A lossless intervention control method and controller based on original vehicle signal characteristics

Abstract

A non-destructive intervention control method and controller based on original vehicle signal characteristics, relating to the field of electrification control technology for construction machinery, is used to improve the stability of aerial work platforms during conversion from hydraulic to electric operation. In this method, the controller acquires multi-channel discrete voltage signals emitted by the original vehicle's electronic control system when performing actions; it matches the target function action type corresponding to the multi-channel discrete voltage signals with a preset action flow mapping table to obtain independent drive speed data corresponding to the target function action type. The preset action flow mapping table records the correspondence between the hydraulic master pump displacement required for each function action of the original vehicle and the replacement motor; based on the independent drive speed data, the motor controller drives the replacement motor connected to the original vehicle's hydraulic master pump to operate according to the independent drive speed data.

Description

Technical Field

[0001] This application relates to the field of electrification control technology for engineering machinery, and in particular to a non-destructive intervention control method and controller based on the original vehicle signal characteristics. Background Technology

[0002] Aerial work platforms, as a major type of construction machinery, are widely used for high-altitude construction operations in construction sites and factories. With increasingly stringent national environmental protection emission policies and growing requirements for low noise and exhaust emissions at various construction sites, upgrading the vast number of existing oil-powered aerial work platforms to electric power (i.e., converting from oil to electricity) has become an important option for the construction machinery industry to reduce high fuel operating costs and comply with environmental regulations.

[0003] In the electrification retrofitting of existing aerial work platforms, manufacturers typically employ a physical replacement approach involving a complete overhaul and reconstruction. Specifically, during the retrofitting process, technicians remove the original diesel engine's underlying electronic control system, discard the factory-installed control programs and fault code logic, rearrange the main electrical wiring harness, and install a customized integrated electronic control system developed by the retrofitting manufacturer.

[0004] However, when the technology is applied to vehicles of different eras and brands, it damages the original vehicle's mature electronic control system, resulting in reduced stability of the modified aerial work platform. Summary of the Invention

[0005] This application provides a non-destructive intervention control method and controller based on the original vehicle signal characteristics, which is used to improve the stability of the modified aerial work platform when converting it from oil to electric.

[0006] Firstly, a non-destructive intervention control method based on original vehicle signal characteristics is provided. The method is characterized by being applied to a controller and includes: acquiring multi-channel discrete voltage signals emitted by the original vehicle's electronic control system during action execution; the multi-channel discrete voltage signals characterize the switching trigger commands issued by the original vehicle's electronic control system to trigger the original vehicle's hydraulic actuators without altering the original control logic; matching the target function action type corresponding to the multi-channel discrete voltage signals with a preset action flow mapping table to obtain independent drive speed data corresponding to the target function action type; the preset action flow mapping table records the correspondence between the hydraulic master pump displacement required for each function action of the original vehicle and the replacement motor; and controlling the motor controller based on the independent drive speed data to drive the replacement motor connected to the original vehicle's hydraulic master pump to operate according to the independent drive speed data.

[0007] By adopting the above technical solution, the switching trigger commands issued by the original vehicle's electronic control system are obtained and utilized without damage. These commands are then converted into the target speed of the replacement motor through a preset action flow mapping table. This allows for the conversion of the aerial work platform from oil to electricity without damaging the original vehicle's hardware circuitry and software logic. This non-intrusive approach preserves the original vehicle's mature control strategies and safety interlocking mechanisms that have been proven in the market over a long period of time, thereby improving the stability of the modified aerial work platform.

[0008] In conjunction with some embodiments of the first aspect, in some embodiments, before matching the target functional action type corresponding to the multi-channel discrete voltage signal with a preset action flow mapping table, the method further includes: acquiring the state of charge data of the power battery pack that replaces the original vehicle diesel engine; if the state of charge data is lower than a preset safety threshold, filtering the signal components in the multi-channel discrete voltage signal that belong to a preset high-energy-consuming action feature dimension, the preset high-energy-consuming action feature dimension including at least boom lifting, boom extension and retraction, and high-speed walking actions; and using the remaining signal components that belong to a preset low-energy-consuming safety action feature dimension as the target functional action type to be matched, the preset low-energy-consuming safety action feature dimension including at least boom descent and low-speed planar action.

[0009] By adopting the above technical solution, the execution of high-energy-consuming actions is intelligently limited when the battery is low, preventing irreversible damage to the power battery due to deep discharge and extending its service life. In emergency situations (such as when the equipment runs out of power while operating at height), operators can still perform low-power safety actions such as descent and return to position, thus improving emergency response capabilities and safety.

[0010] In conjunction with some embodiments of the first aspect, in some embodiments, the step of matching the target functional action type corresponding to the multi-channel discrete voltage signal with a preset action flow mapping table to obtain independent drive speed data corresponding to the target functional action type specifically includes: determining whether the multi-channel discrete voltage signal corresponds to multiple target functional action types; if so, determining multiple independent drive speed data corresponding to the target functional action type based on the preset action flow mapping table; if not, determining the independent drive speed data corresponding to the target functional action type based on the preset action flow mapping table.

[0011] By adopting the above technical solution, whether it is a single action or multiple actions performed simultaneously, the corresponding energy requirement (i.e., rotational speed data) can be found for each action intention.

[0012] In conjunction with some embodiments of the first aspect, in some embodiments, the step of controlling the motor controller to drive the alternative motor connected to the original vehicle hydraulic master pump according to the independent drive speed data specifically includes: when the multi-channel discrete voltage signal corresponds to multiple target function action types, taking the maximum speed value among the multiple independent drive speed data as the comprehensive reference speed of the current control cycle; controlling the motor controller to drive the alternative motor to operate based on the comprehensive reference speed; and when the multi-channel discrete voltage signal corresponds to a single target function action type, controlling the motor controller to drive the alternative motor to operate based on the independent drive speed data.

[0013] By adopting the above technical solution, a speed arbitration strategy that takes the maximum value is used in compound action scenarios to ensure that the total hydraulic flow provided by the alternative motor can always meet the highest demand among all concurrent actions. This avoids the phenomenon that some actions become slower, weaker, or even stuck due to insufficient flow, thus ensuring the coordination and smoothness of actions under compound operation and improving work efficiency and control experience.

[0014] In conjunction with some embodiments of the first aspect, in some embodiments, the method further includes: when the action types of multiple target functions corresponding to the multi-channel discrete voltage signal change, resulting in the newly determined comprehensive reference speed of the current control cycle being less than the comprehensive reference speed of the previous control cycle, the comprehensive reference speed of the previous control cycle is determined as the maintenance state parameter; during a preset transition time, the control motor controller drives the alternative motor to operate according to the maintenance state parameter, and after the preset transition time ends, the motor gradually transitions to the comprehensive reference speed of the current control cycle according to a preset decreasing step size.

[0015] By adopting the above technical solution, when the target function action types corresponding to the multi-channel discrete voltage signal change, the impact on the mechanical structure and hydraulic pipeline is avoided, the sudden jamming sensation that may occur during operation is eliminated, the switching process from high load to low load is made smoother, and the safety of operation is improved.

[0016] In conjunction with some embodiments of the first aspect, in some embodiments, the step of controlling the motor controller based on independent drive speed data to drive the alternative motor connected to the original vehicle hydraulic master pump to operate according to the independent drive speed data specifically includes: a preset action flow mapping table also records the ramp acceleration coefficient and ramp deceleration coefficient corresponding to each functional action type; obtaining the ramp acceleration coefficient and ramp deceleration coefficient matching the target functional action type; taking the operating speed of the alternative motor in the previous control cycle as the starting point, taking the independent drive speed data as the target speed value, and combining the ramp acceleration coefficient or ramp deceleration coefficient to generate a smooth transition dynamic target speed curve; and controlling the motor controller based on the dynamic target speed curve to drive the alternative motor to operate.

[0017] By adopting the above technical solution, by configuring a personalized ramp coefficient for each action and generating a dynamic target speed curve, and controlling the motor controller to drive the replacement motor based on the dynamic target speed curve, the impact load on hydraulic components, mechanical boom and other structures at the moment of action start and stop is reduced, the service life of the equipment is extended, and the shaking of the aerial work platform caused by abrupt start is avoided.

[0018] In conjunction with some embodiments of the first aspect, in some embodiments, the method further includes: when it is detected that all multi-channel discrete voltage signals are in a disconnected switching state, determining that a full-channel idle state is entered; in the full-channel idle state, setting the target function action type corresponding to the multi-channel discrete voltage signals to the idle speed type, and controlling the motor controller to drive the alternative motor to operate at a preset idle pressure holding speed.

[0019] By adopting the above technical solution, a basic idling speed is maintained when there is no action command, simulating the idling characteristics of a traditional fuel engine in the electric system. This keeps the hydraulic system in a standby state at all times, ensuring a faster response when the operator issues another command, and solving the problem of action delay that may be caused by frequent start-stop of electric equipment.

[0020] In a second aspect, embodiments of this application provide a controller comprising: one or more processors and a memory; the memory is coupled to the one or more processors and is used to store computer program code, the computer program code including computer instructions, wherein the one or more processors invoke the computer instructions to cause the controller to perform the method as described in the first aspect and any possible implementation thereof.

[0021] Thirdly, embodiments of this application provide a computer program product containing instructions that, when the computer program product is run on a controller, cause the controller to perform the method described in the first aspect and any possible implementation thereof.

[0022] Fourthly, embodiments of this application provide a computer-readable storage medium including instructions that, when executed on a controller, cause the controller to perform the method described in the first aspect and any possible implementation thereof.

[0023] Understandably, the controller provided in the second aspect, the computer program product provided in the third aspect, and the computer storage medium provided in the fourth aspect are all used to execute the methods provided in the embodiments of this application. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods, and will not be repeated here.

[0024] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages:

[0025] 1. By non-destructively acquiring and utilizing the switching trigger commands issued by the original vehicle's electronic control system, these commands are converted into the target speed of the replacement motor through a preset action flow mapping table. This allows for the conversion of the aerial work platform from oil to electricity without damaging the original vehicle's hardware circuitry and software logic. This non-intrusive approach preserves the original vehicle's mature control strategies and safety interlocking mechanisms that have been proven in the market over a long period of time, thereby improving the stability of the modified aerial work platform.

[0026] 2. By configuring a personalized ramp coefficient for each action and generating a dynamic target speed curve, the motor controller is controlled based on the dynamic target speed curve to drive the replacement motor, thereby reducing the impact load on hydraulic components, mechanical booms and other structures at the moment of action start and stop, extending the service life of the equipment, and avoiding the shaking of the aerial work platform caused by abrupt start.

[0027] 3. By maintaining a basic idling speed when there is no action command, the idling characteristics of a traditional fuel engine are simulated in the electric system, so that the hydraulic system is always in a standby state, ensuring a faster response when the operator issues another command, and solving the problem of action delay that may be caused by frequent start and stop of electric equipment. Attached Figure Description

[0028] Figure 1 This is a flowchart illustrating a non-destructive intervention control method based on the original vehicle signal characteristics in an embodiment of this application.

[0029] Figure 2 This is another flowchart illustrating a non-destructive intervention control method based on the original vehicle signal characteristics in an embodiment of this application.

[0030] Figure 3 This is a schematic diagram of the physical device structure of the controller in an embodiment of this application. Detailed Implementation

[0031] The terminology used in the following embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. As used in the specification and appended claims of this application, the singular expressions “a,” “an,” “the,” “the,” “the,” and “this” are intended to include the plural expressions as well, unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used in this application refers to and includes any or all possible combinations of one or more of the listed items.

[0032] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature, and in the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0033] This application provides a non-destructive intervention control method and controller based on the original vehicle signal characteristics, which is used to improve the stability of the modified aerial work platform when converting it from oil to electric.

[0034] Please see Figure 1 This is a flowchart illustrating a non-destructive intervention control method based on the original vehicle signal characteristics in an embodiment of this application.

[0035] S101. Obtain the multi-channel discrete voltage signal emitted by the original vehicle electronic control system when it performs an action.

[0036] In this invention, the controller refers to the central processing unit used to execute non-destructive intervention control logic. Its physical form can be an embedded microcontroller (MCU), a programmable logic controller (PLC), or a customized board based on a field-programmable gate array (FPGA). The original vehicle electronic control system refers to the electronic control unit (ECU) and its associated circuits that come pre-installed on the aerial work platform, responsible for parsing operator commands and driving hydraulic valve groups and other actuators. The multi-channel discrete voltage signal characterizes the switching trigger commands issued by the original vehicle electronic control system to trigger the original vehicle's hydraulic actuators without altering the original control logic. It has two stable states: on and off. For example, a 24V high level represents on action, and a 0V low level represents off action. Its multi-channel characteristics correspond to multiple independent functions of the aerial work platform, such as boom lifting, platform rotation, and travel. The switching trigger command is a functional description of the multi-channel discrete voltage signal, indicating that the signal is essentially a digital logic command used to trigger or turn off downstream physical devices.

[0037] Specifically, this step is executed when the operator issues an intention to perform an action via the control handle or button in the original vehicle's cockpit. When the original vehicle's electronic control system, based on its inherent safety logic and control strategy, determines that a certain action (e.g., boom lifting) is permitted and outputs a high-level drive voltage (e.g., DC 24V) to the corresponding solenoid valve coil, the corresponding input channel of the controller synchronously and in real-time captures the voltage signal transition. The signal conditioning circuit inside the controller (e.g., optocoupler or voltage divider circuit) converts the high-voltage signal into a logic level (e.g., 3.3V or 5V) that its internal microprocessor can recognize, thereby completing the non-intrusive acquisition of the switching trigger command on one channel. By configuring an independent acquisition channel for the signal line of each target function action, the controller can simultaneously monitor and acquire multi-channel discrete voltage signals for all possible actions.

[0038] In some embodiments, to protect the power battery pack while ensuring equipment availability, a preprocessing step based on the power battery's state of charge (SOC) may be included before using the multi-channel discrete voltage signals for subsequent matching. Specifically, the controller establishes communication with the management system (BMS) of the power battery pack replacing the original vehicle's diesel engine via a CAN bus or dedicated communication line to acquire SOC data. The controller has a preset safety threshold (e.g., 20%). In each control cycle, the controller first determines whether the acquired SOC data is below this safety threshold. If so, the controller activates a power consumption limiting mode, in which it filters the acquired multi-channel discrete voltage signals. Specifically, the controller logically masks or ignores signal components belonging to preset high-energy-consuming action characteristic dimensions (e.g., channel signals corresponding to boom lifting, boom extension, and high-speed walking actions), even if high-level voltages appear on these channels, the controller considers them invalid inputs. Simultaneously, the controller only transmits the remaining signal components belonging to preset low-energy-consuming safe action characteristic dimensions (e.g., channel signals corresponding to boom descent and low-speed planar actions) as valid signals to subsequent matching steps. This prevents over-discharge of the battery while ensuring that operators can still perform basic operations such as safely lowering the platform to the ground even when the battery is low.

[0039] S102. Match the target function action type corresponding to the multi-channel discrete voltage signal with the preset action flow mapping table to obtain the independent drive speed data corresponding to the target function action type.

[0040] The target function action type refers to the specific mechanical action identified by the controller based on the channel from which the acquired voltage signal originates, such as boom lifting or platform rotation. The preset action flow mapping table is a data lookup table pre-stored in the controller's internal non-volatile memory, recording the correspondence between the hydraulic master pump displacement required for each function action of the original vehicle and the replacement motor. The hydraulic master pump displacement refers to the volume of hydraulic oil discharged per revolution of the original vehicle's hydraulic system master pump, a key inherent parameter of the hydraulic system. The replacement motor is the electric motor used to replace the original vehicle's diesel engine and provide power to the hydraulic master pump. The independent drive speed data refers to the specific speed value found in the mapping table that enables the replacement motor to drive the hydraulic master pump to generate the flow rate required for a single target function action.

[0041] Specifically, after obtaining valid switching trigger commands from one or more channels in step S101, the controller first decodes these level signals into specific target function action types. For example, when input channel 3 is detected to be at a high level, the controller identifies the current target function action type as boom extension based on the preset channel definition. Subsequently, the controller uses boom extension as a search keyword to search in a preset action flow mapping table. This mapping table was obtained by technicians before the modification by analyzing the original vehicle's hydraulic schematic diagram or through actual measurement and calibration. It records in detail, for example, that the boom extension action requires the hydraulic system to provide a flow rate of 15 liters per minute. Based on the transmission ratio between the replacement motor and the hydraulic main pump and the displacement of the main pump, it is calculated that to achieve this flow rate, the replacement motor needs to operate at a speed of 1800 rpm. After looking up the table, the controller obtains the independent drive speed data of 1800 rpm.

[0042] In some embodiments, considering that the operator may simultaneously operate multiple handles to perform compound actions, the step of matching the target function action type corresponding to the multi-channel discrete voltage signals with a preset action flow mapping table to obtain independent drive speed data corresponding to the target function action type may further include: after obtaining the voltage signals of all channels in step S101, the controller first determines whether the number of channels in the high-level trigger state is greater than one. If so, it is determined that the current scenario is a concurrent scenario of multiple target function action types. The controller will traverse each valid high-level channel and perform a lookup and matching operation in the preset action flow mapping table for its corresponding target function action type (e.g., receiving both walking and steering signals simultaneously), thereby obtaining a set containing multiple independent drive speed data (e.g., {walking speed: 2000 rpm, steering speed: 800 rpm}). If not, that is, only a single channel is in the trigger state, the controller performs the conventional matching process as described above to determine the unique independent drive speed data.

[0043] S103, The motor controller based on independent drive speed data drives the replacement motor connected to the original hydraulic master pump to operate according to the independent drive speed data.

[0044] Among them, the motor controller refers to the power electronic device used to receive instructions from the controller and generate corresponding three-phase AC or DC power to control the speed and torque of the motor.

[0045] Specifically, after obtaining the independent drive speed data (e.g., 1800 rpm) in numerical form in step S102, the controller needs to transmit the instruction to the motor controller for actual execution. In this step, the controller formats the speed data according to the communication protocol agreed upon with the motor controller. For example, if CAN bus communication is used, the controller constructs a CAN message containing a specific ID and a data field, where the target speed value is encoded. The controller sends this message out through the CAN bus interface. Upon receiving the message, the motor controller immediately parses the target speed and adjusts its internal PWM (Pulse Width Modulation) output to drive the substitute motor to accelerate or decelerate to and stabilize at 1800 rpm. Since the substitute motor is connected to the hydraulic main pump, the hydraulic main pump also operates synchronously at this speed, thereby providing the hydraulic pressure required for the current action.

[0046] In some embodiments, to more scientifically respond to scenarios involving concurrent multi-target functional actions, the control step based on independent drive speed data may further include a speed arbitration process. Specifically, when the controller obtains a set containing multiple independent drive speed data in step S102, the controller performs a maximum value extraction operation on all speed data in the set to extract the largest speed value and determine it as the comprehensive reference speed for the current control cycle. This is because in a hydraulic system, all parallel actions share the total flow provided by the same master pump, which is determined by the pump's speed. To ensure that all actions are not stalled or slowed down due to insufficient flow, they must operate at the speed required by the action with the largest demand for flow. Subsequently, the controller generates and issues control commands to the motor controller based on the calculated comprehensive reference speed (e.g., taking 2000 rpm from {2000 rpm, 800 rpm}). In the case of only a single target functional action type, the independent drive speed data is directly issued as the final command.

[0047] Furthermore, based on the aforementioned speed arbitration process, to avoid mechanical shock and operational lag caused by a sudden drop in speed when exiting a compound action, a flow interruption smoothing filter mechanism can be included. Specifically, the controller buffers the composite reference speed from the previous control cycle. In the current control cycle, if the controller detects that the newly calculated composite reference speed is lower than the value of the previous cycle (for example, the operator releases the travel handle, retaining only the steering, and the target speed changes from 2000 rpm to 800 rpm), the controller does not immediately adopt this new lower speed. Instead, the controller determines the higher speed (2000 rpm) of the previous cycle as a temporary maintenance state parameter and continues to instruct the motor to operate according to this maintenance state parameter within a preset transition time period (e.g., 300 milliseconds). After the transition time period ends, the controller instructs the motor to smoothly transition the speed from the maintenance state parameter to the lower composite reference speed (800 rpm) that should be present in the current control cycle, according to a preset decreasing step size or slope. This pressure-holding buffering process prevents the pressure in the hydraulic lines from suddenly dropping, ensuring the continuity of the remaining actions.

[0048] In some embodiments, to simulate the idling characteristics of the original vehicle's diesel engine and maintain the immediate responsiveness of the hydraulic system, an idle pressure holding control strategy under full-channel idle conditions may be included. Specifically, the controller continuously monitors the signal status of all input channels. When the controller detects that all monitored multi-channel discrete voltage signals are in a disconnected transition state (i.e., no action command input), the controller determines that the system has entered a full-channel idle state. At this time, the controller does not immediately issue a stop command to the motor controller to reduce the motor speed to zero. Instead, it actively sets the target function action type to the idle type and controls the motor controller to drive the substitute motor to operate at a preset, low idle pressure holding speed (e.g., 600 rpm). This idle speed is sufficient to maintain the base pressure of the hydraulic system's main circuit, ensuring that the pilot oil circuit is always available. In this way, when the operator issues any action command again, there is no need to go through a pressure building process from zero, enabling a faster response. To balance energy saving, the controller can start a global idle timer when entering the idling state. If no new switch trigger command is received after the preset sleep time threshold (e.g., 5 minutes), the controller will send a stop command to the motor controller to completely stop the alternative motor.

[0049] In the above embodiments, by non-destructively acquiring and utilizing the switching trigger commands issued by the original vehicle's electronic control system, these commands are converted into the target speed of the replacement motor through a preset action flow mapping table. Thus, the aerial work platform can be converted from oil to electric without damaging the original vehicle's hardware circuitry and software logic. This non-intrusive intervention method preserves the original vehicle's mature control strategies and safety interlocking mechanisms that have been proven in the market over a long period of time, thereby improving the stability of the modified aerial work platform.

[0050] However, in the above embodiments, at the instant of starting and stopping the action, because the rotational speed changes abruptly (from 0 to the target speed, or from the target speed to 0 or idle speed), unwanted pressure pulses may be generated in the hydraulic system, leading to vibration or shock in the mechanical structure, which reduces the safety of operation in delicate work situations where smoothness is more important. In order to further improve the stability of operation, this application also provides the following method.

[0051] Please see Figure 2 This is another flowchart illustrating a non-destructive intervention control method based on the original vehicle signal characteristics in an embodiment of this application.

[0052] S201. Obtain the multi-channel discrete voltage signal emitted by the original vehicle electronic control system when it performs an action.

[0053] S202. Match the target function action type corresponding to the multi-channel discrete voltage signal with the preset action flow mapping table to obtain the independent drive speed data corresponding to the target function action type.

[0054] Step S201 is similar to step S101, and step S202 is similar to step S102, so they will not be described again here.

[0055] S203, the preset action flow mapping table also records the ramp acceleration coefficient and ramp deceleration coefficient corresponding to each function action type.

[0056] The ramp acceleration coefficient is a parameter used to quantify how quickly a motor's speed changes over time as it accelerates from a standstill or low speed to a target speed. A larger coefficient indicates faster acceleration. Similarly, the ramp deceleration coefficient is a parameter used to quantify how quickly a motor's speed changes over time as it decelerates from a target speed to a standstill or low speed. A larger coefficient indicates faster deceleration.

[0057] Specifically, this step is an extension of the data structure of the preset action flow mapping table described in step S202. When designing this table, technicians not only calibrated the required independent drive speed data (e.g., 1800 rpm) for each target function action type (such as boom lifting), but also configured a pair of ramp coefficients based on the physical characteristics of the action. For example, for boom lifting actions with heavy loads and high inertia, a smaller ramp acceleration coefficient is configured to achieve a slow and smooth start. For light-load, fast platform rotation actions, a larger ramp acceleration coefficient can be configured to ensure responsiveness. Similarly, to prevent impact when the action stops, a reasonable ramp deceleration coefficient is also configured for each action. These coefficients, as additional information, are stored along with the independent drive speed data in the corresponding entries of the mapping table.

[0058] S204. Obtain the ramp acceleration coefficient and ramp deceleration coefficient that match the target function action type.

[0059] Specifically, after the controller successfully finds the corresponding independent drive speed data in the preset action flow mapping table based on the identified target function action type, it will continue to read two additional parameters associated with the target function action type from the preset action flow mapping table: the ramp acceleration coefficient and the ramp deceleration coefficient. These two obtained coefficient values ​​will serve as input parameters for generating the smooth transition curve in the subsequent step S205.

[0060] S205. Starting from the operating speed of the substitute motor in the previous control cycle, and using the independent drive speed data as the target speed value, a smooth transition dynamic target speed curve is generated by combining the ramp acceleration coefficient or ramp deceleration coefficient.

[0061] In this context, the operating speed of the substitute motor in the previous control cycle refers to the speed command value issued by the controller to the motor controller in the previous very short time slice (e.g., 10 milliseconds ago), or the actual speed value fed back from the motor controller. It represents the current state of the motor's movement. The target speed value is the independent drive speed data obtained in step S202. The dynamic target speed curve is not a pre-generated complete curve, but rather a series of intermediate speed command points that the controller calculates and outputs in real time over a series of consecutive control cycles, gradually approaching the target speed value. These command points together constitute a smooth speed change trajectory.

[0062] Specifically, the controller executes this logic in a fixed, high-frequency loop. At the beginning of each loop, the controller first acquires the motor's current speed (starting point) and the final target speed (ending point). It then determines the relationship between the current and target speeds: if the current speed is less than the target speed, it's considered an acceleration process, and the acquired ramp acceleration coefficient is selected. If the current speed is greater than the target speed, it's considered a deceleration process, and the acquired ramp deceleration coefficient is selected. Subsequently, the controller calculates the minute increment or decrement of the speed within this control cycle based on the selected ramp coefficient. Adding or subtracting this minute increment to the current speed yields the dynamic target speed for this cycle, which is a point on the entire smooth curve.

[0063] In some embodiments, the dynamic target speed curve can be generated in several ways: Optionally, a linear ramp generation method can be used. Specifically, in each control cycle, the controller multiplies the ramp acceleration (deceleration) coefficient by the control cycle length (e.g., 0.01 seconds) to obtain a fixed speed step. During acceleration, the speed command value of the previous cycle is added to this step, but not exceeding the final target speed value. During deceleration, the speed command value of the previous cycle is subtracted from this step, but not lower than zero or idle speed. Optionally, an S-curve generation method can be used to obtain a smoother acceleration and deceleration experience. Specifically, the controller maps the entire speed change process from the current speed to the target speed onto an interval of an S-curve function. In each control cycle, the controller calculates the corresponding position on the S-curve function based on the currently experienced acceleration / deceleration time and solves for the instantaneous velocity gradient corresponding to that position, thus obtaining a nonlinear speed increment. This increment is applied to the current speed to obtain a new dynamic target speed.

[0064] S206, The motor controller based on the dynamic target speed curve drives the replacement motor to operate.

[0065] Specifically, within each control cycle, the controller sends the intermediate value of the dynamic target speed calculated in real time in step S205 to the motor controller. Because the controller operates at a very high frequency (e.g., 100Hz), the motor controller continuously receives a series of subtly changing speed commands. Therefore, the actual speed of the replacement motor will no longer be a step-like abrupt change, but will accelerate or decelerate more smoothly and precisely along the generated dynamic target speed curve, effectively suppressing hydraulic shock and thus improving the smoothness and safety of the aerial work platform's operation.

[0066] In the above embodiments, by configuring a personalized ramp coefficient for each action and generating a dynamic target speed curve, the motor controller is controlled to drive the replacement motor based on the dynamic target speed curve, thereby reducing the impact load on hydraulic components, mechanical booms and other structures at the moment of action start and stop, extending the service life of the equipment, and avoiding the shaking of the aerial work platform caused by abrupt start.

[0067] The above describes a non-destructive intervention control method based on the original vehicle signal characteristics in the embodiments of this application. The exemplary controller 300 provided in the embodiments of this application is described below.

[0068] Figure 3 This is a schematic diagram of an exemplary hardware structure of the controller 300 provided in an embodiment of this application. In some embodiments, the controller 300 is a computer device. The computer device includes a processor, a memory, and a network interface connected via a system bus. The processor of the computer device provides computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The database of the computer device is used to store data. The network interface of the computer device is used to communicate with other external terminals or servers via a network connection. In some embodiments, the network interface can be a wired network interface; in some embodiments, the network interface can also be a wireless network interface. When the computer program is executed by the processor, it implements a non-destructive intervention control method based on the original vehicle signal characteristics in an embodiment of this application.

[0069] Those skilled in the art will understand that Figure 3 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0070] In some embodiments of this application, a computer-readable storage medium is also provided, including instructions that, when executed on the controller 300, cause the controller 300 to perform a non-destructive intervention control method based on the original vehicle signal characteristics according to an embodiment of this application.

[0071] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit it. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

[0072] As used in the above embodiments, depending on the context, the term "when..." can be interpreted as meaning "if...", "after...", "in response to determining...", or "in response to detecting...". Similarly, depending on the context, the phrase "when determining..." or "if (the stated condition or event) is interpreted as meaning "if determining...", "in response to determining...", "when (the stated condition or event) is detected", or "in response to detecting (the stated condition or event)".

[0073] In the above embodiments, implementation can be achieved entirely or partially through software, hardware, firmware, or any combination thereof. When implemented using software, it can be implemented entirely or partially in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state drive), etc.

[0074] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

Claims

1. A non-destructive intervention control method based on original vehicle signal characteristics, characterized in that, Applied to a controller, the method includes: Acquire the multi-channel discrete voltage signal issued by the original vehicle electronic control system when performing an action. The multi-channel discrete voltage signal is used to characterize the switch trigger command issued by the original vehicle electronic control system to trigger the original vehicle hydraulic actuator without changing the original control logic. The target function action type corresponding to the multi-channel discrete voltage signal is matched with the preset action flow mapping table to obtain independent drive speed data corresponding to the target function action type. The preset action flow mapping table records the correspondence between the hydraulic main pump displacement required for each function action of the original vehicle and the replacement motor. Based on the independent drive speed data, the motor controller drives the replacement motor connected to the original vehicle hydraulic master pump to operate according to the independent drive speed data.

2. The method according to claim 1, characterized in that, Before the step of matching the target function action type corresponding to the multi-channel discrete voltage signal with the preset action flow mapping table, the method further includes: Obtain the state-of-charge data of the power battery pack that will replace the original vehicle's diesel engine; When the state of charge data is lower than a preset safety threshold, the signal components in the multi-channel discrete voltage signal that belong to a preset high-energy-consuming action feature dimension are filtered out. The preset high-energy-consuming action feature dimension includes at least boom lifting, boom extension and retraction, and high-speed walking actions. The remaining signal components belonging to the preset low-energy safety action feature dimension are used as the target functional action type to be matched. The preset low-energy safety action feature dimension includes at least upper arm descent and low-speed planar action.

3. The method according to claim 1, characterized in that, The step of matching the target function action type corresponding to the multi-channel discrete voltage signal with a preset action flow mapping table to obtain independent drive speed data corresponding to the target function action type specifically includes: Determine whether the multi-channel discrete voltage signal corresponds to multiple target function action types; If so, then based on the preset action flow mapping table, determine multiple independent drive speed data corresponding to the target function action type; If not, then the independent drive speed data corresponding to the target function action type is determined based on the preset action flow mapping table.

4. The method according to claim 3, characterized in that, The step of controlling the replacement motor connected to the original vehicle hydraulic master pump to operate according to the independent drive speed data based on the independent drive speed data specifically includes: When the multi-channel discrete voltage signal corresponds to multiple target function action types, the maximum speed value among the multiple independent drive speed data is used as the comprehensive reference speed for the current control cycle. The motor controller drives the alternative motor to operate based on the comprehensive reference speed. When the multi-channel discrete voltage signal corresponds to a single target function action type, the motor controller is controlled to drive the alternative motor to operate based on the independent drive speed data.

5. The method according to claim 4, characterized in that, The method further includes: If the action types of multiple target functions corresponding to the multi-channel discrete voltage signal change, resulting in the composite reference speed of the current control cycle being less than the composite reference speed of the previous control cycle, the composite reference speed of the previous control cycle will be determined as the maintenance state parameter. During the preset transition time, the motor controller drives the alternative motor to operate according to the maintenance state parameters, and after the preset transition time ends, it gradually transitions to the comprehensive reference speed of the current control cycle according to the preset decreasing step size.

6. The method according to claim 1, characterized in that, The step of controlling the replacement motor connected to the original vehicle hydraulic master pump to operate according to the independent drive speed data based on the independent drive speed data specifically includes: The preset action flow mapping table also records the ramp acceleration coefficient and ramp deceleration coefficient corresponding to each functional action type. Obtain the ramp acceleration coefficient and ramp deceleration coefficient that match the target functional action type; Starting from the operating speed of the alternative motor in the previous control cycle, and taking the independent drive speed data as the target speed value, a smooth-transition dynamic target speed curve is generated by combining the ramp acceleration coefficient or ramp deceleration coefficient. The motor controller is controlled to drive the alternative motor based on the dynamic target speed curve.

7. The method according to claim 1, characterized in that, The method further includes: If all the multi-channel discrete voltage signals are detected to be in a disconnected switching state, it is determined that the system enters a fully idle state. In the fully idle state, the target function action type corresponding to the multi-channel discrete voltage signal is set to idle speed type, and the motor controller is controlled to drive the alternative motor to operate at a preset idle pressure holding speed.

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

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

10. A computer-readable storage medium comprising instructions, characterized in that, When the instructions are executed on the controller, the controller causes the controller to perform the method as described in any one of claims 1-7.

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