and general interference. Fault detection and system-level processing are implemented at the MCU unit and software layer. 4.1. Online Detection and Heartbeat Mechanism Online node detection and heartbeat mechanisms are core technologies for ensuring the reliability of the CAN bus network and real-time fault diagnosis. In the automatic conveying and loading control system, each node in the CAN network periodically sends data frames with specific IDs, containing the device status code. The controller, acting as the master node, triggers an alarm upon detecting a heartbeat timeout, and the system status switches to "loading not allowed."

[0084] 4.2. Fault Detection Each CAN node has two error counters: a transmit error counter (TEC) and a receive error counter (REC). According to the CAN protocol specification, when the TEC value of a node exceeds 255, the CAN controller will automatically put the node into the BUSOFF state. After entering the BUSOFF state, the CAN controller will automatically disconnect from the bus and stop all transmit and receive activities.

[0085] The controller MCU unit periodically reads the values ​​of the transmit error counter and receive error counter, and monitors status bits such as BUS_OFF. When the hardware enters the BUS OFF state, the software needs to read the value of the error counter, error flag bits, etc., and record the time and type of the fault for subsequent diagnosis and reporting.

[0086] 4.3. Graded Fault Handling Based on the type and severity of the fault, implement a tiered, progressive response strategy: 1) Automatic recovery: For occasional erroneous frames or brief network congestion, failed packets can be automatically retransmitted; 2) Local degradation: If the error counter continues to rise and enters a passive error state, or if multiple bus error interrupts are received, indicating a serious fault, then the transmission of non-critical messages is suspended, and only the most critical communications such as heartbeats are maintained to reduce the generation of error frames. 3) Entering a safe state and fault reporting: If the fault persists after partial degradation or enters a permanent BUS OFF state, it is determined to be a serious fault that cannot be automatically recovered. To prevent it from interfering with other nodes in the network, the CAN transceiver will be placed in a high-impedance state, completely isolating it from the bus. The fault code and timestamp will be saved for later fault diagnosis.

[0087] If the fault occurs in the core servo motion control network, the automatic conveying and loading system will enter degraded operation and can only be operated in manual mode.

[0088] 5. A comprehensive security interlocking system The automatic conveying and loading control system constructs a multi-layered, interconnected safety system encompassing five levels: mechanical, electrical, software, human-machine interaction, and system linkage. Each level is mutually backed up and verified, forming a multi-layered, redundant, hardware-software integrated, and consistently effective organic whole. This ensures that the system can return to a safe state under any abnormal circumstances, absolutely preventing malfunctions and protecting the safety of personnel and equipment. 5.1 Mechanical Safety Layer - The Ultimate Physical Barrier If the pushing mechanism body is not in the pushing position of the conveying mechanism or is inaccurate during the filling process, it will trigger the mechanical stop to physically lock the pushing action and prevent skewed pushing from causing equipment damage.

[0089] 5.2 Electrical Safety Layer - Real-time Monitoring and Emergency Response 1) Sensor redundancy monitoring: For the return-to-position and unlock-to-position, dual-redundant proximity sensors are arranged. During processes such as pushing and translation, the sensors of the conveying mechanism and the pushing mechanism monitor the position status of the actuator in real time and compare it with the software logic and action time. If the status is abnormal, the safety process is triggered immediately. 2) Hard-wired safety circuit: The limit switches are not processed by the MCU and are independently connected in series to form a high-priority hard-wired safety circuit. Once triggered, this circuit will directly cut off the motor power supply. This operation is completed within milliseconds and does not rely on software response, ensuring high safety and reliability.

[0090] 5.3 Software Security Layer - Intelligent Logic and Fault Diagnosis 1) Sequential Logic Interlock: The controller software designs the automatic loading process (translation in → push → retraction → translation out) as a strict sequential state machine. If the previous state is not completed and verified correctly, the next state is absolutely prohibited from execution. If any step times out, a fault is immediately identified and the process is terminated. 2) Dynamic Parameter Safety Verification: After receiving the load unit model instruction from the vehicle's main control computing unit, the software performs a validity verification before loading parameters. If the load unit model code is invalid, the default safety parameters are used or execution is refused, and an error is reported. The actual push speed and travel parameters are monitored in real time. If the deviation from the set value exceeds the limit, the system immediately stops and an alarm is triggered. 3) Comprehensive fault diagnosis and handling: Online detection and fault diagnosis of CAN bus nodes, accurate identification of offline nodes, and location and reporting of faulty devices.

[0091] 5.4 Human-Computer Interaction Safety Layer - Preventing Misoperation and Providing Clear Instructions 1) Hardware design to prevent accidental operation: The loading switch is a physical button with a distance of >20mm from other buttons and a protective cover is installed to prevent accidental activation; 2) Software logic to prevent accidental operation: The system's operating mode selection only takes effect when the terminal and the mode selection switch are consistent; otherwise, the action command is ignored. Manual operation requires pressing and holding for 2 seconds; releasing the switch during this time cancels the operation, effectively preventing momentary accidental touches.

[0092] 3) Clear status indication: The terminal operation interface, together with the controller fault indication unit, clearly displays the current safety status, allowing the operator to have a clear understanding of the system status at a glance.

[0093] 5.5 System-wide Security Layer - Top-level Collaborative Protection Two-way interlock between the automatic conveying and loading control system and the vehicle's main control computing unit: 1) Automatic Conveying and Loading Control System → Vehicle Main Control Calculation Unit: The automatic conveying and loading system sends "loading in progress" and "loading permitted" statuses to the vehicle main control calculation unit in real time. Based on this, the vehicle main control calculation unit prohibits other operations during loading and switches to manual loading mode in case of automatic conveying and loading system failure; 2) Vehicle Main Control Calculation Unit → Automatic Conveying and Loading Control System: The automatic conveying and loading control system receives the "locking mechanism status" and "returning status" signals from the main control calculation unit as one of the highest-level commands for allowing loading. If the vehicle main control calculation unit detects that the locking mechanism is not locked or the return is not in place, operation is strictly prohibited.

[0094] The automatic conveying and loading control system of this invention has achieved significant comprehensive performance improvement through architectural innovation and deep integration. Its core effects are reflected in a leapfrog improvement in comprehensive efficiency, a comprehensive enhancement of system reliability and survivability, and outstanding advantages in comprehensive and logistical support.

[0095] This invention successfully developed an automatic conveying and loading control system that is compact, responsive, precise, efficient, and possesses comprehensive safety protection and excellent environmental adaptability. It is not only a high-performance actuator but also an intelligent integrated control platform, meeting the core requirements of modern information-based work vehicles for high-frequency operation, high precision, high reliability, and intelligent operation and maintenance. Its overall performance has reached an advanced level in China.

[0096] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A digital, all-electric drive automatic conveying and loading control system for load units, characterized in that, include: The conveying mechanism control unit, including the conveying mechanism motor, the conveying mechanism motor controller, and the conveying mechanism sensors, is used to convey the load unit to the pushing position; The push mechanism control unit, including the push mechanism motor, the push mechanism motor controller, and the push mechanism sensor, is used to push the load unit to the loading-ready position; A distribution box is used to provide both high-voltage DC power and low-voltage DC power. The controller, as the core of the system control, is communicatively connected to the conveying mechanism control unit, the pushing mechanism control unit, the vehicle commander terminal, the remote terminal, and the system switch. It is used to execute control algorithms, collect status information, manage power and communication, and realize the automatic loading process. The commander's terminal and remote terminal are used for human-machine interaction, command issuance, and status display; System switches include loading switches, locking mechanism switches, return-to-position switches, and limit switches; System cables are used to connect various components and transmit power and signals.

2. The system as described in claim 1, characterized in that, The controller includes: The MCU unit is used to run control algorithms and make logical judgments; The power supply unit features reverse connection protection, surge suppression, EMI filtering, and multi-stage DC-DC conversion. The CAN bus communication unit includes at least four independent CAN networks, which are used for servo control, human-machine interaction and remote communication, respectively. The I / O input / output unit uses optocoupler isolation and is used to acquire switching signals and drive external loads; The fault indication unit displays system status and faults via LED indicators; The operation interface unit integrates mode selection and manual operation switches.

3. The system as described in claim 1, characterized in that, The system adopts a hierarchical energy management architecture, including: The high-voltage main power circuit is used to drive the motors of the conveying mechanism and the pushing mechanism; The low-voltage control power supply circuit supplies power to the controller, sensors, and communication unit. Energy management strategies monitor bus voltage, current, and temperature in real time to achieve fault protection and condition management.

4. The system as described in claim 1, characterized in that, The system employs a multi-channel isolated CAN bus network, including: CAN1 and CAN2 networks are used for high real-time servo motion control; CAN3 network is used for vehicle commander terminal interaction; CAN4 network is used for remote terminal communication and sensor zeroing commands; Each network is isolated from the other at the physical layer and the protocol layer, and has an independent fault handling and recovery mechanism.

5. The system as described in claim 1, characterized in that, The controller executes a speed-position dual closed-loop PID control algorithm to achieve high-precision motion control of the conveying and pushing mechanisms, with control accuracy down to the millimeter level.

6. The system as described in claim 1, characterized in that, The system supports adaptive loading of multi-load unit types across all firing angles, including: Based on the load unit model and firing angle information issued by the vehicle's main control computing unit, the corresponding loading parameters are automatically called. Adaptively adjust push speed and travel distance to ensure consistent and safe loading.

7. The system as described in claim 1, characterized in that, The system has a comprehensive security interlocking system, including: A mechanical safety layer, using mechanical stops to prevent malfunctions; The electrical safety layer uses limit switches and sensor redundancy to achieve hard-wired protection. The software security layer achieves logical interlocking through sequential state machines, parameter verification, and fault diagnosis. The human-computer interaction safety layer ensures operational safety through anti-misoperation design and status indicators; The system is linked to a safety layer, achieving bidirectional interlocking with the vehicle's main control computing unit.

8. A method for automatic conveying and loading control of a digitally powered, all-electric load unit in accordance with any one of claims 1 to 7, characterized in that, Includes the following steps: The system powers on and initializes, performing self-tests and communication verification. In automatic mode, it receives loading instructions and verifies system readiness conditions; The control conveyor mechanism transports the load unit to the pushing position; The control push mechanism pushes the load unit to the loading-ready position; The control mechanism and the conveying mechanism are returned to their original positions in sequence; Update system status and complete loading process.

9. The method as described in claim 8, characterized in that, The system readiness conditions include: The conveying and pushing mechanisms remain in their original positions; The CAN communication network is functioning correctly. The locking mechanism unlocking and return-to-position switches are effective; The operation parameter package from the vehicle's main control computing unit has been received.

10. The method as described in claim 8, characterized in that, The method further includes: In manual mode, the conveying or pushing mechanism can be controlled independently via operation switches or terminal commands. Monitor system status in real time and implement graded handling and security degradation strategies in case of failure.

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