Electric propulsion system for a paver

Abstract

An electric propulsion system for a paver is disclosed. The system includes a battery and multiple electric motors connected to an inverter and powered by current injection from the battery. Multiple wheels are propelled by the multiple electric motors. A control unit performs traction control operation by commanding a second current injection into the multiple electric motors; comparing the actual speeds of the multiple electric motors with a maximum speed threshold; determining slippage based on the actual speeds and the maximum speed thresholds; and, upon slippage, modulating a first current from the inverter to the multiple electric motors to change the actual speeds and implement traction control.

Description

Technical Field

[0001] This invention relates generally to pavers, and more specifically to a traction control system for pavers. Background Technology

[0002] Wheeled asphalt pavers are essential machines in the construction industry, specifically for paving roads and other surfaces where precision and consistency are paramount. These pavers are equipped with multiple wheels, allowing them to traverse a variety of terrains, including compacted gravel, soil, and newly laid asphalt. However, one of the ongoing challenges in operating wheeled asphalt pavers is tire slippage, specifically when the paver is operating on soft or uneven surfaces. Tire slippage can lead to defects in the asphalt subbase being laid, increasing maintenance costs and delaying construction work.

[0003] Traditional traction control systems in wheeled asphalt pavers typically rely on mechanical sensors and additional components to detect and correct tire slippage. These systems can be complex, expensive, and prone to maintenance issues. Furthermore, reliance on mechanical components can lead to delays in detecting and correcting slippage, potentially causing further damage or inefficiency during the paving process.

[0004] In recent years, asphalt pavers and other pavers have increasingly shifted from wheel-drive systems to those powered by electric motors. However, existing solutions typically require the integration of additional sensors to monitor wheel speed and detect slippage, which may offset some of the benefits of switching to an electric propulsion system.

[0005] US9982401 discloses a road paving machine whose control unit detects the rotational speed of the rear wheels and calculates a target drive torque for the front wheels based on the measured rotational speed of the rear wheels and the measured travel speed of the road paving machine. Rear wheel slippage conditions are determined based on the measured rotational speed and travel speed of the rear wheels, wherein the travel speed of the road paving machine is measured by a travel speed sensor unit. The actual drive torque of the front wheels is then adjusted to the calculated target drive torque. However, the prior art is a complex system requiring additional components to detect wheel speed.

[0006] Therefore, it can be seen that pavers with higher performance and reliability are needed, specifically when operating on soft or uneven surfaces. Summary of the Invention

[0007] An electric propulsion system for a paver is disclosed. The system includes a battery and multiple electric motors connected to an inverter and powered by a first current injected from the battery. Multiple wheels are propelled by the multiple electric motors. A control unit employs traction control operations configured to: command the injection of a second current into the multiple electric motors; compare the actual speeds of the multiple electric motors with a maximum speed threshold based on the response from the second current; determine slippage based on the actual speeds and the maximum speed thresholds; and, in the event of slippage, modulate the first current from the inverter to the multiple electric motors to change the actual speeds and implement traction control.

[0008] A paver is disclosed, comprising a frame, a battery, multiple electric motors, and a control unit. The multiple electric motors are powered by current supplied by an inverter connected to the battery. Multiple wheels are provided to support the frame and are propelled by the multiple electric motors. The control unit employs traction control operation, configured to: command the injection of a second current into the multiple electric motors; compare the actual speed of the multiple electric motors with a maximum speed threshold based on the response from the second current; determine slippage based on the actual speed and the maximum speed threshold; and, upon the occurrence of slippage, modulate a first current from the inverter to the multiple electric motors to change the actual speed and implement traction control.

[0009] A traction control method for a paver is disclosed. The paver is equipped with a battery, multiple wheels, multiple motors powered by a first current injected into the coils of the motors, an inverter, and a control unit. The method first injects a second current into the multiple motors. Then, based on the response from the second current, the control unit compares the actual speed of the multiple motors with a maximum speed threshold. Next, the control unit determines a slippage condition based on the actual speed and the maximum speed threshold. Finally, when slippage occurs, the control unit modulates the first current from the inverter to the multiple motors to change the actual speed and implement traction control. Attached Figure Description

[0010] Figure 1 This is a side view of the paver.

[0011] Figure 2 It shows Figure 1 A block diagram of the electric propulsion system of a paver.

[0012] Figure 3 This is a flowchart of the traction control system.

[0013] Figure 4 This is a flowchart of the traction control process for pavers. Detailed Implementation

[0014] Referring now to the accompanying drawings, and specifically to the illustrated example, a paver 100 is shown, illustrated as an exemplary wheeled asphalt paver. Wheeled asphalt pavers are heavy-duty pieces of equipment designed to lay asphalt and similar materials on road surfaces to ensure a smooth and consistent paving operation. While the following detailed description describes exemplary aspects relating to wheeled asphalt pavers, it should be understood that this description is equally applicable to the use of the invention in other machines, including but not limited to wheel loaders and similar equipment used in road paving construction and maintenance.

[0015] refer to Figure 1 The image shows a side view of a paver 100 according to an embodiment of the present invention. The paver 100 is designed for laying asphalt and similar materials on roads and other construction sites. The paver 100 includes a cab 102 with operator controls and a sheltered area for the operator to manage the various functions of the machine.

[0016] The paver 100 is equipped with an electric propulsion system 104, which enables the machine to move across different terrains while maintaining stability and controllability. The electric propulsion system 104 ensures that the paver 100 can lay asphalt, concrete, or other materials evenly and consistently on uneven or loose surfaces.

[0017] The paver 100 has a propulsion wheel 106 at its rear. The propulsion wheel 106 is typically driven by the machine's propulsion system and is a crucial part of the machine's traction and forward movement. The paver 100 has a steering wheel 108 at its front end. The steering wheel 108 assists the paver 100 in steering and stabilizing itself while moving forward, ensuring that the paver 100 maintains a straight line and that the asphalt is laid in a straight and uniform manner.

[0018] refer to Figure 2 According to an embodiment of the present invention, it is shown that Figure 1 A schematic diagram of the electric propulsion system 104 in the paver 100. The electric propulsion system 104 is controlled by a traction control system 200, which has a control unit 201 and a battery 202, configured to power the electric propulsion system 104 of the paver 100. The traction control system 200 controls the movement of the paver 100 during paving operations via the control unit 201. The battery 202 stores electrical energy, enabling the paver 100 to operate for a period of time before needing to be recharged.

[0019] like Figure 2As shown and described, the propulsion wheel 106 includes a first wheel 210 and a second wheel 214. In one embodiment, the traction control system 200 includes a first inverter 204 and a second inverter 206. The first inverter 204 is connected to a first propulsion motor 208, which propels the first wheel 210. The second inverter 206 is connected to a second propulsion motor 212, which propels the second wheel 214.

[0020] The first propulsion motor 208 has a first rotor 216 with a first motor coil 218. The second propulsion motor 212 has a second rotor 220 with a second motor coil 222. The control unit 201 manages the traction control system 200, including the operation of the propulsion wheel 106, the first inverter 204, the battery 202, the first inverter 204, the second inverter 206, the first propulsion motor 208, the second propulsion motor 212, the first rotor 216, the first motor coil 218, the second rotor 220, and the second motor coil 222. The first propulsion motor 208 drives the first wheel 210, providing the necessary force to move the machine forward and maintain traction.

[0021] The control unit 201 receives input from the operator and various components, processes this information, and sends commands to the battery 202, the first inverter 204, the second inverter 206, the first propulsion motor 208, the second propulsion motor 212, the first rotor 216, the first motor coil 218, the second rotor 220, and the second motor coil 222 to adjust the speed and torque of the first wheel 210 and the second wheel 214 as needed.

[0022] The control unit 201 in the paver 100 also controls various operating systems and components associated with the electric propulsion system 104 of the paver 100. The control unit 201 can manage the flow of electricity and current, monitor the operating status of each system and component, and adjust parameters to control the performance of the electric propulsion system 104, specifically in maintaining traction and limiting tire slippage. Additionally, the control unit 201 can interface with external devices via wired or wireless connections, thereby allowing remote monitoring and control of the paver 100 and its associated systems and components.

[0023] Control unit 201 monitors the current signal injected and supplied to the first motor coil 218 and the second motor coil 222. By measuring the current signal, control unit 201 can accurately measure the rotational speed of the first wheel 210 and the second wheel 214. Control unit 201 monitors the current signal injected and supplied to the first motor coil 218 and the second motor coil 222. By measuring the response to the injected current signal, control unit 201 can accurately measure the rotational speed of the first wheel 210 and the second wheel 214.

[0024] Control unit 201 uses current measurement to detect any difference between the desired wheel speed and the actual wheel speed as an indicator of tire slippage. For example, if the current signal indicates that the rotational speed of wheel 108 is faster than the expected rotational speed for a given torque output, control unit 201 can determine that slippage is occurring, specifically on loose or compacted gravel surfaces where traction may be inconsistent. Real-time monitoring of the injected current helps control unit 201 maintain precise torque control and detects wheel speed and slippage by monitoring the response to the injected current.

[0025] The control unit 201 is further configured to employ traction control. The control unit 201 can further determine the positions of the first rotor 216 and the second rotor 220 of the first propulsion motor 208 and the second propulsion motor 212 based on changes in the current injected into the first motor coil 218 and the second motor coil 222. The control unit 201 calculates the wheel speed based on the rotor positions determined over a period of time and employs traction control when the wheel speed exceeds a rotational acceleration threshold.

[0026] The control unit 201 can be further configured to employ traction control by comparing wheel speed with machine speed to detect slippage. The control unit 201 can determine machine speed based on calculations of one or more wheel speeds, paver speed settings, accelerometer tracking of multiple electric motors, and GPS position sensors on the paver, as is commonly known in the art.

[0027] Now for reference Figure 3 The diagram illustrates a flowchart of traction control operation 300 of the traction control system 200. In operation 302, the control unit 201 determines whether the actual speeds of the first wheel 210 and the second wheel 214 are equal to the maximum speed thresholds of the first wheel 210 and the second wheel 214. The actual speeds are calculated based on the output currents of the first propulsion motor 208 and the second propulsion motor 212, which are derived from current injections sent to the motors from the first inverter 204 and the second inverter 206. The maximum speed thresholds are calculated based on the operator-commanded speed and the maximum acceleration allowed before slippage occurs due to the traction force exerted on the tires on the ground (i.e., based on the static friction force relative to the dynamic friction force).

[0028] If the actual speed is less than or equal to the maximum speed threshold, the control unit 201 determines in operation 304 that no slippage has occurred. The actual speed can also be considered equal to the maximum speed threshold when it is within the desired maximum speed range or within a set of desired speed thresholds. The control unit 201 receives a feedback response, referred to herein as a “speed signal,” which is derived from an additional current injection signal above or outside a first current supplied by the battery 202, which powers the first motor coil 218 and the second motor coil 222. The speed signal indicates the injected current, allowing the control unit 201 to determine the actual speed in real time by measuring the current signal to measure the rotational speed of the first wheel 210 and the second wheel 214.

[0029] In operation 306, if the actual speeds of the first wheel 210 and the second wheel 214 exceed the maximum speed threshold, the control unit 201 determines that slippage is occurring. In operation 308, upon detecting slippage, the control unit 201 responds to the first motor coil 218 and / or the second motor coil 222 by adjusting the current supplied to the first inverter 204 and the second inverter 206.

[0030] Control unit 201 reduces the current supplied to the first motor coil 219 and / or the second motor coil 222, thereby reducing the motor torque and consequently reducing the actual speed of the first wheel 210 and the second wheel 214. This adjustment or modulation helps restore traction by ensuring that the rotational speed of the first wheel 210 and the second wheel 214 does not exceed the rotational acceleration threshold and the maximum speed threshold that the paver 100 can move, thus preventing the paver 100 from getting stuck on the surface or becoming jammed.

[0031] In operation 310, control unit 201 records the no-slip and slip detection operating conditions from operations 304 and 306. In operation 312, the operating conditions are recorded in a database, which continuously updates control unit 201 for predictive and improved traction control.

[0032] Control unit 201 continuously monitors the voltage and current at the inverter. By calculating torque, voltage, current, and power output, control unit 201 can dynamically adjust these parameters in response to detected tire slippage. Control unit 201 is further configured to determine slippage conditions and no-slippage events, while recording the operating slippage conditions of paver 100, including voltage, current, and torque. Control unit 201 is further configured to update the traction control database using continuous real-time operating slippage conditions. Control unit 201 will use the traction control database to predict slippage conditions and employ traction control and current modulation to correct slippage.

[0033] The control unit 201 can be further configured to send an alarm signal to the operator of the paver 100 when slippage is detected. The control unit 201 can also initiate braking operations associated with the paver 100 when a serious malfunction is detected in the paver 100.

[0034] refer to Figure 4 A flowchart of a traction control method 400 for a paver 100 is shown. The paver 100 includes a steering wheel 108, a drive wheel 106, a battery 202, a first inverter 204, a second inverter 206, a first drive motor 208, a second drive motor 212, a first rotor 216, a first motor coil 218, a second rotor 220, and a second motor coil 222, all communicating with a control unit 201. Method 400 utilizes the control unit 201 to command a series of steps employing traction control. The paver 100 includes an electric propulsion system 104 and a control unit 201 for controlling the traction of the plurality of wheels 108 and the drive wheel 106. The electric propulsion system 104 includes a battery 202 that powers the first wheel 210 of the paver 100 using the first drive motor 208 and the second wheel 214 of the paver 100 using the second drive motor 212. The first propulsion motor 208 and the second propulsion motor 212 work together to ensure balanced propulsion and optimal traction, specifically on soft or uneven surfaces where tire slippage may occur.

[0035] In step 402, control unit 201 compares the actual speeds of the first propulsion motor 208 and the second propulsion motor 212 with a maximum speed threshold. Control unit 201 can measure the rotational speed of each wheel using feedback from the current injected into the first motor coil 218 and the second motor coil 222; this process is monitored by control unit 201. Control unit 201 receives a feedback response from a measured current signal via a speed signal, the feedback response arising from an additional current signal injected, which is above or below a first current supplied by battery 202 and used to power the first motor coil 218 and the second motor coil 222. By analyzing the feedback from the injected current signal, control unit 201 can measure the speeds of the first wheel 210 and the second wheel 214 without the need for additional speed sensors.

[0036] In step 404, the control unit 201 determines the slippage condition based on the actual speed and a maximum speed threshold. The control unit 201 determines whether tire slippage has occurred by determining whether the actual speed is greater than the maximum speed threshold. Additionally, the control unit 201 can determine slippage when the wheel speed exceeds a rotational acceleration threshold indicating that the wheel is slipping.

[0037] In step 404, when slippage occurs, the control unit 201 modulates the current from the first inverter 204 and / or the second inverter 206 to the first propulsion motor 208 and the second propulsion motor 212 to change the actual speed and implement traction control. In step 404, the control unit 201 may adjust the current supplied to the first motor coil 218 of the first propulsion motor 208 and the second motor coil 222 of the second propulsion motor 212 to reduce wheel speed and increase traction on the first wheel 210 and the second wheel 214, thereby reducing tire slippage.

[0038] By reducing the current, control unit 201 reduces the torque output of the first propulsion motor 208 and the second propulsion motor 212, thereby reducing the speed of wheel 108, first wheel 210, and / or second wheel 214. This adjustment and modulation by control unit 201 helps restore traction by ensuring that wheel 108, first wheel 210, and / or second wheel 214 do not over-rotate on loose surfaces such as compacted gravel, thus reducing the risk of paver 100 getting stuck or causing defects in the paved asphalt. Traction control system 200 dynamically adjusts the torque and speed of first wheel 210 and second wheel 214 based on the rate of current rise in the first motor coil 218 and second motor coil 222.

[0039] Upon detecting or predicting slippage, control unit 201 modifies the torque distribution between the first propulsion motor 208 and the second propulsion motor 212 to correct the slippage. If necessary, control unit 201 can also reduce the torque of the slipping wheel and increase the torque of the opposite wheel to prevent further slippage. Control unit 201 can be further configured to, in the event of slippage, guide traction control system 200 to reduce the torque or speed of the first propulsion motor 208 and / or the second propulsion motor 212 by controlling the current at the first inverter 204 and the second inverter 206.

[0040] Additionally, when the paver 100 operates at low speed or zero speed, the control unit 201 can implement low-speed control. During low-speed operation, the control unit 201 modulates the injected first current to maintain precise control over the rotor position and the resulting wheel speed. By maintaining control over the rotor position and motor torque at low speeds, the control unit 201 ensures that unintended slippage or misalignment does not occur when the first wheel 210 and the second wheel 214 contact the ground, especially when the paver 100 transitions from a stationary state to a moving state. During this transition, the control unit 201 can command the injection of additional current into the first motor coil 218 and the second motor coil 222 to generate a smooth and controllable increase in motor torque, preventing sudden impacts or wheel spin that could otherwise lead to misalignment or uneven pavement.

[0041] Furthermore, the control unit 201 is equipped with a predictive control module that employs machine learning algorithms to enhance traction control performance. The machine learning module is configured to continuously monitor and analyze the paver 100's operating data, including current and voltage signals, torque output, and wheel speed. By comparing this data with known tire slippage conditions and machine performance stored in an internal database, the control unit 201 can identify patterns indicating the onset of slippage conditions and update the database with new operating data. This allows the traction control system 200 to improve its understanding of slippage conditions and adapt to different road surface types, load conditions, and environmental factors. This predictive capability enables the control unit 201 to pre-adjust motor torque and speed, thereby reducing response time to slippage events and minimizing energy loss due to tire slippage. This feedback loop ensures that even the smallest slippage is detected promptly, triggering the system to immediately take predictive and corrective actions, such as adjusting the current injected from the first inverter 204 and the second inverter 206.

[0042] This method 400 optimizes the operation of the paver 100 by controlling tire slippage without the need for additional physical sensors. The control unit 201 can further optimize and predict machine slippage conditions using machine learning modules that continuously analyze operating data such as current, voltage, and torque values ​​and incorporate current machine conditions.

[0043] The control unit 201 can optimize and predict traction control by: (1) determining slip conditions and no-slip events; (2) recording the operating slip conditions of the paver, including voltage, current and torque of slip conditions and no-slip events; (3) updating the traction control database with the operating slip conditions; (4) predicting slip conditions and applying traction control; and (5) further modulating the current injection to correct the detected slip conditions.

[0044] By referencing previously recorded slippage events stored in the database in operations 310 and 312, control unit 201 can detect, optimize, and predict when paver 100 is approaching slippage conditions, thereby preemptively reducing the current and / or motor torque of the first motor coil 218 and the second motor coil 222 to prevent or minimize slippage.

[0045] Industrial applicability

[0046] In practice, the present invention can be found in many industries, including but not limited to construction, road paving, earthwork, and agriculture. Specifically, the systems, machines, and methods of the present invention can be used to control tire slippage and optimize traction of machines such as wheeled asphalt pavers, wheel loaders, backhoe excavators, skid steer tractors, and other equipment operating on loose or compacted surfaces. While the foregoing detailed description is specifically directed with reference to wheeled asphalt pavers, it should be understood that its teachings can also be applied to other machines, such as wheel loaders, skid steer tractors, and other machines with grounding elements (such as wheels and tracks).

[0047] The traction control system 200 can be applied to various machines and industries requiring effective wheel speed control and slippage detection. By injecting current into the motor coils and analyzing the resulting electrical response, the control unit 201 can determine the actual wheel speed by monitoring the rate of increase of the current within the motor coils. The control unit 201 identifies tire slippage based on the rate of change in the detected current response, thereby enabling precise differentiation between conditions of full traction and potential slippage events. The control unit 201 monitors the current signal injected and supplied to the first and second motor coils. By measuring the response to the injected current signal, the control unit 201 can accurately measure the rotational speed of the first and second wheels.

[0048] The traction control system 200 is widely applicable in various paving environments, including urban environments with different road surfaces and rural areas with uneven terrain. The traction control system 200 can dynamically adjust torque and speed based on real-time conditions, thereby enhancing its practicality in ensuring consistent paving quality, even under challenging conditions.

[0049] The traction control system 200 can be easily integrated into various modern asphalt pavers equipped with electric propulsion systems. By controlling the current injection rate and monitoring the response, the control unit 201 can maintain a consistent wheel speed, preventing unexpected wheel spin or slippage in machines that require stable low-speed movement during construction activities to perform operations such as paving or aligning attachments.

[0050] By preventing tire slippage, the traction control system 200 not only improves the safety of paving operations by reducing the risk of sudden machine movement, but also increases the efficiency of the paving process, specifically at low to zero speeds. The ability to maintain consistent wheel traction ensures smooth and even movement of the paver, thereby improving the quality of the finished asphalt surface and reducing the need for costly rework or adjustments. The system can be retrofitted to existing machines with electric propulsion systems without major mechanical modifications.

[0051] In summary, the technologies disclosed herein are industrially applicable in a variety of environments, such as, but not limited to, agriculture, construction, and mining industries utilizing asphalt pavers, concrete pavers, and other pavers, including those with hybrid propulsion systems or different wheelbase designs.

Claims

1. An electric propulsion system for a paver, comprising: Battery; Multiple electric motors, which are powered by a first current supplied from an inverter connected to the battery; Multiple wheels, which are propelled by the multiple electric motors; as well as The control unit, which operates under traction control, is configured as follows: The command injects a second current into the plurality of motors; Based on the response from the second current, the actual speed of the plurality of motors is compared with a maximum speed threshold. The slippage situation is determined based on the actual speed and the maximum speed threshold. as well as In the event of slippage, the first current from the inverter to the plurality of motors is modulated to change the actual speed and implement traction control.

2. The electric propulsion system of claim 1, wherein the control unit is further configured to employ the traction control by reducing the torque or speed of the plurality of electric motors in the event of slippage.

3. The electric propulsion system according to claim 1, wherein: The actual speed is based on the response received by detecting the rotor position by injecting a small amount of the second current into the plurality of motors. The maximum speed threshold is a calculated value based on the operator's command speed and the maximum acceleration threshold based on the traction force of the multiple wheels on the ground before the slippage occurs; as well as The control unit is further configured as follows: The rotor position of each of the plurality of motors is determined based on the change in current injected into the coil of the rotor. The wheel speed is calculated based on the rotor position determined over time; and The traction control is applied when the wheel speed exceeds the rotational acceleration threshold or the maximum speed threshold.

4. The electric propulsion system of claim 3, wherein the control unit is further configured to employ slow-zero speed control for paving.

5. The electric propulsion system of claim 4, wherein the control unit is further configured to compare the wheel speed with the machine speed to detect slippage, and the machine speed is based on at least one selected from: Calculation of speed for one or more wheels; The speed setting of the paver; Accelerometer tracking of the multiple electric motors; and The GPS position sensor on the paver.

6. The electric propulsion system of claim 1, wherein the control unit is further configured as follows: Determine the slippage and non-slippage events of the paver, and record the operating slippage conditions of the paver, including voltage, current, and torque; Update the traction control database using the aforementioned slippage conditions; Predict slippage and employ the aforementioned traction control; and The first current is modulated to correct the slippage.

7. The electric propulsion system of claim 6, wherein the control unit is further configured as follows: Send an alarm signal when slippage is detected; and When a serious malfunction is detected, braking operations associated with the paver are initiated.

8. The electric propulsion system according to claim 1, further comprising: The first motor and the second motor among the plurality of motors; The first and second rounds of the plurality of rounds; and The control unit modulates the first current of the first motor and the second motor to perform speed measurement.

9. A paver, comprising: frame; Battery; as well as The electric propulsion system according to claim 1.

10. The paver of claim 9, wherein the control unit is further configured to: The rotor position of each of the plurality of motors is determined based on the change in the first current injected into the coil of the rotor. The wheel speed is calculated based on the rotor position determined over time; and The traction control is applied when the wheel speed exceeds the rotational acceleration threshold or the maximum speed threshold.

11. A method for traction control of a paver, the paver being equipped with a battery, multiple wheels, multiple electric motors powered by a first current, an inverter, and a control unit, the method comprising: A second current is injected into the plurality of motors; The control unit compares the actual speed of the plurality of motors with a maximum speed threshold based on the response from the second current. The control unit determines the slippage situation based on the actual speed and the maximum speed threshold. as well as When slippage occurs, the first current from the inverter to the plurality of motors is modulated by the control unit to change the actual speed and achieve traction control.

12. The method of claim 11, wherein The actual speed is based on the response received by injecting a small amount of the second current into the plurality of motors, and the maximum speed threshold is a calculated value based on the operator's command speed and the maximum acceleration threshold based on the traction force of the plurality of wheels on the ground before slippage occurs. The method further includes: The rotor position of each of the plurality of motors is determined via the control unit based on the response from the second current injected into the coils of the rotor; The wheel speed is calculated based on the rotor position determined over time via the control unit. When the wheel speed exceeds the rotational acceleration threshold or the maximum speed threshold, traction control is applied via the control unit. Detect slippage and non-slippage events; Record the operating slippage conditions of the paver, including the voltage, the current, and the motor torque; Update the traction control database using the aforementioned slippage conditions; Predicting slippage and employing traction control; and The first current is further modulated to correct the detected slippage.

13. The method of claim 12, further comprising: Slow-zero speed control settings are used during paving; as well as An alarm signal is issued when slippage is detected.

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