A four-in-one permanent magnet synchronous motor controller suitable for electric-driven scissors forklift

Abstract

The application provides a four-in-one permanent magnet synchronous motor controller suitable for an electric-driven scissor forklift, relates to the technical field of motor controllers, and comprises a controller body, wherein the controller body comprises a PCB aluminum substrate, a heat dissipation flow guide column, a pure copper gasket and a heat dissipation substrate. The four-in-one controller realizes <1ms zero-delay cooperative control, has built-in three-stage anti-rollover logic, solves the rollover hidden danger of high-barycenter scissor forklifts from the root, improves the whole-machine endurance by more than 20% through a global energy routing mechanism, greatly reduces system fault points through a high-integration architecture, is suitable for the harsh working conditions of scissor forklifts, and solves the problems of high energy consumption, easy leakage, poor working condition adaptability of traditional electro-hydraulic scissor forklifts, and the problems of communication delay, electromagnetic interference and low energy utilization rate of the controller.

Description

Technical Field

[0001] This invention relates to the field of motor controller technology, and in particular to a four-in-one permanent magnet synchronous motor controller suitable for electric scissor lifts. Background Technology

[0002] As global industrial equipment irreversibly evolves towards zero emissions, low noise, and high energy efficiency, the electrification of mobile aerial work platforms has entered a critical phase of technological transformation. Traditional scissor lift aerial work platforms generally adopt an "electro-hydraulic" drive architecture, which uses a motor to drive a hydraulic pump and relies on hydraulic valve blocks and pipelines to control walking, steering, and lifting movements. This architecture has three inherent drawbacks: First, the multi-stage conversion of electrical energy to mechanical energy to hydraulic energy results in extremely high energy loss, requiring a large-capacity battery pack for continuous operation; second, the risk of hydraulic oil leakage is high, making it unsuitable for high-cleanliness environments such as supercomputing data centers and semiconductor factories; and third, the viscosity of hydraulic oil changes drastically with temperature, resulting in poor handling smoothness under extreme working conditions and high maintenance costs.

[0003] All-electric scissor lifts completely eliminate hydraulic systems, employing electric linear drives for lifting and steering, and hub motors directly drive movement. Combined with the high power density, high operating efficiency, and low-speed, high-torque advantages of permanent magnet synchronous motors (PMSM), they perfectly meet the demands of scissor lifts in confined spaces, heavy loads, and precise adjustments. However, current all-electric scissor lift motor controllers still face three major industry challenges: First, the fatal delays and dynamic instability caused by distributed communication: existing solutions mostly adopt a distributed architecture, connecting the main ECU with independent travel, lifting, and steering controllers via a CAN bus. There are delays of tens to hundreds of milliseconds in the transmission of anti-rollover signals and the issuance of commands. At the critical point of rollover, the vehicle is very likely to exceed the irreversible rollover angle, causing a catastrophic accident. Existing integrated controllers on the market only remain at the level of functional patchwork and have not achieved deep integration of the underlying physical topology and microsecond-level algorithms, so they cannot solve the core problem of communication delay. Secondly, the thermal barrier and electromagnetic interference problems brought about by high-density integration: when four inverters are integrated into a small cavity, the strong electromagnetic radiation generated by the high-frequency switching of high-power devices can easily cause phase current sampling distortion, leading to motor vibration or even runaway vehicle. Traditional aluminum substrates have long heat conduction paths and high contact thermal resistance, which cannot balance the contradiction between high-density integration and heat dissipation and electromagnetic compatibility. Third, the lack of a global energy feedback network and the absence of a unified shared bus in the traditional architecture mean that the gravitational potential energy released by the scissor lift platform during descent and the kinetic energy released by the vehicle during braking can only be dissipated as waste heat through the braking resistor. This makes it impossible to achieve instantaneous energy routing across actuators, which severely restricts the improvement of the overall energy utilization rate. Based on the aforementioned industry pain points, this invention proposes a revolutionary four-in-one permanent magnet synchronous motor controller, achieving comprehensive breakthroughs in three dimensions: hardware topology, safety control, and energy management, providing a high-safety and high-efficiency core control hub for the next generation of all-electric aerial work platforms. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a four-in-one permanent magnet synchronous motor controller suitable for electric scissor lifts, thereby solving the problems mentioned in the background section.

[0005] This invention provides a four-in-one permanent magnet synchronous motor controller suitable for electric scissor lifts, specifically including: a controller body and a heat dissipation assembly. The controller body includes a PCB aluminum substrate, a heat dissipation guide column, a pure copper pad, and a heat dissipation substrate. The pure copper pad is soldered to the three-phase current output node of the PCB aluminum substrate by surface mount technology. Fastening screws pass through the central through hole of the heat dissipation guide column and the pure copper pad, and the two are riveted and fastened to the heat dissipation substrate. The heat dissipation assembly consists of a fin mechanism and a medium guiding mechanism. The fin mechanism includes a fin seat, a micro motor, a drive shaft, and a striking block. The fin seat is fixedly installed at the bottom of the heat dissipation substrate, and the micro motor is fixedly installed on the side of the fin seat. The drive shaft is rotatably connected inside the fin seat, and the striking block is inserted into the inside of the fin seat. The rotating shaft of the micro motor is connected to one end of the drive shaft. The medium guiding mechanism includes a side sealing plate and a double-sided connecting plate. The double-sided connecting plate is fixedly installed on the outside of the fin seat, and the side sealing plate is fixedly installed on one side of the double-sided connecting plate. The heat dissipation assembly is provided in multiple sets, and the fin seats of the multiple sets of heat dissipation assemblies are fastened to the bottom of the heat dissipation substrate by bolts in parallel. Sealing gaskets are provided on the contact surfaces of adjacent heat dissipation assemblies.

[0006] Furthermore, the surface of the PCB aluminum substrate integrates a central processing unit, a left-hand drive inverter power module, a right-hand drive inverter power module, a lifting inverter power module, and a steering servo inverter power module using surface mount technology. The left-hand drive inverter power module, the right-hand drive inverter power module, the lifting inverter power module, and the steering servo inverter power module are all directly connected in parallel to the laminated DC bus for power supply. The central processing unit communicates with the vehicle status sensor network through hard-wired logic. The vehicle status sensor network includes a high-precision vehicle attitude sensor network, an altitude position sensor network, and a steering angle sensor network. Based on the sensor data, the central processing unit constructs a global dynamic multi-motor cooperative control mechanism without bus communication intervention.

[0007] Furthermore, the bottom of the striking block is provided with a striking top spring, and the two ends of the striking top spring abut against the inside of the striking block and the inside of the fin seat respectively. The bottom of the outer shell of the controller body is provided with a cooling fan, and the fin part of the fin seat is provided with a cooling air duct.

[0008] Furthermore, a linkage cam is provided on the outside of the drive shaft, and a downward stop block is provided on one side of the linkage cam for the striking block.

[0009] Furthermore, the dual-sided connecting plate is composed of side plate a, side plate b and a connecting channel, and the side sealing plate, side plate a and side plate b are provided with the same flow guiding channel. One end of the flow guiding channel of side plate a and side plate b is connected through the connecting channel. The positions of the connecting channels of the dual-sided connecting plates of adjacent heat dissipation components are symmetrically arranged, and the side of the side sealing plate is provided with a connecting channel. The connecting channel of the side sealing plate is connected to one end of its internal flow guiding channel.

[0010] Furthermore, the heat dissipation guide column is arranged in an inverted "T" shape, and a spatial insulation gap channel with a preset width is formed between the heat dissipation guide column and the surface of the PCB aluminum substrate. All weak current communication and high frequency micro pressure sensor signal harnesses are laid in the insulation gap channel, and the electromagnetic interference coupling channel of the high current high frequency alternating magnetic field to the weak current signal is cut off by the low relative permeability characteristics of air.

[0011] Furthermore, the central processing unit incorporates a rollover prevention logic engine based on three-dimensional dynamic center-of-gravity coupling, and the engine is configured to execute the following steps: ①. Fusion calculation: Continuously collect lifting height and weighing load parameters, and calculate the transient three-dimensional dynamic center of gravity coordinates of the whole machine in milliseconds based on the rigid body model of the equipment; ②. Index Construction: Introducing the actual yaw rate and vehicle speed parameters fed back by the inertial measurement unit, the theoretical yaw rate is derived through the linear two-degree-of-freedom dynamic equation, and a transient rollover hazard index and dynamic safety threshold model are constructed. ③. Collaborative Defense: When the rollover risk index exceeds the warning threshold, a three-level collaborative protection command is triggered simultaneously: The first level triggers steering attenuation protection, reducing the upper limit of the steering servo motor current and suppressing sudden changes in steering angle; The second stage triggers electronic differential control, outputting differentiated positive and negative torques to the left and right travel motors to generate yaw recovery torque to counteract the overturning tendency. In the third stage, if the rollover risk index does not decrease, the lifting system is taken over, and the lifting motor is driven to reverse at full power to perform an emergency landing, lowering the center of gravity of the entire machine and eliminating the overturning moment.

[0012] Furthermore, the power modules of the left travel, right travel, lifting, and steering servo inverters all adopt a three-level neutral point clamping power topology architecture. The central processing unit has a built-in dual-phase lock-in loop signal analyzer array to perform orthogonal calculation and rotor position normalization restoration on the output signals of the asymmetrically mounted bilinear Hall sensors on the permanent magnet synchronous motor rotor, thereby realizing magnetic field orientation control in the entire speed domain.

[0013] Furthermore, the central processing unit, in conjunction with the stacked DC busbars, constructs a cross-axis three-dimensional energy recovery routing system, which is configured as follows: When the lifting motor is dragged in the opposite direction due to the descent of the load platform, or the travel motor is dragged in the opposite direction due to braking deceleration, the corresponding inverter switches to active rectification mode to convert mechanical energy into high-voltage DC power and inject it into the laminated DC busbar. The central processing unit dynamically allocates and recovers electrical energy based on the transient power consumption of the whole machine, giving priority to supplying the remaining motors that are in operation, and the surplus electrical energy is charged into the power battery pack in a constant current and constant voltage mode through the bidirectional DC-DC module.

[0014] This invention provides a four-in-one permanent magnet synchronous motor controller suitable for electric scissor lifts, which has the following advantages: 1. Extreme safety redundancy and zero-delay collaborative control: This invention adopts an integrated architecture that controls four inverters with a single chip, and with the help of stacked DC bus, completely eliminates the traditional CAN bus communication delay, reducing the control response delay from the traditional >100ms to <1ms; it has a built-in three-level anti-rollover collaborative control logic to achieve full-dimensional protection from early warning to active intervention, fundamentally solving the rollover safety hazard of high center of gravity scissor lifts.

[0015] 2. Breakthrough thermo-electromagnetic synergistic optimization: Through the innovative single structure of inverted T-shaped heat dissipation and flow guiding column combined with pure copper pad, it simultaneously solves three major industry challenges: high current low resistance conduction, efficient heat dissipation, and physical-level electromagnetic isolation. It eliminates the need for additional shielding cavity and complex water-cooling structure, significantly reducing the size of the controller while ensuring the sampling accuracy and system stability of FOC vector control.

[0016] 3. Ultra-high energy efficiency: Based on the global energy routing mechanism built by the stacked DC bus, the lifting gravitational potential energy and the walking braking kinetic energy are recovered and allocated across mechanisms without loss, which increases the single-shift endurance of the whole machine by more than 20% and completely solves the energy waste problem of the traditional architecture.

[0017] 4. High integration and high reliability: The four-in-one single-sided integrated architecture reduces external connectors by more than 80%, significantly reducing system failure points, improving vehicle assembly efficiency and long-term operational reliability, and adapting to the harsh working conditions of scissor lifts with high vibration and high dust. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings of the embodiments will be briefly described below.

[0019] The accompanying drawings described below are only related to some embodiments of the invention and are not intended to limit the invention.

[0020] In the attached diagram: Figure 1 A schematic diagram of the structure of the present invention is shown.

[0021] Figure 2 A schematic diagram of the structure on the back side of the present invention is shown. Figure 3 A schematic diagram of the disassembled structure of the present invention is shown.

[0022] Figure 4 A schematic diagram of the internal structure of the heat dissipation component of the present invention is shown.

[0023] Figure 5 The present invention is shown. Figure 4 Enlarged structural diagram of part A in the middle.

[0024] Figure 6 A schematic diagram of the disassembled media guiding mechanism of the present invention is shown.

[0025] Figure 7 A schematic diagram of the internal structure of two adjacent heat dissipation components of the present invention is shown.

[0026] Figure 8 A system block diagram of Embodiment 1 of the present invention is shown.

[0027] Figure 9 A system block diagram of Embodiment 2 of the present invention is shown.

[0028] Figure 10 A system block diagram of Embodiment 3 of the present invention is shown.

[0029] List of reference numerals 1. Controller body; 101. PCB aluminum substrate; 102. Heat dissipation guide column; 103. Pure copper pad; 104. Heat dissipation substrate; 105. Cooling fan; 2. Fin mechanism; 201. Fin seat; 2011. Heat dissipation duct; 202. Micro motor; 203. Drive shaft; 2031. Linkage cam; 204. Striking block; 2041. Striking top spring; 2042. Lowering stop block; 3. Media guiding mechanism; 301. Side sealing plate; 3011. Connecting channel; 302. Double-sided connecting plate; 3021. Side plate a; 3022. Side plate b; 3023. Connecting channel; 3211. Guiding channel. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, not all, of the embodiments of the present invention. Based on the described 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.

[0031] Please refer to Figures 1 to 10 Example 1: This invention proposes a four-in-one permanent magnet synchronous motor controller suitable for electric scissor lifts, comprising: a controller body 1, which includes a PCB aluminum substrate 101, a heat dissipation guide column 102, a pure copper pad 103, and a heat dissipation substrate 104.

[0032] The PCB aluminum substrate 101 adopts a single-sided high-density integrated design. Through surface mount technology (SMT), a 32-bit multi-core central processing unit, a left-walking inverter power module, a right-walking inverter power module, a lifting inverter power module, and a steering servo inverter power module are integrated on the same side of the substrate. The four inverters respectively control the left-walking permanent magnet synchronous motor, the right-walking permanent magnet synchronous motor, the lifting actuator permanent magnet synchronous motor, and the steering servo permanent magnet synchronous motor, forming a four-in-one control core. The bottom of the heat dissipation substrate 104 is equipped with a heat dissipation component, which consists of a fin mechanism 2 and a medium flow guiding mechanism 3, and is used for full-condition temperature control of the controller body 1.

[0033] The four inverter power modules are connected in parallel through a custom-designed stacked DC bus with low parasitic inductance. All modules share the same internal high-voltage DC bus, completely eliminating the CAN bus communication delay of the traditional distributed architecture. The status feedback and command issuance of all actuators are processed at nanosecond speeds between the chip registers of the central processing unit, laying the hardware foundation for multi-motor collaborative control.

[0034] At the U, V, and W three-phase current output nodes of the PCB aluminum substrate 101, pure copper pads 103 are pre-welded using SMT flow soldering process. The pure copper pads 103 adopt a closed-loop ring structure with an outer diameter of 11mm, an inner diameter of 7mm, and a thickness of 1.2mm. These dimensions have been optimized by finite element thermodynamic simulation to form an optimal heat spreader effect at the contact surface.

[0035] The heat dissipation guide column 102 is made of aluminum with an anodized surface and has an inverted "T" shape. Its bottom is a wide stress and heat conduction contact surface. During assembly, the heat dissipation guide column 102 is inverted on the pure copper pad 103. The high-strength alloy fastening screw with polytetrafluoroethylene insulating sleeve passes through the central through hole of the heat dissipation guide column 102, the pure copper pad 103, and the PCB aluminum substrate 101 from top to bottom, and is engaged on the heat dissipation substrate 104 at the bottom with a fastening torque of 10 N·m.

[0036] This structure uses pure copper pads 103 and high torque fastening to cause micro-elastic deformation of the contact surface, filling the surface micropores and reducing the interface contact thermal resistance to the micro-ohm level. This eliminates the local hot spot effect when a large current passes through, significantly improving the high current carrying capacity of the PCB aluminum substrate 101. At the same time, a 5mm wide spatial insulation gap channel is formed between the vertical column of the inverted T-shaped heat dissipation and flow guiding column 102 and the surface of the PCB aluminum substrate 101. All weak current communication and high frequency micro-voltage sensor signal harnesses, such as the rotary transformer signal line and the CANFD high-speed bus, are laid in this insulation gap channel. By utilizing the low relative permeability of air, the intensity of the alternating magnetic field of the large current is attenuated quadratically, physically cutting off the common-mode interference and radiation coupling channel between strong current and weak current, ensuring the absolute purity of the control signal.

[0037] Example 2: Based on Example 1, the power modules of the left travel, right travel, lifting, and steering servo inverters all adopt a three-level neutral point clamping power topology. The central processing unit has a built-in dual-phase lock-in loop signal analyzer array to perform orthogonal calculation and rotor position normalization restoration on the output signals of the asymmetrically mounted bilinear Hall sensors on the permanent magnet synchronous motor rotor, realizing full-speed domain magnetic field orientation control. The central processing unit has a built-in anti-rollover defense logic engine based on three-dimensional dynamic center of gravity coupling. The engine is configured to execute the following steps: ①. Fusion calculation: The central processing unit combines the rigid body mass distribution matrix of the equipment calibrated at the factory, inputs the load weight and center of gravity height parameters of the working platform, and obtains the current lifting height of the platform through the high-precision wire sensor of the height position sensor network during operation. It calculates the transient three-dimensional dynamic center of gravity coordinates of the whole machine, including the chassis, boom, platform and cargo, in milliseconds.

[0038] ②. Index Construction: The central processing unit collects the steering wheel angle signal and left and right wheel speed signals from the steering angle sensor network in real time, as well as the yaw rate and center of gravity sideslip angle fed back by the inertial measurement unit (IMU) in the vehicle attitude sensor network. Substitute these into the linear two-degree-of-freedom vehicle model to calculate the ideal yaw rate required to maintain the current driving trajectory. Combined with the prepared center of gravity height, real-time yaw rate and vehicle speed, a transient rollover hazard index and dynamic safety threshold model are constructed.

[0039] ③. Collaborative Defense: When the rollover risk index exceeds the warning threshold, the central processing unit synchronously triggers a three-level collaborative protection command with a response speed of <1ms. The first level triggers steering attenuation protection, reducing the upper limit of the steering servo motor current and using the electromagnetic damping characteristics of the motor to forcibly slow down the rate of change of steering angle, preventing the operator from excessively turning the steering wheel and exacerbating the risk of rollover. The second stage triggers electronic differential control, instantly calculates and compensates for yaw moment, and outputs differentiated positive and negative torques to the left and right travel motors. For example, when there is a tendency to overturn to the right when turning left at high speed, the left travel motor outputs -80 N·m of reverse braking torque, while the right travel motor maintains +30 N·m of positive torque. By generating a yaw recovery torque to the left through the speed difference between the left and right wheels, the centrifugal force is counteracted, and the vehicle is pulled back to a stable trajectory. In the third level, if the rollover risk index does not decrease, the highest priority interrupt is triggered, directly taking over the control of the lifting inverter, injecting full-load reverse current into the lifting inverter, driving the lifting permanent magnet synchronous motor to reverse at full power, and driving the electric linear drive to retract at the maximum safe acceleration to achieve an emergency landing of the platform. By lowering and shifting the center of gravity of the entire machine, the overturning moment is fundamentally eliminated, achieving ultimate safety protection.

[0040] Meanwhile, all four inverter power modules adopt a three-level neutral point clamp (NPC) power topology architecture. The central processing unit has a built-in dual-phase lock-in loop (TP-PLL) signal analyzer array to perform orthogonal calculation and rotor position normalization restoration on the output signal of the asymmetrically mounted bilinear Hall sensor on the permanent magnet synchronous motor rotor. It accurately calculates the absolute mechanical position and running speed of the rotor. With the help of space vector pulse width modulation (SVPWM) technology, it realizes precise field-oriented control (FOC) in the entire speed domain, injects perfect sinusoidal current into the motor stator winding, realizes smooth start-up without pulsation in the low-speed domain, and controls the total voltage and current harmonic distortion (THD) of the system to within 15%, which greatly reduces the loss of motor core and electromagnetic noise.

[0041] Example 3: Based on Examples 1 and 2, a cross-axis three-dimensional energy recovery routing system is constructed using a central processing unit in conjunction with a stacked DC bus. The system is configured as follows: When the lifting motor is dragged in the opposite direction due to the descent of the load platform, or the travel motor is dragged in the opposite direction due to braking deceleration, the corresponding inverter switches to active rectification mode to convert mechanical energy into high-voltage DC power and inject it into the laminated DC busbar. The central processing unit dynamically allocates and recovers electrical energy based on the transient power consumption of the whole machine, giving priority to supplying the remaining motors that are in operation, and the surplus electrical energy is charged into the power battery pack in constant current and constant voltage mode through the bidirectional DC-DC module. The specific execution logic is as follows: When the scissor lift platform descends fully loaded, its own gravity pulls the ball screw of the lifting cylinder to rotate, which in turn drives the lifting permanent magnet synchronous motor to reverse at high speed in the fourth quadrant power generation mode. At this time, the lifting inverter immediately switches to active rectification mode, efficiently rectifying the three-phase AC power generated by the motor into high-voltage DC power, which is directly injected into the laminated DC bus. The energy routing algorithm of the central processing unit prioritizes the detection of the real-time power demand of the whole machine. If the operator is driving the vehicle at this time, the recovered electrical energy is directly routed seamlessly from the laminated DC bus to the left and right travel inverters, directly driving the travel motor to work, achieving internal energy self-sufficiency. When the recovered electrical energy exceeds the real-time power consumption of the whole machine, the excess electrical energy is charged into the chassis lithium iron phosphate power battery pack in constant current and constant voltage mode through the internally integrated bidirectional DC-DC chopper circuit.

[0042] When the accelerator pedal is released or the active brake is applied during vehicle operation, the central processing unit adjusts the stator magnetic field lead angle of the travel motors, causing the stator magnetic field to lag behind the rotor magnetic field. This switches the left and right travel motors into regenerative braking mode, converting the vehicle's kinetic energy into electrical energy. This electrical energy is then preferentially supplied to other operating motors via the same route, with any surplus being recycled back to the battery pack. This system completely solves the problem of potential and kinetic energy being dissipated as waste heat in traditional architectures, increasing the overall operating range per shift by more than 20%.

[0043] In Example 4, based on Examples 1 to 3, the heat dissipation assembly consists of a fin mechanism 2 and a medium guiding mechanism 3. The fin mechanism 2 includes a fin seat 201, a micro motor 202, a drive shaft 203, and a striking block 204. The fin seat 201 is fixedly installed at the bottom of the heat dissipation substrate 104, and the micro motor 202 is fixedly installed on the side of the fin seat 201. The drive shaft 203 is rotatably connected to the inside of the fin seat 201, and the striking block 204 is inserted into the inside of the fin seat 201. The rotating shaft of the micro motor 202 is connected to one end of the drive shaft 203. The medium guiding mechanism 3 includes a side sealing plate 301 and a double-sided connecting plate 302. The double-sided connecting plate 302 is fixedly installed on the outside of the fin seat 201, and the side sealing plate 301 is fixedly installed on one side of the double-sided connecting plate 302. The heat dissipation components are provided in multiple sets. The fin seats 201 of the multiple heat dissipation components are fastened to the bottom of the heat dissipation base plate 104 by bolts in a row. Sealing gaskets are provided on the contact surfaces of adjacent heat dissipation components.

[0044] The striking block 204 has a striking top spring 2041 at its bottom, with both ends of the striking top spring 2041 abutting against the inside of the striking block 204 and the inside of the fin seat 201, respectively. The bottom of the controller body 1 has a cooling fan 105, and the fins of the fin seat 201 have a cooling air duct 2011. The drive shaft 203 has a linkage cam 2031 on its exterior, and the striking block 204 has a downward stop block 2042 on one side of the linkage cam 2031. In use, when the micro motor 202 rotates, it drives the drive shaft 203 to rotate, and the rotation of the drive shaft 203 drives the linkage cam... When wheel 2031 rotates, the linkage cam 2031 can drive the striking block 204 to move down and compress the striking top spring 2041 through the downward moving block 2042. When the linkage cam 2031 is no longer in contact with the downward moving block 2042, the striking block 204 will be released under the action of the striking top spring 2041 and strike the fin seat 201. The striking block 204 will repeat the above action to regularly strike the fin seat 201. Through its striking vibration on the fin seat 201, the dust on the outside of the fin seat 201 will be shaken off. In conjunction with the cooling fan 105, the dust removal effect can be achieved, ensuring the heat dissipation efficiency of the heat dissipation component.

[0045] The dual-sided connecting plate 302 consists of side plate a3021, side plate b3022, and connecting channel 3023. The side sealing plate 301, side plate a3021, and side plate b3022 all have internally arranged guide channels 3211 with the same path. One end of the guide channels 3211 in side plate a3021 and side plate b3022 is connected through the connecting channel 3023. The connecting channels 3023 of the dual-sided connecting plates 302 of adjacent heat dissipation components are symmetrically arranged. The side of the side sealing plate 301 has a connecting channel 3011, which is connected to one end of its internal guide channel 3211, and is distributed via water cooling pipes. The liquid refrigerant can flow inside the guide channel 3211 by connecting the side sealing plates 301 on both sides. The guide channels 3211 of the double-sided connecting plates 302 of the two adjacent heat dissipation components are sealed and spliced ​​to form a series refrigerant flow path. The connecting channels 3011 of the side sealing plates 301 of the two outermost heat dissipation components serve as the refrigerant inlet and outlet, respectively, connecting to the external water cooling circulation pipeline. The liquid refrigerant can flow through all heat dissipation components along the series guide channels 3211, and complete heat exchange with the fin seat 201 throughout the process. During the flow, it can carry away the heat on the fin seat 201, and can ensure the normal use of the controller body 1 in high temperature environment.

Claims

1. A four-in-one permanent magnet synchronous motor controller suitable for electric scissor lifts, characterized in that, include: The controller body (1) and the heat dissipation assembly include a PCB aluminum substrate (101), a heat dissipation guide column (102), a pure copper pad (103) and a heat dissipation substrate (104). The pure copper pad (103) is soldered to the three-phase current output node of the PCB aluminum substrate (101) by surface mount technology. The fastening screw passes through the central through hole of the heat dissipation guide column (102) and the pure copper pad (103) to rivet and fasten the two to the heat dissipation substrate (104). The heat dissipation assembly consists of a fin mechanism (2) and a medium flow guiding mechanism (3). The fin mechanism (2) includes a fin seat (201), a micro motor (202), a drive shaft (203), and a striking block (204). The fin seat (201) is fixedly installed at the bottom of the heat dissipation substrate (104), and the micro motor (202) is fixedly installed on the side of the fin seat (201). The drive shaft (203) is rotatably connected to the inside of the fin seat (201), and the striking block (204) is inserted into the inside of the fin seat (201). The rotating shaft of the micro motor (202) is connected to one end of the drive shaft (203). The medium guiding mechanism (3) includes a side sealing plate (301) and a double-sided connecting plate (302). The double-sided connecting plate (302) is fixedly installed on the outside of the fin seat (201), and the side sealing plate (301) is fixedly installed on one side of the double-sided connecting plate (302). The heat dissipation assembly is provided in multiple sets, and the fin seats (201) of the multiple sets of heat dissipation assemblies are fastened to the bottom of the heat dissipation base plate (104) by bolts in parallel. Sealing gaskets are provided on the contact surfaces of adjacent heat dissipation assemblies. The surface of the PCB aluminum substrate (101) is integrated with a central processing unit, a left-hand drive inverter power module, a right-hand drive inverter power module, a lifting inverter power module, and a steering servo inverter power module through surface mount technology. The left-hand drive inverter power module, the right-hand drive inverter power module, the lifting inverter power module, and the steering servo inverter power module are all directly connected in parallel to the stacked DC bus to achieve power supply. The central processing unit is connected to the vehicle status sensing network through hard-wired logic. The vehicle status sensing network includes a high-precision vehicle attitude sensing network, an altitude position sensing network, and a steering angle sensing network. The central processing unit constructs a global dynamic multi-motor cooperative control mechanism without bus communication intervention based on the sensing data.

2. The four-in-one permanent magnet synchronous motor controller for electric scissor lifts according to claim 1, characterized in that, The bottom of the striking block (204) is provided with a striking top spring (2041), and the two ends of the striking top spring (2041) abut against the inside of the striking block (204) and the inside of the fin seat (201) respectively. The bottom of the outer shell of the controller body (1) is provided with a cooling fan (105), and the fin part of the fin seat (201) is provided with a cooling air duct (2011).

3. A four-in-one permanent magnet synchronous motor controller for electric scissor lifts according to claim 2, characterized in that, The drive shaft (203) is provided with a linkage cam (2031) on the outside, and the striking block (204) is provided with a downward stop block (2042) on one side of the linkage cam (2031).

4. A four-in-one permanent magnet synchronous motor controller for electric scissor lifts according to claim 3, characterized in that, The double-sided connecting plate (302) is composed of side plate a (3021), side plate b (3022) and connecting channel (3023). The side sealing plate (301), side plate a (3021) and side plate b (3022) are provided with the same flow channel (3211). One end of the flow channel (3211) of side plate a (3021) and side plate b (3022) is connected through the connecting channel (3023). The positions of the connecting channels (3023) of the double-sided connecting plates (302) of adjacent heat dissipation components are symmetrically arranged. The side of the side sealing plate (301) is provided with a connecting channel (3011). One end of the connecting channel (3011) of the side sealing plate (301) is connected to one end of the internal flow channel (3211).

5. A four-in-one permanent magnet synchronous motor controller for electric scissor lifts according to claim 4, characterized in that, The heat dissipation guide column (102) is configured in an inverted "T" shape.

6. A four-in-one permanent magnet synchronous motor controller for electric scissor lifts according to claim 5, characterized in that, The central processing unit has a built-in anti-rollover defense logic engine based on three-dimensional dynamic center-of-gravity coupling. The engine is configured to perform the following steps: ①. Fusion calculation: Continuously collect lifting height and weighing load parameters, and calculate the transient three-dimensional dynamic center of gravity coordinates of the whole machine in milliseconds based on the rigid body model of the equipment; ②. Index Construction: Introducing the actual yaw rate and vehicle speed parameters fed back by the inertial measurement unit, the theoretical yaw rate is derived through the linear two-degree-of-freedom dynamic equation, and a transient rollover hazard index and dynamic safety threshold model are constructed. ③. Collaborative Defense: When the rollover risk index exceeds the warning threshold, a three-level collaborative protection command is triggered simultaneously: The first level triggers steering attenuation protection, reducing the upper limit of the steering servo motor current and suppressing sudden changes in steering angle; The second stage triggers electronic differential control, outputting differentiated positive and negative torques to the left and right travel motors to generate yaw recovery torque to counteract the overturning tendency. In the third stage, if the rollover risk index does not decrease, the lifting system is taken over, and the lifting motor is driven to reverse at full power to perform an emergency landing, lowering the center of gravity of the entire machine and eliminating the overturning moment.

7. A four-in-one permanent magnet synchronous motor controller for electric scissor lifts according to claim 6, characterized in that, The left-walking inverter power module, right-walking inverter power module, lifting inverter power module, and steering servo inverter power module all adopt a three-level neutral point clamping power topology architecture. The central processing unit has a built-in dual-phase lock-in loop signal analyzer array to perform orthogonal calculation and rotor position normalization restoration on the output signal of the asymmetrically mounted bilinear Hall sensor on the permanent magnet synchronous motor rotor, thereby realizing full-speed domain magnetic field orientation control.

8. A four-in-one permanent magnet synchronous motor controller for electric scissor lifts according to claim 7, characterized in that, The central processing unit, in conjunction with the stacked DC busbars, constructs a cross-axis three-dimensional energy recovery routing system, which is configured as follows: When the lifting motor is dragged in the opposite direction due to the descent of the load platform, or the travel motor is dragged in the opposite direction due to braking deceleration, the corresponding inverter switches to active rectification mode to convert mechanical energy into high-voltage DC power and inject it into the laminated DC busbar. The central processing unit dynamically allocates and recovers electrical energy based on the transient power consumption of the whole machine, giving priority to supplying the remaining motors that are in operation, and the surplus electrical energy is charged into the power battery pack in a constant current and constant voltage mode through the bidirectional DC-DC module.

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