Crawler-type special vehicle power drive system and method based on medium-voltage direct-current bus

Abstract

This invention relates to the field of electric drive technology, specifically disclosing an electric drive system and method for tracked special vehicles based on a medium-voltage DC bus. The system includes a feature construction module, a mode matching module, a power calculation module, a power control module, and an information interaction module. It performs trend analysis on the real-time operating status parameter set of the tracked special vehicle to obtain a working condition trend vector, integrates the current parameter values ​​with the trend vector, and constructs a multi-dimensional working condition feature matrix. This matrix is ​​then matched with preset drive mode trigger conditions to determine the target drive mode. The real-time available power is calculated and compared with the rated power requirement of the target drive mode. Based on the comparison result, drive motor control commands are generated to achieve power output under the target drive mode. Simultaneously, the current working condition, target drive mode, and real-time bus status information are sent to a human-machine interface for visual display. This invention can improve the electric drive efficiency of tracked special vehicles.

Description

Technical Field

[0001] This invention relates to the field of electric drive technology, and in particular to an electric drive system and method for tracked special vehicles based on a medium-voltage DC bus. Background Technology

[0002] In the field of electric drive technology for tracked special vehicles, existing drive systems based on medium-voltage DC buses mostly adopt fixed power distribution and drive mode switching strategies. They cannot perform accurate trend analysis and feature fusion of real-time vehicle operating status parameters. They only determine the working condition and match the drive mode based on the current value of a single parameter, resulting in insufficient adaptability between the drive mode and the actual working condition. It is difficult to make timely and reasonable power adjustments according to the dynamic changes in the vehicle's driving status, and the adaptability and flexibility of electric drive are poor.

[0003] Meanwhile, the existing system lacks a precise dynamic adjustment mechanism for calculating the real-time available power of the medium-voltage DC bus. It does not combine key factors such as the power flow direction and voltage deviation for power correction. The power supply and demand comparison is only a simple numerical judgment. It cannot classify the power margin level and formulate targeted adjustment strategies. This can easily lead to a mismatch between power output and bus power supply capacity, resulting in a waste of power resources, significantly reducing the overall electric drive efficiency of tracked special vehicles, and making it difficult to meet the power requirements of special vehicles in complex driving scenarios. Summary of the Invention

[0004] In view of the above problems, the purpose of this invention is to provide an electric drive system for tracked special vehicles based on a medium-voltage DC bus, so as to solve the problems of existing medium-voltage DC bus electric drive systems for tracked special vehicles, which cannot perform trend analysis on real-time operating status parameters of the vehicle and integrate current parameter values ​​to construct multi-dimensional operating condition characteristics, have poor adaptability between drive mode and actual operating conditions, lack precise dynamic adjustment for calculating the real-time available power of the medium-voltage DC bus, have simple power supply and demand comparison analysis without targeted power adjustment strategies, and are prone to mismatch between power output and bus power supply capacity, ultimately resulting in low electric drive efficiency and inability to adapt to the complex driving conditions of special vehicles.

[0005] The electric drive system for tracked special vehicles based on a medium-voltage DC bus provided by this invention is characterized in that the system includes a feature construction module, a pattern matching module, a power calculation module, a power control module, and an information interaction module, wherein:

[0006] The feature construction module is used to perform trend analysis on the real-time operating status parameter set of the tracked special vehicle to obtain the working condition trend vector of the tracked special vehicle, and to fuse the current value of the real-time operating status parameter set with the working condition trend vector to construct the multi-dimensional working condition feature matrix of the tracked special vehicle.

[0007] The pattern matching module is used to associate and match the multi-dimensional working condition feature matrix with the triggering conditions of the preset driving mode to obtain the target driving mode of the tracked special vehicle.

[0008] The power calculation module is used to calculate the real-time available power of the medium-voltage DC bus based on the bus voltage signal and bus current signal of the medium-voltage DC bus, and compare and analyze the real-time available power with the rated demand power corresponding to the target drive mode.

[0009] The power control module is used to generate drive motor control commands for the tracked special vehicle according to the comparison results and the power distribution mapping table corresponding to the target drive mode, so as to execute the power output in the target drive mode.

[0010] The information interaction module is used to send the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information of the medium-voltage DC bus to the human-machine interface of the tracked special vehicle for display.

[0011] Preferably, when the feature construction module performs trend analysis on the real-time operating status parameter set of the tracked special vehicle to obtain the working condition trend vector of the tracked special vehicle, it is specifically used for:

[0012] The real-time operating status parameter set of the tracked special vehicle is obtained, which includes vehicle speed signal, throttle opening signal, steering angle signal and terrain slope signal;

[0013] The real-time operating status parameter set is time-aligned to obtain the time-series parameter matrix of the tracked special vehicle;

[0014] The direction of change of each column of the parameter sequence in the time series parameter matrix is ​​identified to obtain the trend identifier of the change of each column of the parameter sequence in the time series parameter matrix;

[0015] Based on the trend identifier, trend features are extracted from the time series parameter matrix to obtain the working condition trend vector of the tracked special vehicle.

[0016] Preferably, when the feature construction module performs the fusion of the current values ​​of the real-time operating status parameter set and the working condition trend vector to construct the multi-dimensional working condition feature matrix of the tracked special vehicle, it is specifically used for:

[0017] The current values ​​of the real-time operating status parameter set are identified by parameter type to obtain the category identifier of the real-time operating status parameter set;

[0018] Based on the category identifier, parameters belonging to the same category in the real-time running status parameter set are clustered and grouped to obtain the category parameter group of the real-time running status parameter set;

[0019] The working condition trend vector is decomposed into dimensionality to obtain the trend component set corresponding to the category parameter group;

[0020] The category parameter set and the trend component set are combined according to a preset dimensional arrangement rule to obtain the multi-dimensional working condition feature matrix of the tracked special vehicle.

[0021] Preferably, when the pattern matching module performs the association matching between the multi-dimensional working condition feature matrix and the triggering conditions of the preset driving mode to obtain the target driving mode of the tracked special vehicle, it is specifically used for:

[0022] Feature elements are extracted from the multidimensional working condition feature matrix to obtain the state feature element set of the multidimensional working condition feature matrix;

[0023] Retrieve a preset drive mode trigger condition library, which contains a description of the trigger conditions corresponding to each drive mode;

[0024] The set of state feature elements is compared with the trigger condition descriptions in the driving mode trigger condition library one by one to obtain the matching degree identifier of each driving mode in the driving mode trigger condition library.

[0025] Based on the matching degree identifier, the driving mode with the highest matching degree identifier is selected from the driving mode trigger condition library as the target driving mode of the tracked special vehicle.

[0026] Preferably, when the power calculation module calculates the real-time available power of the medium-voltage DC bus based on the bus voltage signal and bus current signal of the medium-voltage DC bus, it is specifically used for:

[0027] The bus voltage signal of the medium-voltage DC bus is filtered to obtain the steady-state voltage value of the medium-voltage DC bus, and the direction of the bus current signal of the medium-voltage DC bus is determined to obtain the power flow direction indicator of the medium-voltage DC bus.

[0028] Based on the current power flow direction identifier, the dynamic adjustment coefficient corresponding to the current power flow direction is retrieved from the preset power coefficient mapping table;

[0029] The real-time available power of the medium-voltage DC bus is calculated based on the steady-state voltage value, the bus current signal, and the dynamic adjustment coefficient.

[0030] Preferably, when the power calculation module calculates the real-time available power of the medium-voltage DC bus, the calculation formula for the real-time available power is as follows:

[0031]

[0032] In the formula, This indicates the real-time available power. This represents the dynamic adjustment coefficient. This represents the steady-state voltage value. This indicates the bus current signal. This indicates the rated voltage value of the medium-voltage DC bus. This indicates the preset voltage deviation compensation factor.

[0033] Preferably, when the power calculation module performs the comparison and analysis of the real-time available power with the rated demand power corresponding to the target driving mode, it is specifically used for:

[0034] According to the target driving mode, the rated demand power corresponding to the target driving mode is retrieved from the preset power demand configuration library to obtain the power demand baseline value of the target driving mode;

[0035] The relationship between the real-time available power and the power demand baseline value is determined to obtain a power supply and demand relationship identifier.

[0036] Based on the power supply and demand relationship identifier, the difference range between the real-time available power and the power demand benchmark value is divided to obtain the power margin level of the tracked special vehicle.

[0037] Based on the power margin level, a power adjustment strategy identifier corresponding to the power margin level is generated, which serves as the basis for subsequently generating the drive motor control command.

[0038] Preferably, when the power control module executes the power output of the tracked special vehicle in accordance with the power distribution mapping table corresponding to the target drive mode based on the comparison results, it is specifically used for:

[0039] According to the target driving mode, the power allocation rule corresponding to the target driving mode is retrieved from the preset power allocation mapping table. The power allocation rule includes a description of the power allocation ratio of the drive motor.

[0040] Based on the comparison results, the availability of the power allocation rule is verified to obtain the valid status identifier of the power allocation rule;

[0041] When the valid status indicator is available, the output power of the drive motor in the tracked special vehicle is allocated and configured according to the power allocation ratio description to obtain the target output power value of the drive motor;

[0042] The target output power value is converted into a corresponding drive motor control command, and the drive motor control command is sent to the controller of the drive motor to execute the power output in the target drive mode.

[0043] Preferably, when the information interaction module sends the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information of the medium-voltage DC bus to the human-machine interface of the tracked special vehicle for display, it is specifically used for:

[0044] The data format of the multidimensional working condition feature matrix, the target driving mode, and the real-time status information is identified to obtain the data type identifiers of the multidimensional working condition feature matrix, the target driving mode, and the real-time status information.

[0045] Based on the data type identifier, the corresponding interface display template is retrieved from the preset display template library to obtain the display layout parameters of the tracked special vehicle;

[0046] According to the display layout parameters, the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information are structured and encapsulated to obtain the data packet to be displayed for the tracked special vehicle.

[0047] The data packet to be displayed is transmitted to the human-machine interface of the tracked special vehicle through a preset communication interface, so as to trigger the human-machine interface to perform a visual presentation according to the display layout parameters.

[0048] This invention also provides an electric drive method for tracked special vehicles based on a medium-voltage DC bus, the method comprising:

[0049] Step 1: Perform trend analysis on the real-time operating status parameter set of the tracked special vehicle to obtain the working condition trend vector of the tracked special vehicle, and fuse the current value of the real-time operating status parameter set with the working condition trend vector to construct the multi-dimensional working condition feature matrix of the tracked special vehicle.

[0050] Step 2: Associate and match the multi-dimensional working condition feature matrix with the triggering conditions of the preset driving mode to obtain the target driving mode of the tracked special vehicle.

[0051] Step 3: Calculate the real-time available power of the medium-voltage DC bus based on the bus voltage signal and bus current signal of the medium-voltage DC bus, and compare and analyze the real-time available power with the rated demand power corresponding to the target drive mode;

[0052] Step 4: Based on the comparison results, generate the drive motor control command of the tracked special vehicle according to the power distribution mapping table corresponding to the target drive mode, so as to execute the power output in the target drive mode;

[0053] Step 5: Send the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information of the medium-voltage DC bus to the human-machine interface of the tracked special vehicle for display.

[0054] As can be seen from the above technical solution, the electric drive system for tracked special vehicles based on medium-voltage DC bus provided by this invention forms a complete electric drive control system through five major modules, including feature construction and mode matching. It performs trend analysis on the real-time operating status parameter set of the tracked special vehicle and integrates the current values ​​of the parameters to construct a multi-dimensional working condition feature matrix. It can accurately match the target drive mode adapted to the actual working conditions. At the same time, it accurately calculates the real-time available power by combining factors such as voltage, current and power flow direction of the medium-voltage DC bus. By classifying the power margin level, it formulates targeted adjustment strategies and generates precise drive motor control commands according to the power distribution rules of the target drive mode. It can also visualize the working conditions, drive mode and bus status information, effectively improving the adaptability of drive mode and working conditions, the accuracy of power calculation and power output, realizing intelligent control of medium-voltage DC bus electric drive, greatly improving the electric drive efficiency of tracked special vehicles, and allowing drivers to monitor the equipment operating status in real time, further ensuring the stability and reliability of power output of special vehicles in complex driving scenarios. Attached Figure Description

[0055] Other objects and results of the invention will become more apparent and readily understood by referring to the following description taken in conjunction with the accompanying drawings, and with a more complete understanding of the invention. In the drawings:

[0056] Figure 1 This is a system architecture diagram of a tracked special vehicle electric drive system based on a medium-voltage DC bus according to an embodiment of the present invention;

[0057] Figure 2 This is a flowchart illustrating an embodiment of the electric drive method for tracked special vehicles based on a medium-voltage DC bus provided by the present invention. Detailed Implementation

[0058] The existing medium-voltage DC bus electric drive system for tracked special vehicles cannot perform trend analysis on the real-time operating status parameters of the vehicle and integrate the current values ​​of the parameters to construct multi-dimensional operating condition characteristics. The drive mode has poor adaptability to actual operating conditions, and there is a lack of precise dynamic adjustment in the calculation of the real-time available power of the medium-voltage DC bus. The power supply and demand comparison analysis is simple and lacks a targeted power adjustment strategy, which easily leads to a mismatch between power output and bus power supply capacity. Ultimately, this results in low electric drive efficiency and inability to adapt to the complex driving conditions of special vehicles.

[0059] To address the aforementioned problems, this invention provides an electric drive system for tracked special vehicles based on a medium-voltage DC bus. Specific embodiments of this invention will be described in detail below with reference to the accompanying drawings.

[0060] To illustrate the electric drive system for tracked special vehicles based on a medium-voltage DC bus provided by this invention Figure 1 An exemplary illustration is provided for the electric drive system of a tracked special vehicle based on a medium-voltage DC bus according to an embodiment of the present invention.

[0061] The following description of exemplary embodiments is merely illustrative and is in no way intended to limit the invention or its application or use. Techniques and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques and equipment should be considered part of the specification.

[0062] like Figure 1 The figure shown is a system architecture diagram of a tracked special vehicle electric drive system based on a medium-voltage DC bus provided in an embodiment of the present invention.

[0063] The electric drive system 100 for tracked special vehicles based on a medium-voltage DC bus described in this invention may include a feature construction module 101, a pattern matching module 102, a power calculation module 103, a power control module 104, and an information interaction module 105, wherein:

[0064] The feature construction module 101 is used to perform trend analysis on the real-time operating status parameter set of the tracked special vehicle, obtain the working condition trend vector of the tracked special vehicle, and fuse the current value of the real-time operating status parameter set with the working condition trend vector to construct a multi-dimensional working condition feature matrix of the tracked special vehicle.

[0065] In this embodiment of the invention, when the feature construction module performs trend analysis on the real-time operating status parameter set of the tracked special vehicle to obtain the working condition trend vector of the tracked special vehicle, it is specifically used for:

[0066] The real-time operating status parameter set of the tracked special vehicle is obtained, which includes vehicle speed signal, throttle opening signal, steering angle signal and terrain slope signal;

[0067] The real-time operating status parameter set is time-aligned to obtain the time-series parameter matrix of the tracked special vehicle;

[0068] The direction of change of each column of the parameter sequence in the time series parameter matrix is ​​identified to obtain the trend identifier of the change of each column of the parameter sequence in the time series parameter matrix;

[0069] Based on the trend identifier, trend features are extracted from the time series parameter matrix to obtain the working condition trend vector of the tracked special vehicle.

[0070] When the feature construction module performs the fusion of the current values ​​of the real-time operating status parameter set and the operating condition trend vector to construct the multi-dimensional operating condition feature matrix of the tracked special vehicle, it is specifically used for:

[0071] The current values ​​of the real-time operating status parameter set are identified by parameter type to obtain the category identifier of the real-time operating status parameter set;

[0072] Based on the category identifier, parameters belonging to the same category in the real-time running status parameter set are clustered and grouped to obtain the category parameter group of the real-time running status parameter set;

[0073] The working condition trend vector is decomposed into dimensionality to obtain the trend component set corresponding to the category parameter group;

[0074] The category parameter set and the trend component set are combined according to a preset dimensional arrangement rule to obtain the multi-dimensional working condition feature matrix of the tracked special vehicle.

[0075] A real-time operating status parameter set for a tracked special vehicle is obtained. This set includes vehicle speed signal, throttle opening signal, steering angle signal, and terrain slope signal. Specifically, a vehicle speed sensor is installed on the chassis of the tracked special vehicle to collect the vehicle speed signal. This sensor obtains the real-time vehicle speed by measuring the rotation speed of the drive wheels or the speed of the track movement. An angle sensor is installed at the throttle pedal pivot to collect the throttle opening signal. This sensor detects the degree of pressure applied to the throttle pedal by the driver in real time to reflect the power demand. An angle encoder is installed at the steering control mechanism to collect the steering angle signal. This encoder measures the rotation angle of the steering wheel or control lever to determine the vehicle's steering intention. An inclination sensor is installed at the longitudinal centerline of the vehicle body, or an inertial measurement unit is used to collect the terrain slope signal. This sensor detects the pitch angle of the vehicle body relative to the horizontal plane to reflect the current terrain slope. All four sensors continuously collect data at a fixed sampling frequency and transmit the collected analog or digital signals to the vehicle's main controller. The main controller packages and combines the four signals according to a unified time reference to form a real-time operating status parameter set.

[0076] The real-time operating status parameter set is time-aligned to obtain the time-series parameter matrix of the tracked special vehicle. Specifically, a fixed-length time window is set, which covers all sampling points within the most recent continuous time period. The vehicle speed signal, throttle opening signal, steering angle signal, and terrain slope signal in the real-time operating status parameter set are aligned according to the sampling timestamp, ensuring that the sampled values ​​of the four signals at the same moment are grouped into the same row. The time window contains multiple sampling moments, each sampling moment corresponds to a row of data, and each column corresponds to a signal type, thus constructing a two-dimensional data structure, where rows represent the time dimension and columns represent the parameter dimension. This two-dimensional data structure is the time-series parameter matrix, and each element in the matrix is ​​the sampled value of the corresponding signal at the corresponding moment. If a signal has a missing sample at a certain moment, the sampled values ​​of the adjacent moments before and after the signal are used for linear interpolation to fill the gap, ensuring the integrity of the matrix.

[0077] The direction of change of each column of parameter sequences in the time-series parameter matrix is ​​identified to obtain the trend identifier of the change of each column of parameter sequences in the time-series parameter matrix. Specifically, each column of parameter sequences in the time-series parameter matrix, namely the vehicle speed signal sequence, throttle opening signal sequence, steering angle signal sequence, and terrain slope signal sequence, is processed independently. For each column of parameter sequences, the difference between two adjacent sampling times is calculated. If the difference between the sampled value of the later time and the sampled value of the previous time is positive, the direction of change between the adjacent time is determined to be upward; if the result is negative, then... If the result is zero, it is determined to be a decrease; if the result is zero, it is determined to be flat. The direction of change of all adjacent time points in the entire parameter sequence is counted. If the number of time periods with an increase is greater than the number of time periods with a decrease, the overall trend of the parameter sequence is set to an upward trend. If the number of time periods with a decrease is greater than the number of time periods with an increase, it is set to a downward trend. If the two numbers are equal or all differences are zero, it is set to a stable trend. Finally, a trend indicator is generated for each parameter sequence, namely the vehicle speed trend indicator, throttle opening trend indicator, steering angle trend indicator, and terrain slope trend indicator.

[0078] Based on the trend identifier, trend features are extracted from the time-series parameter matrix to obtain the working condition trend vector of the tracked special vehicle. Specifically, for each column of parameter sequence in the time-series parameter matrix, corresponding trend features are extracted in combination with its trend identifier. If the trend identifier of a certain column of parameter sequence is an upward trend, the starting value, ending value, maximum value, and average rate of change during the upward process of the sequence within the current time window are extracted as the trend features of that column. If the trend identifier is a downward trend, the starting value, ending value, minimum value, and average rate of change during the downward process are extracted as the trend features. If the trend identifier is a stationary trend, the average value, variance, and fluctuation range of the sequence within the current time window are extracted as the trend features. The trend features extracted from the four columns of parameter sequences are arranged and combined in a fixed order to form a one-dimensional vector. This vector contains the trend feature information of all signals, i.e., the working condition trend vector. The dimension of the vector is equal to the sum of the number of trend features of each of the four signals.

[0079] The current values ​​of the real-time operating status parameter set are identified by parameter type to obtain the category identifier of the real-time operating status parameter set. Specifically, the current values ​​of vehicle speed signal, throttle opening signal, steering angle signal, and terrain slope signal in the real-time operating status parameter set at the latest sampling time are obtained. These current values ​​are identified by type according to a predefined parameter classification rule. This classification rule divides the parameters into two major categories: motion state and control intention. Among them, vehicle speed signal and terrain slope signal reflect the current objective motion state and environmental state of the vehicle and are classified as motion state, while throttle opening signal and steering angle signal reflect the driver's subjective operation intention and are classified as control intention. According to this rule, each parameter in the real-time operating status parameter set is assigned a category identifier, namely, a motion state identifier for vehicle speed signal, a control intention identifier for throttle opening signal, a control intention identifier for steering angle signal, and a motion state identifier for terrain slope signal.

[0080] Based on the category identifier, parameters belonging to the same category in the real-time operating status parameter set are clustered to obtain the category parameter group of the real-time operating status parameter set. Specifically, the parameters in the real-time operating status parameter set are grouped and aggregated according to the category identifier. All parameters marked with the motion state category identifier are grouped into one group to form the motion state parameter group. This group contains the latest sampled values ​​of the vehicle speed signal and the terrain slope signal. All parameters marked with the control intent category identifier are grouped into another group to form the control intent parameter group. This group contains the latest sampled values ​​of the throttle opening signal and the steering angle signal. These two parameter groups together constitute the category parameter group. The parameters in each group retain their original values ​​and physical meanings, but are logically clustered according to the category.

[0081] The operating condition trend vector is decomposed dimensionally to obtain a set of trend components corresponding to the category parameter group. Specifically, the operating condition trend vector is decomposed according to the structure of the category parameter group. The operating condition trend vector contains the trend features of four signals. According to the previously determined category identifier, these trend features are assigned to the corresponding categories. The trend features of the vehicle speed signal and the terrain slope signal are extracted and combined to form the motion state trend component. The trend features of the throttle opening signal and the steering angle signal are extracted and combined to form the control intention trend component. These two trend components constitute the trend component set. Each trend component is a sub-vector, and the order of its internal elements is consistent with the order of the parameters in the corresponding category parameter group.

[0082] The category parameter group and the trend component set are combined according to a preset dimensional arrangement rule to obtain the multi-dimensional working condition feature matrix of the tracked special vehicle. Specifically, a two-dimensional combination structure is set up, in which the row dimension corresponds to different parameter categories and the column dimension corresponds to different feature types. The first row contains motion state information and the second row contains control intention information. In the first row, the first column contains the current value of the vehicle speed signal in the motion state parameter group, the second column contains the current value of the terrain slope signal, and the third and subsequent columns contain the vehicle speed trend feature and terrain slope trend feature in the motion state trend component, respectively. In the second row, the first column contains the current value of the throttle opening signal in the control intention parameter group, the second column contains the current value of the steering angle signal, and the third and subsequent columns contain the throttle opening trend feature and steering angle trend feature in the control intention trend component, respectively. This constructs a complete multi-dimensional working condition feature matrix, which simultaneously contains the current numerical information and historical change trend information of the real-time operating status, comprehensively representing the current working condition characteristics of the tracked special vehicle.

[0083] The pattern matching module 102 is used to associate and match the multi-dimensional working condition feature matrix with the triggering conditions of the preset driving mode to obtain the target driving mode of the tracked special vehicle.

[0084] In this embodiment of the invention, when the pattern matching module performs association matching between the multi-dimensional working condition feature matrix and the triggering conditions of the preset driving mode to obtain the target driving mode of the tracked special vehicle, it is specifically used for:

[0085] Feature elements are extracted from the multidimensional working condition feature matrix to obtain the state feature element set of the multidimensional working condition feature matrix;

[0086] Retrieve a preset drive mode trigger condition library, which contains a description of the trigger conditions corresponding to each drive mode;

[0087] The set of state feature elements is compared with the trigger condition descriptions in the driving mode trigger condition library one by one to obtain the matching degree identifier of each driving mode in the driving mode trigger condition library.

[0088] Based on the matching degree identifier, the driving mode with the highest matching degree identifier is selected from the driving mode trigger condition library as the target driving mode of the tracked special vehicle.

[0089] Feature elements are extracted from the multidimensional working condition feature matrix to obtain the state feature element set of the multidimensional working condition feature matrix. Specifically, all element values ​​are read row by row and column by column from the multidimensional working condition feature matrix. The first row contains the current values ​​of vehicle speed signal and terrain slope signal, as well as the corresponding vehicle speed trend features and terrain slope trend features, which are related to motion state. The second row contains the current values ​​of throttle opening signal and steering angle signal, as well as the corresponding throttle opening trend features and steering angle trend features, which are related to control intent. These elements are linearly expanded according to their position order in the matrix to form an ordered numerical sequence. Each element in this sequence has its original physical meaning label, including the current value label of vehicle speed, the current value label of terrain slope, the current value label of throttle opening, the current value label of steering angle, and the trend feature label of each signal. This complete numerical sequence with labels is the state feature element set, which comprehensively reflects the real-time working condition information of the tracked special vehicle in both motion state and control intent dimensions.

[0090] The system retrieves a preset drive mode trigger condition library, which contains trigger condition descriptions for each drive mode. Specifically, the system stores a drive mode trigger condition library in the storage unit of the vehicle's main controller. This library contains multiple drive modes, each corresponding to a power distribution strategy for tracked special vehicles under specific working conditions. These modes include high-speed driving mode, low-speed high-torque mode, climbing mode, steering mode, stationary steering mode, and regenerative braking mode. Each drive mode corresponds to a trigger condition description in the library. This description defines the working condition characteristics required for the mode to be activated in the form of logical rules. For example, the trigger condition description for high-speed driving mode is that the current vehicle speed is in the high-speed range, the current throttle opening is in the medium-high speed demand range, the current terrain slope is in the gentle range, and the trend indicators of each signal are stable or slowly rising. The trigger condition description for low-speed high-torque mode is that the current vehicle speed is in the low-speed range, the current throttle opening is in the high demand range, and the current terrain slope is in the steep slope range. The main controller reads all the contents of the library from the storage unit, putting it in a comparison-ready state.

[0091] The set of state feature elements is compared line by line with the trigger condition descriptions in the drive mode trigger condition library to obtain the matching degree identifier of each drive mode in the drive mode trigger condition library. Specifically, each trigger condition description in the drive mode trigger condition library is read sequentially, and for each description, the judgment elements it contains are analyzed. These judgment elements involve specific elements in the set of state feature elements and the numerical range or trend state they should satisfy. The current vehicle speed value in the set of state feature elements is compared with the vehicle speed interval requirement in the trigger condition description to determine whether it falls within the specified interval. The current terrain slope value is compared with the slope interval requirement. To determine if a driving mode falls within a specified range, the current throttle opening value is compared with the throttle demand range. The current steering angle value is compared with the steering demand threshold to determine if the steering condition is met. Simultaneously, the trend indicators of each signal are checked to ensure they match the trend state required in the trigger condition description. For each judgment element, if the set of state feature elements meets the requirements of that element, it is recorded as a matching point. The total number of matching points obtained for each trigger condition description is counted; this number is the matching degree indicator for that driving mode. The above comparison process is performed for all driving modes to finally obtain the matching degree indicator corresponding to each driving mode.

[0092] Based on the matching degree identifier, the driving mode with the highest matching degree identifier is selected from the driving mode trigger condition library as the target driving mode of the tracked special vehicle. Specifically, the matching degree identifiers of all driving modes are compared numerically, and the matching degree identifier with the largest value is identified. If multiple driving modes have the same maximum matching degree identifier value, the importance weights of each judgment element in these modes are further compared, and the mode containing more key judgment element matching is selected first. If the importance weights still cannot be distinguished after comparison, the driving mode ranked earlier in the condition library is selected. The driving mode with the highest matching degree identifier is finally determined as the target driving mode. This target driving mode is the most suitable driving control strategy under the current working condition represented by the multi-dimensional working condition feature matrix. The main controller outputs the identifier code of the target driving mode to the subsequent control links to guide the power distribution and driving execution of the tracked special vehicle.

[0093] The power calculation module 103 is used to calculate the real-time available power of the medium-voltage DC bus based on the bus voltage signal and bus current signal of the medium-voltage DC bus, and compare and analyze the real-time available power with the rated demand power corresponding to the target drive mode.

[0094] In this embodiment of the invention, when the power calculation module calculates the real-time available power of the medium-voltage DC bus based on the bus voltage signal and bus current signal of the medium-voltage DC bus, it is specifically used for:

[0095] The bus voltage signal of the medium-voltage DC bus is filtered to obtain the steady-state voltage value of the medium-voltage DC bus, and the direction of the bus current signal of the medium-voltage DC bus is determined to obtain the power flow direction indicator of the medium-voltage DC bus.

[0096] Based on the current power flow direction identifier, the dynamic adjustment coefficient corresponding to the current power flow direction is retrieved from the preset power coefficient mapping table;

[0097] The real-time available power of the medium-voltage DC bus is calculated based on the steady-state voltage value, the bus current signal, and the dynamic adjustment coefficient.

[0098] When the power calculation module calculates the real-time available power of the medium-voltage DC bus, the calculation formula for the real-time available power is as follows:

[0099]

[0100] In the formula, This indicates the real-time available power. This represents the dynamic adjustment coefficient. This represents the steady-state voltage value. This indicates the bus current signal. This indicates the rated voltage value of the medium-voltage DC bus. This indicates the preset voltage deviation compensation factor.

[0101] When the power calculation module performs a comparison and analysis between the real-time available power and the rated demand power corresponding to the target driving mode, it is specifically used for:

[0102] According to the target driving mode, the rated demand power corresponding to the target driving mode is retrieved from the preset power demand configuration library to obtain the power demand baseline value of the target driving mode;

[0103] The relationship between the real-time available power and the power demand baseline value is determined to obtain a power supply and demand relationship identifier.

[0104] Based on the power supply and demand relationship identifier, the difference range between the real-time available power and the power demand benchmark value is divided to obtain the power margin level of the tracked special vehicle.

[0105] Based on the power margin level, a power adjustment strategy identifier corresponding to the power margin level is generated, which serves as the basis for subsequently generating the drive motor control command.

[0106] The bus voltage signal of the medium-voltage DC bus is filtered to obtain the steady-state voltage value of the medium-voltage DC bus. The direction of the bus current signal of the medium-voltage DC bus is determined to obtain the power flow direction indicator of the medium-voltage DC bus. Specifically, a voltage sensor is installed between the positive and negative terminals of the medium-voltage DC bus to continuously collect the bus voltage signal. This voltage signal contains high-frequency ripple and transient disturbance components. A low-pass filter is used to process the voltage signal, setting a cutoff frequency lower than the switching frequency of the power switching devices but higher than the fundamental frequency of the bus voltage. Components in the bus voltage signal above the cutoff frequency are attenuated and suppressed, while components below the cutoff frequency are retained. The filtered output value is used as the steady-state voltage value. At the same time, a current sensor is installed in series at the positive or negative terminal of the bus to collect the bus current signal. The direction of the bus current signal is determined. A very small current threshold is set to distinguish the state of zero current. When the absolute value of the bus current signal is less than the threshold, it is determined to be a state of no current. When the bus current signal is greater than the threshold, it is determined to be a positive power flow direction, indicating that electrical energy flows from the power source side to the load side. When the bus current signal is less than the negative value of the threshold, it is determined to be a reverse power flow direction, indicating that electrical energy is fed back from the load side to the power source side. The determination result is recorded as a power flow direction identifier in the form of a discrete identifier. This identifier has three states: positive, reverse, and no current.

[0107] Based on the current flow direction identifier, the dynamic adjustment coefficient corresponding to the current flow direction is retrieved from a preset power coefficient mapping table. Specifically, a power coefficient mapping table is pre-established in the storage unit of the vehicle's main controller. This mapping table contains three records, each corresponding to a flow direction identifier state. The first row corresponds to the forward flow direction, and its associated dynamic adjustment coefficient is set to a value greater than 1 to reserve power adjustment margin under electric operating conditions. The second row corresponds to the reverse flow direction, and its associated dynamic adjustment coefficient is set to a value less than 1 to limit power absorption capacity under regenerative braking conditions. The third row corresponds to the no-current state, and its associated dynamic adjustment coefficient is set to 1, indicating that the power calculation result is neither amplified nor reduced. The main controller reads the currently obtained flow direction identifier, searches and matches it in the power coefficient mapping table according to the identifier's state, extracts the dynamic adjustment coefficient value corresponding to the current flow direction identifier, and outputs this value for subsequent power calculation.

[0108] Based on the steady-state voltage value, the bus current signal, and the dynamic adjustment coefficient, the real-time available power of the medium-voltage DC bus is calculated. Specifically, the steady-state voltage value is multiplied by the instantaneous sampled value of the bus current signal to obtain the instantaneous transmission power of the medium-voltage DC bus. This instantaneous transmission power reflects the actual power transmitted on the bus at the current moment. The instantaneous transmission power is multiplied by the dynamic adjustment coefficient, which is adjusted proportionally according to the power flow direction. In the case of forward power flow, the calculation result is amplified to reserve power margin; in the case of reverse power flow, the calculation result is reduced to limit feedback power; and in the case of no current, the original value remains unchanged. The adjusted result is taken as the real-time available power. This real-time available power characterizes the maximum power capacity that the medium-voltage DC bus can continuously provide or the maximum feedback power capacity that it can continuously absorb under the current bus voltage state and power flow direction.

[0109] The dynamic adjustment coefficient is a preset adjustable coefficient used to dynamically correct the real-time available power based on the operating conditions, load characteristics, and system dispatch requirements of the medium-voltage DC bus. It is a fixed value preset based on historical system operating data, real-time load fluctuations, and grid dispatch instructions, or an adaptive value that is iteratively updated in real time through a closed-loop control algorithm. The value range is greater than 0 and does not exceed the preset maximum adjustment threshold. This avoids the coefficient being too large, which would cause the calculated real-time available power value to exceed the physical bearing limit of the medium-voltage DC bus, and at the same time, it avoids the coefficient being too small, which would cause the calculated real-time available power value to fail to meet the accuracy requirements of system dispatch.

[0110] The steady-state voltage value is the real-time voltage signal collected during the operation of the medium-voltage DC bus. It is obtained by continuously sampling the real-time voltage of the medium-voltage DC bus through acquisition devices such as voltage transformers and DC voltage sensors, and then processing it through filtering, noise reduction, and steady-state determination algorithms. The collected values ​​must conform to the normal operating voltage range of the medium-voltage DC bus and must not contain abnormal values ​​that exceed the withstand voltage limit of the equipment. At the same time, the sampling frequency must meet the real-time requirements of the system to ensure that the collected voltage values ​​can accurately reflect the real-time operating status of the bus.

[0111] The bus current signal is a real-time current signal acquired during the operation of the medium-voltage DC bus. It is obtained by continuously sampling the real-time current of the medium-voltage DC bus through acquisition devices such as current transformers and DC current sensors. The stable current value is obtained after filtering, noise reduction, and RMS value calculation. The acquired value must conform to the rated current carrying range of the medium-voltage DC bus and there must be no abnormal value exceeding the current carrying capacity of the bus. At the same time, the sampling frequency must be synchronized with the sampling frequency of the steady-state voltage value to ensure the time consistency of voltage and current data and provide accurate basic data for power calculation.

[0112] The rated voltage value of the medium-voltage DC bus is a standard rated parameter determined during the design phase of the medium-voltage DC bus system. It is a fixed voltage reference value pre-set according to the equipment selection, insulation class, and system design specifications of the medium-voltage DC bus. The value must comply with relevant national and industry standards and match the rated voltage level of the converter equipment and load equipment connected to the bus. It must not be changed arbitrarily to ensure that the reference value for voltage deviation calculation is accurate and consistent.

[0113] The preset voltage deviation compensation factor is a preset compensation parameter used to avoid the denominator of the voltage deviation correction term from being divided by zero when the rated voltage of the medium-voltage DC bus approaches 0. It also compensates for the calculation accuracy of the voltage deviation. It is a fixed small positive number preset based on the rated voltage level of the medium-voltage DC bus and the minimum allowable voltage reference value of the system. The value must be much smaller than the rated voltage value of the medium-voltage DC bus to avoid the calculation result of the voltage deviation correction term being distorted due to the compensation factor being too large. At the same time, the value must be greater than 0 to ensure that the denominator is always positive and to ensure the effectiveness and stability of the formula calculation.

[0114] The real-time available power is the power value that the medium-voltage DC bus can call upon in real time, calculated using the above parameters. It is implemented by substituting the dynamic adjustment coefficient, steady-state voltage value, bus current signal, rated voltage value of the medium-voltage DC bus, and preset voltage deviation compensation factor into the preset calculation logic, and sequentially completing the full process of calculating the absolute value of voltage deviation, the denominator reference value, the voltage deviation ratio, the voltage deviation correction coefficient, and the final power value. The constraints are that the calculated real-time available power value must meet the maximum output power limit of the medium-voltage DC bus, and there must be no abnormal values ​​exceeding the physical carrying capacity of the bus. At the same time, the calculation results must meet the accuracy requirements of system scheduling, providing accurate power basis for grid scheduling and load distribution.

[0115] According to the target driving mode, the rated power requirement corresponding to the target driving mode is retrieved from the preset power requirement configuration library to obtain the power requirement benchmark value of the target driving mode. Specifically, a power requirement configuration library is pre-established in the storage unit of the vehicle main controller. This configuration library contains multiple records, each corresponding to a driving mode, including high-speed driving mode, low-speed high-torque mode, climbing mode, steering mode, stationary steering mode, and regenerative braking mode. Each driving mode record contains the rated power requirement value required under normal operating conditions. This value is pre-calibrated and determined based on the typical vehicle speed, traction requirement, and system efficiency under this driving mode. The main controller reads the currently determined target driving mode, searches for a record row in the power requirement configuration library that completely matches the name of the target driving mode, extracts the rated power requirement value stored in that record row, and outputs this value as the power requirement benchmark value. This power requirement benchmark value represents the ideal power level required for the normal operation of the tracked special vehicle under the current target driving mode.

[0116] The relationship between the real-time available power and the power demand benchmark value is determined to obtain a power supply and demand relationship identifier. Specifically, the real-time available power value is compared with the power demand benchmark value, and a very small numerical tolerance is set to eliminate the influence of calculation accuracy. When the real-time available power value is greater than the power demand benchmark value plus the tolerance, it is determined to be a power supply exceeding demand state, and the power supply and demand relationship identifier is set as a surplus identifier. When the real-time available power value is less than the power demand benchmark value minus the tolerance, it is determined to be a power supply falling short of demand state, and the power supply and demand relationship identifier is set as a shortage identifier. When the real-time available power value is within the range of the power demand benchmark value plus or minus the tolerance, it is determined to be a power supply and demand balance state, and the power supply and demand relationship identifier is set as a balance identifier. This power supply and demand relationship identifier reflects the matching relationship between the current medium-voltage DC bus power capacity and the target drive mode demand in a discrete state.

[0117] Based on the power supply and demand relationship identifier, the difference range between the real-time available power and the power demand baseline value is divided to obtain the power margin level of the tracked special vehicle. Specifically, the corresponding range division operation is performed for different states of the power supply and demand relationship identifier. When the power supply and demand relationship identifier is a surplus identifier, the difference between the real-time available power and the power demand baseline value is calculated to obtain the surplus amount. Three incremental surplus thresholds are set: the range between zero and the first surplus threshold is divided into a slight surplus level; the range between the first surplus threshold and the second surplus threshold is divided into a moderate surplus level; and the range between the second surplus threshold and the third surplus threshold is divided into a high surplus level. The range exceeding the third surplus threshold is classified as an excess surplus level. When the power supply and demand relationship is marked as insufficient, the difference between the power demand baseline and the real-time available power is calculated to obtain the insufficient amount. Three incremental insufficient thresholds are set: the range between zero and the first insufficient threshold is classified as a mild insufficient level; the range between the first and second insufficient thresholds is classified as a moderate insufficient level; the range between the second and third insufficient thresholds is classified as a severe insufficient level; and the range exceeding the third insufficient threshold is classified as an extreme insufficient level. When the power supply and demand relationship is marked as balanced, it is directly set to a balanced level. The level result obtained from the determination is output as the power margin level.

[0118] Based on the power margin level, a power adjustment strategy identifier corresponding to the power margin level is generated as the basis for subsequently generating the drive motor control commands. Specifically, a power adjustment strategy mapping table is pre-established in the storage unit of the vehicle's main controller. This mapping table contains multiple records, each corresponding to a power margin level, including mild surplus, moderate surplus, high surplus, excessive surplus, mild under-sufficiency, moderate under-sufficiency, severe under-sufficiency, extreme under-sufficiency, and balanced levels. Each power margin level record is associated with a power adjustment strategy identifier, which defines the appropriate action to be taken at that level. The power management strategy has different flags for different levels. For surplus levels, the flag indicates that power output should be limited or energy recovery should be enabled. For insufficient levels, the flag indicates that power demand should be limited or auxiliary power should be enabled. For balanced levels, the flag indicates that the current state should be maintained. The main controller reads the current power margin level, searches for and matches it in the power adjustment strategy mapping table, extracts the power adjustment strategy flag corresponding to the power margin level, and outputs the flag to the subsequent control link as a key constraint when generating drive motor control commands. This constraint guides the motor controller to adjust the output torque and speed to ensure that the tracked special vehicle operates stably under power constraints.

[0119] The power control module 104 is used to generate drive motor control commands for the tracked special vehicle according to the comparison results and the power distribution mapping table corresponding to the target drive mode, so as to execute the power output in the target drive mode.

[0120] In this embodiment of the invention, when the power control module executes the power output of the tracked special vehicle under the target drive mode by generating drive motor control instructions based on the comparison results and the power allocation mapping table corresponding to the target drive mode, it is specifically used for:

[0121] According to the target driving mode, the power allocation rule corresponding to the target driving mode is retrieved from the preset power allocation mapping table. The power allocation rule includes a description of the power allocation ratio of the drive motor.

[0122] Based on the comparison results, the availability of the power allocation rule is verified to obtain the valid status identifier of the power allocation rule;

[0123] When the valid status indicator is available, the output power of the drive motor in the tracked special vehicle is allocated and configured according to the power allocation ratio description to obtain the target output power value of the drive motor;

[0124] The target output power value is converted into a corresponding drive motor control command, and the drive motor control command is sent to the controller of the drive motor to execute the power output in the target drive mode.

[0125] According to the target driving mode, a power allocation rule corresponding to the target driving mode is retrieved from a preset power allocation mapping table. The power allocation rule includes a description of the power allocation ratio of the drive motors. Specifically, a power allocation mapping table is pre-established in the storage unit of the vehicle's main controller. This mapping table contains multiple rows of records, each corresponding to a driving mode, including high-speed driving mode, low-speed high-torque mode, hill climbing mode, steering mode, stationary steering mode, and regenerative braking mode. Each driving mode record stores one power allocation rule, which defines the power allocation relationship between the drive motors of the tracked special vehicle under that mode in text description form, specifying the power allocation ratio. The example description clearly defines the output power ratio between the left and right drive motors, as well as the proportion of each motor in the total power demand. For example, the power allocation rule for high-speed driving mode describes equal power output from the left and right motors; the power allocation rule for steering mode describes differential output from the left and right motors with the inner motor having lower power than the outer motor; and the power allocation rule for stationary steering mode describes equal power output from the left and right motors in opposite directions. The main controller reads the currently determined target drive mode, performs a precise match search in the power allocation mapping table, extracts the power allocation rule from the record row that completely corresponds to the name of the target drive mode, parses the power allocation ratio description contained in the rule, and outputs it to the subsequent verification stage.

[0126] Based on the comparison results, the availability of the power allocation rule is verified to obtain the valid status identifier of the power allocation rule. Specifically, the previously obtained power supply and demand relationship identifier and power margin level are used as comparison results to determine the availability of the power allocation rule. This verifies whether the power allocation ratio described in the rule is executable under the current power constraints. The sum of the target output power of each drive motor involved in the power allocation ratio description is compared with the real-time available power. If the sum is less than or equal to the real-time available power, the power allocation rule is determined to be fully executable under the current operating conditions, and the valid status identifier is set to fully available. If the sum is greater than... If the real-time available power is within the range of slight insufficiency, the power allocation rule is determined to need to be reduced proportionally before it can be executed, and the effective status flag is set to the limited available state. If the total is greater than the real-time available power and the difference is within the range of moderate or higher insufficiency, the power allocation rule is determined to be unexecutable under the current operating conditions, and the effective status flag is set to the unavailable state. At the same time, it is checked whether the power allocation ratio of each motor in the power allocation ratio description is positive. If a negative value or zero value appears and the current power flow direction flag is positive, the ratio description is determined to be abnormal, the effective status flag is forcibly set to the unavailable state, and the final determined effective status flag is output to the subsequent execution stage.

[0127] When the valid status indicator indicates availability, the output power of the drive motor in the tracked special vehicle is allocated and configured according to the power allocation ratio description to obtain the target output power value of the drive motor. Specifically, the status of the valid status indicator is determined. When the valid status indicator is in a fully available or limitedly available state, a power allocation configuration operation is performed. The ratio value in the power allocation ratio description is parsed, and the power allocation ratios of the left and right drive motors are extracted. The power demand baseline value is multiplied by the power allocation ratio of the left drive motor to obtain the initial target output power of the left drive motor. The power demand baseline value is then multiplied by the power allocation ratio of the right drive motor. The initial target output power of the right drive motor is obtained by performing a multiplication operation. When the effective state is marked as limited availability, the ratio of the real-time available power to the power demand baseline value is calculated to obtain the reduction coefficient. The initial target output power of the left drive motor is multiplied by the reduction coefficient to obtain the final target output power value of the left drive motor. The initial target output power of the right drive motor is multiplied by the reduction coefficient to obtain the final target output power value of the right drive motor. When the effective state is marked as fully available, the initial target output power is directly used as the final target output power value. The target output power values ​​of the left and right drive motors are combined to form a complete set of drive motor target output power values, which is then output to the subsequent instruction conversion stage.

[0128] The target output power value is converted into a corresponding drive motor control command, and the drive motor control command is sent to the drive motor controller to execute the power output in the target drive mode. Specifically, for each drive motor, the target output power value is converted into a corresponding torque command value based on the drive motor's speed characteristic curve and the current actual speed. During the conversion process, the optimal operating point of the motor at the current speed is queried to ensure that the output torque command keeps the motor operating in the high-efficiency range. The torque command value is correlated with the motor's current-torque coefficient to calculate the corresponding phase current command amplitude. Based on the target drive mode, the power output is then executed. The rotation direction requirement determined by the driving mode is determined, the phase sequence of the phase current is determined, and the torque command value, phase current command amplitude, phase sequence and enable signal are packaged into a complete drive motor control command. The drive motor control command is sent to the controllers of the left drive motor and the right drive motor respectively through the bus communication network inside the vehicle. After receiving the command, each controller parses the torque command value and phase current command, adjusts the drive pulse width of the power switching device, controls the magnitude and direction of the current in the motor winding, so that the drive motor outputs mechanical power corresponding to the target output power value, thereby executing the power output required by the target driving mode and realizing the driving movement of the tracked special vehicle.

[0129] The information interaction module 105 is used to send the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information of the medium-voltage DC bus to the human-machine interface of the tracked special vehicle for display.

[0130] In this embodiment of the invention, when the information interaction module sends the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information of the medium-voltage DC bus to the human-machine interface of the tracked special vehicle for display, it is specifically used for:

[0131] The data format of the multidimensional working condition feature matrix, the target driving mode, and the real-time status information is identified to obtain the data type identifiers of the multidimensional working condition feature matrix, the target driving mode, and the real-time status information.

[0132] Based on the data type identifier, the corresponding interface display template is retrieved from the preset display template library to obtain the display layout parameters of the tracked special vehicle;

[0133] According to the display layout parameters, the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information are structured and encapsulated to obtain the data packet to be displayed for the tracked special vehicle.

[0134] The data packet to be displayed is transmitted to the human-machine interface of the tracked special vehicle through a preset communication interface, so as to trigger the human-machine interface to perform a visual presentation according to the display layout parameters.

[0135] The data format of the multidimensional operating condition feature matrix, the target driving mode, and the real-time status information is identified to obtain the data type identifiers of the multidimensional operating condition feature matrix, the target driving mode, and the real-time status information. Specifically, the data structure of the multidimensional operating condition feature matrix is ​​read, its number of rows and columns is analyzed, and the numerical type of each element is determined to be a two-dimensional numerical matrix structure. The data type identifier of the multidimensional operating condition feature matrix is ​​set as matrix data. The content of the target driving mode is read and analyzed to be a text string representing the driving mode name. The data type identifier of the target driving mode is set as enumerated data. The content of the real-time status information is read, which includes bus voltage, bus current, power margin level, power supply and demand relationship identifier, and the actual speed and output torque of each drive motor. The data characteristics of each sub-item in the real-time status information are analyzed. Bus voltage and bus current are continuously changing analog values, power margin level and power supply and demand relationship identifier are discrete status identifiers, and motor speed and output torque are continuously changing analog values. The data type identifier of the real-time status information is set as mixed data. The three data type identifiers are combined and recorded to form a complete set of data type identifiers.

[0136] Based on the data type identifier, the corresponding interface display template is retrieved from the preset display template library to obtain the display layout parameters of the tracked special vehicle. Specifically, a display template library is pre-established in the storage unit of the vehicle's main controller. This library contains various interface display templates, each corresponding to a specific data type combination. The library stores trend chart templates for matrix data, defining a layout for displaying matrix data in the form of a line graph or heatmap; mode indicator templates for enumerated data, defining a layout for displaying drive mode names in the form of icons or text labels; and status panel templates for mixed data. This template defines the layout for displaying real-time status information in the form of a dashboard or digital reading. The main controller performs combination matching in the display template library based on the obtained data type identifier set, and selects a comprehensive display template that is suitable for matrix data, enumeration data, and mixed data. This comprehensive display template contains three display areas: the first area is used to display the multi-dimensional operating condition feature matrix, the second area is used to display the target driving mode, and the third area is used to display real-time status information. The position coordinates, area size, color configuration scheme, and font specifications of each area defined in the comprehensive display template are extracted, and this information is combined to form display layout parameters, which are then output to the subsequent encapsulation stage.

[0137] According to the display layout parameters, the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information are structurally encapsulated to obtain the data packet to be displayed for the tracked special vehicle. Specifically, a new data container is created as the data packet to be displayed. Data content is encapsulated sequentially according to the area order defined in the display layout parameters. In the first encapsulation unit, all element values ​​of the multi-dimensional working condition feature matrix are written, along with the corresponding row and column dimension information and physical meaning labels for each row and column, including motion state labels, control intent labels, current value labels, and trend feature labels. In the second encapsulation unit, the text string content of the target driving mode is written, along with the icon resource index number and color code corresponding to that mode. The third encapsulation unit contains all the sub-items of the real-time status information, including the bus voltage value and its unit identifier, the bus current value and its unit identifier, the power margin level status identifier and its text description, the power supply and demand relationship status identifier and its text description, the left drive motor speed value, the right drive motor speed value, the left drive motor output torque value, and the right drive motor output torque value. Each sub-item is labeled with its corresponding physical quantity unit label and normal range threshold label. The three encapsulation units are organized according to the area arrangement order defined in the display layout parameters. Data packet header information including data generation timestamp and data version identifier is added to form a complete data packet to be displayed. This data packet has a unified format specification that can be recognized and parsed by downstream display devices.

[0138] The data packet to be displayed is transmitted to the human-machine interface of the tracked special vehicle through a preset communication interface to trigger the human-machine interface to visualize the data according to the display layout parameters. Specifically, a physical communication connection is established between the vehicle's main controller and the human-machine interface. This connection uses a controller area network bus or Ethernet communication interface for data transmission. The main controller encapsulates the data packet to be displayed according to the communication protocol requirements, adding a frame start identifier, a destination address identifier, a data length identifier, and a checksum identifier to form a complete communication frame sequence. This communication frame sequence is then sent frame by frame to the human-machine interface through the preset communication interface. Upon receiving the communication frame sequence, the human-machine interface performs frame parsing, extracts the content of the data packet to be displayed, parses the header information to confirm data validity, and then displays the data according to the area position coordinates and area size defined in the display layout parameters. The human-machine interface display screen is divided into three display areas. In the first display area, a trend curve is drawn to show the trajectory of the current value of each signal changing over time based on the row and column dimension information of the multi-dimensional operating condition feature matrix, or a heat map is drawn to show the numerical distribution of matrix elements. In the second display area, the corresponding mode icon is called according to the icon resource index number of the target driving mode, and the name of the currently active driving mode is displayed in a highlighted color. In the third display area, based on the content of real-time status information, the real-time readings of bus voltage and bus current are displayed in the form of an instrument panel, the power margin level and power supply and demand relationship are displayed in the form of status indicator lights, and the speed and output torque of each drive motor are displayed in the form of digital readings. After the above visualization elements are rendered and drawn in the human-machine interface, complete vehicle operating status information is presented to the driver, realizing real-time monitoring of the working status of the power drive system.

[0139] As can be seen from the above embodiments, the electric drive system for tracked special vehicles based on medium-voltage DC bus provided by the present invention forms a complete electric drive control system through five major modules, including feature construction and mode matching. It performs trend analysis on the real-time operating status parameter set of the tracked special vehicle and integrates the current values ​​of the parameters to construct a multi-dimensional working condition feature matrix. It can accurately match the target drive mode adapted to the actual working conditions. At the same time, it accurately calculates the real-time available power by combining factors such as voltage, current and power flow direction of the medium-voltage DC bus. By classifying power margin levels, it formulates targeted adjustment strategies and generates precise drive motor control commands according to the power allocation rules of the target drive mode. It can also visualize the working conditions, drive mode and bus status information, effectively improving the adaptability of drive mode and working conditions, the accuracy of power calculation and power output, realizing intelligent control of medium-voltage DC bus electric drive, greatly improving the electric drive efficiency of tracked special vehicles, and allowing drivers to monitor the equipment operating status in real time, further ensuring the stability and reliability of power output of special vehicles in complex driving scenarios.

[0140] Reference Figure 2 The diagram shown is a flowchart illustrating an embodiment of the electric drive method for tracked special vehicles based on a medium-voltage DC bus according to an embodiment of the present invention. In this embodiment, the electric drive method for tracked special vehicles based on a medium-voltage DC bus includes:

[0141] Step 1: Perform trend analysis on the real-time operating status parameter set of the tracked special vehicle to obtain the working condition trend vector of the tracked special vehicle, and fuse the current value of the real-time operating status parameter set with the working condition trend vector to construct the multi-dimensional working condition feature matrix of the tracked special vehicle.

[0142] Step 2: Associate and match the multi-dimensional working condition feature matrix with the triggering conditions of the preset driving mode to obtain the target driving mode of the tracked special vehicle.

[0143] Step 3: Calculate the real-time available power of the medium-voltage DC bus based on the bus voltage signal and bus current signal of the medium-voltage DC bus, and compare and analyze the real-time available power with the rated demand power corresponding to the target drive mode;

[0144] Step 4: Based on the comparison results, generate the drive motor control command of the tracked special vehicle according to the power distribution mapping table corresponding to the target drive mode, so as to execute the power output in the target drive mode;

[0145] Step 5: Send the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information of the medium-voltage DC bus to the human-machine interface of the tracked special vehicle for display.

[0146] As can be seen from the above embodiments, the electric drive method for tracked special vehicles based on medium-voltage DC bus provided by the present invention forms a complete electric drive control system by constructing five major modules, including feature construction and mode matching. It performs trend analysis on the real-time operating status parameter set of the tracked special vehicle and integrates the current values ​​of the parameters to construct a multi-dimensional working condition feature matrix. It can accurately match the target drive mode adapted to the actual working conditions. At the same time, it accurately calculates the real-time available power by combining factors such as voltage, current and power flow direction of the medium-voltage DC bus. By classifying the power margin level, it formulates targeted adjustment strategies and generates accurate drive motor control commands according to the power allocation rules of the target drive mode. It can also visualize the working conditions, drive mode and bus status information, effectively improving the adaptability of drive mode and working conditions, the accuracy of power calculation and power output, realizing intelligent control of medium-voltage DC bus electric drive, greatly improving the electric drive efficiency of tracked special vehicles, and allowing drivers to monitor the equipment operating status in real time, further ensuring the stability and reliability of power output of special vehicles in complex driving scenarios.

[0147] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention.

[0148] The embodiments of this application can acquire and process relevant data based on artificial intelligence technology. Artificial intelligence is the theory, method, technology, and application system that uses digital computers or machines controlled by digital computers to simulate, extend, and expand human intelligence, perceive the environment, acquire knowledge, and use that knowledge to obtain optimal results.

[0149] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims

1. A power drive system for a tracked special vehicle based on a medium voltage DC bus, characterized in that, The system includes a feature construction module, a pattern matching module, a power calculation module, a power control module, and an information interaction module, wherein: The feature construction module is used to perform trend analysis on the real-time operating status parameter set of the tracked special vehicle to obtain the working condition trend vector of the tracked special vehicle, and to fuse the current value of the real-time operating status parameter set with the working condition trend vector to construct the multi-dimensional working condition feature matrix of the tracked special vehicle. The pattern matching module is used to associate and match the multi-dimensional working condition feature matrix with the triggering conditions of the preset driving mode to obtain the target driving mode of the tracked special vehicle. The power calculation module is used to calculate the real-time available power of the medium-voltage DC bus based on the bus voltage signal and bus current signal of the medium-voltage DC bus, and compare and analyze the real-time available power with the rated demand power corresponding to the target drive mode. The power control module is used to generate drive motor control commands for the tracked special vehicle according to the comparison results and the power distribution mapping table corresponding to the target drive mode, so as to execute the power output in the target drive mode. The information interaction module is used to send the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information of the medium-voltage DC bus to the human-machine interface of the tracked special vehicle for display.

2. The medium voltage DC bus based tracked special vehicle electric drive system of claim 1, wherein, When the feature construction module performs trend analysis on the real-time operating status parameter set of the tracked special vehicle to obtain the working condition trend vector of the tracked special vehicle, it is specifically used for: The real-time operating status parameter set of the tracked special vehicle is obtained, which includes vehicle speed signal, throttle opening signal, steering angle signal and terrain slope signal; The real-time operating status parameter set is time-aligned to obtain the time-series parameter matrix of the tracked special vehicle; The direction of change of each column of the parameter sequence in the time series parameter matrix is ​​identified to obtain the trend identifier of the change of each column of the parameter sequence in the time series parameter matrix; Based on the trend identifier, trend features are extracted from the time series parameter matrix to obtain the working condition trend vector of the tracked special vehicle.

3. The electric drive system for tracked special vehicles based on a medium-voltage DC bus as described in claim 2, characterized in that, When the feature construction module performs the fusion of the current values ​​of the real-time operating status parameter set and the operating condition trend vector to construct the multi-dimensional operating condition feature matrix of the tracked special vehicle, it is specifically used for: The current values ​​of the real-time operating status parameter set are identified by parameter type to obtain the category identifier of the real-time operating status parameter set; Based on the category identifier, parameters belonging to the same category in the real-time running status parameter set are clustered and grouped to obtain the category parameter group of the real-time running status parameter set; The working condition trend vector is decomposed into dimensionality to obtain the trend component set corresponding to the category parameter group; The category parameter set and the trend component set are combined according to a preset dimensional arrangement rule to obtain the multi-dimensional working condition feature matrix of the tracked special vehicle.

4. The electric drive system for tracked special vehicles based on a medium-voltage DC bus as described in claim 1, characterized in that, When the pattern matching module performs the association matching between the multi-dimensional working condition feature matrix and the triggering conditions of the preset driving mode to obtain the target driving mode of the tracked special vehicle, it is specifically used for: Feature elements are extracted from the multidimensional working condition feature matrix to obtain the state feature element set of the multidimensional working condition feature matrix; Retrieve a preset drive mode trigger condition library, which contains a description of the trigger conditions corresponding to each drive mode; The set of state feature elements is compared with the trigger condition descriptions in the driving mode trigger condition library one by one to obtain the matching degree identifier of each driving mode in the driving mode trigger condition library. Based on the matching degree identifier, the driving mode with the highest matching degree identifier is selected from the driving mode trigger condition library as the target driving mode of the tracked special vehicle.

5. The electric drive system for tracked special vehicles based on a medium-voltage DC bus as described in claim 1, characterized in that, When the power calculation module calculates the real-time available power of the medium-voltage DC bus based on the bus voltage signal and bus current signal, it is specifically used for: The bus voltage signal of the medium-voltage DC bus is filtered to obtain the steady-state voltage value of the medium-voltage DC bus, and the direction of the bus current signal of the medium-voltage DC bus is determined to obtain the power flow direction indicator of the medium-voltage DC bus. Based on the current power flow direction identifier, the dynamic adjustment coefficient corresponding to the current power flow direction is retrieved from the preset power coefficient mapping table; The real-time available power of the medium-voltage DC bus is calculated based on the steady-state voltage value, the bus current signal, and the dynamic adjustment coefficient.

6. The electric drive system for tracked special vehicles based on a medium-voltage DC bus as described in claim 5, characterized in that, When the power calculation module calculates the real-time available power of the medium-voltage DC bus, the calculation formula for the real-time available power is as follows: ； In the formula, This indicates the real-time available power. This represents the dynamic adjustment coefficient. This represents the steady-state voltage value. This indicates the bus current signal. This indicates the rated voltage value of the medium-voltage DC bus. This indicates the preset voltage deviation compensation factor.

7. The electric drive system for tracked special vehicles based on a medium-voltage DC bus as described in claim 5, characterized in that, When the power calculation module performs a comparison and analysis between the real-time available power and the rated demand power corresponding to the target driving mode, it is specifically used for: According to the target driving mode, the rated demand power corresponding to the target driving mode is retrieved from the preset power demand configuration library to obtain the power demand baseline value of the target driving mode; The relationship between the real-time available power and the power demand baseline value is determined to obtain a power supply and demand relationship identifier. Based on the power supply and demand relationship identifier, the difference range between the real-time available power and the power demand benchmark value is divided to obtain the power margin level of the tracked special vehicle. Based on the power margin level, a power adjustment strategy identifier corresponding to the power margin level is generated, which serves as the basis for subsequently generating the drive motor control command.

8. The electric drive system for tracked special vehicles based on a medium-voltage DC bus as described in claim 1, characterized in that, When the power control module executes the power output in the target drive mode by generating drive motor control commands for the tracked special vehicle according to the comparison results and the power allocation mapping table corresponding to the target drive mode, it is specifically used for: According to the target driving mode, the power allocation rule corresponding to the target driving mode is retrieved from the preset power allocation mapping table. The power allocation rule includes a description of the power allocation ratio of the drive motor. Based on the comparison results, the availability of the power allocation rule is verified to obtain the valid status identifier of the power allocation rule; When the valid status indicator is available, the output power of the drive motor in the tracked special vehicle is allocated and configured according to the power allocation ratio description to obtain the target output power value of the drive motor; The target output power value is converted into a corresponding drive motor control command, and the drive motor control command is sent to the controller of the drive motor to execute the power output in the target drive mode.

9. The electric drive system for tracked special vehicles based on a medium-voltage DC bus as described in claim 1, characterized in that, When the information interaction module sends the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information of the medium-voltage DC bus to the human-machine interface of the tracked special vehicle for display, it is specifically used for: The data format of the multidimensional working condition feature matrix, the target driving mode, and the real-time status information is identified to obtain the data type identifiers of the multidimensional working condition feature matrix, the target driving mode, and the real-time status information. Based on the data type identifier, the corresponding interface display template is retrieved from the preset display template library to obtain the display layout parameters of the tracked special vehicle; According to the display layout parameters, the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information are structured and encapsulated to obtain the data packet to be displayed for the tracked special vehicle. The data packet to be displayed is transmitted to the human-machine interface of the tracked special vehicle through a preset communication interface, so as to trigger the human-machine interface to perform a visual presentation according to the display layout parameters.

10. A method for electric drive of tracked special vehicles based on a medium-voltage DC bus, characterized in that, The method for using the electric drive system for tracked special vehicles based on a medium-voltage DC bus as described in claim 1: Step 1: Perform trend analysis on the real-time operating status parameter set of the tracked special vehicle to obtain the working condition trend vector of the tracked special vehicle, and fuse the current value of the real-time operating status parameter set with the working condition trend vector to construct the multi-dimensional working condition feature matrix of the tracked special vehicle. Step 2: Associate and match the multi-dimensional working condition feature matrix with the triggering conditions of the preset driving mode to obtain the target driving mode of the tracked special vehicle. Step 3: Calculate the real-time available power of the medium-voltage DC bus based on the bus voltage signal and bus current signal of the medium-voltage DC bus, and compare and analyze the real-time available power with the rated demand power corresponding to the target drive mode; Step 4: Based on the comparison results, generate the drive motor control command of the tracked special vehicle according to the power distribution mapping table corresponding to the target drive mode, so as to execute the power output in the target drive mode; Step 5: Send the multi-dimensional working condition feature matrix, the target driving mode, and the real-time status information of the medium-voltage DC bus to the human-machine interface of the tracked special vehicle for display.

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