Self-adaptive anti-falling control method and device for track synchronous transmission mechanism

Abstract

The invention provides a track synchronous transmission mechanism self-adaptive anti-falling control method and device, and relates to the technical field of new energy automobiles, the device comprises a sensor group, a controller and an executor, displacement synchronism data and driving force balance data are collected in real time firstly, then four risk levels of normality, attention, early warning and danger are judged according to the data, and an anti-falling control result is obtained. Selecting a synchronous following mode, a damping suppression mode, an active deviation correction mode or a sudden stop protection mode according to the risk level, finally generating a differential instruction containing the speed or torque adjusting amount, outputting the differential instruction to a motor, and adjusting the running posture to prevent derailment; according to the method, predictive anti-disengaging and operation trend prejudgment active intervention are achieved, a graded gradient intervention strategy is constructed, risk grades are accurately matched, the method further has the threshold value self-optimization capacity, adapts to working condition changes, integrates a fault tolerance mechanism, can still operate in a degraded mode when a sensor fails, the defects of passive protection and a single strategy are effectively overcome, and the reliability of the system is improved. And closed-loop dynamic correction is realized.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, and in particular to an adaptive anti-derailment control method and device for a track synchronous transmission mechanism. Background Technology

[0002] New energy vehicles generally use motor-driven track mechanisms to achieve multi-directional seat adjustment, automatic opening and closing of sliding doors, or sunroof sliding. Due to factors such as installation tolerance, long-term vibration, or foreign object jamming, the transmission mechanisms on both sides are prone to asynchrony, resulting in seat tilting and jamming, sliding doors not closing tightly, or sunroof operation being obstructed.

[0003] Existing anti-derailment control technologies for track synchronous transmission mechanisms mainly rely on mechanical limit devices or post-triggered limit switches for passive protection. When the mechanism becomes asynchronous or jammed, it has often already caused rail wear or derailment. There is a lack of predictive ability for operational trends. In terms of control strategies, most rely on single current detection or position comparison, which cannot implement differentiated intervention measures according to the degree of risk. This leads to overreaction in the case of slight deviation or underresponse in the case of severe deviation, and improvements are needed. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the existing technology and to propose an adaptive anti-derailment control method and device for a track synchronous transmission mechanism.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: an adaptive anti-derailment control method for a track synchronous transmission mechanism, comprising the following steps:

[0006] Step 1: Real-time acquisition of displacement synchronization data and driving force balance data of the transmission mechanisms on both sides;

[0007] Step 2: Based on the displacement synchronization data and driving force balance data, determine the current derailment risk level according to preset rules;

[0008] Step 3: Select the corresponding control mode based on the current derailment risk level;

[0009] Step 4: Under the selected control mode, generate differentiated drive commands for the two motors, the differentiated drive commands including speed adjustment amount or torque adjustment amount;

[0010] Step 5: Output the differentiated drive command to the motors on both sides, and change the running posture of the moving mechanism by adjusting the output of the motors on both sides to prevent derailment.

[0011] Furthermore, in step two:

[0012] The displacement synchronization data is compared with a first set of preset thresholds to determine the first risk level;

[0013] The driving force balance data is compared with a second set of preset thresholds to determine the second risk level;

[0014] The maximum value between the first risk level and the second risk level is taken as the current derailment risk level;

[0015] The current derailment risk level is divided into four levels: normal, attention, warning, and danger, with each level corresponding to a different threshold range.

[0016] Furthermore, the control modes in step three include a synchronous following mode, a damping suppression mode, an active correction mode, and an emergency stop protection mode, each corresponding to one of the four risk levels. Specifically:

[0017] When the current derailment risk level is normal, the synchronous following mode is selected. In the synchronous following mode, the motors on both sides run synchronously at the target speed, and the speed of the motors on both sides is finely adjusted according to the displacement synchronization data to maintain the same displacement on both sides.

[0018] When the current derailment risk level is of concern, the damping suppression mode is selected. In the damping suppression mode, torque biases with opposite directions and small amplitudes are applied to the two motors to suppress further expansion of displacement deviation, while keeping the main operating speed of the moving mechanism constant.

[0019] When the current derailment risk level is warning, the active correction mode is selected. In the active correction mode, the running speed of the moving mechanism is first reduced to below the safety threshold, and then a torque difference with opposite directions and large amplitude is applied to the two motors according to the direction of displacement deviation, so that the moving mechanism is adjusted to the center position.

[0020] When the current derailment risk level is dangerous, the emergency stop protection mode is selected. In the emergency stop protection mode, the power output of both motors is immediately cut off and mechanical braking is applied, while an alarm signal is issued.

[0021] Furthermore, in the active correction mode, the lagging motor and the leading motor are determined based on the sign of the cumulative displacement difference in the displacement synchronization data: if the cumulative displacement on the left side is less than the cumulative displacement on the right side, then the left motor is the lagging motor and the right motor is the leading motor; the output torque of the lagging motor is increased, while the output torque of the leading motor is decreased or regenerative braking is applied, so that the two motors generate torque differences in opposite directions.

[0022] Furthermore, in the damping suppression mode, the amplitude of the reverse torque bias is set to 30% to 50% of the amplitude of the reverse torque difference in the active correction mode, and the main operating speed of the moving mechanism remains unchanged in the damping suppression mode.

[0023] Furthermore, it also includes self-learning optimization steps:

[0024] Record the track position coordinates each time a warning or hazard is triggered, as well as the control parameters used after successful recovery of control. Then, divide the track into continuous segments according to a preset length, and count the cumulative number of warnings or hazards triggered in each segment. When the cumulative number of triggers in a single segment exceeds the first preset frequency threshold, increase the relevant threshold in the first or second set of preset thresholds corresponding to that segment by a preset fixed value to reduce the risk assessment sensitivity of that segment. Conversely, when the cumulative number of triggers in a single segment is lower than the second preset frequency threshold, decrease the relevant threshold in the first or second set of preset thresholds corresponding to that segment by a preset fixed value to increase the risk assessment sensitivity of that segment.

[0025] Furthermore, it also includes fault-tolerant steps:

[0026] The system monitors the working status of each sensor in the sensor group in real time. When a sensor signal is lost or the signal value exceeds the normal range, the sensor is determined to be faulty. Then, it switches to the redundancy estimation mode and uses the data collected by the remaining normally working sensors, combined with the preset system dynamics model, to estimate the replacement value of the physical quantity corresponding to the faulty sensor. Then, based on the replacement value and the data collected by the remaining normally working sensors, it continues to execute steps two to five. At the same time, the operating speed of the moving mechanism is limited to 50% of the normal speed, and a signal prompting the user to perform maintenance is output through the human-machine interface.

[0027] An adaptive anti-derailment control device for a track synchronous transmission mechanism includes:

[0028] A sensor group is used to collect displacement synchronization data and driving force balance data of the two motors in real time.

[0029] The controller is electrically connected to the sensor group. The controller has a built-in memory and processor. The memory stores reference data and computer programs. When the controller executes the computer programs, it implements an adaptive anti-derailment control method for the track synchronous transmission mechanism and generates differentiated drive commands for the motors on both sides.

[0030] An actuator electrically connected to a controller includes a driver that powers two motors on both sides, the driver being used to receive the differentiated drive command and drive the two motors on both sides to operate according to the command.

[0031] Furthermore, the sensor group includes a rotary encoder mounted on the output shafts of the motors on both sides, and a current sampling module integrated inside the driver.

[0032] Compared with the prior art, the advantages and positive effects of the present invention are as follows:

[0033] This invention collects displacement synchronization data and driving force balance data in real time, and judges the derailment risk level based on dual-dimensional data fusion. It can identify the derailment trend and actively intervene before the wheel and rail make rigid contact, thus avoiding rail biting and derailment accidents and changing the passive protection mode of traditional mechanical limit or emergency stop after the fact.

[0034] Based on four risk levels—normal, attention, warning, and danger—this invention sets up corresponding synchronous following mode, damping suppression mode, active correction mode, and emergency stop protection mode. It forms a gradient intervention capability with smooth transition between different modes. When the risk is low, preventive adjustment is carried out through speed fine-tuning or torque offset. When the risk increases, forced correction is carried out through speed reduction and differential torque. When the risk is out of control, unconditional emergency stop protection is provided, realizing a complete protection closed loop from minor deviation prevention to emergency stop of serious accidents.

[0035] This invention records the location coordinates and control parameters of each triggered warning or danger, counts the trigger frequency of each section, and dynamically adjusts the preset threshold accordingly. This allows the risk judgment sensitivity to adapt to the individual characteristics of different track sections, avoiding ineffective intervention caused by frequent false alarms and preventing the risk of missed judgment caused by excessively high thresholds, while also reducing the workload of manual debugging.

[0036] When the present invention detects a sensor failure, it automatically switches to a redundancy estimation mode, uses the remaining sensor data combined with a dynamic model to estimate a replacement value, and reduces the speed to maintain basic protection functions. At the same time, it issues a maintenance prompt, which significantly improves the reliability and robustness of the system.

[0037] This invention replaces traditional mechanical limit protection with electrical control, reducing mechanical wear on wheel flanges and track sides, extending the service life of wheels and tracks, and simultaneously achieving dynamic correction of running posture, ensuring the smooth operation of the moving mechanism and the user experience. Attached Figure Description

[0038] Figure 1 This is a flowchart of an adaptive anti-derailment control method for a track synchronous transmission mechanism according to the present invention;

[0039] Figure 2 This is a schematic diagram of the adaptive anti-derailment control device for a track synchronous transmission mechanism according to the present invention.

[0040] Figure Labels

[0041] 1. Sensor array; 2. Controller; 3. Actuator;

[0042] 11. Rotary encoder; 12. Current sampling module;

[0043] 21. Memory; 22. Processor;

[0044] 31. Driver. Detailed Implementation

[0045] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0046] Example 1

[0047] like Figure 1 As shown, the present invention provides a technical solution: an adaptive anti-derailment control method and device for a track synchronous transmission mechanism, comprising the following steps:

[0048] Step 1: Real-time acquisition of displacement synchronization data and driving force balance data of the two transmission mechanisms. Specifically, data characterizing the operating status of the two transmission mechanisms are acquired through sensor group 1. The sensor group 1 includes a rotary encoder 11 mounted on the output shaft of the two motors and a current sampling module 12 integrated inside the driver 31.

[0049] The rotary encoder 11 is used to collect displacement synchronization data, which is used to quantify the position or speed difference between the two drive wheels during operation.

[0050] The current sampling module 12 is used to collect driving force balance data, which reflects the difference in output torque or load current between the two motors.

[0051] Step 2: Based on the displacement synchronization data and driving force balance data, determine the current derailment risk level according to preset rules;

[0052] Specifically: The displacement synchronization data is compared with the first set of preset thresholds to determine the first risk level. Then, the driving force balance data is compared with the second set of preset thresholds to determine the second risk level. The maximum value between the first risk level and the second risk level is taken as the current derailment risk level. The current derailment risk level is divided into four levels: normal, attention, warning, and danger. Each level corresponds to a different threshold range.

[0053] Based on the fact that derailment risk can be caused by pure mechanical displacement deviation or mechanical anomalies such as unilateral overload, and that any deterioration in a single dimension can lead to a derailment accident, the highest risk is used as the criterion for evaluation. Ultimately, the continuously changing operating status is quantified into four discrete risk levels: normal, attention, warning, and danger. Each level corresponds to a preset threshold range, which can achieve accurate classification of derailment risk and early warning. The independent evaluation and fusion decision-making of dual-dimensional data avoids the one-sidedness of judgment by a single indicator. Taking the maximum value can ensure that the control system does not miss any potential risk source. The division of the four levels can also provide a clear logical basis for taking different intensity of intervention measures in subsequent steps, so that the entire control method has a complete protection capability from minor deviation prevention to emergency stop of serious accidents.

[0054] Step 3: Based on the current derailment risk level, select the corresponding control mode. The control modes include the synchronous following mode, damping suppression mode, active correction mode, and emergency stop protection mode, which correspond one-to-one with the four risk levels.

[0055] Specifically:

[0056] When the system determines that the displacement synchronization data and driving force balance data of both transmission mechanisms are within the safe threshold range, the control logic will still maintain active monitoring and closed-loop adjustment of the operating status. In this case, the two motors run synchronously at the preset target speed. At the same time, the controller 2 continuously uses the real-time collected displacement synchronization data as a feedback signal. By calculating the deviation between the current displacement difference and the ideal zero position, it generates a small speed correction command for both motors and applies it to the drive end. This can cause the lagging motor to gain a slight speed increase or the leading motor to gain a slight speed decrease, thus forming a dynamic balance process that continuously suppresses the accumulation of small deviations. Therefore, when the current derailment risk level is normal, the synchronous following mode is selected. In the synchronous following mode, the motors on both sides run synchronously at the target speed, and the speed of the motors on both sides is fine-tuned according to the displacement synchronization data to maintain the consistency of the displacement on both sides. This can realize the transformation from passively waiting for the deviation to worsen to actively preventing the deviation from expanding. By continuously maintaining a high degree of consistency of the displacement on both sides at the lowest risk level, the derailment trend caused by the accumulation of small errors in long-term operation can be effectively avoided. At the same time, since the speed fine-tuning range is controlled within a small proportion of the target speed, the synchronous following mode does not have a perceptible impact on the main operating speed of the moving mechanism, ensuring the stability of the equipment and user experience under normal operating conditions, and reserving sufficient safety margin for subsequent intervention measures at higher risk levels.

[0057] When the control system determines that the displacement synchronization data or driving force balance data has exceeded the normal threshold range but has not yet reached the warning threshold, it can adopt an intermediate intervention strategy between conventional fine-tuning and strong correction. By applying a small-amplitude and opposite-direction torque bias to the motors on both sides, the mechanical damping of the system is increased. The reverse electromagnetic torque generated by the motors is used to resist the continued deterioration trend of the displacement deviation that has already occurred, rather than trying to eliminate the deviation in a short period of time. Therefore, when the current derailment risk level is of concern, the damping suppression mode is selected. In the damping suppression mode, a torque bias with opposite directions and small amplitude is applied to the motors on both sides to suppress the further expansion of the displacement deviation, while keeping the main operating speed of the moving mechanism unchanged.

[0058] Specifically: In order to ensure that the magnitude of the torque bias matches the risk level, in the damping suppression mode, the magnitude of the reverse torque bias is set to 30% to 50% of the magnitude of the reverse torque difference in the active correction mode, and the main operating speed of the moving mechanism remains unchanged in the damping suppression mode. This is based on the balance between the minimum intervention intensity required to suppress the expansion of deviation and the avoidance of excessive intervention affecting stability in engineering experience. Furthermore, the fact that the main operating speed of the moving mechanism remains unchanged in the synchronous following mode means that the control system achieves the damping effect only through torque adjustment rather than speed adjustment, thus avoiding the introduction of additional dynamic disturbances due to speed changes.

[0059] This design enables early intervention and trend suppression of minor abnormal states. By actively increasing system damping, it effectively slows down the evolution of displacement deviation to higher risk levels, providing more response time for subsequent active correction. At the same time, since the intervention intensity is small and does not change the operating speed, the smoothness of the moving mechanism and the user experience are maintained, avoiding oscillations or jerks caused by overly sensitive and frequent correction actions. In addition, the torque offset amplitude ratio setting in the synchronous following mode can reserve a clear distinction for subsequent active correction modes, enabling the entire control strategy to form a gradient intervention capability with a smooth transition between different risk levels, improving the system's adaptability to complex working conditions and the level of control precision.

[0060] When the control system determines that the displacement synchronization data or driving force balance data has exceeded the warning threshold and there is a clear derailment trend, it can adopt a step-by-step forced attitude correction strategy. First, the operating speed of the moving mechanism is reduced to below the preset safety threshold. By reducing the system kinetic energy, the risk of mechanical shock during the correction process is reduced and a more stable control environment is provided for subsequent torque adjustment. Therefore, when the current derailment risk level is a warning, the active correction mode is selected. In the active correction mode, the operating speed of the moving mechanism is first reduced to below the safety threshold. Then, according to the direction of the displacement deviation, a torque difference with opposite directions and large amplitude is applied to the two motors to make the moving mechanism adjust to the center position.

[0061] Specifically: By comparing the actual displacement values ​​on both sides, the current deflection direction of the moving mechanism can be reflected. Based on the determination of the deflection direction, an instruction to increase the output torque is applied to the lagging motor, while an instruction to decrease the output torque or apply regenerative braking is applied to the leading motor. This causes the two motors to generate a torque difference in opposite directions. This reverse torque difference is physically equivalent to applying a corrective torque opposite to the deflection direction to the moving mechanism, forcing the mechanism to adjust to the center position. Therefore, the active correction mode determines the lagging motor and the leading motor based on the positive and negative signs of the cumulative displacement difference in the displacement synchronization data: if the cumulative displacement on the left is less than the cumulative displacement on the right, then the left motor is the lagging motor and the right motor is the leading motor; the output torque of the lagging motor is increased, while the output torque of the leading motor is decreased or regenerative braking is applied, causing the two motors to generate a torque difference in opposite directions.

[0062] This design achieves proactive intervention and effective suppression of obvious derailment trends. By reducing speed, it lowers the risk of the correction process and improves control smoothness. Precise application of the reverse torque difference based on the displacement deviation direction ensures the accuracy and effectiveness of the correction force, enabling the moving mechanism to actively return to its normal trajectory during dynamic operation. Furthermore, the intervention intensity in this mode is higher than that in the damping suppression mode, providing a corresponding control gradient for risk escalation from concern level to warning level. This ensures the system has sufficient capability to reverse the deteriorating trend when the risk intensifies, thus preventing derailment accidents.

[0063] When the control system determines that the displacement synchronization data or driving force balance data have exceeded the danger threshold, or when extreme conditions such as sensor failure occur, it will assume that the moving mechanism is in an emergency state of imminent derailment or has already slightly derailed. At this time, any control logic attempting to maintain operation or correct attitude by adjusting motor output may fail or exacerbate the damage due to mechanical jamming or wheel-rail separation. Therefore, the control logic can directly execute the highest level of safety intervention, namely, immediately cutting off the power output of both motors to eliminate the driving force source, applying mechanical braking to stop the moving mechanism within the shortest possible stroke, and issuing an alarm signal through the human-machine interface to notify the operator or higher management. Therefore, when the current derailment risk level is dangerous, the system selects the emergency stop protection mode. In the emergency stop protection mode, the power output of the motors on both sides is immediately cut off and mechanical braking is applied. At the same time, an alarm signal is issued, directly terminating the movement of the mechanism. This minimizes the mechanical damage, electrical faults, or safety hazards that may be caused by the derailment accident. At the same time, the alarm signal provides clear prompts for subsequent manual maintenance and fault diagnosis. The active correction mode ensures that the system has the ability to stop unconditionally in the event of a risk of runaway. Together with the aforementioned synchronous following mode, damping suppression mode, and active correction mode, it forms a complete control closed loop from prevention to suppression to emergency stop.

[0064] Step 4: Under the selected control mode, generate differentiated drive commands for the two motors, the differentiated drive commands including speed adjustment amount or torque adjustment amount;

[0065] Specifically, controller 2 calculates the specific adjustment parameters to be applied to the two motors based on the current control mode and its preset control logic, combined with real-time collected displacement synchronization data or driving force balance data. It then converts these adjustment parameters into differentiated drive commands that can be recognized by actuator 3. These differentiated drive commands include speed adjustment or torque adjustment. Speed ​​adjustment is used in the synchronous following mode, where fine-tuning the speed of the two motors maintains consistent displacement. Torque adjustment is used to dampen the reverse torque bias in the damping suppression mode and the reverse torque difference in the active correction mode. The selection of speed or torque adjustment is based on the requirements of different control modes on the system's dynamic response characteristics. Speed ​​adjustment is used to maintain long-term stability during synchronous operation, while torque adjustment is used to quickly generate a large attitude correction torque in emergency situations.

[0066] In this design, controller 2 converts the results of risk level judgment and mode selection into specific motor drive parameters, thereby intervening in the operating status of the motors on both sides. Since the type of adjustment in the command matches the actual control requirements and the generation process is based on real-time data feedback, each command output can reflect the latest changes in the current working condition, ensuring the closed-loop regulation characteristics and the effectiveness of the control action of the entire control method.

[0067] Step 5: Output the differentiated drive command to the motors on both sides, and change the running posture of the moving mechanism by adjusting the output of the motors on both sides to prevent derailment;

[0068] Specifically, controller 2 sends the differentiated drive command generated in step four to driver 31 in actuator 3. Driver 31 converts the command into voltage or current signals that actually act on the motors on both sides. Responding to these signals, the motors on both sides change their output characteristics according to the speed or torque adjustment amounts specified in the command, resulting in a redistribution of driving force or movement speed on the left and right sides. This redistribution acts on the mechanical structure of the moving mechanism, generating corrective torque or adjusting displacement through dynamic coupling, thereby changing the overall operating posture of the moving mechanism. This adjustment process continues until the operating posture of the moving mechanism returns to a state of normal alignment with the track.

[0069] In this design, control decisions are translated into actual physical actions to achieve dynamic correction of the mobile mechanism's operating posture. Since the command output and the real-time collected feedback data form a closed loop, the execution result of step five will serve as the data input source for the next round of step one, forming a continuous adaptive adjustment cycle, thereby ensuring that the mobile mechanism always remains within a safe posture range throughout the entire operation.

[0070] Example 2

[0071] like Figure 1 It also includes self-learning optimization steps:

[0072] Record the track position coordinates each time a warning or danger is triggered, as well as the control parameters used after successful recovery of control. Then, divide the track into continuous segments according to a preset length, and count the cumulative number of warnings or dangers triggered in each segment. When the cumulative number of triggers in a single segment exceeds the first preset frequency threshold, increase the relevant threshold in the first or second preset threshold group corresponding to that segment by a preset fixed value to reduce the risk judgment sensitivity of that segment. When the cumulative number of triggers in a single segment is lower than the second preset frequency threshold, decrease the relevant threshold in the first or second preset threshold group corresponding to that segment by a preset fixed value to improve the risk judgment sensitivity of that segment.

[0073] In this design, an abnormal event database for each section of the track is constructed by recording the track position coordinates when each warning or danger is triggered and the control parameters used after successful recovery of control. Then, the track is divided into continuous sections according to a preset length, so that spatial position information and risk events can be accurately correlated. The cumulative number of warnings or dangers triggered in each section is calculated based on statistical methods, and the comparison results of the cumulative number with the preset first frequency threshold and second frequency threshold are used as the basis for adjustment.

[0074] When the cumulative number of triggers in a single segment exceeds the first preset frequency threshold, it indicates that the segment is too sensitive to operational deviations under the current threshold setting or that the segment has inherent characteristics that lead to frequent false alarms. Therefore, the relevant threshold in the first set of preset thresholds or the second set of preset thresholds corresponding to the segment is increased by a preset fixed value. By increasing the threshold threshold, the sensitivity of risk judgment is reduced, thereby reducing unnecessary intervention actions.

[0075] When the cumulative number of triggers in a single section is lower than the second preset frequency threshold, it indicates that the section is slow to respond to potential risks under the current threshold setting, and there may be a risk of missed detection. Therefore, the relevant threshold corresponding to the section is reduced by a preset fixed value. By lowering the threshold, the sensitivity of risk judgment is improved, enabling the system to capture minor anomalies earlier and intervene in advance. This gives the control system the ability to self-optimize parameters based on historical experience. It can dynamically adjust the sensitivity and accuracy of risk judgment according to the individual characteristics of different track sections, avoiding the problem that static threshold settings cannot adapt to track wear, deformation or environmental changes during long-term operation.

[0076] Furthermore, through continuous optimization, the risk level judgment is made more in line with actual working conditions. This reduces frequent ineffective interventions caused by oversensitivity, prevents the risk of missed judgments due to excessively high thresholds, reduces the workload of repeated manual parameter adjustments, and improves the intelligence level and long-term reliability of the entire anti-detachment control method.

[0077] Example 3

[0078] like Figure 1 As shown, it also includes fault-tolerant steps:

[0079] The system monitors the working status of each sensor in sensor group 1 in real time. When a sensor signal is lost or the signal value exceeds the normal range, the sensor is determined to be faulty. Then, it switches to the redundancy estimation mode and uses the data collected by the remaining normally working sensors, combined with the preset system dynamics model, to estimate the replacement value of the physical quantity corresponding to the faulty sensor. Then, based on the replacement value and the data collected by the remaining normally working sensors, it continues to execute steps two to five. At the same time, the running speed of the moving mechanism is limited to 50% of the normal speed, and a signal prompting the user to perform maintenance is output through the human-machine interface.

[0080] In this design, controller 2 continuously receives signals from each sensor in sensor group 1 and judges the signal status according to preset normal range or signal integrity verification rules;

[0081] When a sensor signal is completely lost or its value continuously exceeds the normal physical range, it is determined that the sensor has failed. At this time, the control logic immediately switches from the normal operation mode that relies on all sensors to the redundancy estimation mode. In this mode, the controller 2 directly uses the data collected by the remaining normally operating sensors and combines it with the dynamic model established in advance through system identification to estimate the physical quantity that the failed sensor should have measured in real time, generating a substitute value to replace the actual measurement value. Then, based on the substitute value and the data collected by the remaining normally operating sensors, the controller continues to execute all control processes from step two to step five, ensuring that the entire anti-detachment control method can still maintain operation even if some sensors fail.

[0082] Meanwhile, to prevent potential risks caused by decreased estimation accuracy, the system automatically limits the operating speed of the moving mechanism to 50% of the normal speed. Finally, it outputs a signal through the human-machine interface to prompt the user to perform maintenance, notifying the operator or maintenance system to replace the failed sensor in time. This improves the reliability and robustness of the entire anti-detachment control system and avoids the paralysis or malfunction of the entire system due to the failure of a single sensor.

[0083] Furthermore, the redundancy estimation mode enables the control function to be maintained in a degraded manner, allowing the moving mechanism to continue to operate safely until the current task is completed or the maintenance point is reached in the event of a sensor failure. The speed reduction operation strategy ensures safety while taking into account the continuity of operation, while the maintenance prompt signal provides clear guidance for timely maintenance.

[0084] This design, together with the self-learning optimization steps, ensures that the invention maintains basic anti-disconnection protection capabilities even in the face of hardware failures during long-term operation.

[0085] Example 4

[0086] like Figure 2 As shown, an adaptive anti-derailment control device for a track synchronous transmission mechanism includes:

[0087] Sensor group 1 is used to collect displacement synchronization data and driving force balance data of the transmission mechanisms on both sides in real time. The sensor group 1 includes a rotary encoder 11 installed on the output shaft of the motors on both sides, and a current sampling module 12 integrated inside the driver 31.

[0088] Controller 2 is electrically connected to sensor group 1. Controller 2 has a built-in memory 21 and processor 22. The memory 21 stores reference data and computer programs. When controller 2 executes the computer program, it can determine the current derailment risk level based on the displacement synchronization data and driving force balance data. Based on the current derailment risk level, it selects the corresponding control mode, which includes synchronous following mode, damping suppression mode, active correction mode, and emergency stop protection mode. Under the selected control mode, it generates differentiated drive commands for the motors on both sides, which include speed adjustment or torque adjustment.

[0089] Actuator 3 is electrically connected to the controller 2. Actuator 3 includes a driver 31 that supplies power to the motors on both sides, and is used to receive the differentiated drive command and drive the motors on both sides to run according to the command.

[0090] In this design, closed-loop control is achieved through the coordinated work of sensor group 1, controller 2 and actuator 3. The rotary encoder 11 of sensor group 1 collects the displacement synchronization data of the transmission mechanisms on both sides in real time, quantifying the position difference or speed difference of the drive wheels on both sides during operation. Meanwhile, the current sampling module 12 of sensor group 1 collects the driving force balance data in real time, reflecting the difference in output torque or load current of the motors on both sides.

[0091] When the controller 2 executes the computer program, it determines the current derailment risk level based on the displacement synchronization data and driving force balance data. Based on the current derailment risk level, it selects the corresponding control mode, which includes synchronous following mode, damping suppression mode, active correction mode and emergency stop protection mode. Under the selected control mode, it generates differentiated drive commands for the motors on both sides. The differentiated drive commands include speed adjustment amount or torque adjustment amount.

[0092] The driver 31 of actuator 3 can receive differentiated drive commands and convert them into corresponding voltage or current signals, thereby driving the motors on both sides to operate according to the speed adjustment amount or torque adjustment amount specified in the command;

[0093] This design, through the integration of hardware modules and the combination of software algorithms, achieves real-time monitoring, graded judgment, and adaptive intervention of the risk of derailment of the track synchronous transmission mechanism. The rotary encoder 11 and the current sampling module 12 provide multi-dimensional operating status data, laying the foundation for risk assessment. The controller 2 executes a preset program, enabling the invention to make automatic decisions and match corresponding control strategies according to the risk level. The actuator 3 ensures the accurate execution of control commands, thus forming a complete closed loop from data acquisition and logical judgment to command execution, thereby effectively preventing the moving mechanism from derailing.

[0094] Working principle:

[0095] like Figures 1 to 2 As shown, when the present invention is in operation, after the moving mechanism is started, the sensor group 1 enters the working state. The rotary encoder 11 detects the angular displacement of the motor rotation in real time and generates displacement synchronization data that characterizes the synchronicity of the movement on both sides by pulse counting or absolute position reading. At the same time, the current sampling module 12 monitors the phase current or bus current of the motors on both sides in real time and generates driving force balance data that characterizes the load balance on both sides. The displacement synchronization data and driving force balance data are continuously transmitted to the controller 2 that is electrically connected to the sensor group 1 as the original input signal.

[0096] After receiving the data, the controller 2 immediately calls the reference data pre-stored in the memory 21 and executes the computer program in the memory 21 through the processor 22. The computer program first compares the currently received displacement synchronization data with the first set of preset thresholds and compares the driving force balance data with the second set of preset thresholds to determine the sub-risk levels of the two dimensions respectively. Then, it merges the two by taking the maximum value to obtain the current derailment risk level.

[0097] Based on the risk level obtained from the fusion, the computer program automatically matches the preset control strategy library: if the level is normal, the logic of the synchronous following mode is invoked; if it is of concern, the damping suppression mode is invoked; if it is a warning, the active correction mode is invoked; if it is dangerous, the emergency stop protection mode is invoked.

[0098] After selecting a mode, the computer program calculates the specific adjustment amount to be applied to the two motors based on the preset algorithm of the mode and real-time data feedback, and compiles it into a differentiated drive instruction containing speed adjustment amount or torque adjustment amount, and finally sends the instruction to actuator 3;

[0099] After receiving the differentiated drive command, the driver 31 in actuator 3 converts the command into a corresponding voltage or current signal through the internal power conversion circuit, which directly acts on the two motors. The two motors respond to the signal and change their output speed or torque according to the command requirements, thereby redistributing the driving force or movement speed on the left and right sides. The adjusted mechanical posture is then continuously collected by sensor group 1 to form new data feedback, which is then input into controller 2 again. This cycle repeats, so that the entire system always keeps following the center line of the track during dynamic operation, thus achieving the effect of preventing derailment.

[0100] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any other way. Any person skilled in the art may make changes or modifications to the above-disclosed technical content to create equivalent embodiments for application in other fields. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the protection scope of the present invention.

Claims

1. An adaptive anti-derailment control method for a track synchronous transmission mechanism, characterized in that, Includes the following steps: Step 1: Real-time acquisition of displacement synchronization data and driving force balance data of the transmission mechanisms on both sides; Step 2: Based on the displacement synchronization data and driving force balance data, determine the current derailment risk level according to preset rules; Step 3: Select the corresponding control mode based on the current derailment risk level; Step 4: Under the selected control mode, generate differentiated drive commands for the two motors, the differentiated drive commands including speed adjustment amount or torque adjustment amount; Step 5: Output the differentiated drive command to the motors on both sides, and change the running posture of the moving mechanism by adjusting the output of the motors on both sides to prevent derailment.

2. The adaptive anti-derailment control method for a track synchronous transmission mechanism according to claim 1, characterized in that: In step two: The displacement synchronization data is compared with a first set of preset thresholds to determine the first risk level; The driving force balance data is compared with a second set of preset thresholds to determine the second risk level; The maximum value between the first risk level and the second risk level is taken as the current derailment risk level; The current derailment risk level is divided into four levels: normal, attention, warning, and danger, with each level corresponding to a different threshold range.

3. The adaptive anti-derailment control method for a track synchronous transmission mechanism according to claim 2, characterized in that: The control modes in step three include a synchronous following mode, a damping suppression mode, an active correction mode, and an emergency stop protection mode, each corresponding to one of the four risk levels. Specifically: When the current derailment risk level is normal, the synchronous following mode is selected. In the synchronous following mode, the motors on both sides run synchronously at the target speed, and the speed of the motors on both sides is finely adjusted according to the displacement synchronization data to maintain the same displacement on both sides. When the current derailment risk level is of concern, the damping suppression mode is selected. In the damping suppression mode, torque biases with opposite directions and small amplitudes are applied to the two motors to suppress further expansion of displacement deviation, while keeping the main operating speed of the moving mechanism constant. When the current derailment risk level is warning, the active correction mode is selected. In the active correction mode, the running speed of the moving mechanism is first reduced to below the safety threshold, and then a torque difference with opposite directions and large amplitude is applied to the two motors according to the direction of displacement deviation, so that the moving mechanism is adjusted to the center position. When the current derailment risk level is dangerous, the emergency stop protection mode is selected. In the emergency stop protection mode, the power output of both motors is immediately cut off and mechanical braking is applied, while an alarm signal is issued.

4. The adaptive anti-derailment control method for a track synchronous transmission mechanism according to claim 2, characterized in that: In the active correction mode, the lagging motor and the leading motor are determined based on the positive and negative signs of the cumulative displacement difference in the displacement synchronization data: if the cumulative displacement on the left side is less than the cumulative displacement on the right side, then the left motor is the lagging motor and the right motor is the leading motor. Increase the output torque of the lagging motor, while reducing the output torque of the leading motor or applying regenerative braking, so that the two motors produce a torque difference in opposite directions.

5. The adaptive anti-derailment control method for a track synchronous transmission mechanism according to claim 3, characterized in that: In the damping suppression mode, the amplitude of the reverse torque bias is set to 30% to 50% of the amplitude of the reverse torque difference in the active correction mode, and the main operating speed of the moving mechanism remains unchanged in the damping suppression mode.

6. The adaptive anti-derailment control method for a track synchronous transmission mechanism according to claim 1, characterized in that: It also includes self-learning optimization steps: Record the track position coordinates each time a warning or hazard is triggered, as well as the control parameters used after successful recovery of control. Then, divide the track into continuous segments according to a preset length, and count the cumulative number of warnings or hazards triggered in each segment. When the cumulative number of triggers in a single segment exceeds the first preset frequency threshold, increase the relevant threshold in the first or second set of preset thresholds corresponding to that segment by a preset fixed value to reduce the risk assessment sensitivity of that segment. Conversely, when the cumulative number of triggers in a single segment is lower than the second preset frequency threshold, decrease the relevant threshold in the first or second set of preset thresholds corresponding to that segment by a preset fixed value to increase the risk assessment sensitivity of that segment.

7. The adaptive anti-derailment control method for a track synchronous transmission mechanism according to claim 1, characterized in that: It also includes fault-tolerant steps: The working status of each sensor in the sensor group (1) is monitored in real time. When a sensor signal is lost or the signal value exceeds the normal range, the sensor is determined to be faulty. Then, the system switches to the redundancy estimation mode. The data collected by the remaining normally working sensors are combined with the preset system dynamics model to estimate the replacement value of the physical quantity corresponding to the faulty sensor. Then, based on the replacement value and the data collected by the remaining normally working sensors, the system continues to execute steps two to five. At the same time, the running speed of the moving mechanism is limited to 50% of the normal speed, and a signal prompting the user to perform maintenance is output through the human-machine interface.

8. An adaptive anti-derailment control device for a track synchronous transmission mechanism, and an adaptive anti-derailment control method for a track synchronous transmission mechanism according to any one of claims 1-7, characterized in that: include: Sensor group (1), the sensor group (1) is used to collect displacement synchronization data and driving force balance data of the two motors in real time; The controller (2) is electrically connected to the sensor group (1). The controller (2) has a built-in memory (21) and processor (22). The memory (21) stores reference data and computer programs. When the controller (2) executes the computer program, it implements an adaptive anti-detachment control method for the track synchronous transmission mechanism and generates differentiated drive commands for the motors on both sides. The actuator (3) is electrically connected to the controller (1). The actuator (3) includes a driver (31) that supplies power to the motors on both sides. The driver (31) is used to receive the differentiated drive command and drive the motors on both sides to run according to the command.

9. The adaptive anti-derailment control device for a track synchronous transmission mechanism according to claim 8, characterized in that: The sensor group (1) includes a rotary encoder (11) mounted on the output shafts of the motors on both sides, and a current sampling module (12) integrated inside the driver.

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