Self-adaptive electric chassis control method for switch cabinet

Abstract

The invention discloses a self-adaptive electric chassis control method for a switch cabinet, and the method comprises the following steps: S1, constructing a self-adaptive control system which comprises a sensing module, a control module, an execution module and a communication module; s2, the control module dynamically adjusts operation parameters according to the model of the switch cabinet based on the real-time data acquired by the sensing module; s3, a fault diagnosis module is arranged in the control module, and fault diagnosis, recognition and response processing are achieved; and S4, a parameter database is built in the control module, adaptive parameter sets of the switch cabinets of different models are pre-stored, accurate matching with the switch cabinets of different models is realized, and the universality is improved. Through self-adaptive adjustment of resistance, current and position, the problems of clamping stagnation, impact, motor overload and the like are avoided, the operation stability is effectively improved, and the equipment damage rate is reduced; through real-time fault diagnosis and grading processing, early warning can be carried out in time, dangerous operation can be cut off, the risk of safety accidents is reduced, and safety is enhanced.

Description

Technical Field

[0001] This invention relates to the field of electric control technology for switchgear, and specifically to a control method for an adaptive electric chassis vehicle used in switchgear. Background Technology

[0002] Switchgear, as a critical piece of equipment in the power system, uses an electric chassis trolley for the entry, exit, and positioning of core components such as circuit breakers. The reliability of its operation directly affects the continuity and security of the power grid. Existing electric chassis trolley control methods mainly suffer from the following problems: 1. The fixed speed control mode cannot dynamically adjust the operating parameters according to the internal environment of the cabinet (such as guide rail resistance and component wear). Sudden changes in resistance can easily cause jamming or excessive impact, leading to deformation of the mechanical structure or even burnout of the motor, resulting in equipment damage.

[0003] 2. Lacking real-time status monitoring and fault diagnosis functions, it cannot respond in time when abnormalities such as guide rail deformation, transmission gear wear, or motor overload occur, which may lead to safety accidents such as arc discharge.

[0004] 3. The control logic is simple, and different models of switchgear require separate control programs, resulting in poor versatility and increased maintenance costs and operational complexity.

[0005] Therefore, there is an urgent need for a control method for electric chassis vehicles that can dynamically adapt to working conditions, has self-diagnostic capabilities, and is highly versatile, in order to address the shortcomings of existing technologies. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the existing technology and provide an adaptive electric chassis control method for switchgear.

[0007] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: A control method for an adaptive electric chassis vehicle used in switchgear includes the following steps: S1. Construct an adaptive control system; the adaptive control system includes a sensing module, a control module, an execution module, and a communication module; S2. Dynamic parameter adaptive adjustment; In the adaptive control system, the control module dynamically adjusts the operating parameters based on the real-time data collected by the sensing module and the switchgear model. S3. Real-time fault diagnosis and handling; The adaptive control system has a built-in fault diagnosis module in the control module to realize fault identification and response; S4. Multi-model switchgear adaptation: The adaptive control system has a built-in parameter database in the control module, which pre-stores the adaptation parameter sets for different models of switchgear. After receiving the switchgear model information, it automatically calls the corresponding parameters to achieve accurate matching with different models of switchgear.

[0008] Furthermore, the sensing module in step S1 includes a pressure sensor, a Hall current sensor, a ranging sensor, and a data transmission module.

[0009] The pressure sensor is embedded in the end of the wheel fixed axle of the electric chassis vehicle and includes a spherical probe, a spring connector, and a piezoresistive sensing element. The piezoresistive sensing element is placed inside the wheel fixed axle and connected to the spherical probe through the spring connector. The spherical probe is placed outside the end of the wheel fixed axle and can contact the guide rail.

[0010] The Hall current sensor is installed in a through-hole configuration on the connection circuit between the motor power supply and the PID controller of the electric chassis vehicle.

[0011] The ranging sensor is installed at the rear end of the electric chassis vehicle body.

[0012] The data transmission module is installed on the electric chassis vehicle body and is connected to the PID controller via isolated serial communication.

[0013] Furthermore, in step S1, the control module integrates a PID controller, an adaptive algorithm unit, a fault diagnosis module, and an instruction output module. The PID controller is communicatively connected to the sensing module. The adaptive algorithm unit has a built-in fuzzy PID algorithm. The instruction output module adopts an opto-isolation circuit design, supports digital signal output, and can drive the corresponding execution element in the execution module.

[0014] Furthermore, the execution module in step S1 includes a drive motor, a reduction transmission mechanism, and a power output component. The drive motor is connected to the power output component through the reduction transmission mechanism. The drive motor is a DC permanent magnet synchronous motor that supports stepless speed regulation. The reduction transmission mechanism is a planetary gear reducer with mechanical self-locking function.

[0015] Furthermore, the communication module in step S1 includes a multi-protocol communication interface unit, a data conversion unit, and a security isolation unit, wherein the multi-protocol communication interface unit includes a hard-wired interface, a serial port, or a network port.

[0016] The data conversion unit can convert the operating parameters and fault codes collected by the sensing module into standard protocol data frames, and at the same time parse the remote control commands issued by the main control system.

[0017] The safety isolation unit adopts an opto-isolation and electromagnetic shielding design.

[0018] Furthermore, the dynamic adjustment of operating parameters in step S2 is based on the following control logic, including resistance adaptive adjustment, current adaptive protection, and position adaptive docking.

[0019] The adaptive resistance adjustment involves the pressure sensor outputting a guide rail resistance value F. The control module compares F with a preset threshold F0. When F... max When F > F0, the output torque increase command is executed and the motor speed is reduced to 60%-80% of the rated speed; when F ≤ F0, the speed is automatically restored to the default speed, balancing operating efficiency and anti-jamming requirements.

[0020] Current adaptive protection: The Hall current sensor monitors the motor operating current I in real time. When I ≥ 2 times the rated current and the duration is greater than 3s, a stop command is immediately triggered. At the same time, an abnormal current message is uploaded through the communication module and stored in the controller.

[0021] Position adaptive docking: When the PID controller of the electric chassis vehicle receives the control command, the PID controller activates the distance sensor to monitor the distance S between the electric chassis vehicle and the target position in real time. When S≤40mm, the control module outputs a deceleration command to adjust the speed to 30% of the default value for slow docking.

[0022] Furthermore, the fault diagnosis module in step S3 includes a data comparison unit, a fault classification unit, and a response execution unit, which realizes fault identification and response through the following steps.

[0023] The data comparison unit compares the guide rail resistance value F, motor current value I, distance value S, and running time t collected by the sensing module with the preset normal threshold range in real time. When the parameter is detected to be outside the corresponding range, it is determined to be the corresponding fault type.

[0024] The fault classification unit then classifies the fault into minor, moderate, and severe faults based on the fault type and the degree of its impact, and then performs the classification processing through the control response execution unit.

[0025] Furthermore, the data comparison unit performs real-time comparison between the collected parameters and a preset normal threshold range, wherein the preset normal threshold range includes F∈[F0, F... max ]、I∈[0, 2 times rated current]、S measurement error≤±1mm、t∈[t min , t max When parameters exceed the limit, the corresponding fault types are: abnormal resistance (corresponding to guide rail jamming), abnormal current (corresponding to motor overload), abnormal ranging (corresponding to positioning failure), and abnormal time (corresponding to slow or excessive running).

[0026] Furthermore, the minor fault is defined as t > t max And t-t maxIf the fault classification unit sends an SOE early warning message to the main control system via the communication module within ≤3 seconds, it warns that the guide rail may be stuck. The control module maintains the current operating parameters, the data comparison unit continuously monitors parameter changes, and personnel decide whether to adjust the parameters after confirming the alarm.

[0027] The moderate fault is defined as I ≥ 2 times the rated current and lasting for ≤ 3 seconds. A speed reduction command is immediately output. If the parameters return to the normal range within 3 seconds, the operation continues. Otherwise, a pause command is triggered and fault alarm information is uploaded.

[0028] The severe fault is F > F. max If the fault persists for ≥3 seconds, the controller will immediately trigger a stop command and cut off the motor power supply. It will also activate the mechanical locking mechanism to lock the position of the electric chassis vehicle and simultaneously upload the fault code and real-time F, I, and S data at the time of the fault to the main control system, awaiting manual troubleshooting.

[0029] Furthermore, the parameter set in step S4 includes the range of guide rail friction coefficient, target positioning reference distance, and safe operation threshold range. The safe operation threshold includes a resistance threshold F0, a current threshold of twice the rated current, a distance measurement error threshold, and an operating time threshold, in order to achieve accurate matching with different models of switchgear.

[0030] Compared with the prior art, the present invention has the following beneficial effects: 1. Improve operational stability: By adaptively adjusting resistance, current, and position, problems such as jamming, impact, and motor overload are avoided, reducing the equipment damage rate.

[0031] 2. Enhanced safety: Real-time fault diagnosis and graded handling can provide timely warnings and shut down dangerous operations, reducing the risk of safety accidents.

[0032] 3. Improve versatility: Built-in model adaptation database allows for compatibility with multiple switchgear models without the need for separate programming, reducing operation and maintenance costs. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the structure of the electric chassis vehicle of the present invention; Figure 2 This is a control flowchart of the control method of the present invention; In the diagram: 1. Electric chassis vehicle, 2. PID controller, 3. Pressure sensor, 4. Drive motor and reduction transmission mechanism, 5. Infrared ranging sensor. Detailed Implementation

[0034] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0035] The specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings: An adaptive electric chassis control method for switchgear, combined with Figure 2 As shown, the specific steps include: Step S1: Construct an adaptive control system.

[0036] The adaptive control system includes a sensing module, a control module, an execution module, and a communication module; wherein the sensing module includes a pressure sensor, a Hall current sensor, a distance sensor, and a data transmission module, used to collect real-time operating data of the electric chassis vehicle 1 and obtain the operating time.

[0037] Combination Figure 1 As shown, the pressure sensor 3 is embedded in the end of the wheel axle of the electric chassis vehicle 1, with a range of 0-500N. It includes a spherical probe, a spring connector, and a piezoresistive sensing element. The piezoresistive sensing element is placed inside the wheel axle and connected to the spherical probe via the spring connector. The spherical probe is positioned outside the end of the wheel axle and can contact the guide rail. During movement, the compression friction between the guide rail and the probe causes the spring connector to extend and retract. The piezoresistive sensing element converts the mechanical deformation of the spring connector into an electrical signal, thereby outputting the guide rail resistance value F.

[0038] The Hall current sensor has a range of 0-5A and is installed in a through-hole manner on the connection circuit between the motor power supply and the PID controller 2 of the electric chassis vehicle 1. It achieves non-contact current monitoring based on the Hall effect and monitors the motor operating current value I in real time.

[0039] The ranging sensor is an infrared ranging sensor 5, which is fixedly installed at the rear of the electric chassis vehicle 1. Based on the principle of infrared light reflection time difference, it measures the relative displacement with the target position of the switch cabinet (error ±1mm, resolution 0.1mm) and generates running time parameters simultaneously, with an accuracy of ±0.1mm.

[0040] The data transmission module is also installed on the body of the electric chassis vehicle 1. It is connected to the PID controller 2 via isolated serial communication and converts the guide rail resistance value F, motor operating current value I, and displacement data into serial communication protocol signals and transmits them to the PID controller 2.

[0041] The control module integrates a PID controller 2, an adaptive algorithm unit, a fault diagnosis module, and an instruction output module. The PID controller 2 is communicatively connected to the sensing module to receive multi-dimensional sensor data such as resistance, current, and relative displacement, and construct a closed-loop control circuit. The adaptive algorithm unit incorporates a fuzzy PID algorithm, which can dynamically optimize the proportional coefficient, integral time constant, and derivative time constant based on load fluctuations and environmental interference parameters to improve the steady-state control accuracy of the system. The fault diagnosis module integrates a rule-based expert system and a machine learning model. By real-time acquisition of sensor communication status signals, actuator response feature values, and controller internal operating parameters, and through feature extraction and fault tree logic analysis, it can predict and self-repair fault types such as disconnection warning, overload protection, and parameter drift self-correction. The instruction output module adopts an opto-isolated circuit design, supports digital (DO) signal output, and can drive corresponding actuators in the execution module. The instruction response delay is ≤50ms, meeting the control reliability requirements of industrial-grade continuous operation scenarios.

[0042] The execution module includes a drive motor and a reduction transmission mechanism 4, and a power output component. The drive motor and reduction transmission mechanism 4 are fixedly mounted on the body of the electric chassis vehicle 1. The drive motor is connected to the power output component via the reduction transmission mechanism. The drive motor is a DC permanent magnet synchronous motor that supports stepless speed regulation. The reduction transmission mechanism is a planetary gear reducer with mechanical self-locking function. The power output component includes components such as a lead screw and a slider, and can adopt relevant technical features from existing technologies. The execution module can receive PWM speed regulation signals and torque control commands output by the control module to achieve dynamic adjustment of speed and torque.

[0043] The communication module includes a multi-protocol communication interface unit, a data conversion unit, and a security isolation unit, used to achieve bidirectional data interaction with the switchgear main control system. The multi-protocol communication interface unit includes hard-wired interfaces (input and output signals), serial ports, or Ethernet ports, adaptable to the communication requirements of different switchgear main control systems; an Ethernet port is preferred.

[0044] The data conversion unit can convert the operating parameters and fault codes collected by the sensing module into standard protocol data frames, and at the same time parse the remote control commands issued by the switch cabinet main control system.

[0045] The safety isolation unit adopts opto-isolation and electromagnetic shielding design to meet the high reliability communication requirements of power transmission and distribution equipment in strong electromagnetic interference environment.

[0046] Step S2: Adaptive adjustment of dynamic parameters.

[0047] The aforementioned control module adaptively calls the parameter library according to the switchgear model, and dynamically adjusts the operating parameters based on the real-time data collected by the sensing module through the following control logic.

[0048] The control logic includes adaptive resistance adjustment, adaptive current protection, and adaptive position docking.

[0049] (1) Adaptive resistance adjustment: The pressure sensor 3 outputs the guide rail resistance value F. The control module compares F with a preset threshold F0 (F0 is the frictional resistance that the electric chassis vehicle 1 overcomes when the guide rail is running normally, which can be manually adjusted). When F max When F > F0, according to the formula relating motor driving force and torque: F motor =T*i*η / r (where, F) motor The output torque is increased by 10%-30% (where F is the driving force of the motor, T is the motor torque, i is the total transmission ratio, η is the transmission efficiency, and r is the radius of the drive wheel), and the drive motor speed is reduced to 60%-80% of the rated speed. When F≤F0, it automatically restores to the default speed to balance operating efficiency and anti-jamming requirements. When F≥F0, it automatically restores to the default speed. max If the engine stalls, the controller will simultaneously output a stop command for electric chassis vehicle 1, and after 3 seconds, will control electric chassis vehicle 1 to return to the test position at rated speed; if F≥F still occurs during this process... max The system immediately triggers a stop command and uploads an alarm message. The electric chassis vehicle 1 stops at the current congestion position and waits for on-site personnel to handle the situation.

[0050] Current adaptive protection: Motor torque T = 9550 * P / n, P = UI, then T = 9550 * U * I / n, where T is the motor torque, P is the rated power, n is the motor speed, U is the motor rated voltage, I is the motor rated current, and 9550 is a constant derived from the physical relationship between power and angular velocity.

[0051] According to the above formula, when the current increases, the torque will increase. In order to obtain a stable torque output, the speed needs to be reduced simultaneously.

[0052] The Hall current sensor monitors the motor's operating current value I in real time. When I ≥ twice the rated current and the duration exceeds 3 seconds, a stop command is immediately triggered. Simultaneously, an abnormal current message (in SOE (Sequence Of Event) format, including timestamp and current peak value) is uploaded via the communication module and stored in the controller's FLASH memory. When In < I < 2In (In is the rated current), the controller outputs a speed reduction command (reducing to 60%-80% of the rated speed) to ensure smooth motor operation under low-speed, high-torque conditions.

[0053] Position adaptive docking: When the PID controller 2 on the electric chassis vehicle 1 receives the control command, the PID controller 2 activates the infrared ranging sensor 5 to monitor the distance S between the electric chassis vehicle 1 and the target position (i.e., the working position or the test position) in real time. It can be preset to 40mm according to different switch cabinet models. When S>40mm, the controller controls the electric chassis vehicle to run at a constant speed at the rated speed. When S≤40mm, the control module outputs a deceleration command to adjust the speed to 30% of the default value to achieve slow docking and avoid impact damage to the locking mechanism.

[0054] Step S3: Real-time fault diagnosis and handling.

[0055] The aforementioned control module has a built-in fault diagnosis module, which includes a data comparison unit, a fault classification unit, and a response execution unit. The fault identification and response are achieved through the following steps.

[0056] First, the data comparison unit compares the guide rail resistance value F, motor current value I, distance value S, and running time t collected by the sensing module with preset normal threshold ranges (F∈[F0, F10, F20, F30, F40, F50, F60, F70, F80, F90, F1 ...20, F10, F20, F10, F20, max ]、I∈[0, 2 times rated current]、S measurement error≤±1mm、t∈[t min , t max The system performs real-time comparisons and automatically determines the corresponding fault type when parameters exceed the corresponding range (abnormal resistance corresponds to guide rail jamming fault, abnormal current corresponds to motor overload fault, abnormal ranging corresponds to positioning failure fault, and abnormal time corresponds to slow or excessive running fault).

[0057] The fault classification unit then classifies the fault into minor, moderate, and severe faults based on the fault type and the degree of its impact, and then performs the classification processing through the control response execution unit.

[0058] Minor faults (such as t > t) max And tt max ≤3s): The fault classification unit sends an SOE early warning message (including fault type and timestamp) to the main control system through the communication module, which warns that the guide rail may be stuck. The control module maintains the current operating parameters, the data comparison unit continuously monitors parameter changes, and personnel decide whether to adjust the parameters after confirming the alarm. For moderate faults (e.g., I ≥ 2 times the rated current and duration ≤ 3s): immediately output a speed reduction command. If the parameters return to the normal range within 3s, continue the operation (run at a constant speed or at a reduced speed depending on the actual current value). Otherwise, trigger a pause command and upload fault alarm information. Severe fault (e.g., F > F) max(And the duration is ≥3s): The controller immediately triggers a stop command and immediately cuts off the motor power supply, activates the mechanical locking mechanism to lock the electric chassis vehicle 1 position, and simultaneously uploads the fault code and the real-time F, I, and S data at the time of the fault to the main control system, waiting for manual troubleshooting.

[0059] Step S4: Adaptation of multiple switchgear models.

[0060] The adaptive control system has a built-in parameter database in the control module. The database is set with a model selection index and pre-stores the adaptation parameter sets of different models of switchgear to achieve accurate matching with different models of switchgear.

[0061] The parameter set includes the range of guide rail friction coefficient, target positioning reference distance (working position, test position), and safe operation threshold range, wherein the safe operation threshold includes the resistance threshold F0, the current threshold twice the rated current, the distance measurement error threshold, and the running time threshold.

[0062] During the device initialization phase, the control module receives the switchgear model identification code issued by the debugging software through the communication module, automatically retrieves the database based on the model selection index and calls the corresponding parameter set, and completes the adaptive configuration of the control logic through the parameter mapping algorithm without manual intervention.

[0063] The parameter database supports manual expansion and update via RS485 or Ethernet protocols. When a new switchgear model is added, the complete parameter set of the new model (including guide rail characteristic parameters, positioning parameters, and safety thresholds) can be entered through the debugging software. The database automatically creates new index entries, enabling flexible expansion of the adaptation range. The entire process does not require modification of the core program code of the control module, reducing operation and maintenance costs.

[0064] Example 1, Control system for a 10kV KYN28 A-12(Z) type switchgear electric chassis vehicle. First, an adaptive control system is built according to the above control method and steps: the sensing module uses a PT124 pressure sensor (range: 0-500N), an ACS712 Hall current sensor (range: 0-5A), and an infrared ranging sensor (accuracy: ±1mm), which are installed at designated positions on the electric chassis vehicle 1; the control module uses a Siemens PLC, and the execution module uses a 150W DC motor and a reduction transmission mechanism.

[0065] The adaptive adjustment program is initiated, system initialization is completed, and then parameters are preset: resistance threshold F0 = 300N, motor rated current I = 1.8A, and slow docking distance S = 40mm. The sensing module is activated, and the aforementioned pressure sensor 3, Hall current sensor, and infrared ranging sensor 5 collect data in real time, cyclically collecting data at 10ms intervals.

[0066] When the electric chassis vehicle 1 receives the operating command, it executes three major adaptive control logics in parallel during the actual operation: When the electric chassis vehicle 1 moves out, the pressure sensor 3 detects that the guide rail resistance F = 280N (F≤F0), and the drive motor runs at the default speed of 1000r / min. When the guide rail is partially deformed during operation, F suddenly rises to 350N (F>F0), and the PID controller immediately outputs a command, increasing the motor torque by 20% and reducing the speed to 600r / min to avoid jamming.

[0067] When the infrared ranging sensor 5 detects a distance S=39.5mm (S<40mm), the rotation speed is further reduced to 300r / min to achieve slow removal and ensure that the moving and stationary contacts mesh without impact. When the electric chassis vehicle is first started, the instantaneous current value is greater than 3.6A (twice the rated current) because the motor has to overcome static friction, but the time does not exceed 3 seconds. When the electric chassis vehicle is running smoothly, the Hall current sensor monitors the current and it is stable at 2A (I < twice the rated current) throughout the process. There is no protection action and the current current corresponding parameters are maintained to operate normally.

[0068] Subsequently, the electric chassis vehicle 1 reaches the target position, outputs a braking command, locks the position of the electric chassis vehicle 1, uploads a positioning confirmation signal, and the adaptive adjustment program ends.

[0069] The relevant technical features not mentioned or described in detail in the above technical solutions can be achieved by adopting or referencing relevant technical structures in the existing technology. This invention focuses on the system control of the control method.

[0070] Of course, the above description is not intended to limit the present invention, and the present invention is not limited to the examples given above. Any changes, modifications, additions or substitutions made by those skilled in the art within the scope of the present invention should also fall within the protection scope of the present invention.

Claims

1. A control method for an adaptive electric chassis vehicle used in switchgear, characterized in that, Includes the following steps: S1. Construct an adaptive control system; the adaptive control system includes a sensing module, a control module, an execution module, and a communication module; S2. Dynamic parameter adaptive adjustment; In the adaptive control system, the control module dynamically adjusts the operating parameters based on the real-time data collected by the sensing module and the switchgear model. S3. Real-time fault diagnosis and handling; The adaptive control system has a built-in fault diagnosis module in the control module to realize fault identification and response; S4. Multi-model switchgear adaptation: The adaptive control system has a built-in parameter database in the control module, which pre-stores the adaptation parameter sets for different models of switchgear. After receiving the switchgear model information, it automatically calls the corresponding parameters to achieve accurate matching with different models of switchgear.

2. The adaptive electric chassis vehicle control method for switchgear according to claim 1, characterized in that: The sensing module in step S1 includes a pressure sensor, a Hall current sensor, a ranging sensor, and a data transmission module. The pressure sensor is embedded in the end of the wheel fixed axle of the electric chassis vehicle and includes a spherical probe, a spring connector, and a piezoresistive sensing element. The piezoresistive sensing element is placed inside the wheel fixed axle and connected to the spherical probe through the spring connector. The spherical probe is placed outside the end of the wheel fixed axle and can contact the guide rail. The Hall current sensor is installed in a through-hole configuration on the connection circuit between the motor power supply and the PID controller of the electric chassis vehicle. The ranging sensor is installed at the rear end of the electric chassis vehicle body; The data transmission module is installed on the electric chassis vehicle body and is connected to the PID controller via isolated serial communication.

3. The adaptive electric chassis vehicle control method for switchgear according to claim 1, characterized in that: In step S1, the control module integrates a PID controller, an adaptive algorithm unit, a fault diagnosis module, and an instruction output module. The PID controller is communicatively connected to the sensing module. The adaptive algorithm unit has a built-in fuzzy PID algorithm. The instruction output module adopts an opto-isolation circuit design, supports digital signal output, and can drive the corresponding execution element in the execution module.

4. The adaptive electric chassis vehicle control method for switchgear according to claim 1, characterized in that: The execution module in step S1 includes a drive motor, a reduction transmission mechanism, and a power output component. The drive motor is connected to the power output component through the reduction transmission mechanism. The drive motor is a DC permanent magnet synchronous motor that supports stepless speed regulation. The reduction transmission mechanism is a planetary gear reducer with mechanical self-locking function.

5. The adaptive electric chassis vehicle control method for switchgear according to claim 1, characterized in that: The communication module in step S1 includes a multi-protocol communication interface unit, a data conversion unit, and a security isolation unit, wherein the multi-protocol communication interface unit includes a hard-wired interface, a serial port, or a network port. The data conversion unit can convert the operating parameters and fault codes collected by the sensing module into standard protocol data frames, and at the same time parse the remote control commands issued by the main control system. The safety isolation unit adopts an opto-isolation and electromagnetic shielding design.

6. The adaptive electric chassis vehicle control method for switchgear according to claim 2, characterized in that: The dynamic adjustment of operating parameters in step S2 is based on the following control logic, including resistance adaptive adjustment, current adaptive protection, and position adaptive docking. The adaptive resistance adjustment involves the pressure sensor outputting a guide rail resistance value F. The control module compares F with a preset threshold F0. When F... max When F > F0, the output torque increase command is executed and the motor speed is reduced to 60%-80% of the rated speed; when F ≤ F0, the speed is automatically restored to the default speed to balance operating efficiency and anti-jamming requirements. Current adaptive protection: The Hall current sensor monitors the motor operating current I in real time. When I ≥ 2 times the rated current and the duration is greater than 3s, a stop command is immediately triggered. At the same time, an abnormal current message is uploaded through the communication module and stored in the controller. Position adaptive docking: When the PID controller of the electric chassis vehicle receives the control command, the PID controller activates the distance sensor to monitor the distance S between the electric chassis vehicle and the target position in real time. When S≤40mm, the control module outputs a deceleration command to adjust the speed to 30% of the default value for slow docking.

7. The adaptive electric chassis vehicle control method for switchgear according to claim 2, characterized in that: The fault diagnosis module in step S3 includes a data comparison unit, a fault classification unit, and a response execution unit, and achieves fault identification and response through the following steps: The data comparison unit compares the guide rail resistance value F, motor current value I, distance value S and running time t collected by the sensing module with the preset normal threshold range in real time. When the parameter is detected to be outside the corresponding range, it is determined to be the corresponding fault type. The fault classification unit then classifies the fault into minor, moderate, and severe faults based on the fault type and the degree of its impact, and then performs the classification processing through the control response execution unit.

8. The adaptive electric chassis vehicle control method for switchgear according to claim 7, characterized in that: The data comparison unit performs real-time comparisons between the collected parameters and a preset normal threshold range, wherein the preset normal threshold range includes F∈[F0, F... max ]、I∈[0, 2 times rated current]、S measurement error≤±1mm、t∈[t min , t max When parameters exceed the limit, the corresponding fault types are: abnormal resistance (corresponding to guide rail jamming), abnormal current (corresponding to motor overload), abnormal ranging (corresponding to positioning failure), and abnormal time (corresponding to slow or excessive running).

9. The adaptive electric chassis vehicle control method for switchgear according to claim 8, characterized in that: The minor fault is t > t max And t-t max If the fault classification unit sends an SOE warning message to the main control system through the communication module, it warns that the guide rail may be stuck. The control module maintains the current operating parameters, the data comparison unit continuously monitors parameter changes, and personnel can decide whether to adjust the parameters after confirming the alarm. The moderate fault is defined as I ≥ 2 times the rated current and the duration ≤ 3s. Immediately output a speed reduction command. If the parameters return to the normal range within 3s, the operation continues. Otherwise, trigger a pause command and upload fault alarm information. The severe fault is F > F. max If the fault persists for ≥3 seconds, immediately cut off the motor power, activate the mechanical locking mechanism to lock the position of the electric chassis vehicle, and simultaneously upload the fault code and real-time F, I, and S data at the time of the fault to the main control system for manual troubleshooting.

10. The adaptive electric chassis vehicle control method for switchgear according to claim 1, characterized in that: The parameter set in step S4 includes the range of guide rail friction coefficient, target positioning reference distance, and safe operation threshold range. The safe operation threshold includes the resistance threshold F0, the current threshold twice the rated current, the distance measurement error threshold, and the operating time threshold, so as to achieve accurate matching with different models of switchgear.

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