Rail-based agricultural production complex

Abstract

This invention discloses a track-mounted agricultural production complex, belonging to the field of intelligent agricultural equipment technology. This complex addresses the technical problems of existing track-mounted planting machinery, which suffers from large size, fixed tracks leading to difficult turning, requiring large spaces or special curve designs, and low operating efficiency. It includes: transverse and longitudinal tracks set up in the planting field; a working bridge erected on the tracks; and a wheel assembly located below the working bridge and cooperating with the tracks. This wheel assembly has a track wheel set supported by hydraulic telescopic support columns and driven to swing by a steering motor. An intelligent control device senses the position and controls the hydraulic telescopic support columns to extend, lifting the wheel assembly into the air, then driving it to swing and align with the target track direction, subsequently retracting and lowering it onto the track, thus completing the right-angle turn of the working bridge between different tracks. This complex is mainly used to achieve rapid, flexible turning and efficient automated operation of large agricultural equipment on fixed track networks.

Description

Technical Field

[0001] This invention belongs to the field of intelligent agricultural equipment technology, specifically relating to a track-guided agricultural production complex. Background Technology

[0002] Rail-mounted agricultural machinery, as an important form of modern agricultural mechanization and intelligent development, uses fixed tracks laid in the field to allow machinery to perform tasks such as tilling, harvesting, fertilizing, and spraying. This type of equipment has the advantages of a fixed operating trajectory and relatively simple control. However, in practical application, existing technologies still face several unresolved technical challenges, hindering further improvements in operational efficiency and automation levels.

[0003] First, track-mounted planting machinery faces significant challenges in steering and efficiency. Agricultural machinery is typically large and heavy, and its operation is confined to fixed transverse and longitudinal track paths. When a change of direction is needed, current technologies mostly rely on large turntables or complex mechanical switch systems at the track ends. This approach not only requires additional farmland area to accommodate the steering facilities, but the entire steering process—including the machinery moving to the turntable, the turntable slowly rotating, and the machinery leaving—is time-consuming, severely disrupting continuous operations and reducing overall efficiency. The root cause lies in the fact that the large size of the machinery and the fixed track layout limit the possibility of achieving rapid and flexible steering within a limited space, while simplifying the steering mechanism may lead to equipment instability or derailment risks.

[0004] Secondly, existing rail-mounted machinery is extremely inconvenient for switching equipment between different agronomic stages. A single piece of equipment often needs to complete the entire process from planting and management to harvesting, which requires mounting different farming components, such as plows, seeders, sprayers, or harvesters. Traditionally, this requires the assistance of other auxiliary power vehicles (such as tractors) and relies on manual labor for tedious disassembly, assembly, and adjustment. This process not only consumes a lot of manpower and time, leading to a decrease in equipment utilization, but also poses certain safety risks in field operations. The reason for this difficulty is that the automated docking technology for quickly, accurately, and safely integrating multiple large and heavy operating modules onto the same mobile platform is still immature.

[0005] Furthermore, the collection and transfer of grain during the harvesting process is cumbersome, impacting the efficiency of continuous operations. Common rail-mounted or self-propelled harvesters have limited grain bin capacity. Once the bin is full, the machine must stop and wait for external transport vehicles to arrive and unload the grain before it can continue operating. This intermittent "operation-waiting-unloading-re-operation" pattern is particularly detrimental to operational progress during the harvest season and heavily relies on the coordination and scheduling of transport vehicles and personnel, increasing the complexity of operational organization. The root cause of this problem lies in the fact that the design of harvesting machinery typically separates the harvesting function from the temporary storage and bulk transfer functions of the grain, failing to create an integrated continuous processing solution.

[0006] To address these issues, the industry has attempted improvements, such as optimizing turntable design to shorten turning time or adopting more convenient mechanical connection devices. However, while ensuring the structural strength, operational stability, and control reliability of the equipment, the following technical challenges remain hindering the upgrading of rail-mounted agricultural machinery towards higher efficiency and intelligence: how to achieve rapid right-angle turning of the machine without occupying a large amount of additional field space; how to achieve fully automated and rapid switching of various heavy agricultural implements on the mobile platform; and how to seamlessly connect harvesting, grain collection, and transportation to form a continuous workflow. Summary of the Invention

[0007] One objective of this invention is to address the problem that existing rail-mounted agricultural machinery, due to its large size and confinement to fixed tracks, typically relies on large rotary tables or complex switch systems at the track ends for steering. This method not only occupies valuable farmland but also involves lengthy steering processes (moving to the turntable, the turntable rotating, and driving away), severely disrupting continuous operations and resulting in low overall efficiency. The core challenge lies in achieving rapid and stable directional changes for heavy equipment within the limited track space.

[0008] To achieve the above objectives, the present invention provides a track-based agricultural production complex, comprising: a transverse track and a longitudinal track disposed in a planting field, the longitudinal track being located at the end of the transverse track; a working bridge erected on the transverse track and capable of moving along the transverse and longitudinal tracks; and a wheel assembly disposed below the working bridge and slidably engaged with the track, the wheel assembly comprising: a track wheel assembly for supporting the working bridge and rolling on the track; a hydraulic telescopic support column supported between the track wheel assembly and the working bridge, the hydraulic telescopic support column being configured to extend downward to lift the track wheel assembly off the track surface; and a steering motor driving the track wheel assembly so that the track wheel assembly can rotate horizontally about the hydraulic telescopic support column as an axis. The intelligent control device includes: a sensing module for detecting the relative position between the hydraulic telescopic support column and the intersection points of the transverse and longitudinal tracks; and a control module electrically connected to the sensing module, the hydraulic telescopic support column, the steering motor, and the drive unit for the drive track wheel assembly. The control module is configured to: based on the detection signal from the sensing module, when the hydraulic telescopic support column moves above the intersection point, control the extension of the hydraulic telescopic support column to suspend the track wheel assembly in the air; then control the steering motor to drive the suspended track wheel assembly to rotate to align with the target track direction; and finally control the retraction of the hydraulic telescopic support column to lower the track wheel assembly back onto the track, thereby achieving a right-angle turn of the working bridge between the transverse and longitudinal tracks.

[0009] To adapt to different agronomic stages, rail-mounted machinery requires frequent replacement of various components for tilling, harvesting, and management. Existing technologies largely rely on external auxiliary vehicles and manual labor for disassembly and assembly, a process that is cumbersome, time-consuming, and poses safety hazards. This results in shortened effective operating time, reduced utilization, and difficulty in improving automation levels. There is an urgent need for a solution that can be integrated into the equipment itself to achieve rapid and automatic loading and unloading of heavy agricultural implements. Preferably, the rail-mounted agricultural production complex of this invention includes a working space within the working bridge, with an installation slot at the bottom of the working space penetrating the working bridge. A robotic arm is installed within the working space, configured to insert or remove tillage components through the installation slot to complete the loading and unloading of tillage components on the working bridge. The tillage components include tillers, harvesters, fertilizer spreaders, or sprayers.

[0010] In harvesting operations, traditional harvesters have limited grain bin capacity. Once full, they must stop and wait for external transport vehicles to unload the grain, creating an intermittent operation-waiting pattern that severely restricts continuous operation efficiency and places high demands on logistics coordination. This stems from the fact that the harvesting function of the harvesting machinery is designed separately from the grain storage and transfer functions, failing to form an integrated continuous processing flow. Preferably, the track-mounted agricultural production complex of the present invention has a double-layered working bridge. The upper layer of the working bridge is equipped with a grain receiving bin, which is configured to connect to the harvester to receive the grain harvested by the harvester. The working bridge is also equipped with a grain conveying mechanism, which works in conjunction with the grain receiving bin to load and unload the grain within the grain receiving bin.

[0011] Adding photovoltaic panels to equipment can provide clean energy, but fixed photovoltaic panels installed in the field are exposed for long periods and are susceptible to damage from hail, dust, bird droppings, etc., and also obstruct mechanical operations. Simple detachable designs increase the complexity of manual operation and make storage and management difficult. Therefore, there is a need for a photovoltaic module solution that can be flexibly extended and retracted according to usage needs and integrated with the main body of the mobile equipment for protection. Preferably, in the track-mounted agricultural production complex of the present invention, a photovoltaic module storage section is provided on the top of the working bridge; an extension member is provided within the photovoltaic module storage section to support the photovoltaic module and to perform telescopic movements, driving the photovoltaic module to extend outside or retract inside the photovoltaic module storage section.

[0012] Preferably, the track-mounted agricultural production complex of the present invention further includes: a control platform, which is connected to the track-mounted agricultural production complex via wired or wireless communication; the control platform is equipped with an intelligent planting module, which is configured to: pre-plan the travel route of the track-mounted agricultural production complex on the transverse and longitudinal tracks; control the track-mounted agricultural production complex to move along the planned travel route, and control it to complete at least one of the following operations: tilling, harvesting, fertilizing, or spraying pesticides.

[0013] The deployment and retraction mechanism of the photovoltaic module needs to ensure structural stability after deployment to resist wind loads, while the deployment and retraction process must be smooth and reliable. Common integral flipping or sliding rail telescopic mechanisms suffer from insufficient rigidity and poor wind resistance after deployment, or have stringent requirements for track straightness and are difficult to adapt to slight deformations of the moving carrier. Preferably, the track-mounted agricultural production composite of the present invention includes the following extension components: multiple segments of hinged rods, which are connected sequentially to form a foldable structure located on both sides of the photovoltaic module, with the photovoltaic panels in the photovoltaic module fixed relative to the corresponding segments; and an electric telescopic rod, whose two ends are respectively hinged to two adjacent segments, so that the electric telescopic rod and the two adjacent segments form a triangular linkage mechanism; wherein, the electric telescopic rod is configured to drive the triangular linkage mechanism to deform by its own extension or shortening, thereby switching the foldable structure between the deployed state and the folded state.

[0014] Preferably, in the track-mounted agricultural production complex of the present invention, the photovoltaic module is electrically connected to the electrical components of the track-mounted agricultural production complex to supply power to the complex. Preferably, in the track-mounted agricultural production complex of the present invention, the control module is also connected to the robotic arm, the grain conveying mechanism, and the extension member, respectively; the control module is further configured to: control the robotic arm to automatically load and unload the tillage components, control the grain conveying mechanism to automatically load and unload the grain, and control the extension member to automatically retract and extend the photovoltaic module, according to the operation instructions.

[0015] Achieving precise stopping and turning of the working bridge at track intersections relies on accurate and continuous sensing of the relative position between key components (hydraulic support columns) and the target point (intersection). Traditional solutions, such as physical limit switches or photoelectric sensors, have low accuracy and are easily affected by field environment interference; magnetic strip markers can only provide discrete signals and cannot meet the continuous position feedback requirements of closed-loop precision control. Preferably, in the track-mounted agricultural production complex of the present invention, the sensing module includes an ultra-wideband (UWB) positioning module, an electromagnetic ranging module, or an ultrasonic ranging module; a first sensing unit is set on the hydraulic telescopic support column, and a second sensing unit is set at the intersection of the transverse and longitudinal tracks. The first and second sensing units cooperate to determine the relative position.

[0016] The stopping control of heavy-duty work bridges faces challenges such as large load variations and uncertain track adhesion conditions (e.g., dry / wet, muddy). Using fixed deceleration points and braking force parameters can easily lead to overshooting or incomplete stopping when the load changes or the track is wet or slippery, affecting the accuracy and reliability of subsequent steering and even causing safety risks. Therefore, an intelligent stopping control method that can adapt to dynamic working conditions is needed. Preferably, in the track-guided agricultural production complex of the present invention, the control module is specifically configured as follows: A. Adaptive modeling stage: real-time acquisition of the current load information of the working bridge; dynamic updating of the bridge's equivalent mass M_eff and center of mass position parameters for braking prediction based on load information and historical data; real-time evaluation of the adhesion coefficient μ of the current track section, which is based on historical data of the slip ratio of the drive wheel set or a preset friction coefficient table under different field humidity / weather conditions; B. Graded prediction stopping stage: calculating the first-stage deceleration curve based on the updated M_eff, μ, and real-time speed v and remaining distance d, with the goal of making the working bridge smoothly approach the target intersection at a low, stable crawling speed v_crawl; when the working bridge is running at v_crawl and the remaining distance d When entering a final fine-stop window determined by system response delay and positioning error, the second-level fine-stop control is initiated. In the second-level fine-stop control, combined with the high-frequency ranging signal from the sensing module, a feedforward-feedback composite control is adopted: the feedforward control output is used as the basic braking force, and the distance deviation feedback control is used for fine-tuning, so that the working bridge achieves both speed and distance errors approaching zero at the target position, and immediately triggers brake locking. C. Abnormal working condition handling stage: During deceleration, if a continuous deviation between the actual deceleration and the predicted model value is detected, exceeding the preset tolerance, it is determined that the track adhesion condition is abnormal. At this time, the controller will ignore the original predicted curve, switch to a conservative braking strategy designed based on the worst adhesion condition μ_min, and ensure safe stopping with higher priority, while recording the abnormal position information for subsequent maintenance.

[0017] In long-term use, positioning systems based on sensing modules may experience slow coordinate system drift due to environmental factors such as track foundation settlement and temperature deformation. Relying solely on self-learning calibration based on successful local turns leads to map data constantly chasing drifting points, resulting in accumulated errors and ultimately distorting the global map, affecting the accuracy of long-term navigation and path planning. Preferably, in the track-based agricultural production complex of this invention, the control module is configured to perform anti-drift map calibration, including: pre-setting at least one reference calibration point with a fixed physical identifier in the track network; recording the trigger position data after each successful turn, and processing multiple calibration data at the same intersection point using a statistical filter to eliminate gross errors and obtain an estimated value for the current calibration; periodically controlling the working bridge to move to the reference calibration point, and acquiring the actual measured coordinates of that point through the sensing module; comparing the actual measured coordinates with the original theoretical coordinates of that point stored internally in the system to calculate a global coordinate system drift error; using this global drift error to periodically correct the calibrated coordinates of all intersection points, and resetting the initial state of the filter.

[0018] When hydraulic support columns are used to lift the working bridge, their stability is greatly affected by ground conditions (softness / hardness, foreign objects). Simply monitoring whether the final support force meets the standard cannot identify different failure modes such as ground plastic settlement and interference from small hard objects, potentially leading to bridge tilting or unexpected collapse during steering. An intelligent assessment method is needed that can diagnose the support status early and respond accordingly. Preferably, in the track-mounted agricultural production complex of the present invention, a pressure sensor is installed at the bottom of the hydraulic telescopic support column, and a vibration sensor is installed on the wheel or working bridge; the control module is connected to the pressure sensor and the vibration sensor and is configured to: simultaneously collect pressure time-series data P(t) and vibration spectrum data V(f) during the extension of the hydraulic telescopic support column and the subsequent support holding stage; construct a support state assessment model: integrate the stability of the pressure data with the characteristic frequency amplitude of the vibration data that represents the loosening of the foundation, and comprehensively assess the instantaneous stability and potential failure risk of the support point; execute a graded control strategy according to the assessment results: if the assessment is stable, the normal process continues; if the assessment is that there is interference, the hydraulic telescopic support column is controlled to perform a slight lifting-settling action to try to cross the interference; if the assessment is that there is a risk of continuous plastic deformation of the foundation, a load monitoring window is inserted into the turning operation sequence, and the system is kept in a suspended state for a period of time to confirm that the pressure has not decayed before turning, otherwise it safely falls back.

[0019] The present invention has at least the following beneficial effects: 1. By integrating a lifting and rotating wheel assembly, a compact and efficient right-angle steering mechanism is achieved. The coordinated operation of the hydraulic telescopic support column and the steering motor in this invention eliminates the need for an external turntable on the working bridge. Direction changes can be completed at the track intersection through a lifting-rotating-lowering process. This technology directly eliminates the need for additional steering space, significantly shortens steering time, and thus solves the problems of difficult and inefficient steering in large rail machinery, achieving a smooth workflow.

[0020] 2. The invention achieves rapid and automated replacement of tillage components through a built-in robotic arm and a through-type mounting slot. It integrates loading and unloading functions within the working bridge, utilizing a robotic arm to pick up and place different agricultural implements via standardized interfaces. This method transforms the traditional external attachment process, which relies on manual labor and auxiliary vehicles, into automated operation within the equipment, significantly reducing downtime and labor costs during agronomic changes and improving the equipment's versatility and utilization.

[0021] 3. The double-layer bridge structure integrates grain receiving and transfer functions, ensuring the continuity of harvesting operations. The double-layer structure and supporting grain receiving bins and conveying mechanisms adopted in this invention form a harvesting-temporary storage-transfer production line. This design allows harvesting operations to be carried out in parallel with grain transfer, avoiding the interruption of operations that traditional harvesters must stop to wait for unloading when the grain bins are full, thereby effectively improving the pure harvesting operation time and overall efficiency.

[0022] 4. The retractable photovoltaic module integrated design balances energy supply and equipment adaptability. The solution developed in this invention allows the photovoltaic panels to flexibly extend for power generation or retract for protection as needed. The triangular linkage mechanism of the extension component ensures structural stability after deployment. These measures not only provide renewable auxiliary energy for the equipment and reduce operating energy consumption, but also solve the problems of fixed photovoltaic equipment being easily damaged and hindering operation, thus improving the system's environmental adaptability and sustainability.

[0023] 5. Through a hierarchical intelligent control system, full automation and optimization from global planning to precise execution are achieved. This invention employs a multi-layered control system. The control platform is responsible for global task planning; high-precision sensing modules provide the positioning basis; adaptive positioning algorithms ensure precise alignment; anti-drift map calibration maintains long-term positioning accuracy; multi-sensor fusion-based evaluation and dynamic balancing strategies ensure the safety and efficiency of the turning process; and a unified control module coordinates the linkage of various actuators. These interconnected technologies enable the complex to automatically, reliably, and efficiently complete complex agronomic tasks, significantly improving the system's intelligence level and operational quality.

[0024] Other advantages, objectives and features of the present invention will become apparent in part from the following description, and in part from those skilled in the art through study and practice of the invention. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the structure of the track-fed agricultural production complex described in this invention; Figure 2 This is a schematic diagram of the structure of the track-mounted agricultural production complex described in this invention, both when it is on the horizontal track and after it turns and enters the vertical track. Figure 3 This is a schematic diagram of the wheel structure described in this invention; Figure 4 This is a top view schematic diagram of the wheel structure described in this invention; Figure 5 This is a schematic diagram of the mounting slot structure in the working bridge described in this invention; Figure 6 This is a schematic diagram of the structure of the extension member described in this invention in its extended and folded states; Figure 7 This is a framework diagram of the track-fed agricultural production complex described in this invention. Detailed Implementation

[0026] The present invention will be further described in detail below with reference to examples, so that those skilled in the art can implement it based on the description.

[0027] It should be understood that terms such as “having,” “comprising,” and “including” as used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0028] like Figure 1-7 As shown, a track-mounted agricultural production complex includes transverse tracks 1 and longitudinal tracks 2 set in the planting field. The transverse tracks 1 can be made of 20A I-beams, and the longitudinal tracks 2 can be made of the same material. They are arranged perpendicularly, with the longitudinal tracks 2 located at both ends of the transverse tracks 1 to connect different transverse tracks. The spacing between the transverse tracks 1 can be set according to the operating width of the agricultural machinery, for example, 6 meters or 8 meters. The main frame of the working bridge 3 can be welded from Q235B steel, erected on the transverse tracks 1, and can move along the transverse tracks 1 and longitudinal tracks 2 via its lower wheel section 5. The wheel section 5 is located below the working bridge 3 and can be made of cast steel, containing components that slide with the tracks. The first sensing unit in the sensing module can be installed on the outer shell of the hydraulic telescopic support column 6, and the second sensing unit can be encapsulated in a protective box and fixed to a concrete base at the track intersection. Figure 2 As shown, the cultivation area 7 between the two horizontal tracks 1 forms the planting area in the field.

[0029] The wheel assembly 5 includes a track wheel set 8, a hydraulic telescopic support column 6, and a steering motor 14. The track wheel set 8 supports the working bridge 3 and rolls on the track. Its wheels can be cast steel wheels covered with wear-resistant rubber, and at least one is a drive wheel, driven by a drive device such as a variable frequency motor in conjunction with a reducer. The hydraulic telescopic support column 6 is supported between the track wheel set 8 and the mounting base of the working bridge 3. Its cylinder body can be made of 45# steel and can be a single-acting or double-acting hydraulic cylinder with a cylinder diameter of, for example, 100 mm and a stroke of, for example, 200 mm. It is configured to extend downwards, with its bottom end pressing against the top surface of the track, thereby lifting the entire track wheel set 8 off the track surface by approximately 10 to 50 mm. The steering motor 14 can be a servo motor with a reducer. Its output shaft meshes with a gear ring mounted on the wheel set's slewing support via a gear, driving the track wheel set 8 to rotate horizontally around the center of the hydraulic telescopic support column 6. The intelligent control device includes a sensing module and a control module. The sensing module can be an ultra-wideband (UWB) positioning module, with its tag end serving as the first sensing unit fixed to the bottom of the hydraulic telescopic support column 6, and its anchor point end serving as the second sensing unit fixed at the track intersection. The control module can be an industrial PLC, which is electrically connected to the sensing module, the solenoid valve of the hydraulic telescopic support column 6, the driver of the steering motor 14, and the frequency converter of the drive device via signal lines.

[0030] The working bridge 3 moves along the transverse track 1 for operation. When a turn is required, the control module controls the drive unit to move the working bridge 3. The sensing module detects the distance between the first and second sensing units in real time. When the distance is less than a first preset threshold, such as 3 meters, the control module controls the drive unit to decelerate the working bridge 3. When the distance is less than a second preset threshold, such as 0.05 meters, the control module controls the drive unit to brake, stopping the working bridge 3. Next, the control module controls the solenoid valve of the hydraulic telescopic support column 6 to switch, extending it and lifting the track wheel assembly 8 off the track to achieve suspension. Subsequently, the control module sends a control signal to the steering motor 14, driving the suspended track wheel assembly 8 to rotate 90 degrees, making its wheel direction parallel to the longitudinal track 2. Then, the control module controls the hydraulic telescopic support column 6 to retract, allowing the turned track wheel assembly 8 to fall back onto the longitudinal track 2. Finally, the drive unit operates, driving the working bridge 3 into the longitudinal track 2, completing a right-angle turn.

[0031] Existing agricultural machinery operating on fixed tracks typically relies on large turntables or complex switch systems at track endpoints for steering. This involves slow rotation or track switching, occupying additional farmland area and time-consuming processes. This embodiment incorporates a wheel section 5 consisting of hydraulically telescopic support columns and a steering motor, supplemented by an intelligent control device based on distance measurement using a sensor module. This enables automatic, in-situ steering at track intersections. This difference allows the working bridge to directly change direction at the intersection without relying on external turntables or switches. Through precise positioning, lifting, in-situ wheel rotation, and re-railing, a series of actions are performed at the intersection. By eliminating the need to move to a specific turntable area and slow rotation, and by providing a compact and automatic steering action, this solution addresses the technical problems of large space requirements, long steering times, and low efficiency in steering large track machinery. The closest existing technology, relying on fixed, large steering facilities, cannot achieve fast, compact, and automated right-angle steering at any intersection in the track network. This implementation method can achieve the technical effect of automatically, flexibly and quickly changing the direction of travel in a fixed track, significantly reducing the time and space required for turning, and improving the continuity and automation of the work process.

[0032] Furthermore, in another embodiment, the hydraulic telescopic support column 6 is supported between the mounting base of the track wheel assembly 8 and the working bridge 3, playing a major role in load-bearing and lifting. This hydraulic telescopic support column 6 can be a double-acting hydraulic cylinder, its structure including an upper fixed section 11 and a lower telescopic section 12. The upper end of the fixed section 11 is rigidly connected to the bottom of the working bridge 3 via a flange. The cylinder rod of the hydraulic telescopic support column 6, i.e., the telescopic section 12, can have a wear-resistant hemispherical head installed at its end for contacting the track surface. The entire hydraulic telescopic support column 6 passes vertically downwards through a pre-drilled circular through-hole in the center of the track wheel assembly 8. A slewing bearing can be installed in this through-hole, allowing the track wheel assembly 8 to rotate freely around the outer shell of the hydraulic telescopic support column 6, thus achieving a rotatable fit. When the hydraulic system supplies oil to the rod chamber, the telescopic section 12 extends downwards, and its end head supports the top surface of the track, thereby lifting the track wheel assembly 8 and its fixedly connected housing 9 as a whole, causing its wheels to detach from the track and reach a suspended state.

[0033] A large-diameter gear 13 is concentrically fitted and fixedly installed on the outer wall of the fixed section 11 of the hydraulic telescopic support column 6. This gear 13 can be a spur gear. The steering motor 14 can be a servo motor with a reducer, which is fixed to the housing 9 of the track wheel assembly 8 via a mounting base, thus being relatively fixed to the track wheel assembly 8. A small-diameter planetary gear 16 is installed on the output shaft 15 of the steering motor 14. The planetary gear 16 meshes with the gear 13 on the fixed section 11 to form a planetary gear mechanism. The module of gear 13 can be 4, and the number of teeth can be 100. The number of teeth of planetary gear 16 can be 20 to achieve a certain reduction and torque increase ratio.

[0034] When a turn is required, under the control of the control module, the hydraulic telescopic support column 6 first extends, lifting the track wheel assembly 8 off the track and suspending it in the air. Then, the control module sends a command to the steering motor 14. The steering motor 14 starts, and its shaft 15 drives the planetary gear 16 to rotate. Since the planetary gear 16 meshes with the gear 13 fixed on the fixed section 11, and the fixed section 11 is fixedly connected to the upper working bridge 3 and cannot rotate, according to the planetary gear transmission principle, the rotation of the planetary gear 16 will drive the entire motor mounting base and the track wheel assembly 8 housing 9, which is fixed to it, to revolve around the fixed hydraulic telescopic support column 6 axis, i.e., swing. The steering motor 14 rotates by a predetermined angle, such as 90 degrees, to drive the track wheel assembly 8 to swing from the direction adapted to the transverse track 1 to the direction adapted to the longitudinal track 2. After the turn is completed, the hydraulic telescopic support column 6 retracts, the track wheel assembly 8 falls back onto the track, and the turn process ends.

[0035] Furthermore, in another embodiment, the working bridge 3 has a through-workspace inside. This working space can be a closed cavity formed by a steel frame and steel plates, with a height of 2.5 meters and a length and width determined according to the bridge dimensions. At the bottom of the working space, a long, narrow mounting slot 17 is provided along its longitudinal centerline, penetrating the bottom plate of the working bridge 3. The dimensions of this mounting slot 17 can be designed according to the interface specifications of the cultivation components; for example, its length can be 2.5 meters and its width can be 0.8 meters, and its edges can be welded with reinforcing frames. Inside the working space, a robotic arm is installed. This robotic arm can be a multi-axis articulated industrial robot, whose base is fixed to the steel structure beam at the top of the working space by high-strength bolts. Its end effector can be configured as an automatic quick-change device and a multi-functional mechanical gripper, capable of adapting to the lifting points of different cultivation components.

[0036] The tillage components include tillers, harvesters, fertilizer spreaders, or sprayers, which are independent agricultural implements. For example, a harvester can be a conventional grain combine harvester head with a lifting lug or latch on top that engages with a robotic gripper. When it is necessary to load or unload the tillage component, the robotic arm first moves under the remote operation of the operator or the automatic program control of the control module. Its end gripper moves to a designated position and precisely grasps the tillage component placed in a predetermined area within the workspace or fed from an external platform, for example, by clamping its lifting lug. Subsequently, the robotic arm lifts the component and moves it horizontally, precisely aligning it with the mounting slot 17 at the bottom. Then, the robotic arm controls the component to descend smoothly, passing it through the mounting slot 17 until its quick-connect interface (such as a hydraulic quick-connect coupling or power plug) automatically mates and locks with the corresponding female head installed around the mounting slot 17 or under the working bridge 3. The removal process is the reverse; the robotic arm lifts the completed component from the mounting slot 17 and retracts it into the workspace for storage or moves it to an external platform.

[0037] Furthermore, in another embodiment, the working bridge 3 is configured as a double-layer structure, and its overall frame can be constructed by welding box beams and columns. The lower layer is the working space described in the invention, while the upper layer is an independent enclosed or semi-enclosed compartment serving as the grain receiving bin 4. The body of the grain receiving bin 4 can be made of welded stainless steel plates, and its volume can be determined according to the designed harvesting capacity, for example, 30 cubic meters. An anti-arching sliding plate can be installed inside the bin, and the bottom is designed as a conical funnel shape, with a gate installed at the discharge port. The grain receiving bin 4 is connected to the harvester's discharge port located on the lower layer and installed through the mounting slot 17 via a flexible grain conveying pipe, for directly receiving the grain harvested and discharged by the harvester in real time.

[0038] A grain conveying mechanism is installed on the upper deck of the working bridge 3 or on the side of the grain storage bin 4. This mechanism can be a scraper conveyor or a screw conveyor. The feed hopper of the conveyor is located below the discharge port at the bottom of the grain storage bin 4, and its body can be arranged longitudinally along the working bridge 3, with the discharge end extending to the side or end of the working bridge 3. The drive motor, reducer, and control system of the conveyor can be installed in an adjacent equipment compartment. When unloading is required, the control module or manual command controls the gate at the bottom of the grain storage bin 4 to open, and the grain falls into the feed hopper of the conveyor under gravity. Then the conveyor starts, continuously and evenly transporting the grain to the cargo box of a grain truck parked on the roadside at the field or a designated centralized grain storage point to complete the loading and unloading.

[0039] Existing rail-mounted or self-propelled harvesters are typically equipped with a small temporary grain storage bin. Once full, the machine must stop to wait for external transport vehicles to dock and unload the grain. This process consumes operation time and requires additional vehicles and personnel for coordination. The technical solution described in this invention differs from the closest prior art in that the working bridge is designed as a double-layer structure integrating a large grain storage bin 4 and a built-in conveyor, forming a continuous production line for harvesting, temporary storage, and transfer. This difference allows harvesting and grain transfer operations to be performed concurrently. The harvester's continuous operation is not limited by the grain bin capacity, and the transfer process is completed by the equipment itself, without interrupting harvesting while waiting for external vehicles. Therefore, this solution solves the technical problems of operational interruptions, reduced efficiency, and strong dependence on supporting transportation caused by grain unloading during harvesting. The closest prior art, due to its functionally separated design, cannot achieve seamless integration and efficient continuous operation of the harvesting and transfer stages on the mobile host. This implementation significantly increases the proportion of pure harvesting operation time, reduces dependence on external transfer coordination, and improves the overall operational efficiency and continuity of the system.

[0040] Furthermore, in another embodiment, a photovoltaic module storage section is provided at the top of the double-layer working bridge 3. This storage section can be a flat box-shaped structure composed of a lightweight steel frame and a protective cover, with its length aligned with the working bridge 3 and an internal clearance of 0.3 meters, used to accommodate the photovoltaic module when not in use. An extension member 18 is installed inside the photovoltaic module storage section. The extension member 18 can be a parallel four-bar telescopic frame composed of multiple hinged linkages, with one end hinged to the inner wall of the storage section and the other end fixed to the back frame of the photovoltaic module. The extension member 18 can be driven by an electric actuator or hydraulic cylinder to perform telescopic movement. The photovoltaic module itself consists of multiple standard-sized monocrystalline silicon photovoltaic panels electrically connected in series or parallel and fixed to the supporting frame.

[0041] When the photovoltaic module needs to be deployed for power generation or shading, the control module sends a command to the drive device of the extension member 18. The drive device operates, pushing the extension member 18 to extend from its folded, retracted state. The extension member 18 smoothly slides the entire photovoltaic module, which is fixed to it, out of the retracted section until it is fully extended beyond the photovoltaic module retracted section and reaches the predetermined working position, where it is then secured by the locking mechanism. In this deployed state, the photovoltaic panel faces the sun and can perform photoelectric conversion. At night, during inclement weather, or when performing certain shading operations, the control module controls the drive device to move in the opposite direction, the extension member 18 retracts, and pulls the photovoltaic module back along its original path into the photovoltaic module retracted section, where it is closed by a cover plate for protection.

[0042] Existing agricultural photovoltaic (PV) panels are typically fixedly installed on building rooftops or field supports, exposed to the elements for extended periods. This makes them susceptible to damage or efficiency degradation from hail, dust, and bird droppings, and they also create obstructions during machinery operation. This embodiment integrates a retractable storage unit with a telescopic component on the top of the working bridge, allowing the PV modules to be flexibly extended for use or retracted for protection as needed. This distinction transforms the PV power generation device from a fixed auxiliary facility into a dynamically manageable working module integrated with the main mobile equipment. Therefore, this solution addresses the technical problems of fixed PV equipment being vulnerable to damage from severe weather, inconvenient maintenance, and hindering agricultural machinery operations. The closest existing technology, due to its fixed installation, cannot achieve flexible adjustment of the PV equipment's operating status or effective in-situ protection. This embodiment achieves the technical effects of extending the lifespan of the PV equipment, ensuring its power generation efficiency, and preventing interference with main agricultural operations.

[0043] Furthermore, in another embodiment, the extension member 18 includes multiple hinged sections 19. The sections 19 can be made of aluminum alloy profiles, with each section's length matching the width of a single photovoltaic panel, for example, 1 meter. These sections 19 are sequentially hinged end-to-end via hinge shafts, forming two symmetrically arranged foldable structures located on both sides of the photovoltaic module. The photovoltaic module is constructed by assembling multiple standard-sized monocrystalline silicon photovoltaic panels onto a lightweight frame. The frame of each photovoltaic panel is fixed relative to a section 19 on the corresponding side using bolts, thus ensuring that the overall folding and unfolding movement of the photovoltaic module is synchronously guided and supported by the foldable structures on both sides.

[0044] The electric telescopic rod 20 is the driving component, and can be a linear push rod driven by a DC motor. In each foldable structure, a driving unit is installed at each hinge point. The two ends of the electric telescopic rod 20 are hinged to two adjacent rod segments 19. The connection points and the hinge points between the rod segments 19 are not on the same straight line, thus forming a triangular linkage mechanism together with these two rod segments 19. When the electric telescopic rod 20 receives an extension command from the control module, its push rod extends, pushing the two connected rod segments 19 to overcome the folding tendency of the hinges, causing these two rod segments 19 to gradually flatten to nearly a straight line, and driving the entire foldable structure to unfold sequentially, ultimately allowing all photovoltaic panels to unfold to form a wide light-receiving plane. When retraction is required, the electric telescopic rod 20 shortens, pulling the adjacent rod segments 19, deforming the triangular mechanism, and causing the two rod segments 19 to fold around the hinge point, thereby pulling the entire foldable structure to fold and retract sequentially, allowing the photovoltaic panels to be stacked and retracted to reduce space occupation.

[0045] In existing technologies, mobile or retractable photovoltaic devices for agricultural facilities often employ an overall flipping or sliding storage method. Their structural stability after deployment relies on multiple locking points, resulting in an uneven deployment process and difficulty adapting to slight unevenness at the top of the working bridge after full deployment. This embodiment employs a foldable structure consisting of a triangular drive unit composed of multiple hinged sections and an electrically operated telescopic rod 20. This structure not only achieves the deployment function but also, its multi-segment hinged configuration itself forms a stable spatial truss after deployment, providing excellent load-bearing capacity. Therefore, this solution offers smoother and more reliable deployment, as well as higher overall structural rigidity after deployment, better adapting to deformation of the moving carrier. The closest existing technology, due to differences in its drive and support methods, suffers from deficiencies in structural stability and adaptability to substrate deformation. This embodiment achieves the technical effect of making the photovoltaic module deployment process more reliable and the deployed state more stable and robust.

[0046] Furthermore, in another embodiment, the photovoltaic module is electrically connected to the electrical components of the tracked agricultural production complex via cables. Specifically, the DC power output from the photovoltaic panel can be connected via a set of copper core cables of suitable cross-sectional area to one or more photovoltaic controllers installed in the photovoltaic module housing or the equipment compartment of the working bridge. This controller can be an MPPT (Maximum Power Point Tracking) controller, used to optimize the power generation efficiency of the photovoltaic panel and manage the charging of the battery pack. The battery pack can be a set of valve-regulated lead-acid batteries or lithium-ion batteries, installed in a separate battery box with ventilation and heat dissipation design, also placed in the equipment compartment of the working bridge. The electrical energy output from the controller is stored in the battery pack, or converted to AC power by a DC-AC inverter and distributed to various electrical components through a distribution cabinet, including but not limited to the motors of the drive unit, the oil pump motor of the hydraulic system, the steering motor 14, the control module, sensors, lighting equipment, and the aforementioned robotic arm, grain conveying mechanism, and electric telescopic rod 20, etc. During operation, when the photovoltaic modules are deployed and receive sunlight, the generated electricity is either used to directly power electrical equipment or to charge the battery bank via the aforementioned pathways. At night or when sunlight is insufficient, the battery bank discharges to provide power to the system. The overall operating status of the power system, such as photovoltaic power generation, battery voltage and remaining charge, and load consumption, can be monitored and managed by a control module or an independent energy management unit to ensure continuous and stable power supply and to issue early warnings when the power is too low.

[0047] like Figure 3 and Figure 4 As shown, in another embodiment, such as Figure 2 As shown, taking the longitudinal track 2 as an example, the first wheel part 501 and the second wheel part 502 respectively cooperate with a longitudinal track, as follows: Figure 4As shown, the track wheel sets 8 in the first wheel section 501 and the second wheel section 502 share the same steering motor 14 and are synchronously driven through the transverse drive shaft 163. Figure 3 As shown, the shared steering motor 14 is vertically mounted on the housing 9 of one of the track wheel sets 8, with its outer casing fixed relative to the housing 9. The output shaft 15 of the steering motor 14 is arranged vertically. A large-diameter gear 13 is concentrically fitted and fixed on the fixed section 11 of the hydraulic telescopic support column 6. On the output shaft 15 of the steering motor 14, two gears are coaxially mounted from top to bottom: a first helical gear 161 located above and a small-diameter planetary gear 16 located below. The planetary gear 16 meshes with the gear 13 on the fixed section 11, forming a planetary gear transmission pair.

[0048] A transverse drive shaft 163, which can be a solid steel shaft, is arranged horizontally. Both ends of the transverse drive shaft 163 are mounted between the housings 9 of the left and right track wheel sets 8 via bearing seats. A second helical gear 162 is fixedly mounted on the end of the transverse drive shaft 163 corresponding to the mounting side of the steering motor 14. This helical gear 162 meshes with a first helical gear 161 at the upper end of the output shaft 15 of the steering motor 14, thereby converting the vertical rotational motion of the steering motor 14 into the horizontal rotational motion of the transverse drive shaft 163.

[0049] On the track wheel assembly 8 without a steering motor, a similar gear 13 is concentrically fitted and fixed on the fixed section 11 of its hydraulic telescopic support column 6. On this side, a vertical transition shaft 21 (replacing the steering motor shaft) is mounted on the wheel assembly housing 9 via a bearing seat. The transition shaft 21 also has a planetary gear 16 meshing with the gear 13 on this side, as well as a first helical gear 161. On the other end of the transverse drive shaft 163 on this side, a second helical gear 162 is also fixedly mounted. The second helical gear 162 meshes with the first helical gear 161 for transmission. In this way, the rotational motion of the transverse drive shaft 163 is transmitted to the first helical gear 161 on the transition shaft 21 through the second helical gear 162, thereby coaxially driving the planetary gear 16 on this side to rotate.

[0050] When steering is required, the hydraulic telescopic support column 6 extends, simultaneously lifting and suspending the left and right track wheel sets 8. Subsequently, the steering motor 14 starts. The output torque of the steering motor 14 is transmitted synchronously through two paths: the first path is directly through the planetary gear 16 at the lower end of its output shaft 15, driving the gear 13 on its side. According to the planetary gear transmission principle, since the motor housing is fixed and gear 13 is fixed to the fixed section 11, this will drive the entire track wheel set 8 housing 9 on the motor side to swing around the axis of its hydraulic telescopic support column 6. The second path is through the first helical gear 161 at the upper end of the output shaft 15, driving the second helical gear 162 on the meshing transverse transmission shaft 163, causing the transverse transmission shaft 163 to rotate. The rotation of the transverse transmission shaft 163 is transmitted through the second helical gear 162 at the other end to the transition shaft 21, which then coaxially drives the planetary gear 16 on the other side. This planetary gear 16 drives the gear 13 on its side, driving the track wheel set 8 housing 9 on that side to swing around its own hydraulic telescopic support column 6 axis in the same principle. By designing the gear ratio of each helical gear, it can be ensured that the transmission ratios on both sides of the transverse transmission shaft 163 are completely consistent, thereby achieving completely synchronized oscillation of the left and right track wheel sets 8.

[0051] Furthermore, in another embodiment, the track-fed agricultural production complex also includes a control platform. This control platform can be an industrial computer with an Intel Core i5 processor (frequency 2.5GHz or higher), 8GB of RAM, a 256GB SSD, and running a Windows operating system and intelligent planting management software. The control platform connects to the track-fed agricultural production complex via communication. Wired communication can utilize industrial Ethernet compliant with the IEEE 802.3 standard, using Category 5e or higher shielded twisted-pair cable, with a communication distance of up to 100 meters. Wireless communication can employ a 4G LTE or 5G NR module, supporting the TCP / IP protocol and equipped with a SIM card for remote data transmission. Its antenna can be mounted on the control platform's casing. The control platform is placed in a fixed control room in the field or on a mobile vehicle.

[0052] The intelligent planting management software controlling the platform constitutes the intelligent planting module. This module loads an electronic map containing coordinate information for the horizontal track 1 and the vertical track 2, with a map accuracy down to the centimeter level. The intelligent planting module is configured such that, before operation, the operator selects the field to be operated, the type of operation (one or more of tilling, harvesting, fertilizing, or spraying), and the operation parameters through the software interface. Internally, the module automatically plans the route of the agricultural production complex along the tracks based on a preset algorithm (such as a shortest path algorithm or a coverage path algorithm). This route consists of a series of ordered latitude and longitude coordinate points or track node sequences, along with operation instructions for each node or segment. The planned route can be displayed on the software map interface for confirmation.

[0053] During the operation execution phase, the control platform sends the planned travel route and operation instruction sequence to the control module on the working bridge 3 via the established communication link. The control module parses the instructions and first controls the drive device to make the working bridge 3 move strictly according to the planned route. The moving speed can be set between 0.5 m / s and 1.5 m / s. When the working bridge 3 reaches the designated operation coordinate point, the control module, according to the instructions, coordinates and controls the robotic arm to change the corresponding tillage component (such as changing from a fertilizer spreader to a sprayer), and controls the component to perform the corresponding agronomic operations during movement or at a fixed point. For example, it controls the rotation speed of the fertilizer spreader's discharge shaft to match the travel speed to achieve uniform spreading. The position, status, progress, and other information during the operation are transmitted back to the control platform in real time and updated and displayed in graphical and numerical form on the software interface.

[0054] This implementation establishes an independent control platform with advanced path planning algorithms. Based on a track coordinate map, this platform can plan global travel routes containing multi-task sequences for large complexes operating on fixed track networks, and perform remote automated scheduling and monitoring. This upgrades the operation mode of track-based agricultural production complexes from single-machine, single-task, and partially automated to system-level, multi-task, and globally optimized intelligent operation. Therefore, this solution can solve the technical problems of large equipment operating on complex track networks with single paths, low multi-task execution efficiency, and reliance on frequent manual operation and decision-making. This implementation achieves the technical effects of improving the planning rationality and automation level of equipment in continuous multi-field operations, reducing manual intervention, and improving the overall system operation efficiency.

[0055] Furthermore, in another embodiment, the control module is connected to the robotic arm, the grain conveying mechanism, and the extension member 18 via multiple independent control lines. Specifically, the control module can be a programmable logic controller (PLC) with multiple digital and analog input / output ports. This controller is connected to the robotic arm's controller via a fieldbus cable, such as PROFIBUS-DP or Ethernet / IP, to send motion commands and receive status feedback; it controls the start, stop, and speed adjustment of the grain conveying mechanism's drive motor via a relay output module or directly via a frequency converter; and it controls the power supply circuits and direction signals of the drivers for the multiple electric telescopic rods 20 in the extension member 18 via digital output points.

[0056] When the control module receives a work instruction, its internal program is triggered and coordinates the control of the aforementioned actuators. The work instruction can be issued remotely from the control platform or triggered by the operator on the local control panel of the working bridge 3. For example, when the instruction is "Start harvesting," the control module first controls the extension member 18 to automatically retract the photovoltaic module to avoid obstruction or damage. Next, it controls the robotic arm to grab the harvester component from its storage location, lower it through the mounting slot 17, and lock it in the working position. During the harvesting operation, when the level sensor of the grain storage bin 4 sends a full signal, the control module automatically controls the grain conveying mechanism to start, unloading the grain into an external transport vehicle, completing the automatic loading and unloading of the grain. When the instruction changes to "Switch to spraying," the control module controls the robotic arm to retract the harvester and install the sprayer, while simultaneously instructing the extension member 18 to automatically extend the photovoltaic module for power generation based on sunlight conditions.

[0057] Existing harvesters require manual opening of the grain hopper gate for unloading, and the deployment and retraction of auxiliary equipment require separate button operations. Changing between different implements relies on manual labor or auxiliary machinery. These operations are scattered and lack coordination, making it impossible to automatically sequence them according to a continuous workflow. This implementation integrates and programmatically controls three actuators—the robotic arm, grain conveying mechanism, and extension component 18—belonging to different functional modules, through a unified control module. This allows them to automatically and coordinately complete a series of related actions based on higher-level operational instructions, integrating previously independent manual or semi-automatic operations into a coherent automated workflow. Therefore, this solution addresses the technical problems of low efficiency, cumbersome operation, and susceptibility to errors caused by the scattered operation of auxiliary equipment and reliance on manual coordination in multifunctional composite harvesters. This implementation significantly reduces the need for manual intervention during transitions between different operational stages, improving the continuity of the workflow and the overall level of automation.

[0058] Furthermore, in another implementation, the sensing module can be an ultra-wideband (UWB) positioning module. Specifically, a commercial UWB ranging kit based on the IEEE 802.15.4a standard can be selected. The first sensing unit is a UWB tag, approximately 50mm × 30mm × 15mm in size, encapsulated in a waterproof and dustproof engineering plastic shell, and directly fixed to the bottom side or bottom center of the telescopic section 12 of the hydraulic telescopic support column 6 via a bracket. The second sensing unit is a UWB anchor point, slightly larger in size, encapsulated in a metal box with an IP67 protection rating, and securely installed on a concrete pile or dedicated column directly above the intersection of the transverse track 1 and the longitudinal track 2 using anchor bolts. The installation height is slightly higher than the maximum height of the working bridge 3 during passage to avoid obstruction. Both the anchor point and the tag have built-in antennas, radio frequency circuits, and microprocessors. By transmitting and receiving nanosecond-level extremely narrow pulse signals, the three-dimensional spatial distance and angle information between them are determined using the time-of-flight method.

[0059] As the working bridge 3 moves along the track and approaches the intersection, the tag fixed to the hydraulic telescopic support column 6 continuously communicates wirelessly with the anchor point fixed at the intersection, measuring the straight-line distance between them in real time. This measurement data is transmitted to the control module in real time via wired (e.g., cable installed inside the support column) or wireless means. The control module filters the received distance data and, combined with the real-time speed information of the working bridge 3, calculates the theoretical planar projection distance of the bottom center point of the hydraulic telescopic support column 6 relative to the center of the track intersection, which serves as the core basis for determining the steering trigger.

[0060] Current rail vehicle positioning or stopping triggering often relies on physical limit switches, photoelectric sensors, or magnetic strip markers installed beside the track. Physical switches have low accuracy and are prone to wear; photoelectric sensors are easily interfered with by dust, rain, and fog in the field; magnetic strip markers can only provide discrete position signals, not continuous and accurate distance information, and are inconvenient to maintain. This implementation adopts high-precision wireless ranging technology such as UWB, and directly configures the sensing unit on the key moving parts (hydraulic telescopic support columns) and target position points (track intersections) that need to be aligned. This enables continuous, high-precision, non-contact measurement of the relative position between the two, and is not easily affected by harsh field environments. Therefore, this solution can provide position feedback information far superior to simple switches or markers for subsequent precise stopping and steering control. This implementation can achieve the technical effect of providing reliable, accurate, and interference-resistant position sensing data for the precise alignment of the working bridge at the intersection.

[0061] Furthermore, in another implementation, the control module is specifically configured to execute the following control process. During the adaptive modeling phase, the control module acquires the current load information of the working bridge 3 in real time, expressed in kilograms, using a weighing sensor installed in the grain receiving bin 4 or a model estimated based on the harvester's feed rate. Based on this load information and the bridge's structural mass, the control module dynamically updates the bridge's equivalent mass M_eff (in kilograms) for braking prediction using a pre-stored mathematical model, and estimates the position parameters of the center of mass in the bridge's length and width directions (in meters). Simultaneously, the control module evaluates the adhesion coefficient μ of the current track section in real time. This evaluation can be based on historical data of the real-time slip ratio of the drive wheel assembly, obtained by comparing the drive wheel speed with the driven wheel speed; or, based on the field weather conditions input by the operator (e.g., "dry," "wet," "muddy"), a preset friction coefficient table can be consulted to obtain an empirical value, which can be stored in the control module's memory.

[0062] In the example of the evaluation method based on historical slip ratio data, the control module monitors the rotational speeds of the drive wheel and the driven wheel (or another non-drive wheel in the same group) in real time. The slip ratio s is calculated as follows: when the drive wheel does not slip significantly, its theoretical linear velocity should be approximately the same as that of the driven wheel. The slip ratio s can be estimated using the formula s=(ωd×rd-ωf×rf) / (ωf×rf), where ωd is the rotational speed of the drive wheel (rpm), rd is the radius of the drive wheel (m), ωf is the rotational speed of the driven wheel (rpm), and rf is the radius of the driven wheel (m). Assuming smooth operation on a dry track, with measured ωd=2.0 rpm, ωf=2.0 rpm, and wheel radii of 0.5 meters, then the slip ratio s≈0. If the drive wheels briefly slip when starting or accelerating on a wet track, with measured ωd = 2.2 rpm and ωf = 2.0 rpm, then the slip ratio s = (2.2 × 0.5 - 2.0 × 0.5) / (2.0 × 0.5) = 0.1 (i.e., 10%). The control module can set a slip ratio threshold (e.g., 15%). If the average slip ratio calculated recently (e.g., in the previous 10 seconds) is consistently below this threshold, it is inferred that the current track adhesion conditions are good; if slip ratios frequently approach or exceed this threshold, it is inferred that the adhesion coefficient is low. A more accurate assessment can combine historical slip ratio data with the output torque of the drive motor, and estimate the current μ value through model back-engineering.

[0063] In the example of the query method based on a preset friction coefficient table, the control module can store a field track adhesion coefficient reference table in its memory, allowing the operator to select based on intuitive weather and ground conditions. The reference table is as follows: Table 1 Reference Table of Field Track Adhesion Coefficient When weather changes before or during operation, the operator selects the option that best matches the current situation from the above descriptions via the control platform or local human-machine interface. Upon receiving the selection command, the control module retrieves the corresponding μ value range from the table and can use the median value (e.g., μ=0.35 in "wet" conditions) as the input parameter for the current braking prediction model. This table can be calibrated and adjusted through experiments based on the specific soil type and track material (e.g., steel rail, concrete rail) of different regions.

[0064] During the graded predictive stopping phase, the control module calculates the first-stage deceleration curve using a vehicle dynamics model based on the updated M_eff, μ, and the remaining distance d (in meters) to the target intersection point acquired in real time by the sensing module, as well as the bridge's current speed v (in meters per second). The goal of this curve is to smoothly decelerate the working bridge 3 from its current speed to a lower, stable crawling speed v_crawl, for example, 0.15 meters per second, and smoothly approach the target intersection at this speed. When the working bridge 3 is running at v_crawl and the remaining distance d enters the final fine-stop window (for example, the window size can be set to 0.5 meters, determined by the system's hydraulic and braking response delay time and UWB positioning error), the control module initiates the second-stage fine-stop control. In this stage, a feedforward-feedback composite control algorithm is used, combining the high-frequency (e.g., 10 Hz) ranging signal provided by the sensing module. The feedforward control calculates the basic braking force command based on the real-time speed and remaining distance; the feedback control performs proportional-integral calculations on the deviation between the measured distance and the target distance (e.g., 0.05 meters) and outputs fine-tuned power. The combination of these two factors ultimately causes the working bridge 3 to simultaneously approach zero speed and distance errors at the target position, and immediately triggers the brakes of the drive unit for electrical and mechanical locking.

[0065] During the abnormal condition handling phase, the control module continuously monitors the actual deceleration obtained by the inertial measurement unit or through velocity differentiation during deceleration and compares it with the theoretical deceleration value calculated by the prediction model. If the actual value continuously deviates from the theoretical value, and the absolute value of the deviation exceeds the preset tolerance (e.g., 0.05 m / s²), and this deviation persists for a certain period of time (e.g., 0.5 seconds), the control module determines that the current track adhesion conditions are abnormal (e.g., encountering oil or ice). At this time, the controller will immediately ignore the original prediction curve and switch to a conservative braking strategy designed based on the preset worst adhesion condition μ_min (e.g., 0.2). This strategy prioritizes ensuring a safe stop, employing a larger deceleration and an earlier braking point. Simultaneously, the control module records the track position coordinates where this abnormality occurred and can report it via the communication link for subsequent field maintenance reference.

[0066] For example, a simplified implementation of the mathematical model can be based on the formula d_brake = v 2The prediction is made using the formula / (2×μ×g×η), where d_brake is the predicted braking distance, v is the current speed, μ is the evaluated adhesion coefficient, g is the gravitational acceleration, and η is a correction coefficient preset based on system efficiency (e.g., 0.9). In the feedforward-feedback composite control, the feedback control part can use a proportional-integral (PI) controller. Its input is the distance deviation e (e = d - d_target, where d_target is the target distance), and its output is the adjustment amount ΔF to the basic braking force, i.e., ΔF = Kp×e + Ki×∫e dt. The proportional gain Kp and integral gain Ki can be obtained by tuning after conducting system step response tests under typical load and track conditions. The empirical value reference table for the adhesion coefficient μ can be obtained by using a test vehicle to conduct traction and braking force tests on the laid track under different surface conditions (dry, water spraying to simulate wetness, and mud application to simulate mud), measuring the maximum adhesion capacity, and then statistically analyzing the results and storing them in the system.

[0067] Existing track-mounted equipment positioning and stopping control typically employs fixed deceleration points or simple proximity switch-triggered braking. Its control parameters (such as deceleration and trigger distance) are preset and fixed, unable to adaptively adjust to changes in load or track conditions. When the load changes or the track becomes slippery, inaccurate stopping positions (overshoot or undershoot) can easily occur, affecting subsequent processes. This embodiment's control module executes a complete adaptive control algorithm that includes real-time working condition modeling, hierarchical predictive stopping, and anomaly handling. This difference allows the stopping control to dynamically adapt to changes in load mass, center of gravity position, and track adhesion, achieving high-precision closed-loop adjustment at the end through feedforward-feedback composite control, while safely degrading in abnormal situations. Therefore, this embodiment can solve the technical problems of poor stopping accuracy and low reliability caused by load variations and track condition uncertainties. This embodiment achieves high-precision, high-reliability automatic stopping under various operating loads and common track conditions, laying a solid foundation for subsequent turning actions.

[0068] Furthermore, in another implementation, the control module is configured to perform an anti-drift map calibration method. First, in the track network consisting of transverse track 1 and longitudinal track 2, at least one reference calibration point with a permanent, fixed physical identifier needs to be pre-set. This reference calibration point can be located in a corner of the field, and its physical identifier can be a firmly cast concrete pile with a conspicuous metal marker or a UHF RFID tag embedded in the center of the pile's top. The geographical coordinates (i.e., the original theoretical coordinates) of this reference calibration point are determined by a high-precision measuring instrument (such as a total station) during system initialization and input and stored in the control module or control platform. Each time the working bridge 3 successfully completes a turning operation at a track intersection, the control module records the precise relative position data between the first and second sensing units measured by the sensing module (such as a UWB positioning module) at that moment, which is used as valid calibration data for that intersection.

[0069] For the same track intersection, the control module uses a statistical filter to process the accumulated multiple valid calibration data. This statistical filter can be a sliding window mean filter of length N (e.g., N=10). Each time new valid calibration data is obtained, it is included in the sliding window data sequence corresponding to that intersection. Data points with excessive deviations from the mean within the window are removed, and then the arithmetic mean of the remaining data within the window is calculated. This average is used as the estimated position of the intersection after this calibration and is used to update the coordinates of that intersection in the system's internal map. This process smooths out random errors in a single measurement.

[0070] Simultaneously, the system is configured to perform periodic global calibration. For example, it can be set to automatically control the working bridge 3 to move to a preset benchmark calibration point before the start of each day's work or after the completion of each full work cycle. When the working bridge 3 reaches the vicinity of this point, the system collects distance and angle data from the sensing module at high frequency, and calculates the actual measured coordinates of the bottom center of the hydraulic telescopic support column 6 relative to the physical center of the benchmark calibration point. The control module compares these actual measured coordinates with the original theoretical coordinates of the benchmark calibration point stored internally, and calculates a difference. This difference is the estimated global coordinate system drift error at the current moment, including translation and rotation components. Subsequently, the control module uses this global drift error to perform a one-time translation and rotation correction on the coordinates of all recorded track intersections in the system map after sliding window filtering. After completing this global correction, the control module resets the initial state of the sliding window filter corresponding to each intersection point, clears the old data, and restarts data accumulation and filtering based on the new coordinate system.

[0071] For example, the statistical filter can employ a sliding window mean filter combined with the Laida criterion (3σ criterion) to eliminate gross errors. The specific process can be as follows: maintain a data window of length N (e.g., N=10). Each time new valid calibration data is added, calculate the mean m and standard deviation σ of all data within the window, eliminate all data points not within the interval [m-3σ, m+3σ], and then use the mean of the remaining data as the estimated value for this calibration. The global coordinate system drift error, if it is a translation error, can be directly calculated using (ΔX,ΔY) = (X_m-X_0,Y_m-Y_0); if rotation needs to be considered, and there are two or more reference calibration points in the network, the drift error parameter can be obtained by minimizing the least squares error between the actual measured coordinates and the theoretical coordinates by solving the coordinate transformation matrix (including translation and rotation components).

[0072] Existing positioning systems on fixed track networks often rely on initial mapping that is not updated after initial creation, or on local weighted averaging of positioning data generated by repeated vehicle passage (i.e., loop closure detection and optimization in SLAM). When dealing with long-term, slow environmental changes (such as track deformation due to soil subsidence), the calibration data continuously chases the drifted position, leading to gradual map distortion and an inability to maintain a global, absolute positional reference. This implementation introduces a reference calibration point with a fixed absolute position and establishes a two-layer map calibration mechanism combining local data filtering (to combat random errors) and periodic global reference verification and correction (to combat system drift). This distinction allows the system map to not only filter out random measurement noise from daily operations during long-term operation but also periodically correct systemic drift caused by slow environmental changes, ensuring the digital map remains anchored to the true physical reference. Therefore, this implementation effectively overcomes the map drift problem that may occur in long-term static scenarios using traditional SLAM methods. Existing technologies, lacking an absolute external physical reference and a dedicated correction mechanism for system drift, struggle to guarantee the long-term absolute accuracy and stability of digital maps. This implementation method can achieve the technical effect of maintaining the long-term accuracy of the digital map of the track network, and providing a stable and reliable spatial reference for precise navigation and operations.

[0073] Furthermore, in another embodiment, a pressure sensor is installed at the bottom end of the hydraulic telescopic support column 6, specifically inside or immediately above the hemispherical top of the telescopic section 12 where it contacts the track. This pressure sensor can be a strain gauge pressure sensor, with a range selectable based on the maximum weight and lifting force of the working bridge 3, for example, 0-500kN, with an accuracy of 0.5%FS. The signal line of the pressure sensor is led out through a flexible conduit inside or outside the hydraulic telescopic support column 6. A vibration sensor is installed on the housing 9 of the wheel section 5 or at the bottom of the working bridge 3 near the rigid structure of the wheel section 5. This vibration sensor can be an ICP-type piezoelectric accelerometer, with a measurement frequency range of 0.5Hz to 1000Hz and a sensitivity of 100mV / g, fixed by a magnetic base or bolts. The control module is connected to the pressure sensor and vibration sensor respectively through an analog input channel and a signal conditioning module to acquire voltage or current signals.

[0074] Throughout the controlled elongation of the hydraulic telescopic support column 6 and the maintenance of support during steering operations, the control module synchronously acquires pressure time-series data P(t) and vibration spectrum data V(f) at a certain sampling frequency (e.g., 100Hz). The pressure data P(t) is directly obtained from the sensor voltage value through calibration conversion, and the unit can be kilonewtons. The vibration data V(f) is processed by the accelerometer signal through the built-in fast Fourier transform analysis module to obtain the amplitude information in the characteristic frequency range (e.g., 5-50Hz, which includes low-frequency resonance caused by foundation loosening), and the unit can be meters per second squared.

[0075] The control module internally builds and runs a support status assessment model. This model performs a weighted fusion analysis of stability indicators of pressure data (such as the standard deviation or downward trend of pressure values ​​over a period of time) and pre-calibrated characteristic frequency amplitudes in vibration data that characterize foundation loosening. For example, it calculates a comprehensive risk score, with a higher score indicating a greater risk of support point instability. Through this model, the immediate stability and potential failure risk of the support point are comprehensively assessed, and it is classified as "stable," "with disturbance (such as being crushed by small stones)," or "with risk of continuous plastic deformation of the foundation."

[0076] For example, a specific implementation of the support state evaluation model is to calculate a comprehensive risk index R. R = w1×(|ΔP| / P_settle) + w2× (V_band / V_ref). Here, ΔP is the change in pressure from the stable value, P_settle is the typical value after the pressure stabilizes, V_band is the amplitude integral of the vibration data within a preset characteristic frequency band (such as 5 - 50 Hz, which can be determined through preliminary tests as the frequency band sensitive to foundation looseness), and V_ref is the reference amplitude of this frequency band on a solid foundation. w1 and w2 are weight coefficients determined through regression analysis based on a large amount of test data. In one implementation, thresholds R1 and R2 (R1 < R2) can be set. When R < R1, it is evaluated as "stable"; when R1 ≤ R < R2, it is evaluated as "interference exists"; when R ≥ R2 and the pressure shows a monotonically decreasing trend, it is evaluated as "there is a risk of continuous plastic deformation of the foundation".

[0077] Furthermore, the key parameters of the support status assessment model (weighting coefficients w1, w2, reference amplitude V_ref, and judgment thresholds R1, R2) can be obtained through systematic calibration experiments. The following is a feasible calibration method provided by this invention: On a representative typical field track, three calibration conditions are pre-set: Condition A (Stable): The track is supported by a solid and flat foundation. Condition B (Disturbance): A small, hard foreign object (such as a steel block simulating a stone) of known size is placed at the contact point between the top surface of the track and the bottom of the hydraulic telescopic support column 6. Condition C (Plastic Risk): A soft cushion layer of controllable thickness (such as a certain thickness of loose sand) is laid under the track to simulate a foundation that may undergo plastic deformation. For each condition, multiple (e.g., no less than 10) complete hydraulic telescopic support column elongation and support retention tests are conducted. During each test, pressure sensor data P(t) and vibration sensor data V(f) are simultaneously acquired at high frequency. Then, feature extraction and reference value V_ref determination are performed: All vibration data collected under condition A (stable) are processed. For each data point, the vibration energy integral within a pre-defined characteristic frequency band (e.g., 5-50Hz) is calculated and denoted as V_band. The average V_band values ​​obtained from all tests under condition A are taken and set as the reference amplitude V_ref, representing the typical vibration level when supported on an ideal, solid foundation. For the calibration of weighting coefficients w1 and w2: Two feature parameters are extracted from the data of each test: X1 = |ΔP| / P_settle: the relative fluctuation of pressure P_settle after the support stabilizes. X2 = V_band / V_ref: the ratio of vibration energy in the characteristic frequency band to the reference value. All test sample data (X1, X2) for the three conditions and their known condition labels (A, B, C) are used as the dataset. Statistical learning methods such as linear discriminant analysis or logistic regression are used to train this dataset to find the linear combination coefficients that best distinguish these three conditions. The coefficients obtained from this process can then be used as the calibration values ​​for weights w1 and w2. This method ensures that the weights objectively reflect the contribution of different signal characteristics to the classification of actual working conditions. For determining the judgment thresholds R1 and R2: using the calibrated w1, w2, and V_ref, calculate the comprehensive risk index R for all samples in the dataset. Analyze the statistical distribution of R values ​​(such as mean and standard deviation) under various working conditions. Threshold R1 can be set between the "upper limit of R value distribution for working condition A sample" and the "lower limit of R value distribution for working condition B sample" to ensure effective differentiation between "stable" and "disturbed". Threshold R2 can be set between the "upper limit of R value distribution for working condition B sample" and the "lower limit of R value distribution for working condition C sample" to effectively differentiate between "disturbed" and "plastic deformation risk". Simultaneously, it is necessary to combine this with observation of the pressure decay trend in working condition C sample to ensure that when R ≥ R2, the sample indeed exhibits a clear characteristic of continuous pressure decrease.

[0078] Based on the above evaluation results, the control module implements a hierarchical control strategy.

[0079] Strategy 1: If the assessment is "stable", the control process continues and subsequent actions such as steering motor drive are executed normally.

[0080] Strategy 2: If the assessment indicates "interference exists," the control module pauses the current standard steering procedure and enters the interference autonomous handling subroutine. This subroutine first controls the hydraulic telescopic support column 6 to perform a small "lift-sink" sequence at a low speed (e.g., 5 mm / s). The specific steps are as follows: The hydraulic telescopic support column 6 is controlled to retract by a preset small distance Δh1 (e.g., 3-8 mm), temporarily reducing or completely disengaging the positive pressure between the support end (i.e., the wear-resistant top at the bottom of the telescopic column) and the track surface, aiming to release the embedded state of small hard foreign objects (such as stones or hard soil clods). After retracting to Δh1, this state is maintained for a very short time Δt (e.g., 0.1-0.3 seconds), allowing any possible foreign objects to displace under gravity or minor vibration. The hydraulic telescopic support column 6 is then controlled to re-extend at a slower speed (e.g., 2-3 mm / s) until its bottom end contacts the track surface again. During this process, the pressure sensor monitors the pressure rise curve P(t) in real time. The control system analyzes the characteristics of the curve: if the pressure increases steadily with displacement and quickly recovers to a stable value P_settle close to the pre-contraction value, it is preliminarily judged that the foreign object may have been crossed (i.e., pushed away from the contact area) or pressed into a softer substrate; if a sudden pressure increase occurs in the early stage of elongation, accompanied by transient impact peaks in a specific high-frequency band (e.g., 500-1000Hz) from the vibration sensor, it may indicate that the foreign object has not been removed and is hard in texture. After completing one "lift-sink" cycle, the stability of the pressure data P(t) is immediately re-acquired and analyzed (e.g., calculating the standard deviation of pressure fluctuations in the most recent 0.5 seconds) and the amplitude of the vibration spectrum V(f) in the characteristic frequency band (e.g., 5-50 Hz), and the support state evaluation model is run again. If the evaluation result returns to "stable", it is determined that the interference has been eliminated, the subroutine exits, and the control system continues to execute subsequent standard procedures such as steering motor drive. If the assessment result still indicates "interference exists," and the pressure curve characteristics suggest a hard foreign object, the control module can automatically initiate up to N (e.g., N=2) repeated attempts, gradually increasing the contraction amount Δh each time (e.g., by 2 mm each time) to allow for greater space release and facilitate the removal of the foreign object under gravity or equipment vibration. If the assessment still fails to return to "stability" after a preset number of repeated attempts, or if the vibration impact peak exceeds the safety threshold during the first attempt, the control module determines it as a stubborn interference that cannot be handled autonomously. In this case, the system will immediately stop the steering attempt, control the hydraulic telescopic support column 6 to safely retract, allowing the track wheel assembly 8 to fully return to the track, and issue an alarm with specific location information (track intersection coordinates) and suspected fault type ("hard foreign object interference") via the human-machine interface or remote control platform, prompting maintenance personnel to inspect and clean it. Simultaneously, this location information will be marked, allowing for temporary avoidance or increased monitoring levels when passing this point in subsequent work planning.

[0081] Strategy 3: If the assessment indicates a "risk of continuous plastic deformation of the foundation," a "load monitoring window" is inserted into the steering sequence. The working bridge 3 is kept stationary for a period of time (e.g., 5 seconds) while the track wheel assembly 8 is suspended, and the pressure value is continuously monitored. If the pressure decreases less than a set threshold (e.g., 1%) within this time, it is considered temporarily stable, and steering can continue. If the pressure continues to decrease beyond the threshold, the risk is deemed unacceptable. The hydraulic telescopic support column 6 is then safely retracted, causing the wheel assembly to fall back onto the track, and an alarm is triggered, terminating the current steering attempt.

[0082] In the closest existing technologies, the stability assessment of outriggers or support devices for heavy equipment typically relies solely on whether pressure sensors have reached a preset support force threshold, or on simple pressure holding. This method cannot distinguish whether insufficient support force is caused by soft ground, foreign objects, or other reasons, nor can it provide early warning of slow sinking after support, which could lead to equipment tilting or operational interruption. This implementation introduces vibration sensors as an auxiliary sensing method and constructs a dynamic evaluation model based on the fusion analysis of pressure and vibration data. This model can identify and classify failure modes of the support state and trigger different targeted recovery or safety strategies accordingly. This difference upgrades the system's response to support instability from a single, passive threshold alarm to a multi-faceted, proactive diagnostic and adaptive control. Therefore, it can more effectively cope with complex and variable ground support conditions in the field, improving the safety and success rate of steering operations. This implementation achieves the technical effect of improving the safety margin and operational robustness of the complex when performing lifting and steering under non-ideal ground conditions.

[0083] Furthermore, in another embodiment, a tilt sensor is installed at the center of the rigid structure at the top or upper layer of the working bridge 3. This tilt sensor can be a dual-axis MEMS tilt sensor with a measurement range of ±10° and an accuracy of 0.1°, and is directly fixed to the mounting surface with bolts. A wind speed sensor is installed at a high and less obstructed location at the top of the working bridge 3, such as on a column near the photovoltaic module housing. This wind speed sensor can be a three-cup type or an ultrasonic anemometer with a measurement range of 0-30 m / s and an accuracy of ±0.5 m / s, and is also securely mounted with a bracket. The control module is connected to the tilt sensor and wind speed sensor via an analog input port or a digital communication interface (such as RS-485).

[0084] During the steering preparation phase, before the hydraulic telescopic support column 6 begins to extend, the control module simultaneously acquires three key parameters: the tilt angle θ of the bridge body relative to the horizontal plane, measured in real time by the tilt sensor (in degrees); the load distribution information estimated by the weighing sensor of the grain storage bin 4 and the weight database of the tillage components, including the weight and coordinates of each part; and the real-time wind speed w, measured by the wind speed sensor (in meters per second). The control module's built-in algorithm calculates the current center of gravity position and the resulting static overturning moment based on the load distribution information, combined with the weight and geometric parameters of the working bridge 3 itself. Simultaneously, it calculates the dynamic wind load moment based on the current windward area estimation model of the working bridge 3 (considering whether the photovoltaic module is deployed) and the measured wind speed w. The bridge body stabilizing moment is compared with the sum of the static and dynamic overturning moments to calculate the theoretical stability margin S under the current operating conditions. S can be a dimensionless ratio (such as stabilizing moment / overturning moment) or an equivalent value with a safety factor. For example, the calculation of the theoretical stability margin S can be based on moment balance. The static overturning moment M_load can be estimated as Σ(m_i ×g ×l_i), where m_i is the mass of each known load (grain silo zone weight, fixed equipment weight), g is the gravitational acceleration, and l_i is the horizontal distance (in meters) of the center of gravity of each load relative to the potential overturning axis selected in the current assessment. When conducting a stability assessment before a lateral (or longitudinal) turn, the line connecting the grounding centers of the track wheel set 8 that is about to be lifted off the track is usually taken as the potential instantaneous overturning axis. l_i is the horizontal projection distance from this axis to the center of gravity of each load in the direction perpendicular to the axis. Load distribution information can be calculated in real time based on a preset equipment layout diagram and data from each weighing module. The dynamic wind load moment M_wind can be estimated as 0.5 × ρ × C_d × A ×w 2 × h, where ρ is the air density, which can be taken as 1.225 kg / m³ under standard conditions. 3The value can also be simply adjusted based on the average altitude of the installation site. C_d is the drag coefficient (dimensionless), which can be determined using a method based on engineering analogy and conservative design principles: simplify the geometry of the main body of the working bridge (approximately a rectangular box) and the photovoltaic modules in their deployed state (approximately a flat plate). Consult publicly available fluid mechanics handbooks or engineering standards (such as the "Code for Design of Building Structures" GB 50009) to determine a drag coefficient range based on the simplified geometry (aspect ratio, surface roughness). For example, for a large box-like structure, C_d for vertical inflow is approximately between 1.0 and 1.3; for a flat plate, it is approximately between 1.1 and 1.2. To ensure system safety, the larger value within this reference range (e.g., 1.25) should be used in the control algorithm for calculation. This value can be preset during system initialization and allows engineers to fine-tune it later based on measured wind load response data. A is the windward projected area of ​​the working bridge and deployed components (unit: m²). 2This requires real-time calculation based on the bridge's attitude (measured by tilt sensors), the photovoltaic modules' extension status, and their geometric dimensions. For example, when the wind blows perpendicular to the bridge's side, A mainly calculates the sum of the bridge's side area and the side projection area of ​​the deployed photovoltaic panels. h is the vertical height (in meters) from the wind pressure center to the potential overturning axis, which can be simplified to the vertical distance from the centroid of the windward projection surface to the overturning axis. For the bridge and photovoltaic panel assembly, their centroid heights can be calculated separately and averaged by area to obtain an equivalent h value. The stabilizing torque M_stable is mainly formed by the reaction force generated by the bridge's self-weight and total load at the support point (i.e., the wheel set still in contact with the track on the opposite side from the overturning axis). Its calculation is based on the principle of static equilibrium and can be equivalent to the total weight (Σ(m_i × g)) multiplied by the vertical distance from the horizontal projection of the total center of gravity to the line connecting the support point (i.e., the stabilizing arm). This stabilizing arm dynamically changes according to the real-time load distribution and the bridge's tilt angle. The theoretical stability margin S can be defined as S = M_stable / (M_load + M_wind), where S is a dimensionless ratio. S > 1 indicates theoretical stability, and the larger the value of S, the higher the stability margin. The specific values ​​of "high safety threshold" (S_high) and "low safety threshold" (S_low) in the adaptive strategy matrix need to match the above calculation model and consider necessary safety factors. For example, in the high-efficiency operation mode: prioritizing operational continuity while ensuring basic safety, S_high = 1.8 and S_low = 1.2 can be set. When S ≥ 1.8, the system considers the stability margin sufficient and can quickly switch directions; when 1.2 ≤ S < 1.8, standard leveling is required; when S < 1.2, strict leveling or early warning is executed. High-safety mode: Activated during severe weather (strong wind warning) or high-risk operations. S_high = 2.2, S_low = 1.5 can be set, increasing the thresholds and making the system more demanding on stability, requiring more frequent leveling interventions and higher precision. These thresholds and their corresponding control strategies (such as whether to level, the leveling target accuracy, and whether turning is permitted) are calibrated through simulation and field testing during the system development phase and stored in the control module. Operators can select the mode through the control platform according to the operating conditions.

[0085] The control module has an internally stored adaptive strategy matrix. This matrix uses the theoretical stability margin S and the measured tilt angle θ as input indices. For example, the high safety threshold S_high is set to 2.0, and the low safety threshold S_low is set to 1.2. When S > 2.0, even if θ is slightly larger than the conventional balance threshold (e.g., 0.8°), the strategy is determined to be in a "high stability margin" state, allowing the control module to skip or simplify the leveling process and directly execute the fast steering sequence. When S is between 1.2 and 2.0, the strategy is determined to be in a "medium stability margin" state, and the control module will initiate active leveling (i.e., control the hydraulic telescopic support column 6 to perform differential telescopic extension), but will associate the target leveling accuracy (i.e., the allowable remaining tilt angle) with the original second balance threshold (e.g., 0.5°), allowing steering to begin after reaching this safety accuracy, without pursuing perfect level (e.g., 0.1°), thereby reducing the leveling iteration time. When S < 1.2, the strategy is judged as a "low stability margin" state. The control module will execute the most stringent leveling procedure (target accuracy of 0.2°) or, under this condition, directly prohibit steering and issue an alarm. The threshold parameters (S_high, S_low, and various associated angle thresholds) in the above strategy matrix can be selected and adjusted by the operator according to the priority of the task (such as "high-efficiency operation mode" or "high safety mode") through the control platform or local operation interface.

[0086] For leveling control of mobile devices, the decision to level or stop operation is based solely on whether the tilt sensor reading exceeds a fixed safety threshold. This method fails to consider the actual load distribution of the equipment and the dynamic influence of external wind loads, leading to unnecessary leveling due to slight tilting under light loads or no wind (affecting efficiency), or misjudging safety under extreme conditions such as heavy loads and strong winds because the tilt angle does not exceed the fixed threshold, thus causing risks. The technical solution described in this invention differs from the closest prior art in that it introduces wind speed monitoring and load sensing, comprehensively and quantitatively assessing the current anti-overturning capability by calculating the theoretical stability margin S in real time, and constructing a configurable adaptive strategy matrix based on this margin and tilt angle. This difference transforms the system's safety control decision-making from a single, rigid tilt angle threshold judgment to a multi-factor, dynamic risk assessment and flexible strategy selection. Therefore, this solution can intelligently balance operational efficiency and risk while ensuring safety, whereas the closest prior art, due to its single evaluation dimension and fixed strategy, cannot achieve this adaptive trade-off between safety and efficiency. This implementation method can achieve the technical effect of more scientifically managing the safety risks of steering operations and optimizing overall operational efficiency under complex and changing load and natural wind load environments.

[0087] Although embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and embodiments. It can be applied to various fields suitable for the present invention. Further modifications can be readily implemented by those skilled in the art.

Claims

1. A track-fed agricultural production complex, characterized in that, include: The horizontal and vertical tracks are set in the planting field, with the vertical track located at the end of the horizontal track; The working bridge is erected on the transverse track and can move along both the transverse and longitudinal tracks; The wheel assembly, located below the working bridge and slidingly engaging with the track, includes: Track wheel assembly, used to support the working bridge and roll on the track; A hydraulic telescopic support column, which is supported between the track wheel assembly and the working bridge, is configured to extend downward to lift the track wheel assembly off the track surface. The steering motor drives the track wheel assembly, enabling the track wheel assembly to rotate horizontally around the hydraulic telescopic support column as its axis. Intelligent control device, including: The sensing module is used to detect the relative position between the hydraulic telescopic support column and the intersection points of the transverse and longitudinal tracks; The control module is electrically connected to the drive unit of the sensing module, the hydraulic telescopic support column, the steering motor, and the drive track wheel assembly, respectively; The control module is configured to: based on the detection signal from the sensing module, when the hydraulic telescopic support column moves above the intersection, control the hydraulic telescopic support column to extend so that the track wheel set is suspended in the air, then control the steering motor to drive the suspended track wheel set to rotate to be consistent with the direction of the target track, and then control the hydraulic telescopic support column to retract so that the track wheel set is put back on the track, thereby realizing the right-angle turn of the working bridge between the transverse track and the longitudinal track.

2. The track-fed agricultural production complex as described in claim 1, characterized in that, The working bridge has a working space, and the bottom of the working space has an installation slot that runs through the working bridge. A robotic arm is installed in the working space. The robotic arm is configured to put or take out the tillage components through the installation slot to complete the loading and unloading of the tillage components on the working bridge. The tillage components include tillers, harvesters, fertilizer spreaders or sprayers.

3. The track-fed agricultural production complex as described in claim 2, characterized in that, The working bridge is designed with a double-layer structure; the upper layer of the working bridge is equipped with a grain receiving bin, which is configured to connect with the harvester to receive the grain harvested by the harvester; the working bridge is also equipped with a grain conveying mechanism, which works in conjunction with the grain receiving bin to load and unload the grain in the grain receiving bin.

4. The track-fed agricultural production complex as described in claim 3, characterized in that, The top of the working bridge is equipped with a photovoltaic module storage section; the photovoltaic module storage section is equipped with an extension member, which is used to support the photovoltaic module and can perform telescopic movement to drive the photovoltaic module to extend out of the photovoltaic module storage section or retract into the photovoltaic module storage section.

5. The track-fed agricultural production complex as described in claim 4, characterized in that, The extension components include: Multiple hinged sections are connected in sequence to form a foldable structure. The foldable structure is located on both sides of the photovoltaic module. The photovoltaic panels in the photovoltaic module are fixed relative to the corresponding sections. The electric telescopic rod has its two ends hinged to two adjacent rod segments, so that the electric telescopic rod and the two adjacent rod segments form a triangular linkage mechanism. The electric telescopic rod is configured to drive the triangular linkage mechanism to deform by extending or shortening itself, thereby switching the foldable structure between an unfolded state and a folded state.

6. The track-fed agricultural production complex as described in any one of claims 2, 3, and 4, characterized in that, The control module is also connected to the robotic arm, the grain conveying mechanism, and the extension component, respectively. The control module is further configured to: control the robotic arm to complete the automatic loading and unloading of the tillage components, control the grain conveying mechanism to complete the automatic loading and unloading of the grain, and control the extension component to complete the automatic storage and extension of the photovoltaic module, according to the operation instructions.

7. The track-fed agricultural production complex as described in claim 1, characterized in that, The sensing module includes an ultra-wideband (UWB) positioning module, an electromagnetic ranging module, or an ultrasonic ranging module; a first sensing unit is installed on the hydraulic telescopic support column, and a second sensing unit is installed at the intersection of the transverse and longitudinal tracks. The first and second sensing units cooperate with each other to determine the relative position.

8. The track-fed agricultural production complex as described in claim 7, characterized in that, The control module is specifically configured as follows: A. Adaptive modeling stage: Real-time acquisition of the current load information of the working bridge; dynamic updating of the bridge's equivalent mass M_eff and center of mass position parameters for braking prediction based on load information and historical data; real-time evaluation of the adhesion coefficient μ of the current track section, which is based on historical data of the slip ratio of the drive wheel set or a preset table of friction coefficients under different humidity / weather conditions in the field. B. Staged Predictive Stopping Phase: Based on the updated M_eff, μ, and real-time speed v and remaining distance d, the first-stage deceleration curve is calculated, aiming to make the working bridge smoothly approach the target intersection at a low, stable crawling speed v_crawl. When the working bridge is running at v_crawl and the remaining distance d enters a final fine-stop window determined by system response delay and positioning error, the second-stage fine-stop control is initiated. In the second-stage fine-stop control, combined with the high-frequency ranging signal from the sensing module, a feedforward-feedback composite control is adopted: the feedforward control output is used as the basic braking force, and the distance deviation feedback control is used for fine-tuning, ultimately enabling the working bridge to achieve a simultaneous zeroing of speed and distance error at the target position, and immediately triggering braking lock. C. Abnormal operating condition handling stage: During the deceleration process, if a continuous deviation between the actual deceleration and the predicted model value is detected, exceeding the preset tolerance, it is determined that the track adhesion condition is abnormal. At this point, the controller will ignore the original predicted curve, switch to a conservative braking strategy designed based on the worst adhesion condition μ_min, and ensure safe stopping with higher priority, while recording the abnormal position information for subsequent maintenance.

9. The track-fed agricultural production complex as described in claim 8, characterized in that, The control module is configured to perform anti-drift map calibration, including: In the track network, at least one reference calibration point with a fixed physical identifier is preset; after each successful turn, the trigger position data is recorded, and the multiple calibration data of the same intersection are processed by a statistical filter to remove gross errors and obtain the estimated value of this calibration. The working bridge is periodically controlled to move to the reference calibration point, and the actual measured coordinates of the point are obtained through the sensing module. The actual measured coordinates are compared with the original theoretical coordinates of the point stored in the system to calculate a global coordinate system drift error. The global drift error is used to periodically correct the calibrated coordinates of all intersections and reset the initial state of the filter.

10. The track-fed agricultural production complex as described in claim 9, characterized in that, A pressure sensor is installed at the bottom of the hydraulic telescopic support column, and a vibration sensor is installed on the wheel or working axle; the control module is connected to the pressure sensor and the vibration sensor and is configured as follows: During the extension of the hydraulic telescopic support column and the subsequent support holding phase, pressure time series data P(t) and vibration spectrum data V(f) are collected simultaneously. Construct a support status assessment model: integrate the stability of pressure data with the characteristic frequency amplitudes of vibration data that characterize foundation loosening, and comprehensively assess the instantaneous stability and potential failure risk of the support points; The following graded control strategies are implemented based on the assessment results: If the assessment indicates stability, the normal process continues; if the assessment indicates interference, the hydraulic telescopic support column is controlled to perform a slight lifting-settling action to attempt to overcome the interference; if the assessment indicates a risk of continuous plastic deformation of the foundation, a load monitoring window is inserted into the steering operation sequence, and the system is kept in a suspended state for a period of time. Steering is only performed after confirming that the pressure has not decreased; otherwise, the system safely returns to its original position.

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