A pure electric mine truck lock block and torque control method and device, electronic equipment and storage medium

Abstract

The application provides a pure electric mine lock blocking and torque control method and device, electronic equipment and a storage medium, and relates to the technical field of pure electric mine control. The method comprises the following steps: S100, real-time monitoring of current vehicle state parameters; S200, continuously judging whether all lock blocking conditions are met simultaneously in combination with a preset reference value corresponding to the current vehicle state parameters; until the judgment is yes, entering a lock blocking state, and performing S210 and S300; S210, limiting the drive motor speed to be kept below the forced upshift speed; S300, continuously judging whether all lock blocking conditions cannot be met simultaneously in combination with the corresponding reference value; until the judgment is yes, exiting the lock blocking state, and performing S310; S310, setting the target torque to be adjusted by the control end alone, so that the target torque is equal to the actual torque, and then adjusting the target torque to be equal to the torque corresponding to the current vehicle accelerator pedal opening degree. The application can improve the driving experience and the vehicle life, and has strong practicability.

Description

Technical Field

[0001] This application relates to the field of pure electric mining truck control technology, specifically to a method, device, electronic equipment, and storage medium for locking and torque control of a pure electric mining truck. Background Technology

[0002] New energy mining trucks require special drive control strategies under complex conditions of heavy loads and continuous slopes. Current technologies typically rely on a single road gradient signal as the primary or sole criterion for gear locking (fixed gear). However, this control strategy has inherent flaws: when a mining truck is heavily loaded uphill, to prevent insufficient power, the controller tends to trigger gear locking as soon as the gradient slightly exceeds a threshold. But the actual slope in mining areas fluctuates, and vehicle load conditions change frequently. This leads to unnecessary gear locking in light-load conditions where the gradient increases instantaneously but gear locking is unnecessary, or in gentle slope sections, severely limiting vehicle speed and operating efficiency. Conversely, at steep, heavy-load points where gear locking is truly necessary, delayed signal judgment may result in untimely gear locking, causing frequent gear shifts in the transmission during the climb.

[0003] Frequent gear shifting not only causes power interruption and shock, but its more serious consequence lies in the dynamic coordination problem during gear lock-up transitions. When the controller determines that it needs to enter or exit a locked gear, a significant instantaneous deviation occurs between the torque request of the vehicle control unit (VCU) and the actual available torque of the drive motor (including the transmission drive system) under speed and power limiting conditions. This deviation, resulting in a step-like change in drive torque, translates into a strong longitudinal shock (commonly known as "vibration"). This shock not only deteriorates the driving experience but also causes cyclical cumulative damage to key transmission components such as the electric drive system, transmission, and axle, affecting the overall vehicle durability and reliability. Summary of the Invention

[0004] To address the aforementioned deficiencies in existing technologies, this application provides a method, device, electronic equipment, and storage medium for locking gears and controlling torque in a pure electric mining truck, which can improve the driving experience and vehicle lifespan, and has strong practicality.

[0005] To achieve the above objectives, the present invention employs the following techniques: A method for locking gears and controlling torque in a pure electric mining truck, comprising: S100: Real-time monitoring of current vehicle status parameters; S200: Based on the current vehicle status parameters and combined with the preset reference values ​​corresponding to the current vehicle status parameters, continuously determine whether all locking conditions are met simultaneously; until the determination is yes, enter the locking state and execute S210 and S300. S210. In the locked state, the speed of the drive motor is restricted from the motor end to be kept below the forced upshift speed corresponding to the current gear position of the vehicle. S300: In the locked state, based on the current vehicle status parameters and the corresponding reference values, continuously determine whether all locked conditions cannot be met simultaneously; until the determination is yes, exit the locked state and execute S310. S310. Set the target torque to be adjusted independently by the control terminal so that the target torque is equal to the actual torque, and set the actual torque to be adjusted synchronously with the target torque. Then adjust the target torque to be equal to the torque corresponding to the current accelerator pedal opening of the vehicle, and set the target torque to be adjusted synchronously with the torque corresponding to the current accelerator pedal opening of the vehicle.

[0006] A pure electric mining truck gear locking and torque control device includes a parameter monitoring module, a gear locking entry judgment module, a speed maintenance module, a gear locking exit judgment module, and a torque synchronization module; The parameter monitoring module is used to monitor the current vehicle status parameters in real time; The gear lock entry judgment module is used to continuously judge whether all gear lock conditions are met simultaneously based on the current vehicle status parameters and the preset reference values ​​corresponding to the current vehicle status parameters; until the judgment is yes, the gear lock state is entered, and the process jumps to the speed maintenance module and the gear lock exit judgment module for execution. The speed maintenance module is used to limit the speed of the drive motor from the motor end to below the forced upshift speed corresponding to the current gear position of the vehicle when the gear is locked. The gear lock exit judgment module is used to continuously judge whether all gear lock conditions cannot be met simultaneously in the gear lock state based on the current vehicle status parameters and the first reference value; when the judgment is yes, the gear lock state is exited and the torque synchronization module is executed. The torque synchronization module is used to set the target torque to be adjusted independently by the control terminal so that the target torque is equal to the actual torque, and to set the actual torque to be adjusted synchronously with the target torque. Then, the target torque is adjusted to be equal to the torque corresponding to the current accelerator pedal opening of the vehicle, and the target torque is set to be adjusted synchronously with the torque corresponding to the current accelerator pedal opening of the vehicle.

[0007] An electronic device includes: at least one processor and a memory; wherein the memory stores computer execution instructions; the at least one processor executes the computer execution instructions stored in the memory, causing the at least one processor to perform the pure electric mining truck locking and torque control method described above.

[0008] A computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, controls the device containing the computer-readable storage medium to perform the pure electric mining truck locking and torque control method described above.

[0009] The beneficial effects of this invention are as follows: 1. By filtering key status information such as slope and mass to adapt to the working conditions, a stable, reliable and appropriately responsive input signal is provided to the decision-making level, avoiding the problem of an unstable decision-making basis caused by signal noise or delay.

[0010] 2. The intelligent decision-making mechanism based on the fusion of multiple parameters (such as slope, mass, pedal opening, motor speed, and gear) can significantly improve the accuracy of gear locking judgment, effectively distinguish complex working conditions such as heavy-load uphill and unloaded uphill, thereby reducing unnecessary gear shifting and locking the gear in time when it is really needed to ensure climbing power.

[0011] 3. By directly delegating the speed limit control in the locked state to the drive motor controller, cross-controller communication delay can be eliminated, the control bandwidth of the actuator layer can be fully utilized, and the locked command can be responded to quickly, accurately and stably, thus ensuring the effectiveness of the strategy execution.

[0012] 4. During the entire process of entering, maintaining, and exiting the locked state, dynamic gradient management and smooth transition control of the target torque are implemented, which can greatly suppress torque shock and vehicle vibration during the state switching process, significantly improve ride comfort, and reduce the impact load on key components such as the electric drive system and transmission, thus extending their service life. Attached Figure Description

[0013] Figure 1 This is a flowchart illustrating the pure electric mining truck locking and torque control method according to an embodiment of this application.

[0014] Figure 2 This is a schematic diagram of the specific process for slope and quality monitoring in step S100 of this application embodiment.

[0015] Figure 3 This is a schematic diagram of the specific process of step S210 in the embodiments of this application.

[0016] Figure 4 This is a schematic diagram of the specific process of step S310 in the embodiments of this application.

[0017] Figure 5 This is a schematic diagram of the structure of the pure electric mining truck locking and torque control device according to an embodiment of this application.

[0018] Figure 6 This is a schematic diagram of the working environment of an embodiment of this application. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the implementation methods of the present invention will be described in detail below with reference to the accompanying drawings. However, the embodiments described in this invention are only some embodiments of the present invention, and not all embodiments.

[0020] like Figure 1 As shown in the figure, one aspect of this application provides a method for locking and controlling torque of a pure electric mining truck, including the following steps: S100. Real-time monitoring of current vehicle status parameters; preferably, in this example, the vehicle status parameters include slope, accelerator pedal opening, mass, gear, and drive motor speed; with this design, multiple key vehicle status parameters are integrated for comprehensive judgment to overcome the limitations of single parameter decision-making and realize intelligent judgment of gear locking timing.

[0021] S200: Based on the current vehicle status parameters and in conjunction with preset reference values ​​corresponding to the current vehicle status parameters, continuously determine whether all locking conditions are met simultaneously; until the determination is yes, enter the locking state and execute S210 and S300; preferably, in this example, the locking conditions include: the current vehicle slope is greater than the slope reference value, the current vehicle accelerator pedal opening is greater than the accelerator pedal opening reference value, the current vehicle mass is greater than the mass reference value, the current vehicle gear is less than the gear reference value, and the current vehicle drive motor speed is greater than the drive motor speed reference value.

[0022] S210. In the locked state, the speed of the drive motor is restricted from the motor end to be kept below the forced upshift speed corresponding to the current gear position of the vehicle. S300: In the locked state, based on the current vehicle status parameters and the corresponding reference values, continuously determine whether all locked conditions cannot be met simultaneously; until the determination is yes, exit the locked state and execute S310. S310. Set the target torque to be adjusted independently by the control terminal so that the target torque is equal to the actual torque, and set the actual torque to be adjusted synchronously with the target torque. Then adjust the target torque to be equal to the torque corresponding to the current accelerator pedal opening of the vehicle, and set the target torque to be adjusted synchronously with the torque corresponding to the current accelerator pedal opening of the vehicle.

[0023] In this example, the current vehicle mass is first obtained and used as the first decision input parameter. Then, a reference value for the vehicle mass is set. In practical applications, based on a large amount of real vehicle calibration data, 130 tons is a more suitable reference value for the vehicle mass. When the vehicle mass is greater than this reference value, the vehicle is considered to be under heavy load and meets the mass condition for the gear locking decision.

[0024] The current slope of the vehicle is obtained and used as the second decision input parameter. Combined with the above heavy load conditions, a slope reference value is set. In practical applications, the slope reference value can be set to 6.2°. When the current slope of the vehicle is greater than this reference value, it indicates that the vehicle is on a road section with a large slope. The dual conditions of quality and slope together constitute the core criterion for locking gear, effectively distinguishing between different working conditions such as heavy load with a large slope (requiring locking gear) and light load with a large slope or heavy load with a small slope, avoiding misjudgment caused by a single slope signal.

[0025] Accelerator pedal opening is introduced as a third decision input parameter, and a reference value of 80% is set for accelerator pedal opening. When the accelerator pedal opening is greater than this reference value, it indicates that the driver has a clear and large demand for driving torque. This condition is used to help confirm the necessity of locking the gear.

[0026] The drive motor speed is obtained as the fourth decision input parameter, and its reference value is set to 2000 rpm. When the drive motor speed is higher than this reference value, the gear is locked to avoid power limitation at low speeds.

[0027] The current gear position is obtained as the fifth decision input parameter; the gear locking operation is usually only meaningful when the transmission is in the second highest gear or other non-highest gear. If it is already in the highest gear, there is no need to lock the gear; this parameter is used to finally determine the rationality of the gear locking operation.

[0028] The intelligent gear-locking decision logic in the S300, through the fusion and judgment of the above five input parameters, only outputs a gear-locking command when a series of conditions are met simultaneously: mass > 130t, gradient > 6.2°, pedal opening > 80%, motor speed > 2000rpm, and the gear is not the highest gear. This method achieves accurate perception and judgment of complex working conditions, thereby intelligently and dynamically managing the gearbox's gear-locking state, reducing the number of gear shifts; and while ensuring power for heavy-load uphill driving, it minimizes unnecessary gear-locking operations, improving the vehicle's adaptability and efficiency.

[0029] Preferred, such as Figure 2 As shown, S100 monitors the slope and mass in real time among the current vehicle status parameters, including the following steps: S101. Real-time monitoring of the estimated values ​​of the current vehicle's gradient and mass.

[0030] S102. Perform first-order low-pass filtering on the estimated values ​​of the current vehicle slope and mass to obtain the current vehicle slope and mass.

[0031] This design is used to optimize the filtering of vehicle mass signals and gradient signals, aiming to provide accurate, reliable, and dynamically suitable input parameters for subsequent control decisions. Its core lies in designing filters with different filtering characteristics for the mass signals, which change slowly, and the gradient signals, which change relatively quickly, in order to achieve a targeted optimal balance between the response speed and smoothness of the signals, thereby improving the accuracy and reliability of state perception.

[0032] Since the controller's basic operating cycle is 10ms, i.e., the sampling frequency is 100Hz, in order to preserve the true slope change trend in the filtering results while effectively filtering out high-frequency noise, the cutoff frequency is set with a lower limit of 1Hz and an upper limit of 5Hz. The time constant formula is: τ is a time constant.

[0033] f c This is the cutoff frequency.

[0034] The formula for the filter coefficient is: α is the filter coefficient.

[0035] f s The sampling frequency.

[0036] In this example, the estimated vehicle mass is first obtained from a pressure sensor. A first-order low-pass filter is then applied to the estimated vehicle mass. Since the total mass of the vehicle remains relatively constant during operation, the mass signal needs to be highly smooth to suppress noise interference. Therefore, the mass filter is designed with strong filtering characteristics and a low cutoff frequency. Based on the controller's 10ms (i.e., 100Hz sampling frequency) operating cycle, and through theoretical calculations and real-vehicle testing, the optimal filter cutoff frequency for the mass signal is set between 0.1Hz and 1Hz, corresponding to theoretical filter coefficients of approximately 0.006 and 0.059, respectively. Considering both stability and engineering feasibility, and after extensive real-vehicle testing and calibration, the final filter coefficient for the vehicle mass signal is determined to be 0.05. This parameter effectively ensures the high smoothness and stability of the mass estimate, avoiding control misjudgments caused by signal fluctuations.

[0037] First, the estimated slope of the vehicle's current position is obtained and then subjected to a first-order low-pass filter. The slope signal needs to effectively filter out high-frequency noise while retaining the true slope change trend, so the filter must have appropriate dynamic response characteristics. Based on the same 100Hz sampling frequency, the cutoff frequency of the slope filter is preferably set in the range of 1Hz to 5Hz. According to the first-order low-pass filter model, the theoretical filter coefficients corresponding to the cutoff frequencies of 1Hz and 5Hz are 0.059 and 0.239, respectively. After actual vehicle testing and performance trade-offs, the filter coefficient of the slope signal was finally calibrated to 0.210. This value is within the theoretical reference range, ensuring that the slope recognition has sufficient response speed to track road condition changes while providing good smoothness, providing accurate and usable slope information for the subsequent gear locking decision in S200.

[0038] Preferred, such as Figure 3 As shown, S210 includes the following steps: S211. Based on the current vehicle gear position and its corresponding forced upshift speed and the speed ratio of the electric drive system, calculate the critical speed for locking the drive motor.

[0039] S212. When the drive motor speed reaches the lock-up critical speed, the actual torque is set to be adjusted separately by the motor end, so that the drive motor speed is maintained at the lock-up critical speed.

[0040] like Figure 6 As shown, this example is based on the collaborative architecture of the vehicle controller (VCU), drive motor controller (MCU), transmission control unit (TCU) and power battery system (BMS). It redefines and optimizes the functional boundaries and interaction logic of each controller under complex working conditions, so as to systematically solve the problems of power performance, smoothness and system durability of heavy-duty mining trucks when driving on slopes.

[0041] The Vehicle Control Unit (VCU), as the top-level decision-making center, uniformly completes the online identification and fusion calculation of driving intention, road gradient, and vehicle weight, and generates coordinated control commands including gear lock status, target speed limit, and smooth torque command. This architecture realizes the logical centralization of state judgment and torque planning, ensuring the systematicity and consistency of the control strategy. In this example, the VCU adopts the Infineon 32-bit microcontroller AURIX TC234LP, which has high-performance computing power and abundant resources. It can control the start and stop of the drive motor, calculate the driving torque of the drive motor, calculate the current gradient of the vehicle and driving intention, as well as the signal acquisition and processing and execution of related strategies and complex control logic.

[0042] The drive motor controller (MCU) not only serves as an actuator to provide real-time feedback on speed, torque, and other statuses, but is also granted direct control of the speed closed loop under locked-gear conditions. The vehicle controller (VCU) issues target speed limit commands to it, and the drive motor controller (MCU) locally implements fast and accurate speed limit control. This design, which decentralizes key closed-loop control to the unit closest to the actuator, is the core of this solution for improving dynamic response speed and control accuracy.

[0043] While providing driving energy to the vehicle, the battery management system (BMS) provides real-time feedback on information such as the current available peak torque. When calculating the target torque, the vehicle control unit (VCU) uses this as a constraint to ensure that the torque request is always within the safe and efficient operating boundaries of the battery system, achieving real-time matching between power demand and energy system capacity.

[0044] During normal driving without gear lock, the transmission control unit (TCU) is responsible for autonomously deciding on gear shifts based on parameters such as vehicle speed and pedal opening to ensure that the drive motor operates in the high-efficiency range. After exiting the gear lock state, it can seamlessly restore the adaptive shifting function, ensuring the overall energy efficiency of the vehicle under all operating conditions.

[0045] Based on the above architecture, the work done by S211 and S212 can be summarized as follows: by optimizing the control command interaction and execution permission allocation between the vehicle controller (VCU) and the drive motor controller (MCU), the problem of decreased control accuracy and response lag caused by control hierarchy and communication delay in traditional solutions is solved. In this example, the vehicle controller (VCU) first reads the current actual gear position fed back by the transmission control unit (TCU), and according to the transmission characteristic parameters of the vehicle's electric drive system (electric drive system speed ratio), combined with the forced upshift speed point preset by the transmission control unit (TCU), it reversely looks up a table or calculates the target speed value that the drive motor should be limited to in the locked state, i.e., the lock-up critical speed. Then, the vehicle controller (VCU) sends this target speed limit value to the drive motor controller (MCU). After receiving the instruction, the drive motor controller (MCU) directly limits the motor speed below the target speed value sent by the vehicle controller (VCU) in its internal closed-loop control algorithm, thereby realizing precise speed closed-loop control in the locked state.

[0046] This design is based primarily on the following two considerations: Firstly, it reduces the impact of communication latency and improves control accuracy. In the traditional architecture, if the vehicle controller (VCU) directly calculates and requests a "torque limit" value to achieve indirect speed limiting, the inherent communication latency between the vehicle controller (VCU) and the drive motor controller (MCU) will cause a deviation between the actual control state and the target state, thereby reducing control accuracy and effectiveness.

[0047] Secondly, it adapts to the dynamic characteristics of heavy-load conditions to ensure control stability. When the vehicle is under heavy load, the drive motor and transmission system have a large rotational inertia. Actual measurements show that the dynamic response of the motor torque will slow down, and there is a phenomenon of "not being able to keep up" with the requested torque. If the vehicle controller (VCU) still performs direct torque request control, its control effect will be further deteriorated. By assigning the closed-loop control of speed limiting to the drive motor controller (MCU) which is closer to the actuator, the drive motor controller (MCU) can make full use of the precise control of the motor body characteristics, effectively overcome the adverse dynamics caused by inertia, and thus ensure that the lock-up speed limiting control is still fast, accurate and stable under heavy load and large inertia conditions.

[0048] Preferred, such as Figure 4 As shown, S310 includes the following steps: S311: Sort the first reference differences between the preset target torque and the actual torque in order of magnitude, with the smallest first reference difference being 0.

[0049] S312: Set the corresponding torque change rate coefficient for each first reference difference.

[0050] S313: Real-time monitoring of the difference between the current target torque and the actual torque of the vehicle, and using it as the first real-time difference.

[0051] S314: When exiting the locked state, the first reference difference value, which is less than the first real-time difference value and has the smallest difference from the first real-time difference value, is obtained in real time. The torque change rate coefficient corresponding to the first reference difference value is obtained by looking up the table. The current target torque of the vehicle is controlled to decrease according to the torque change rate coefficient obtained in real time until the current first real-time difference value is 0. At this time, the actual torque is set to follow the target torque for synchronous adjustment.

[0052] S315. Sort the second reference difference values ​​of the torque corresponding to the preset multiple accelerator pedal openings and the target torque in order of magnitude, with the smallest second reference difference value being 0.

[0053] S316. Set a corresponding torque change rate coefficient for each second reference difference.

[0054] S317: Real-time monitoring of the difference between the torque corresponding to the current accelerator pedal opening and the target torque, and uses it as the second real-time difference.

[0055] S318: After setting the actual torque to follow the target torque synchronous adjustment, the second reference difference, which is less than the second real-time difference and has the smallest difference from the second real-time difference, is obtained in real time. The torque change rate coefficient corresponding to the second reference difference is obtained by looking up the table. The current vehicle target torque increases according to the torque change rate coefficient obtained in real time until the second real-time difference is 0. At this time, the target torque is set to follow the torque synchronous adjustment corresponding to the current vehicle accelerator pedal opening.

[0056] Because the closed-loop control of speed limiting is assigned to the drive motor controller (MCU) which is closer to the actuator, it further limits the torque of the drive motor when limiting the speed. At this time, there will be a deviation between the target torque command issued by the vehicle controller (VCU) and the actual torque executed by the drive motor controller (MCU), which can easily cause a severe torque shock at the moment of gear lock-up. However, through S311~S318, the target torque output by the vehicle controller (VCU) can be managed in a layered and phased manner, realizing a seamless and smooth transition of drive torque during state switching.

[0057] During the locked-off state maintenance phase, the vehicle controller (VCU) will save the torque corresponding to the accelerator pedal opening. This torque value will serve as the reference parameter for torque recovery when the locked-off control is subsequently exited. At the same time, the real-time difference between the actual output torque of the drive motor and the target torque of the vehicle controller (VCU) will be calculated as the sixth decision input parameter, and the real-time difference between the torque corresponding to the current vehicle accelerator pedal opening and the target torque will be calculated as the seventh decision input parameter.

[0058] During the transition phase when the locked gear is about to disengage, the target torque command of the vehicle control unit (VCU) no longer jumps directly to the demand value corresponding to the current driving intention. That is, the target torque no longer changes with the change of the accelerator pedal opening. Instead, a "torque pre-synchronization" process is initiated. This process smoothly adjusts the target torque from the current value to a level close to the current actual torque of the drive motor controller (MCU) at a controlled rate of change. If this adjustment process involves a change in torque direction (i.e., crossing zero), a more gradual special rate of change is used near zero to further suppress any possible shocks.

[0059] During the recovery phase after the lockout is completely disengaged, the target torque command of the vehicle control unit (VCU) starts from the torque value after the "pre-synchronization" mentioned above. Instead of immediately restoring to 100% of the driving intention demand value, it gradually increases the proportion of driving intention in the final target torque according to the preset weight coefficient or recovery gradient until it is fully restored. This measure effectively avoids drastic fluctuations in power output caused by a step-like recovery of torque command.

[0060] In this example, during the transition phase when the locked state is about to disengage, if the difference between the actual torque and the target torque is greater than 2000 N·m, the corresponding torque change rate coefficient can be set to 60; if the difference is less than 2000 N·m but greater than 100 N·m, the corresponding torque change rate coefficient can be set to 8-60; if the difference is less than 100 N·m but greater than 0 N·m, the corresponding torque change rate coefficient can be set to 8. During this process, the target torque is no longer determined by the accelerator pedal opening, but is reduced according to the real-time difference between the target torque and the actual torque, and the corresponding torque change rate coefficient is reduced every unit time until the target torque equals the actual torque. At this point, the individual limit of the drive motor speed by the drive motor controller (MCU) is removed, and the control of the actual torque is returned to the vehicle controller (VCU), and the actual torque changes synchronously with the target torque.

[0061] During the recovery phase after fully disengaging from the locked state, when the difference between the torque corresponding to the accelerator pedal opening and the target torque is greater than 2000 N·m, the corresponding torque change rate coefficient can be set to 45; when the difference is less than 2000 N·m but greater than 100 N·m, the corresponding torque change rate coefficient can be set to 20-40; when the difference is less than 100 N·m but greater than 0 N·m, the corresponding torque change rate coefficient can be set to 15. During this process, the target torque, based on its real-time difference with the torque corresponding to the accelerator pedal opening, increases the value of the corresponding torque change rate coefficient every unit time according to the corresponding torque change rate coefficient, until the target torque equals the value of the torque corresponding to the accelerator pedal opening. Throughout this process, the actual torque always changes synchronously with the target torque. Once the target torque equals the value of the torque corresponding to the accelerator pedal opening, the "control" of the target torque can be returned to the accelerator pedal, and the magnitude of the target torque is determined by the accelerator pedal opening.

[0062] This design ensures the smoothness of torque adjustment in each stage, with the torque change rate of the entire control process subject to uniform constraints. Based on the comfort evaluation standard of vehicle longitudinal impact (Jerk) and combined with actual vehicle calibration, the maximum rate limit of the target torque change can be determined to be ±3.5 m / s³. The system fine-tunes this rate of change under different operating conditions through dynamic lookup tables and other methods, ultimately enabling the vehicle drive system to achieve the optimal balance of smoothness, power, and responsiveness throughout the entire process of shifting between locked and locked states, while ensuring driving comfort.

[0063] The formula for calculating the longitudinal impact force of a vehicle is: J: Vehicle longitudinal impact.

[0064] d T / d t The torque change rate of the drive motor is the core variable that directly controls the smoothness of the vehicle and is also the most direct factor affecting the impact.

[0065] Total gear ratio (gearbox gear number × final reduction ratio).

[0066] η: Efficiency of the transmission system.

[0067] r: Wheel rolling radius.

[0068] m: Vehicle weight.

[0069] Preferably, the judgment conditions in S200 also include: based on the current vehicle status parameters and the corresponding reference values, continuously judging whether all locking conditions are met simultaneously and continuing for a first predetermined time; The judgment conditions in S300 also include: based on the current vehicle status parameters and the corresponding reference values, continuously judging whether all locking conditions cannot be met at the same time and continuing for a second predetermined time.

[0070] With this design, in this example, both the first and second predetermined times can be 500ms. The first and second predetermined times are used to provide buffer time for the judgment of locking gear entry and locking gear exit, respectively, to avoid frequent switching of locking gear state when the slope and the overall vehicle status change repeatedly and rapidly. Meanwhile, in practical applications, after exiting the locked state, the judgment to re-enter the locked state can be made. Since a buffer time is reserved, this example can clearly deal with road conditions with frequent changes in slope.

[0071] Specifically, such as Figure 5 As shown, another aspect of the embodiments of this application provides a pure electric mining truck gear locking and torque control device, including a parameter monitoring module, a gear locking entry judgment module, a speed maintenance module, a gear locking exit judgment module, and a torque synchronization module; The parameter monitoring module is used to monitor the current vehicle status parameters in real time; The gear lock entry judgment module is used to continuously judge whether all gear lock conditions are met simultaneously based on the current vehicle status parameters and the preset reference values ​​corresponding to the current vehicle status parameters; until the judgment is yes, the gear lock state is entered, and the process jumps to the speed maintenance module and the gear lock exit judgment module for execution. The speed maintenance module is used to limit the speed of the drive motor from the motor end to below the forced upshift speed corresponding to the current gear position of the vehicle when the gear is locked. The gear lock exit judgment module is used to continuously judge whether all gear lock conditions cannot be met simultaneously in the gear lock state based on the current vehicle status parameters and the first reference value; when the judgment is yes, the gear lock state is exited and the torque synchronization module is executed. The torque synchronization module is used to set the target torque to be adjusted independently by the control terminal so that the target torque is equal to the actual torque, and to set the actual torque to be adjusted synchronously with the target torque. Then, the target torque is adjusted to be equal to the torque corresponding to the current accelerator pedal opening of the vehicle, and the target torque is set to be adjusted synchronously with the torque corresponding to the current accelerator pedal opening of the vehicle.

[0072] In another aspect of this application, an electronic device is provided, comprising: at least one processor and a memory; wherein the memory stores computer execution instructions; the at least one processor executes the computer execution instructions stored in the memory, causing the at least one processor to execute the pure electric mining truck locking and torque control method described in the preceding embodiments.

[0073] In another aspect of the embodiments of this application, a computer-readable storage medium is provided, on which a computer program is stored, wherein the computer program, when executed by a processor, controls the device where the storage medium is located to execute the pure electric mining truck locking and torque control method described in any of the preceding embodiments.

[0074] The above description is only a preferred embodiment of this application and is not intended to limit this application. Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application.

Claims

1. A method for locking and controlling torque in a pure electric mining truck, characterized in that, include: S100: Real-time monitoring of current vehicle status parameters; S200: Based on the current vehicle status parameters and combined with the preset reference values ​​corresponding to the current vehicle status parameters, continuously determine whether all locking conditions are met simultaneously; until the determination is yes, enter the locking state and execute S210 and S300. S210. In the locked state, the speed of the drive motor is restricted from the motor end to be kept below the forced upshift speed corresponding to the current gear position of the vehicle. S300: In the locked state, based on the current vehicle status parameters and the corresponding reference values, continuously determine whether all locked conditions cannot be met simultaneously; until the determination is yes, exit the locked state and execute S310. S310. Set the target torque to be adjusted independently by the control terminal so that the target torque is equal to the actual torque, and set the actual torque to be adjusted synchronously with the target torque. Then adjust the target torque to be equal to the torque corresponding to the current accelerator pedal opening of the vehicle, and set the target torque to be adjusted synchronously with the torque corresponding to the current accelerator pedal opening of the vehicle.

2. The pure electric mining truck locking and torque control method according to claim 1, characterized in that, The vehicle status parameters include gradient, accelerator pedal opening, mass, gear, and drive motor speed.

3. The pure electric mining truck locking and torque control method according to claim 2, characterized in that, The conditions for locking the gear include: the current vehicle gradient is greater than the gradient reference value, the current vehicle accelerator pedal opening is greater than the accelerator pedal opening reference value, the current vehicle mass is greater than the mass reference value, the current vehicle gear is less than the gear reference value, and the current vehicle drive motor speed is greater than the drive motor speed reference value.

4. The pure electric mining truck and torque control method according to claim 2, characterized in that, The S100 system monitors the slope and mass in real time among the current vehicle status parameters, including the following steps: S101. Real-time monitoring of the estimated values ​​of the current vehicle's gradient and mass; S102. Perform first-order low-pass filtering on the estimated values ​​of the current vehicle slope and mass to obtain the current vehicle slope and mass.

5. The pure electric mining truck locking and torque control method according to claim 1, characterized in that, S210 includes the following steps: S211. Calculate the critical speed for locking the drive motor based on the current vehicle gear position and its corresponding forced upshift speed and the speed ratio of the electric drive system. S212. When the drive motor speed reaches the lock-up critical speed, the actual torque is set to be adjusted separately by the motor end, so that the drive motor speed is maintained at the lock-up critical speed.

6. The pure electric mining truck locking and torque control method according to claim 1, characterized in that, S310 includes the following steps: S311: Sort the first reference differences between the preset multiple target torques and the actual torques in order of magnitude, with the smallest first reference difference being 0; S312: Set a corresponding torque change rate coefficient for each first reference difference; S313: Real-time monitoring of the difference between the current target torque and the actual torque of the vehicle, and using it as the first real-time difference; S314: When exiting the locked state, the first reference difference value, which is less than the first real-time difference value and has the smallest difference from the first real-time difference value, is obtained in real time. The torque change rate coefficient corresponding to the first reference difference value is obtained by looking up the table. The current target torque of the vehicle is controlled to decrease according to the torque change rate coefficient obtained in real time until the current first real-time difference value is 0. At this time, the actual torque is set to follow the target torque for synchronous adjustment. S315. Sort the second reference difference values ​​of the torque corresponding to the preset multiple accelerator pedal openings and the target torque in order of magnitude, with the smallest second reference difference value being 0. S316. Set a corresponding torque change rate coefficient for each second reference difference; S317: Real-time monitoring of the difference between the torque corresponding to the current accelerator pedal opening and the target torque, and using it as the second real-time difference; S318: After setting the actual torque to follow the target torque synchronous adjustment, the second reference difference, which is less than the second real-time difference and has the smallest difference from the second real-time difference, is obtained in real time. The torque change rate coefficient corresponding to the second reference difference is obtained by looking up the table. The current vehicle target torque increases according to the torque change rate coefficient obtained in real time until the second real-time difference is 0. At this time, the target torque is set to follow the torque synchronous adjustment corresponding to the current vehicle accelerator pedal opening.

7. The pure electric mining truck locking and torque control method according to claim 2, characterized in that, The judgment conditions in S300 also include: based on the current vehicle status parameters and the corresponding reference values, continuously judging whether all locking conditions are met simultaneously and continuing for the first predetermined time. The judgment conditions in S300 also include: based on the current vehicle status parameters and the corresponding reference values, continuously judging whether all locking conditions cannot be met at the same time and continuing for a second predetermined time.

8. A pure electric mining truck locking and torque control device, characterized in that, It includes a parameter monitoring module, a gear lock-in judgment module, a speed maintenance module, a gear lock-out judgment module, and a torque synchronization module; The parameter monitoring module is used to monitor the current vehicle status parameters in real time; The gear lock entry judgment module is used to continuously judge whether all gear lock conditions are met simultaneously based on the current vehicle status parameters and the preset reference values ​​corresponding to the current vehicle status parameters; until the judgment is yes, the gear lock state is entered, and the process jumps to the speed maintenance module and the gear lock exit judgment module for execution. The speed maintenance module is used to limit the speed of the drive motor from the motor end to below the forced upshift speed corresponding to the current gear position of the vehicle when the gear is locked. The gear lock exit judgment module is used to continuously judge whether all gear lock conditions cannot be met simultaneously in the gear lock state based on the current vehicle status parameters and the first reference value; when the judgment is yes, the gear lock state is exited and the torque synchronization module is executed. The torque synchronization module is used to set the target torque to be adjusted independently by the control terminal so that the target torque is equal to the actual torque, and to set the actual torque to be adjusted synchronously with the target torque. Then, the target torque is adjusted to be equal to the torque corresponding to the current accelerator pedal opening of the vehicle, and the target torque is set to be adjusted synchronously with the torque corresponding to the current accelerator pedal opening of the vehicle.

9. An electronic device, comprising: At least one processor and a memory; wherein the memory stores computer execution instructions; characterized in that, when the at least one processor executes the computer execution instructions stored in the memory, the at least one processor performs the pure electric mining truck locking and torque control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is run by the processor, it controls the device containing the computer-readable storage medium to perform the pure electric mining truck locking and torque control method as described in any one of claims 1 to 7.

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