Staged material pushing method and device, program product and storage medium

Abstract

The invention discloses a staged material pushing method and device, a program product and a storage medium, and relates to the technical field of automatic control. The method comprises the steps that before material pushing, initial thrust is applied, and a resistance response curve is constructed; resistance change rates are calculated according to the resistance response curve, and a plurality of propulsion stages are divided according to the resistance change rates; calculating a resistance gradient characteristic value of each propulsion stage according to each resistance change rate, and calculating a thrust upper limit value of each propulsion stage according to each resistance gradient characteristic value; acquiring the actual thrust of each propulsion stage, and calculating an actual response coefficient according to the actual thrust and the thrust upper limit value until the correction of the thrust upper limit value of each subsequent propulsion stage except the first stage is completed; and in each subsequent propelling stage, propelling is carried out according to each corrected thrust upper limit value, and staged propelling of the material is completed. By implementing the technical scheme provided by the invention, the control precision of material propulsion can be improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automatic control, and in particular to a staged material pushing method, device, program product and storage medium. BACKGROUND

[0002] In modern industrial manufacturing and automated production lines, material pushing is a fundamental and critical process. Whether it is injection molding, extrusion molding, or powder metallurgy, food processing and other fields, raw materials need to be accurately and stably pushed from the storage area to the designated processing location. With the continuous improvement of manufacturing precision requirements and the increasing diversification of materials, higher requirements are placed on the accuracy and reliability of the material pushing process.

[0003] Currently, the widely used material pushing method in industrial production mainly adopts a segmented thrust control method. The segmented thrust control method divides the pushing process into several segments according to experience or theoretical calculation, and sets different thrust parameters for each segment to adapt to the changes in resistance characteristics during the pushing process.

[0004] However, the existing segmented material pushing method mainly relies on empirical data or simplified theoretical models in setting thrust parameters. In the actual pushing process, the resistance characteristics of the material will change dynamically with the change of the pushing position, and fixed segmented thrust parameters are difficult to fully adapt to such real-time changes, which can easily lead to large thrust fluctuations during the pushing process, affecting the control accuracy of material pushing. SUMMARY

[0005] The present application provides a staged material pushing method, device, program product and storage medium, which can improve the control accuracy of material pushing.

[0006] In a first aspect of the present application, a staged material pushing method is provided, specifically comprising: Before pushing, an initial thrust is applied to the material to be pushed at a preset tentative speed, and a resistance response curve is constructed according to the initial thrust and the displacement of the material to be pushed; According to the resistance response curve, the resistance change rate between adjacent sampling points is calculated, and the total pushing distance of the material is divided into multiple pushing stages according to the resistance change rate; According to the resistance change rate, the resistance gradient characteristic value of each pushing stage is calculated, and the upper limit value of the thrust of each pushing stage is calculated according to the resistance gradient characteristic value; The actual thrust of each propulsion stage is obtained, and the actual response coefficient of the Nth propulsion stage is calculated based on the actual thrust of the Nth stage and the upper limit of the thrust corresponding to the Nth stage. The upper limit of the thrust of the N+1th stage is corrected based on the actual response coefficient until the upper limit of the thrust of each subsequent propulsion stage except the first stage is corrected, where N is a positive integer greater than 1. In each subsequent propulsion stage, propulsion is carried out according to the revised upper thrust value to complete the phased propulsion of the material.

[0007] By adopting the above technical solution, an initial thrust is applied to the material to be propelled at a preset trial speed before the material is pushed, and the initial thrust and displacement data are obtained. A drag response curve reflecting the actual propulsion characteristics of the material is constructed, avoiding the uncertainty of parameter settings based on empirical data. The drag change rate between adjacent sampling points is calculated based on the drag response curve, and the propulsion stages are scientifically divided according to the variation law of the drag change rate, making the segmentation method more consistent with the actual drag characteristics of the material. The upper limit of thrust is determined by calculating the drag gradient characteristic value of each propulsion stage, and the actual thrust of each propulsion stage is obtained during the propulsion process. The upper limit of thrust for the (N+1)th stage is dynamically corrected based on the actual response of the Nth stage, allowing the thrust parameters to be adaptively adjusted according to the actual propulsion situation, effectively reducing thrust fluctuations and improving the control accuracy of material propulsion.

[0008] Optionally, the step of calculating the rate of change of resistance between adjacent sampling points based on the resistance response curve, and dividing the total material propulsion stroke into multiple propulsion stages based on each of the resistance change rates, includes: The resistance response curve is differentiated to obtain the resistance change rate between each adjacent sampling point. The second derivative of each resistance change rate is then calculated to obtain the second derivative sequence of the resistance change rate. Identify resistance characteristic inflection points in the second derivative sequence where the absolute value exceeds a preset abrupt change threshold; The position coordinates of each resistance characteristic inflection point in the total material propulsion stroke are obtained, and the total material propulsion stroke is divided into multiple propulsion stages using each position coordinate as a dividing point.

[0009] By employing the aforementioned technical solution and performing second-order derivative calculations on the drag response curve, the changing trend of the drag rate can be accurately captured. Furthermore, by identifying drag characteristic inflection points in the second-order derivative sequence where the absolute value exceeds a preset abrupt change threshold, the key locations where significant changes in drag characteristics occur during material propulsion can be precisely located. The propulsion stages are divided based on the coordinates of these drag characteristic inflection points, ensuring that the division of each propulsion stage better aligns with the actual changing patterns of drag characteristics during material propulsion. This lays the foundation for the precise setting and dynamic correction of subsequent thrust parameters.

[0010] Optionally, the step of calculating the drag gradient characteristic value of each propulsion stage based on each drag change rate, and calculating the upper thrust limit value of each propulsion stage based on each drag gradient characteristic value, includes: The average value of the rate of change of resistance in each of the propulsion stages is calculated as the resistance gradient characteristic value of the corresponding propulsion stage; The displacement corresponding to when the initial thrust reaches the preset thrust threshold is recorded as the trial thrust displacement; Calculate the average value of all the aforementioned resistance gradient eigenvalues ​​to obtain the global resistance gradient average value; Multiply the preset thrust threshold by the ratio of the drag gradient characteristic value of the first propulsion stage to the global drag gradient average value to obtain the upper limit of thrust for the first propulsion stage. The upper thrust limit of the (N-1)th propulsion stage is multiplied by the ratio of the drag gradient characteristic value of the Nth propulsion stage to the drag gradient characteristic value of the (N-1)th propulsion stage to obtain the upper thrust limit of each Nth propulsion stage.

[0011] By adopting the above technical solution, the average value of the drag change rate within each propulsion stage is calculated as the drag gradient characteristic value. This reflects the local drag characteristics of each stage while avoiding the influence of fluctuations in single-point data. Combining the trial propulsion displacement and the global drag gradient average value, a correlation is established between the upper limit of thrust in the first propulsion stage and the preset thrust threshold, making the initial thrust setting more reasonable. By correlating the ratio of the drag gradient characteristic values ​​of adjacent stages with the upper limit of thrust in the previous stage, a progressive calculation of the upper limit of thrust in each propulsion stage is achieved. This ensures that the thrust parameters reflect the differences in drag characteristics between stages while maintaining continuity between stages, thus making thrust control more stable and reliable.

[0012] Optionally, the step of calculating the actual response coefficient of the Nth propulsion stage based on the actual thrust of the Nth stage and the upper limit of the thrust corresponding to the Nth stage, and correcting the upper limit of the thrust of the (N+1)th stage based on the actual response coefficient, includes: During the propulsion process of the Nth propulsion stage, the actual thrust is collected in real time at a preset sampling frequency to form the actual thrust sequence of the Nth propulsion stage, and the maximum value in the actual thrust sequence is extracted as the actual thrust peak value of the Nth propulsion stage. The ratio of the actual peak thrust to the upper limit thrust value corresponding to the Nth propulsion stage is used as the actual response coefficient of the Nth propulsion stage, and it is determined whether the actual response coefficient falls within the preset response threshold range. When the actual response coefficient does not fall within the response threshold range, calculate the deviation between the actual response coefficient and the boundary value of the response threshold range, and determine the correction coefficient based on the deviation. Multiply the upper thrust limit of the N+1th propulsion stage by the correction coefficient to obtain the corrected upper thrust limit corresponding to the N+1th propulsion stage.

[0013] By adopting the above technical solution, actual thrust data is collected in real time at a preset sampling frequency, and the peak thrust value is extracted, which can accurately grasp the stress state of the material during the actual propulsion process. The ratio of the actual peak thrust to the upper limit thrust value is used as the actual response coefficient, and it is compared with a preset response threshold range to establish a feedback mechanism based on the actual propulsion effect. When the actual response coefficient exceeds the expected range, a correction coefficient is determined by calculating its deviation from the threshold range boundary value, and the upper limit thrust value of the next propulsion stage is dynamically adjusted accordingly. This allows the thrust parameters to be adaptively optimized according to the actual propulsion effect, effectively suppressing the cumulative error during the propulsion process, ensuring a smooth transition between each propulsion stage, and improving the control accuracy and stability of the entire propulsion process.

[0014] Optionally, in each subsequent propulsion stage, propulsion is performed according to each of the modified upper thrust values ​​to complete the phased propulsion of the material, including: The target propulsion speed for each propulsion stage is calculated based on the corrected upper thrust limit and the corresponding drag gradient characteristic value for each propulsion stage. The absolute value of the difference between the resistance gradient characteristic values ​​of two adjacent propulsion stages is calculated as the inter-stage gradient difference value, and the travel length of the transition adjustment period between two adjacent propulsion stages is determined based on the inter-stage gradient difference value. Calculate the speed adjustment gradient between adjacent propulsion stages based on the travel length and the target propulsion speed, adjust the target propulsion speed according to the speed adjustment gradient, and complete the staged propulsion of the material according to the adjusted target propulsion speed.

[0015] By adopting the above technical solution, the target propulsion speed is calculated based on the corrected upper thrust limit and drag gradient characteristic values ​​for each propulsion stage, ensuring the matching of speed settings with the material's stress characteristics. The travel length of the transition adjustment period is determined by calculating the drag gradient difference between adjacent propulsion stages, establishing a dynamic transition mechanism based on actual drag characteristic differences. The speed adjustment gradient is calculated based on the travel length of the transition adjustment period and the target propulsion speed, thereby achieving gradual adjustment of the propulsion speed. This effectively avoids abrupt shocks during propulsion stage switching and achieves a smooth transition between adjacent propulsion stages. This propulsion method based on multi-parameter collaborative control ensures the rationality of propulsion parameters at each stage and maintains the continuity and stability of the entire propulsion process, significantly improving the accuracy and reliability of staged material propulsion.

[0016] Optionally, the step of calculating the speed adjustment gradient between adjacent propulsion stages based on the travel length and the target propulsion speed, and adjusting the target propulsion speed according to the speed adjustment gradient, includes: Calculate the difference in target propulsion speed between two adjacent propulsion phases, and use the ratio of the difference in target propulsion speed to the travel length as the speed adjustment gradient; During the transition adjustment period, the displacement of the material to be propelled is acquired in real time. The current propulsion speed is calculated based on the displacement and the velocity adjustment gradient. The current propulsion speed is equal to the sum of the product of the target propulsion speed of the previous propulsion stage, the velocity adjustment gradient, and the displacement. Calculate the thrust deviation between the actual thrust during each propulsion stage and the corrected upper limit of thrust for the corresponding propulsion stage; When the absolute value of the thrust deviation exceeds the preset deviation threshold, a speed correction coefficient is calculated based on the thrust deviation, and the current propulsion speed is multiplied by the speed correction coefficient to obtain the adjusted target propulsion speed.

[0017] By adopting the above technical solution, a quantitative relationship between velocity change and displacement is established by calculating the velocity adjustment gradient based on the difference in target propulsion velocity between adjacent propulsion stages and the travel length during the transition adjustment period. During the transition adjustment period, continuous and gradual velocity control is achieved by dynamically calculating the current propulsion velocity in real time by collecting displacement data and combining it with the velocity adjustment gradient. Simultaneously, a closed-loop feedback control mechanism is constructed by real-time monitoring of the deviation between the actual thrust and the upper limit of thrust, and by promptly calculating the velocity correction coefficient when the deviation exceeds a preset threshold. This dynamic adjustment method based on multiple feedback ensures the smoothness of velocity changes and can respond promptly to abnormal situations during propulsion, significantly improving the control accuracy and system stability of the phased propulsion process, and effectively preventing the risk of loss of control or damage during propulsion.

[0018] Optionally, after the phased advancement of the completed material, the process further includes: Record the actual thrust sequence for each propulsion stage, and calculate the thrust fluctuation coefficient based on the actual thrust sequence for each propulsion stage. The thrust fluctuation coefficient is equal to the ratio of the standard deviation to the average value of the actual thrust sequence. Calculate the weighted average of the thrust fluctuation coefficients of each propulsion stage to obtain the global thrust stability index. When the global thrust stability index is lower than the preset stability threshold, the propulsion quality of the total propulsion stroke of the material is deemed qualified. Store the corrected upper limit of thrust and speed adjustment gradient of each propulsion stage actually used in the propulsion process of the total propulsion stroke of the material into the historical propulsion database.

[0019] By adopting the above technical solution, the ratio of the standard deviation to the average value of the actual thrust sequence in each propulsion stage is calculated as the thrust fluctuation coefficient, establishing an objective and quantitative propulsion stability evaluation index. Based on the weighted average of the thrust fluctuation coefficients in each stage, the global thrust stability index is calculated, achieving a comprehensive assessment of the quality of the entire propulsion process. When the global thrust stability index meets the preset threshold requirements, the corresponding propulsion parameters are stored in the historical propulsion database, forming a continuously accumulating and optimized process parameter library. This parameter management method based on data statistics and quality assessment not only achieves quantifiable assessment of propulsion quality but also provides reliable parameter references for subsequent propulsion processes through the accumulation and utilization of historical data. This helps to continuously improve the stability and reliability of the propulsion process and promotes the accumulation of experience and continuous improvement of propulsion technology.

[0020] In a second aspect, this application provides a staged feeding device, which includes: one or more processors and a memory; the memory is coupled to the one or more processors, and the memory is used to store computer program code, which includes computer instructions, and the one or more processors call the computer instructions to cause the staged feeding device to perform the method described in the first aspect and any possible implementation thereof.

[0021] Thirdly, this application provides a computer program product containing instructions that, when run on a staged feeding device, cause the staged feeding device to perform the method described in the first aspect and any possible implementation thereof.

[0022] Fourthly, this application provides a computer-readable storage medium including instructions that, when executed on a staged feeding device, cause the staged feeding device to perform the method described in the first aspect and any possible implementation thereof. Attached Figure Description

[0023] Figure 1 This is a system architecture diagram of a phased feeding system provided in an embodiment of this application; Figure 2 This is a flowchart illustrating a staged material feeding method provided in an embodiment of this application; Figure 3 This is a schematic diagram of a resistance response curve provided in an embodiment of this application; Figure 4 This is a schematic diagram of an exemplary hardware structure of a staged feeding device provided in an embodiment of this application. Detailed Implementation

[0024] To enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0025] In the description of the embodiments of this application, the words "for example" or "for instance" are used to indicate examples, illustrations, or explanations. Any embodiment or design that is described as "for example" or "for instance" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design options. Rather, the use of the words "for example" or "for instance" is intended to present the relevant concepts in a specific manner.

[0026] In the description of the embodiments of this application, the term "multiple" means two or more. For example, multiple systems means two or more systems, and multiple screen terminals means two or more screen terminals. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the indicated technical features. Thus, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. The terms "comprising," "including," "having," and variations thereof all mean "including but not limited to," unless otherwise specifically emphasized.

[0027] Figure 1 A staged feeding system architecture is shown. For example... Figure 1 As shown, the system architecture may include a data acquisition device 011, a network 012, and an electronic device 013. The network 012 provides a data transmission link between the data acquisition device 011 and the electronic device 013. The network 012 may include various connection types, such as wired or wireless communication links or fiber optic cables.

[0028] Data acquisition device 011 can send various types of collected data to electronic device 013 via network 012. Data acquisition device 011 is mainly responsible for acquiring parameters such as displacement, thrust, and speed during the material pushing process in real time, and initiating data upload requests according to preset rules.

[0029] Data acquisition device 011 is hardware, which can be a terminal device with data acquisition and transmission functions, including but not limited to basic components such as force sensors, displacement sensors, and speed sensors.

[0030] Electronic device 013 is responsible for receiving and comprehensively analyzing the collected data, including core functions such as drag gradient characteristic calculation, thrust upper limit correction, velocity adjustment gradient calculation, thrust fluctuation analysis, and propulsion quality assessment. Electronic device 013 can adaptively adjust propulsion parameters based on real-time collected data, calculate the optimal propulsion control strategy, and, in conjunction with preset control rules, ultimately achieve dynamic optimization of the propulsion process. These analysis and processing results can be used to guide subsequent parameter settings for the propulsion process.

[0031] It should be noted that electronic devices can be either hardware or software. When an electronic device is hardware, it can be implemented as a distributed cluster of multiple electronic devices or as a single electronic device. When an electronic device is software, it can be implemented as multiple software programs or software modules (e.g., multiple software programs or software modules used to provide distributed processing) or as a single software program or software module. No specific limitations are set here.

[0032] It should be understood that Figure 1 The number of data acquisition devices 011, networks 012, and electronic devices 013 shown is merely illustrative. Depending on implementation needs, there can be any number of data acquisition devices 011, networks 012, and electronic devices 013. In particular, if data acquisition does not require remote transmission, the above system architecture may exclude network 012 and include only data acquisition devices 011 or electronic devices 013.

[0033] This application provides a staged material feeding method, referencing... Figure 2 , Figure 2 This is a flowchart illustrating a staged feeding method provided in an embodiment of this application, including steps S101 to S105, as follows: S101: Before pushing the material, apply an initial thrust to the material to be pushed at a preset test speed, and construct a resistance response curve based on the initial thrust and the displacement of the material to be pushed.

[0034] In the embodiments of this application, the resistance response curve refers to a graph that establishes the relationship between thrust and displacement by applying different magnitudes of thrust and measuring the corresponding material displacement during the material pushing process. It is used to characterize the regularity of the resistance experienced by the material to be pushed during the pushing process as displacement changes.

[0035] Specifically, before commencing the formal material pushing operation, a fixed preset trial speed is set as the initial pushing speed. Thrust is applied to the material to be pushed at this preset trial speed, and the magnitude of the thrust and the material's displacement changes are monitored in real time. During the trial pushing process, the initial thrust data applied to the material is continuously collected using a force sensor, while the displacement of the material in the pushing direction is recorded in real time using a displacement sensor. The collected thrust data and the corresponding displacement data are paired to form a series of data point pairs. Based on these data points, a numerical fitting method is used to establish the functional relationship between thrust and displacement, and this functional relationship is represented graphically to form a complete drag response curve.

[0036] S102: Calculate the rate of change of resistance between adjacent sampling points based on the resistance response curve, and divide the total material propulsion stroke into multiple propulsion stages based on each rate of change of resistance.

[0037] In the embodiments of this application, the resistance change rate refers to the ratio of the change in resistance value between two adjacent sampling points to the corresponding displacement interval, which is used as a quantitative indicator to represent the speed and trend of resistance change during the propulsion process.

[0038] Specifically, the first derivative of the constructed drag response curve is performed to calculate the drag change rate between adjacent sampling points on the curve. The obtained drag change rate data is then processed with a second derivative to obtain a sequence of second derivatives. This sequence is iterated through to identify data points whose absolute values ​​exceed a preset abrupt change threshold, marking these data points as drag characteristic inflection points. The positional coordinates of each drag characteristic inflection point within the total material propulsion stroke are extracted. Using these positional coordinates as boundaries, the total material propulsion stroke is divided into several continuous propulsion stages according to the changing drag characteristics.

[0039] like Figure 3 As shown, Figure 3This is a schematic diagram of a resistance response curve provided in an embodiment of this application. The horizontal axis represents the displacement of the material to be propelled, and the vertical axis represents the thrust applied to the material (i.e., the resistance of the material at that position). The blue curve is the resistance response curve, which is constructed from the thrust and displacement data collected in real time when the material is propelled at a preset trial speed before being pushed, as described in embodiment S101 of this application. It intuitively reflects the dynamic characteristics of the material resistance changing with the propelling displacement. The red dots in the figure are resistance characteristic inflection points. These points are identified as key locations where the resistance change rate changes significantly by performing a second derivative on the resistance response curve, as described in embodiment S102 of this application. Using the displacement coordinates corresponding to these resistance characteristic inflection points as dividing points (as shown by the gray dashed lines in the figure), the entire material propulsion journey is scientifically divided into multiple propulsion stages (such as "propulsion stage one", "propulsion stage two", and "propulsion stage three"). The resistance characteristics within each propulsion stage are relatively consistent, but the characteristics between stages are significantly different. This division method provides a basis for setting and dynamically correcting the upper limit of thrust and propulsion speed for the resistance gradient characteristic values ​​of each stage, thereby achieving precise and stable staged material pushing control.

[0040] Based on the above embodiments, as an optional embodiment, S102: the step of calculating the resistance change rate between adjacent sampling points according to the resistance response curve, and dividing the total material propulsion stroke into multiple propulsion stages according to each resistance change rate, may specifically include the following steps: S201: Differentiate the resistance response curve to obtain the resistance change rate between each adjacent sampling point, and perform second derivative on each resistance change rate to obtain the second derivative sequence of the resistance change rate.

[0041] In the embodiments of this application, the second derivative sequence refers to the numerical sequence obtained by performing a second derivative operation on the rate of change of resistance. It is used to represent the rate of change of resistance itself and can identify inflection points and abrupt changes in the resistance response curve.

[0042] Specifically, the first derivative of the constructed resistance response curve is performed. By calculating the ratio of the resistance value difference to the corresponding displacement difference between every two adjacent sampling points on the curve, the resistance change rate data between each adjacent sampling point is obtained. The obtained resistance change rate data is used as a new data sequence, and the derivative is performed again on this sequence to calculate the change amplitude between every two adjacent data points in the resistance change rate sequence, forming the second derivative sequence of the resistance change rate.

[0043] S202: Identify the resistance characteristic inflection points in the second derivative sequence where the absolute value exceeds the preset abrupt change threshold; obtain the position coordinates of each resistance characteristic inflection point in the total material propulsion stroke, and divide the total material propulsion stroke into multiple propulsion stages using each position coordinate as the dividing point.

[0044] In this embodiment, the drag characteristic inflection point refers to the data point in the second derivative sequence whose absolute value exceeds a preset abrupt change threshold. It represents the position where the drag change rate changes significantly and reflects an important turning point in the drag characteristics during the material propulsion process.

[0045] Specifically, the second derivative sequence of the drag change rate is iterated, and the absolute value of each data point in the sequence is examined one by one. Data points whose absolute values ​​exceed a preset abrupt change threshold are marked as drag characteristic inflection points. These inflection points indicate that the drag change rate has significantly increased or decreased at that location. The positional information corresponding to each drag characteristic inflection point in the original drag response curve is extracted to obtain the specific position coordinates of these inflection points in the total material propulsion stroke. Using the obtained position coordinates as the dividing criteria, the total material propulsion stroke is divided into multiple continuous propulsion stages according to the drag characteristic change law.

[0046] S103: Calculate the drag gradient characteristic value for each propulsion stage based on the drag change rate, and calculate the upper thrust limit for each propulsion stage based on the drag gradient characteristic value.

[0047] In this embodiment, the drag gradient characteristic value refers to the statistical characteristic value of the drag change rate in each propulsion stage, which is used to quantify the overall trend and intensity of drag change in that stage; the thrust upper limit value refers to the maximum thrust value that the material can withstand in each propulsion stage, which is used to guide the thrust control strategy in the propulsion process.

[0048] Specifically, the arithmetic mean of all drag change rate data within each propulsion stage is calculated. This average is used as the drag gradient characteristic value for the corresponding propulsion stage, characterizing the overall level of drag change within that stage. The propulsion displacement corresponding to the initial thrust reaching the preset thrust threshold is recorded as the trial propulsion displacement, marking the starting reference point for thrust application. The arithmetic mean of the drag gradient characteristic values ​​for all propulsion stages is calculated to obtain the global drag gradient average value, reflecting the overall characteristics of drag change throughout the entire propulsion process. The preset thrust threshold is multiplied by the ratio of the drag gradient characteristic value of the first propulsion stage to the global drag gradient average value to calculate the upper limit of thrust for the first propulsion stage. For the Nth propulsion stage (N≥2), the upper limit of thrust for the (N-1)th propulsion stage is multiplied by the ratio of the drag gradient characteristic value of the Nth propulsion stage to the drag gradient characteristic value of the (N-1)th propulsion stage, and the upper limit of thrust for each propulsion stage is determined sequentially through recursive calculation.

[0049] Based on the above embodiments, as an optional embodiment, S103: the step of calculating the drag gradient characteristic value of each propulsion stage based on each drag change rate, and calculating the upper thrust limit value of each propulsion stage based on each drag gradient characteristic value, may specifically include the following steps: S301: Calculate the average value of the rate of change of resistance in each propulsion stage as the resistance gradient characteristic value of the corresponding propulsion stage.

[0050] Specifically, for each propulsion stage, drag change rate data corresponding to all sampling points within that stage are extracted to form a drag change rate data set for that stage. All drag change rate values ​​in this data set are summed, and then divided by the total number of data points within that stage to calculate the arithmetic mean of the drag change rates for that propulsion stage. This arithmetic mean is used as the drag gradient characteristic value for the corresponding propulsion stage. This characteristic value reflects the average rate of change of material drag with propulsion displacement within that stage. A positive drag gradient characteristic value indicates an overall increasing drag trend within that propulsion stage; a negative value indicates an overall decreasing drag trend.

[0051] S302: Record the displacement corresponding to the initial thrust reaching the preset thrust threshold as the trial thrust displacement; calculate the average value of all drag gradient characteristic values ​​to obtain the global drag gradient average value; multiply the preset thrust threshold by the ratio of the drag gradient characteristic value of the first thrust stage to the global drag gradient average value to obtain the upper limit of thrust in the first thrust stage.

[0052] In this embodiment, the trial thrust displacement refers to the thrust displacement corresponding to the preset thrust threshold during the initial thrust application process, which is used to mark the starting reference position of thrust control; the global drag gradient average value refers to the statistical average value of the drag gradient characteristic values ​​of all propulsion stages, reflecting the overall level of drag change during the entire propulsion process; the upper limit of thrust in the first propulsion stage refers to the maximum thrust value that the material can withstand in the initial propulsion stage.

[0053] Specifically, in the initial stage of the material propulsion process, the change in thrust magnitude is continuously monitored. When the initial thrust value first reaches the preset thrust threshold, the corresponding propulsion displacement is recorded as a trial propulsion displacement, which serves as the benchmark reference point for subsequent thrust control strategies. The arithmetic mean of the drag gradient characteristic values ​​calculated in the preceding steps for all propulsion stages is calculated. The sum of all drag gradient characteristic values ​​is divided by the total number of propulsion stages to obtain the global drag gradient average value, reflecting the overall characteristics of drag change throughout the propulsion process. The ratio of the drag gradient characteristic value of the first propulsion stage to the global drag gradient average value is calculated; this ratio reflects the degree of difference between the first propulsion stage and the overall drag level. The preset thrust threshold is multiplied by the above ratio to obtain the upper limit of thrust for the first propulsion stage.

[0054] S303: Multiply the upper thrust limit value of the (N-1)th propulsion stage by the ratio of the drag gradient characteristic value of the Nth propulsion stage to the drag gradient characteristic value of the (N-1)th propulsion stage to obtain the upper thrust limit value of each Nth propulsion stage.

[0055] In the embodiments of this application, the upper limit of thrust for each Nth propulsion stage refers to the maximum thrust value that the material can withstand in the Nth propulsion stage (N≥2), which is obtained by recursive calculation based on the upper limit of thrust of the previous stage. This method can fully consider the continuity and correlation of resistance changes between adjacent propulsion stages.

[0056] Specifically, for the Nth propulsion stage (N≥2), the drag gradient characteristic value corresponding to this stage and the drag gradient characteristic value corresponding to the (N-1)th propulsion stage are extracted. The ratio of the two drag gradient characteristic values ​​is calculated, which reflects the relative difference in drag change trends between adjacent propulsion stages. When the ratio is greater than 1, it indicates that the drag change in the Nth propulsion stage is more drastic than that in the (N-1)th propulsion stage, requiring an increase in the upper limit of thrust to cope with the increased drag. When the ratio is less than 1, it indicates that the drag change in the Nth propulsion stage is relatively mild, and the upper limit of thrust can be appropriately reduced. Multiplying the upper limit of thrust in the (N-1)th propulsion stage by the aforementioned ratio of drag gradient characteristic values ​​yields the upper limit of thrust in the Nth propulsion stage.

[0057] S104: Obtain the actual thrust of each propulsion stage, calculate the actual response coefficient of the Nth propulsion stage based on the actual thrust of the Nth stage and the upper limit of the thrust corresponding to the Nth stage, and correct the upper limit of the thrust of the N+1th stage based on the actual response coefficient, until the upper limit of the thrust of each subsequent propulsion stage except the first stage is corrected, where N is a positive integer greater than 1.

[0058] In this embodiment, the actual response coefficient refers to the ratio of the actual thrust to the corresponding upper limit of thrust in the Nth propulsion stage, which is used to quantify the degree of deviation between the thrust response characteristics and the theoretical expectation during the actual propulsion process; the corrected upper limit of thrust refers to the thrust control boundary dynamically adjusted according to the actual response coefficient, which can optimize the thrust control strategy in subsequent stages based on the actual propulsion performance.

[0059] Specifically, during the propulsion process of the Nth propulsion stage, actual thrust data is collected in real time at a preset sampling frequency to form an actual thrust sequence for the Nth propulsion stage. The maximum value in this actual thrust sequence is extracted as the peak actual thrust of the Nth propulsion stage, representing the maximum thrust requirement during this stage. The ratio of the peak actual thrust to the upper thrust limit corresponding to the Nth propulsion stage is used to calculate the actual response coefficient of the Nth propulsion stage. It is then determined whether the actual response coefficient falls within a preset response threshold range. If the actual response coefficient falls within the response threshold range, it indicates that the upper thrust limit is set reasonably and no correction is needed. If the actual response coefficient does not fall within the response threshold range, the deviation between the actual response coefficient and the boundary value of the response threshold range is calculated, and a corresponding correction coefficient is determined based on the magnitude of the deviation. The upper thrust limit of the N+1th propulsion stage is multiplied by the correction coefficient to obtain the corrected upper thrust limit corresponding to the N+1th propulsion stage. The above correction process is repeated until the dynamic correction of the upper thrust limit for each subsequent propulsion stage except the first stage is completed, and the material propulsion operation for each propulsion stage is performed according to the corrected upper thrust limit.

[0060] Based on the above embodiments, as an optional embodiment, S104: the step of calculating the actual response coefficient of the Nth propulsion stage based on the actual thrust of the Nth stage and the upper limit of the thrust corresponding to the Nth stage, and correcting the upper limit of the thrust of the N+1th stage based on the actual response coefficient, may specifically include the following steps: S401: During the propulsion process of the Nth propulsion stage, the actual thrust is collected in real time at a preset sampling frequency to form the actual thrust sequence of the Nth propulsion stage, and the maximum value in the actual thrust sequence is extracted as the actual thrust peak value of the Nth propulsion stage.

[0061] In this embodiment, the preset sampling frequency refers to the time interval frequency for collecting actual thrust data during the propulsion process, which is used to ensure the real-time performance and data integrity of thrust monitoring; the actual thrust sequence refers to the data sequence composed of all actual thrust values ​​collected in chronological order during the Nth propulsion stage; the actual thrust peak value refers to the maximum thrust value in the actual thrust sequence, representing the peak level of thrust demand in that propulsion stage.

[0062] Specifically, during the material propulsion process in the Nth propulsion stage, the actual output thrust of the propulsion device is continuously collected at a preset sampling frequency. This sampling frequency needs to be high enough to capture the instantaneous changes and peak fluctuations of the thrust during propulsion. The collected actual thrust data are arranged in chronological order to form the actual thrust sequence of the Nth propulsion stage. This sequence completely records the dynamic changes of the thrust throughout the entire propulsion stage. All values ​​in the actual thrust sequence are compared and analyzed, and the maximum value is identified and extracted as the peak actual thrust of the Nth propulsion stage.

[0063] S402: The ratio of the actual peak thrust to the upper limit of thrust corresponding to the Nth propulsion stage is used as the actual response coefficient of the Nth propulsion stage, and it is determined whether the actual response coefficient falls within the preset response threshold range.

[0064] In the embodiments of this application, the actual response coefficient refers to the ratio of the actual peak thrust in the Nth propulsion stage to the corresponding upper limit thrust value, which is used to quantify the degree of matching between the thrust demand and the theoretical set value during the actual propulsion process; the response threshold range refers to the reasonable range of the actual response coefficient set in advance, which is used to judge the suitability of the upper limit thrust value setting and the stability of the propulsion process.

[0065] Specifically, the actual peak thrust of the Nth propulsion stage and the corresponding upper thrust limit for that stage are extracted, and the ratio of the two is calculated to obtain the actual response coefficient of the Nth propulsion stage. This actual response coefficient reflects the degree to which the actual thrust demand is utilized relative to the preset thrust boundary during the actual propulsion process. When the actual response coefficient is close to 1, it indicates that the actual thrust demand is close to the upper thrust limit, and the thrust utilization rate is high. When the actual response coefficient is significantly less than 1, it indicates that the upper thrust limit is set too high, and there is a thrust margin. When the actual response coefficient is greater than 1, it indicates that the actual thrust demand exceeds the preset upper thrust limit, and there is a risk of insufficient thrust. The calculated actual response coefficient is compared with a preset response threshold range, which is usually set to a reasonable numerical range, such as [0.7, 0.9], to define the reasonable boundary of the upper thrust limit setting.

[0066] S403: When the actual response coefficient does not fall within the response threshold range, calculate the deviation between the actual response coefficient and the boundary value of the response threshold range, and determine the correction coefficient based on the deviation; multiply the upper limit of thrust in the N+1th propulsion stage by the correction coefficient to obtain the corrected upper limit of thrust corresponding to the N+1th propulsion stage.

[0067] In this embodiment of the application, the response threshold range boundary value refers to the upper and lower limits of the response threshold range, which are used to determine the degree and direction of the actual response coefficient deviating from the reasonable range.

[0068] Specifically, when the actual response coefficient does not fall within the preset response threshold range, the direction and degree of deviation of the actual response coefficient are first determined. If the actual response coefficient is less than the lower limit of the response threshold range, the deviation between the actual response coefficient and the lower limit is calculated. A negative deviation indicates that the upper thrust limit is set too high. If the actual response coefficient is greater than the upper limit of the response threshold range, the deviation between the actual response coefficient and the upper limit is calculated. A positive deviation indicates that the upper thrust limit is set too low. The corresponding correction coefficient is determined based on the magnitude and direction of the deviation. The correction coefficient can be calculated using a linear correction algorithm or a nonlinear correction algorithm to ensure that the correction magnitude matches the degree of deviation. When the deviation is negative, the correction coefficient is less than 1, used to reduce the upper thrust limit in subsequent stages; when the deviation is positive, the correction coefficient is greater than 1, used to increase the upper thrust limit in subsequent stages. The original upper thrust limit of the N+1th propulsion stage is multiplied by the calculated correction coefficient to obtain the corrected upper thrust limit for the N+1th propulsion stage.

[0069] S105: In each subsequent propulsion stage, propulsion is carried out according to the revised upper limit of thrust to complete the phased propulsion of materials.

[0070] In this embodiment, phased advancement refers to the process of gradually advancing the material according to the corresponding thrust control parameters in each advancement stage, following a preset advancement stage sequence, to ensure that the advancement speed and thrust of the material in different stages match the corresponding resistance characteristics.

[0071] Specifically, the target propulsion speed for each propulsion stage is calculated based on the corrected upper thrust limit and the corresponding drag gradient characteristic value. The optimal propulsion speed for each stage is determined by matching the corrected upper thrust limit with the drag gradient characteristic value. The absolute value of the difference between the drag gradient characteristic values ​​of two adjacent propulsion stages is calculated as the inter-stage gradient difference value. The absolute value of the difference between the drag gradient characteristic values ​​of two consecutive propulsion stages is used to quantify the gradient change amplitude between stages. The travel length of the transition adjustment period between two adjacent propulsion stages is determined based on the inter-stage gradient difference value. Using the inter-stage gradient difference value as an input parameter, the specific travel distance required for the transition adjustment period is calculated through a preset mapping relationship. The speed adjustment gradient between adjacent propulsion stages is calculated based on the travel length and the target propulsion speed. The difference between the target propulsion speeds of two consecutive propulsion stages is divided by the travel length of the transition adjustment period to obtain the rate of change of speed during the transition period. The target propulsion speed is adjusted according to the speed adjustment gradient. During the transition adjustment period, the propulsion speed is gradually adjusted according to a linear change law, allowing the propulsion speed to smoothly transition from the target value of the current stage to the target value of the next stage. The staged propulsion of the material is completed according to the adjusted target propulsion speed.

[0072] Based on the above embodiments, as an optional embodiment, S105: In each subsequent propulsion stage, propulsion is carried out according to each modified upper thrust value to complete the step of phased material propulsion, which may specifically include the following steps: S501: Calculate the target propulsion speed for each propulsion stage based on the corrected upper thrust limit and the corresponding drag gradient characteristic value for each propulsion stage.

[0073] In the embodiments of this application, the target propulsion speed refers to the optimal propulsion speed value calculated based on the thrust constraints and drag characteristic parameters of a specific propulsion stage, which is used to guide the actual operating speed control of the propulsion equipment in that stage.

[0074] Specifically, the corrected upper thrust limit value for each propulsion stage is obtained as the first calculation parameter, and the drag gradient characteristic value for each propulsion stage is obtained as the second calculation parameter. The corrected upper thrust limit value is multiplied by a preset thrust-velocity conversion coefficient to obtain the base propulsion velocity value, which reflects the linear correspondence between thrust magnitude and velocity. The reciprocal of the drag gradient characteristic value is calculated as the drag correction factor; the larger the drag gradient characteristic value, the smaller its reciprocal, indicating a greater downward correction of the velocity. The base propulsion velocity value is multiplied by the drag correction factor to obtain the drag-corrected propulsion velocity value. This operation achieves adaptive adjustment of the base velocity based on drag characteristics. Upper and lower threshold values ​​for the propulsion velocity are set. The drag-corrected propulsion velocity value is compared with the upper threshold. If the corrected velocity value is greater than the upper threshold, the target propulsion velocity is set to the upper threshold; if the corrected velocity value is less than the lower threshold, the target propulsion velocity is set to the lower threshold; otherwise, the corrected velocity value is directly used as the target propulsion velocity.

[0075] S502: Calculate the absolute value of the difference between the characteristic values ​​of the resistance gradient of two adjacent propulsion stages as the inter-stage gradient difference value, and determine the travel length of the transition adjustment period between two adjacent propulsion stages based on the inter-stage gradient difference value.

[0076] In this embodiment of the application, the travel length of the transition adjustment period refers to the distance of the buffer segment between two adjacent propulsion stages for smooth switching, which is used to represent the spatial range required to gradually adjust from the propulsion state of the previous stage to the propulsion state of the next stage.

[0077] Specifically, the drag gradient characteristic values ​​corresponding to two adjacent propulsion stages are obtained as the basis for calculation. The drag gradient characteristic value of the preceding propulsion stage is subtracted from the drag gradient characteristic value of the subsequent propulsion stage to obtain the change in drag gradient between the two stages; this change may be positive or negative. The absolute value of the drag gradient change is calculated to eliminate the influence of the sign, yielding the inter-stage gradient difference value. This difference value quantifies the magnitude of change in drag characteristics between the two adjacent propulsion stages. The inter-stage gradient difference value is multiplied by a preset gradient difference scaling factor to obtain the base travel length value. This scaling factor establishes a numerical correspondence between the degree of gradient difference and the required adjustment distance. Minimum and maximum threshold values ​​for the travel length during the transition adjustment period are set as boundary constraints. The basic travel length value is compared with the minimum threshold. If the basic travel length value is less than the minimum threshold, the travel length of the transition period is set to the minimum threshold. The basic travel length value is compared with the maximum threshold. If the basic travel length value is greater than the maximum threshold, the travel length of the transition period is set to the maximum threshold. If the basic travel length value is between the minimum threshold and the maximum threshold, the basic travel length value is directly used as the travel length of the transition period.

[0078] S503: Calculate the speed adjustment gradient between adjacent propulsion stages based on the travel length and target propulsion speed, adjust the target propulsion speed according to the speed adjustment gradient, and complete the staged propulsion of materials according to the adjusted target propulsion speed.

[0079] In the embodiments of this application, the speed adjustment gradient refers to the rate of change of speed per unit distance between two adjacent propulsion stages, which is used to represent the degree of smooth transition of propulsion speed from the previous stage to the next stage during the transition adjustment period.

[0080] Specifically, the target thrust velocities corresponding to two adjacent propulsion stages are obtained as the basic data for velocity calculation. The target thrust velocities of the preceding and following stages are subtracted from the target thrust velocities of the subsequent stages to obtain the difference in target thrust velocities between adjacent stages. This difference reflects the magnitude of change in velocity settings between the two stages. The difference in target thrust velocities is divided by the travel length of the transition adjustment period to obtain the velocity adjustment gradient, which represents the velocity change per unit distance during the transition adjustment period. During the transition adjustment period, the current displacement distance of the material to be propulsed is monitored in real time. The velocity adjustment gradient is multiplied by the current displacement distance to obtain the velocity increment relative to the target thrust velocities of the preceding stage. The target thrust velocities of the preceding stage are added to the velocity increment to obtain the current propulsion velocity during the transition adjustment period, which achieves a continuous transition from the preceding stage to the following stage. Simultaneously, the actual thrust values ​​of each propulsion stage are monitored. The actual thrust value is subtracted from the corrected upper limit of thrust for the corresponding propulsion stage to obtain the thrust deviation value. The absolute value of the thrust deviation is calculated and compared with a preset deviation threshold. When the absolute value of the thrust deviation exceeds a preset deviation threshold, the thrust deviation value is multiplied by a preset deviation correction factor to obtain a velocity correction amount. This velocity correction amount is then divided by the current propulsion speed to obtain a velocity correction coefficient. Finally, the current propulsion speed is multiplied by the velocity correction coefficient to obtain the adjusted target propulsion speed after thrust deviation correction. The propulsion equipment is then controlled to perform staged material propulsion operations according to the adjusted target propulsion speed, completing the velocity adjustment and material propulsion control throughout the entire propulsion process.

[0081] Based on the above embodiments, as an optional embodiment, S503: the step of calculating the speed adjustment gradient between adjacent propulsion stages based on the travel length and the target propulsion speed, and adjusting the target propulsion speed according to the speed adjustment gradient, may specifically include the following steps: S601: Calculate the difference between the target propulsion speeds of two adjacent propulsion phases, and use the ratio of the difference in target propulsion speeds to the travel length as the speed adjustment gradient.

[0082] Specifically, the target propulsion speed values ​​corresponding to two adjacent propulsion phases are obtained as the basis for calculation. The target propulsion speed value of the preceding propulsion phase is subtracted from the target propulsion speed value of the subsequent propulsion phase to obtain the target propulsion speed difference between adjacent propulsion phases. This difference may be positive, indicating an acceleration transition, or negative, indicating a deceleration transition. The travel length of the transition adjustment period determined in the preceding steps is obtained as the divisor parameter. The target propulsion speed difference is divided by the travel length of the transition adjustment period, and the resulting division operation yields the speed adjustment gradient value. This gradient value represents the speed change per unit distance traveled during the transition adjustment period.

[0083] S602: During the transition adjustment period, the displacement of the material to be propelled is acquired in real time. The current propulsion speed is calculated based on the displacement and velocity adjustment gradient. The current propulsion speed is equal to the sum of the target propulsion speed of the previous propulsion stage, the velocity adjustment gradient, and the displacement already traveled.

[0084] In this embodiment, the current propulsion speed refers to the instantaneous propulsion speed of the material to be propulsed during the transition adjustment period, which is dynamically calculated based on the real-time displacement and is used to represent the actual propulsion speed control value of the material at any position during the transition adjustment period.

[0085] Specifically, during the transition adjustment period, the real-time position information of the material to be propelled is monitored. The displacement distance traveled by the material during the transition adjustment period is calculated by subtracting the initial position coordinates of the transition adjustment period from the current position coordinates. The velocity adjustment gradient value calculated in the previous steps is obtained as the velocity change rate parameter. The velocity adjustment gradient is multiplied by the distance traveled to obtain the cumulative velocity increment relative to the starting point of the transition adjustment period. The target propulsion velocity value of the previous propulsion stage is obtained as the velocity calculation benchmark. The target propulsion velocity of the previous propulsion stage is added to the cumulative velocity increment to obtain the current propulsion velocity value. This velocity value achieves a linear transition calculation from the target velocity of the previous stage to the velocity corresponding to the current position. Based on the calculated current propulsion velocity value, the operating parameters of the propulsion equipment are adjusted in real time to control the material to be propelled to move at the current propulsion velocity.

[0086] S603: Calculate the thrust deviation between the actual thrust during each propulsion stage and the corrected upper limit of thrust for the corresponding propulsion stage; when the absolute value of the thrust deviation exceeds the preset deviation threshold, calculate the speed correction coefficient based on the thrust deviation, and multiply the current propulsion speed by the speed correction coefficient to obtain the adjusted target propulsion speed.

[0087] In this embodiment, the speed correction coefficient refers to the speed adjustment ratio parameter calculated based on the thrust deviation, which is used to represent the multiplier coefficient for correcting the propulsion speed based on thrust feedback.

[0088] Specifically, the actual thrust value during each propulsion stage is monitored in real time by a thrust sensor as thrust feedback data. The corrected upper thrust limit for the corresponding propulsion stage is obtained as a thrust benchmark. The actual thrust value is subtracted from the corrected upper thrust limit to obtain the thrust deviation value. This deviation may be positive, indicating thrust exceeding the upper limit, or negative, indicating thrust below the upper limit. The absolute value of the thrust deviation is calculated. The absolute value of the thrust deviation is compared with a preset deviation threshold. When the absolute value of the thrust deviation is greater than the preset deviation threshold, the velocity correction calculation process is initiated. The thrust deviation value is multiplied by a preset deviation correction factor to obtain the velocity correction amount. The velocity correction amount is divided by the current propulsion velocity value to obtain the velocity correction coefficient. The current propulsion velocity value is obtained as the correction benchmark. The current propulsion velocity is multiplied by the velocity correction coefficient to obtain the adjusted target propulsion velocity value after thrust deviation correction. When the absolute value of the thrust deviation does not exceed the preset deviation threshold, the current thrust speed is kept unchanged as the target thrust speed after adjustment.

[0089] Based on the above embodiments, as an optional embodiment, S105: after completing the step of phased material propulsion, the step of recording the total propulsion distance is further included, which may specifically include the following steps: S701: Record the actual thrust sequence for each propulsion stage, and calculate the thrust fluctuation coefficient based on the actual thrust sequence for each propulsion stage. The thrust fluctuation coefficient is equal to the ratio of the standard deviation to the average value of the actual thrust sequence.

[0090] In this embodiment of the application, the thrust fluctuation coefficient refers to the coefficient of variation of the actual thrust sequence data, which is used to represent the quantitative index parameter of thrust stability during the propulsion process.

[0091] Specifically, during each propulsion phase, thrust sensors continuously collect actual thrust data from the propulsion equipment, forming an array of actual thrust sequences in chronological order. All actual thrust values ​​collected in each propulsion phase are sequentially stored in the data sequence, constructing a complete actual thrust sequence dataset. The arithmetic mean of the actual thrust sequence is obtained by summing all values ​​in the sequence and dividing the sum by the total number of values. The difference between each value and the mean is calculated, and the squares of each difference are used to obtain an array of squared differences. The variance is obtained by summing all squared differences, dividing the sum by the sequence length minus one, and taking the square root of the variance. The standard deviation of the actual thrust sequence is obtained by taking the square root of the variance. Finally, the thrust fluctuation coefficient is obtained by dividing the standard deviation by the mean.

[0092] S702: Calculate the weighted average of the thrust fluctuation coefficients of each propulsion stage to obtain the global thrust stability index. When the global thrust stability index is lower than the preset stability threshold, the propulsion quality of the total propulsion stroke of the material is deemed qualified. The corrected upper limit of thrust and speed adjustment gradient of each propulsion stage actually used in the propulsion process of the total propulsion stroke of the material are stored in the historical propulsion database.

[0093] In this embodiment, the global thrust stability index refers to the overall thrust stability evaluation value calculated by weighted average of the thrust fluctuation coefficients of each propulsion stage, which is used to represent the comprehensive thrust stability level of the total propulsion stroke of the material.

[0094] Specifically, the thrust fluctuation coefficient values ​​calculated for each propulsion stage are obtained to construct a thrust fluctuation coefficient array. Based on the propulsion distance, propulsion time, or propulsion importance of each propulsion stage, corresponding weight coefficient values ​​are determined, and a weight coefficient array is constructed. The thrust fluctuation coefficient of each propulsion stage is multiplied by its corresponding weight coefficient to obtain a weighted thrust fluctuation coefficient array. All weighted thrust fluctuation coefficients are summed to obtain a total weighted thrust fluctuation coefficient value. All weight coefficients are summed to obtain a total weight coefficient value. The total weighted thrust fluctuation coefficient is divided by the total weight coefficient to obtain a global thrust stability index value. The global thrust stability index value is compared with a preset stability threshold. When the global thrust stability index value is less than the preset stability threshold, a propulsion quality qualification operation is performed. The corrected upper thrust limit value data and velocity adjustment gradient data actually used in each propulsion stage during the total propulsion stroke are obtained. The corrected upper thrust limit value data, velocity adjustment gradient data, and related parameters such as propulsion time and propulsion distance are organized into a data record format. The organized data records are written to the historical propulsion database for persistent storage via a database interface. When the global thrust stability index value is not less than the preset stability threshold, the propulsion quality is deemed unqualified and the data storage operation is terminated.

[0095] The following describes an exemplary staged feeding device provided in an embodiment of this application. Figure 4 This is a schematic diagram of an exemplary hardware structure of a staged feeding device provided in an embodiment of this application.

[0096] In some embodiments, the staged feeding device is a computer device or includes a computer device. The computer device includes a processor, memory, and a network interface connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The database stores data. The network interface communicates with other external terminals or servers via a network connection. In some embodiments, the network interface can be a wired network interface; in some embodiments, it can also be a wireless network interface. When the computer program is executed by the processor, it implements the methods described in the embodiments of this application.

[0097] Those skilled in the art will understand that Figure 4 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.

[0098] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

[0099] As used in the above embodiments, depending on the context, the term "when..." can be interpreted as meaning "if...", "after...", "in response to determining...", or "in response to detecting...". Similarly, depending on the context, the phrase "when determining..." or "if (the stated condition or event) is interpreted as meaning "if determining...", "in response to determining...", "when (the stated condition or event) is detected", or "in response to detecting (the stated condition or event)".

[0100] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state drive), etc.

[0101] 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. This program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A staged feeding method, characterized in that, The method includes: Before pushing the material, an initial thrust is applied to the material to be pushed at a preset trial speed, and a resistance response curve is constructed based on the initial thrust and the displacement of the material to be pushed. Calculate the rate of change of resistance between adjacent sampling points based on the resistance response curve, and divide the total material propulsion stroke into multiple propulsion stages based on each of the resistance change rates. Calculate the drag gradient characteristic value of each propulsion stage based on the drag change rate, and calculate the upper thrust limit value of each propulsion stage based on the drag gradient characteristic value. The actual thrust of each propulsion stage is obtained, and the actual response coefficient of the Nth propulsion stage is calculated based on the actual thrust of the Nth stage and the upper limit of the thrust corresponding to the Nth stage. The upper limit of the thrust of the N+1th stage is corrected based on the actual response coefficient until the upper limit of the thrust of each subsequent propulsion stage except the first stage is corrected, where N is a positive integer greater than 1. In each subsequent propulsion stage, propulsion is carried out according to the revised upper thrust value to complete the phased propulsion of the material.

2. The staged feeding method according to claim 1, characterized in that, The process involves calculating the rate of change of resistance between adjacent sampling points based on the resistance response curve, and dividing the total material propulsion stroke into multiple propulsion stages based on each of the resistance change rates, including: The resistance response curve is differentiated to obtain the resistance change rate between each adjacent sampling point. The second derivative of each resistance change rate is then calculated to obtain the second derivative sequence of the resistance change rate. Identify resistance characteristic inflection points in the second derivative sequence where the absolute value exceeds a preset abrupt change threshold; The position coordinates of each resistance characteristic inflection point in the total material propulsion stroke are obtained, and the total material propulsion stroke is divided into multiple propulsion stages using each position coordinate as a dividing point.

3. The staged feeding method according to claim 1, characterized in that, The step of calculating the drag gradient characteristic value of each propulsion stage based on each drag change rate, and calculating the upper thrust limit value of each propulsion stage based on each drag gradient characteristic value, includes: The average value of the rate of change of resistance in each of the propulsion stages is calculated as the resistance gradient characteristic value of the corresponding propulsion stage; The displacement corresponding to when the initial thrust reaches the preset thrust threshold is recorded as the trial thrust displacement; Calculate the average value of all the aforementioned resistance gradient eigenvalues ​​to obtain the global resistance gradient average value; Multiply the preset thrust threshold by the ratio of the drag gradient characteristic value of the first propulsion stage to the global drag gradient average value to obtain the upper limit of thrust for the first propulsion stage. The upper thrust limit of the (N-1)th propulsion stage is multiplied by the ratio of the drag gradient characteristic value of the Nth propulsion stage to the drag gradient characteristic value of the (N-1)th propulsion stage to obtain the upper thrust limit of each Nth propulsion stage.

4. The staged feeding method according to claim 1, characterized in that, The step of calculating the actual response coefficient of the Nth propulsion stage based on the actual thrust of the Nth stage and the upper limit of the thrust corresponding to the Nth stage, and correcting the upper limit of the thrust of the (N+1)th stage based on the actual response coefficient, includes: During the propulsion process of the Nth propulsion stage, the actual thrust is collected in real time at a preset sampling frequency to form the actual thrust sequence of the Nth propulsion stage, and the maximum value in the actual thrust sequence is extracted as the actual thrust peak value of the Nth propulsion stage. The ratio of the actual peak thrust to the upper limit thrust value corresponding to the Nth propulsion stage is used as the actual response coefficient of the Nth propulsion stage, and it is determined whether the actual response coefficient falls within the preset response threshold range. When the actual response coefficient does not fall within the response threshold range, calculate the deviation between the actual response coefficient and the boundary value of the response threshold range, and determine the correction coefficient based on the deviation. Multiply the upper thrust limit of the N+1th propulsion stage by the correction coefficient to obtain the corrected upper thrust limit corresponding to the N+1th propulsion stage.

5. The staged feeding method according to claim 1, characterized in that, In each of the subsequent propulsion stages, propulsion is carried out according to the revised upper thrust value to complete the phased propulsion of the material, including: The target propulsion speed for each propulsion stage is calculated based on the corrected upper thrust limit and the corresponding drag gradient characteristic value for each propulsion stage. The absolute value of the difference between the resistance gradient characteristic values ​​of two adjacent propulsion stages is calculated as the inter-stage gradient difference value, and the travel length of the transition adjustment period between two adjacent propulsion stages is determined based on the inter-stage gradient difference value. Calculate the speed adjustment gradient between adjacent propulsion stages based on the travel length and the target propulsion speed, adjust the target propulsion speed according to the speed adjustment gradient, and complete the staged propulsion of the material according to the adjusted target propulsion speed.

6. The staged feeding method according to claim 5, characterized in that, The step of calculating the speed adjustment gradient between adjacent propulsion phases based on the travel length and the target propulsion speed, and adjusting the target propulsion speed based on the speed adjustment gradient, includes: Calculate the difference in target propulsion speed between two adjacent propulsion phases, and use the ratio of the difference in target propulsion speed to the travel length as the speed adjustment gradient; During the transition adjustment period, the displacement of the material to be propelled is acquired in real time. The current propulsion speed is calculated based on the displacement and the velocity adjustment gradient. The current propulsion speed is equal to the sum of the product of the target propulsion speed of the previous propulsion stage, the velocity adjustment gradient, and the displacement. Calculate the thrust deviation between the actual thrust during each propulsion stage and the corrected upper limit of thrust for the corresponding propulsion stage; When the absolute value of the thrust deviation exceeds the preset deviation threshold, a speed correction coefficient is calculated based on the thrust deviation, and the current propulsion speed is multiplied by the speed correction coefficient to obtain the adjusted target propulsion speed.

7. The staged feeding method according to claim 1, characterized in that, Following the phased advancement of the completed material, the process also includes: Record the actual thrust sequence for each propulsion stage, and calculate the thrust fluctuation coefficient based on the actual thrust sequence for each propulsion stage. The thrust fluctuation coefficient is equal to the ratio of the standard deviation to the average value of the actual thrust sequence. Calculate the weighted average of the thrust fluctuation coefficients of each propulsion stage to obtain the global thrust stability index. When the global thrust stability index is lower than the preset stability threshold, the propulsion quality of the total propulsion stroke of the material is deemed qualified. Store the corrected upper limit of thrust and speed adjustment gradient of each propulsion stage actually used in the propulsion process of the total propulsion stroke of the material into the historical propulsion database.

8. A staged feeding device, characterized in that, The staged feeding device includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code including computer instructions, and the one or more processors call the computer instructions to cause the staged feeding device to perform the method as described in any one of claims 1-7.

9. A computer program product containing instructions, characterized in that, When the computer program product is run on the staged feeding device, the staged feeding device performs the method as described in any one of claims 1-7.

10. A computer-readable storage medium comprising instructions, characterized in that, When the instruction is executed on the staged feeding device, the staged feeding device performs the method as described in any one of claims 1-7.

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