A multi-stage hardware-based maneuvering authority reconfiguration system and control method suitable for multi-type military vehicles and resistant to electromagnetic interference

Abstract

The application discloses a kind of multi-stage hardware type mobile authority reconfiguration systems of anti-electromagnetic interference suitable for multiple military vehicles, belongs to the technical field of military vehicle impact resistance speed regulation;Device sets rotating axis, annular base and circumferentially distributed multiple groups of speed gear contacts;Speed gear signal is output by different contact points by relying on dial lever contact;0 reference contact corresponds to the full-speed working state of vehicle factory shipment;It is pure mechanical contact structure as a whole, without electric control chip.The application is suitable for various military aircraft, main battle tanks, armored vehicles, military transport vehicles, missile launch vehicles, surface warships, underwater submarines;Hardware locking upper limit of mobile speed can be realized under nuclear explosion electromagnetic pulse and battlefield strong electromagnetic interference environment, the short board that traditional electric control speed regulation system is easily broken down by strong electromagnetic field is solved, and the structure is firm, can adapt to various harsh military working conditions such as vibration, high temperature, underwater, high altitude.

Description

Technical Field

[0001] This invention relates to the field of electronic control anti-interference technology for military vehicles, and in particular to a hardware-mechanical multi-level mobile speed control system that can withstand nuclear electromagnetic pulse impacts. Background Technology

[0002] Currently, the speed control of military aircraft, main battle tanks, armored vehicles, military transport vehicles, missile launchers, warships, and submarines all rely on microcontrollers and circuit board electronic control systems. When nuclear electromagnetic pulses or strong electromagnetic interference occur on the battlefield, semiconductor chips are easily damaged and burned out by the strong electromagnetic field, directly paralyzing the power control of manned aircraft, helicopters, unmanned aerial vehicles, combat vehicles, logistics transport vehicles, missile launch platforms, and ships. Simultaneously, the electronic control program is susceptible to system crashes and intrusion / tampering with maneuvering permissions. There is currently a lack of a speed control mechanism that completely eliminates the need for electronic processors, relying solely on purely mechanical hardware to switch between multiple maneuvering levels and rigidly lock the speed limit, making it difficult to meet the reliable control requirements of various military vehicles in complex battlefield environments. Summary of the Invention

[0003] (1) Purpose of the invention It overcomes the shortcomings of existing electronic speed control systems for military vehicles, which are susceptible to strong electromagnetic shocks and prone to crashing and loss of control. It provides a purely mechanical contact-type speed control structure, with the 0th gear retaining the vehicle's original factory full speed, while the other gears limit the maximum driving speed. It can still control the speed of movement in nuclear pulse and electromagnetic suppression environments, and is suitable for use in military aircraft, combat equipment, logistics transport vehicles, and missile launch platforms. (2) Technical solution An anti-electromagnetic interference hardware-based multi-level mobility authorization reconfiguration system adapted to various types of military vehicles includes a rotation axis O, an annular contact base, a 0-position reference contact, and multiple sets of gear contacts symmetrically arranged along the annular circumference. The gear contacts are sequentially configured with 30, 50, and 70 speed gear contacts, and limit contacts at both ends of R5 and S5. The annular base has a break structure to limit the rotation range of the lever. Rotating the lever to touch different contacts outputs the speed limit signal of the corresponding gear. The 0-position reference contact corresponds to the original factory full-speed operating state of the vehicle. The entire device does not require a chip to analyze the signal and directly connects to the power actuation components through hardware contacts. This structure is compatible with various military aircraft, main battle tanks, armored vehicles, military transport vehicles, missile launchers, surface warships, underwater submarines, and other combat and logistical military platforms, enabling hardware-level mobility access control. (3) Beneficial effects 1. Purely mechanical contact architecture, without semiconductor chips, so nuclear electromagnetic pulses and strong electromagnetic interference on the battlefield will not cause the control system to fail; 2. The 0 gear can activate the original factory full-speed mode, while the other gears have graded speed limits, which can hard lock the maximum speed and avoid power loss caused by program failures or network intrusions; 3. Simple structure, earthquake-resistant and impact-resistant, suitable for various harsh military working conditions such as air, underwater, bumpy roads, high temperature and vibration; 4. Compatible with manned fighter jets, helicopters, unmanned aerial vehicles, armored vehicles, logistics transport vehicles, and missile launch platforms, making it more widely applicable; 5. The circular symmetrical contact layout ensures smooth gear shifting, and the mechanical limit structure prevents the lever from overtraveling and triggering accidentally. 6. The 30-speed, 50-speed, and 70-speed contacts in this solution are merely codes and gear numbers for each speed control contact and do not represent fixed driving speeds. Different military vehicles can freely set the speed limit value corresponding to each gear according to their own power specifications. 4. Description of the attached drawings Figure 1 This is a schematic diagram of the overall annular gear contact structure of the present invention; Reference numerals: O - Rotation axis; (2) - 0 position reference contact; (3) - 30 position contact; (4) - 50 position contact; (5) - 70 position contact; (6) - R5 limit contact; (7) - S5 limit contact; A break is set on the right side of the ring for rotation limit; The 0 position reference contact corresponds to the original factory full-speed working state of the vehicle. 5. Detailed Implementation The present invention will now be described in detail with reference to the accompanying drawings. The device has a rotating shaft O at its center, on which a reciprocating lever is mounted. The circular ring serves as the base for the contact points, with contacts 0, 30, 50, 70, R5, and S5 arranged symmetrically along the circumference of the ring. A pre-reserved break structure is provided at one point on the ring to prevent the lever from exceeding the working range. The operator rotates the lever, which connects different contacts and sends the corresponding speed gear signal to the power actuator. When the lever is stopped at the 0 position reference contact, the vehicle maintains the original factory full-speed working state and does not limit the power speed; When the lever connects to the other contacts, the corresponding speed limit of 30, 50, or 70 is activated. When the device is a military aircraft, the gear is used to control the upper speed limit of manned fighter jets, military helicopters, and unmanned aerial vehicles; When the equipment is used for main battle tanks and armored vehicles, the gear corresponds to the off-road and assault driving speeds. When the equipment is a military transport vehicle, the gears are used to control the speed of the logistics transport vehicle on highways and off-road. When the equipment is a missile launch vehicle, it relies on a mechanical speed regulation mechanism to complete the work of site transfer, maneuvering to avoid danger, and launch positioning in the environment of strong electromagnetic pulse interference from the enemy. When the equipment is used on warships or submarines, the gears control the surface patrol, underwater navigation, and emergency maneuver gears. The entire system relies on physical contacts to conduct signals, without the need for circuit boards or processors, and it still works stably even in environments with strong electromagnetic shocks. Attached Figure Description Figure 1 This is a block diagram of the overall hardware architecture of the system of the present invention; in the diagram, the original signal of the accelerator pedal APS dual-channel output is sent to the single-swing rocker arm mechanical mode switching mechanism; in the zero gear position, the original vehicle accelerator pedal signal is directly connected to the hard-wired signal comprehensive comparison and arbitration unit; under the power constraint gear position, the signal input amplitude reconstruction and conditioning network completes the signal reconstruction; the brake hard-wired master switch module, the dynamic speed regulation execution unit, and the reversing lock relay work together to realize the braking priority and reversing power lock function; the vehicle controller VCU receives the processed acceleration signal, and the entire vehicle circuit relies on the original vehicle 5V power supply and the original vehicle ground wire to work; the reversing lock relay receives the reversing gear signal to realize the power upper limit lock in the reversing condition. Figure 2 This is a schematic diagram of the single-point hinged single-cantilever single-swing rocker arm mode switching switch of the present invention; in the figure, O is the hinged rotation fulcrum, the rocker arm swings back and forth around the fulcrum, and several mechanical contact positions are arranged on the circular track to switch the original factory throttle direct mode, different power upper limit positions, and reversing conditions; the zero position is the original factory working position for the original vehicle APS signal to the VCU, the S5 position is the low-speed moving mode, and the 30, 50, and 70 positions correspond to different power output upper limit positions to achieve multi-level vehicle speed constraints. The above values ​​are example calibration values, and the manufacturer can modify them as needed; the R5 position is the reversing speed adjustment lock position. Figure 3 This is a block diagram of the amplitude reconstruction conditioning network circuit of the present invention. The diagram includes mutually symmetrical APS1 and APS2 channels. The two channels are configured with proportional amplitude attenuation branches, MOSFET soft-start units, RC anti-shake delay units, and synchronous signal discharge circuits. The gear shift switch realizes the switching between the original vehicle signal direct pass and the signal reconstruction mode. The hardware parameter matching error of the dual channels is ≤±1%. The two branches are configured with adjustable precision resistor arrays for vehicle off-line calibration to ensure that the relative ratio of the two output voltages is consistent with the original calibration ratio of the original vehicle accelerator pedal signal. The reconstructed voltage signal is sent to the hard-wired signal comprehensive comparison arbitration unit. Figure 4This is a schematic diagram of the control method of the present invention; after the vehicle system is powered on and initialized, the accelerator pedal APS signal is collected to determine the gear position of the single-swing rocker arm mechanical mode switching mechanism; when in the zero position, the original vehicle accelerator pedal signal is directly connected to the vehicle controller VCU; when in the power constraint position, the dual-channel APS signal is synchronously compressed through the amplitude reconstruction conditioning network; the dynamic speed regulation level is connected to the hard-wired signal comprehensive comparison arbitration unit to form a power upper limit constraint; during driving, the operating conditions are detected in real time, and when the braking priority logic is triggered, the accelerator pedal can be temporarily eliminated; in the reversing condition, the speed regulation function is locked; after the mechanical lever is reset to the zero position, the system exits the power constraint mode and restores the original factory control, and various safety interventions are triggered by the hardware circuit first. Figure 5 This is a schematic diagram of the power response optimization module circuit of the present invention; in the diagram, the vehicle-mounted low-voltage power supply reaches the output voltage divider node via the main voltage divider resistor chain and the gear shift switch; when the steering wheel self-reset hardwired push switch is pressed, the gain precision resistor is connected to the circuit, causing the voltage at the output voltage divider node to rise to 1.2 to 1.5 times the reference value, preferably 1.3 times, to achieve transient power compensation; the mechanical interlock contact switch is connected to the mechanical interlock linkage terminal... Figure 2 The rocker arm rotation center O linkage allows the gain branch to work only when the rocker arm is in forward gear. When it is in position 0, R5 reverse gear or S5 moving gear, the mechanical interlock linkage terminal physically disconnects the gain branch, forcibly disabling the overtaking gain function. Note: The accompanying diagrams in this implementation use a land-based military vehicle as the basic demonstration platform. The single-swing rocker arm-ring contact mechanical speed control core structure of this system can be adapted to other military vehicles such as military aircraft, ships, and submarines. For corresponding platforms, vehicle-specific accessories such as the accelerator pedal, reverse lock relay, and vehicle control unit (VCU) can be removed, and the throttle signal components of the corresponding equipment can be replaced according to the power control structure. The gear number is only a contact identifier and is not limited by the vehicle structure. The 30-gear, 50-gear, and 70-gear contacts in this solution are only codes and gear numbers for each speed control contact and do not represent fixed driving speeds. Different military vehicles can freely set the speed limit value corresponding to each gear according to their own power specifications. List of attached labels (fully proofread and error-free) Figure 1 : 1 - Accelerator Pedal APS 2 - Single pendulum rocker arm mechanical mode switching mechanism, 3-Amplitude reconstruction conditioning network, 4 - Braking hard wire main switch module, 5 - Reverse lock relay, 6 - Dynamic speed control actuator, 7 - Hard-wired signal synthesis and arbitration unit, 8 - Vehicle Control Unit (VCU) Figure 2 : O - Hinged rotation center 112 - Zero position (straight-through) contact, 113-30 (closed) contacts, 114-50 (closed) contacts, 115-R5 Reverse (Disconnect) Contact, 116-R6 Reverse (Disconnect) Contact, 117-S5 Vehicle Relocation (Disconnection) Contact, 118 - Mechanical connecting rod. Figure 3 : 1-APS1 channel synchronization signal discharge circuit, 2-APS1 channel RC anti-shake delay unit, 3-APS1 channel MOSFET soft-start unit, 4 - APS1 channel gear selector switch, 5-APS1 channel proportional amplitude attenuation branch, 6-APS1 channel signal output terminal, 7-APS2 channel synchronization signal discharge circuit, 8-APS2 channel RC anti-shake delay unit, 9-APS2 channel gear selector switch, 10-APS2 channel proportional amplitude attenuation branch, 11-APS2 channel MOSFET soft-start unit, 12-APS2 channel signal output terminal. Figure 4 : 1 - System power-on initialization, 2 - Mode switching mechanism gear position judgment module, 3 - Dual-channel APS signal amplitude synchronization and compression module, 4 - Dynamic speed control level input module, 5 - Hard-wired signal synthesis and arbitration unit, 6 - Real-time operating condition judgment module 7 - Normal low-speed driving conditions 8 - Reset lever to zero position for safety intervention and exit module. Figure 5 : 100 - Dynamic Response Optimization Module 101 – Vehicle Low-Voltage Power Input (Vref) 102 - Main voltage divider resistor chain (range reference amplitude). 103 - Gear shift switch (30 / 50 / 70). 104 - Output voltage divider node Vout (gear reference), 105 – To the VCU acceleration signal output terminal, 106 - Selection signal cable 107 - Reference output signal line, 108 - Steering wheel self-reset push switch 109 - Gain Precision Resistor 110 - Mechanical interlock contact switch 111 - Mechanical interlock linkage end, 112 - Zero position (straight-through) contact, 113-30 (closed) contacts, 114-50 (closed) contacts, 115-R5 Reverse (Disconnect) Contact, 116-R6 Reverse (Disconnect) Contact, 117-S5 Vehicle Relocation (Disconnection) Contact, 118 - Mechanical connecting rod.

Claims

1. A hardware-based multi-level mobility authorization reconfiguration system adapted to various types of military vehicles and resistant to electromagnetic interference, characterized in that: It includes a rotating axis O, an annular contact base, a 0-position reference contact, and multiple sets of gear contacts symmetrically arranged along the annular circumference; the gear contacts include 30-position contacts, 50-position contacts, 70-position contacts, R5 limit contacts, and S5 limit contacts; the annular base has a break for mechanical rotation limit; the rotating lever rotates around the axis, and different gear contacts connect the corresponding output gear signals; the 0-position reference contact corresponds to the original factory full-speed working state of the vehicle; the entire mechanism is a pure mechanical contact structure without a chip electronic control unit, used to hardware lock the upper limit of the equipment's movement speed when military vehicles encounter nuclear electromagnetic pulse or strong electromagnetic suppression conditions.

2. The system according to claim 1, characterized in that: The military vehicles include various military aircraft, main battle tanks, armored vehicles, military transport vehicles, missile launchers, surface warships, and underwater submarines; relying on the output signals of the gear contacts, they respectively control the flight speed of manned fighter jets, helicopters, and unmanned aerial vehicles, the travel speed of land vehicles, the travel speed of military transport vehicles, the maneuvering speed of missile launchers, the cruise speed of ships, and the submerged maneuvering gears of submarines.

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