Vehicle

Abstract

The utility model provides a vehicle, and relates to the field of intelligent mines, automatic driving and unmanned vehicles. The vehicle includes: a frame; the cargo box is arranged on the frame and configured to contain materials; the lifting system is connected with the container, and the lifting system is configured to drive the container to ascend or descend; the stop point sensor is arranged on the container, the frame and / or the lifting system, the stop point sensor is configured to sense the lifting position of the container, the lifting position comprises lifting to the top or descending to the bottom, the lifting to the top indicates that the lifting position of the container reaches the upper limit of the lifting system, and the descending to the bottom indicates that the container falls on the frame. According to the utility model, the automatic control of the lifting and descending process of the container is realized, and the working efficiency is improved.

Description

Technical Field

[0001] This application relates to the technical fields of intelligent mines, autonomous driving, and unmanned vehicle technologies, and particularly relates to a vehicle. Background Art

[0002] Dump trucks for mining play a key role in the field of autonomous driving in mines, especially in the entire process of mining, transportation, and waste dumping operations in mines. Exemplarily, during the waste dumping process, the autonomous driving system needs to be able to accurately identify the operating state of the cargo box (for example, the fully raised state, the fully lowered state, the intermediate state) to ensure smooth discharging operations; during the transportation process, it is also necessary to identify the operating state of the cargo box to avoid safety risks caused by unexpected lifting of the cargo box.

[0003] Therefore, the accurate identification of the cargo box state is of great significance for ensuring the efficiency and safety of autonomous driving in mines. Summary of the Utility Model

[0004] In view of this, an embodiment of this application provides a vehicle.

[0005] In a first aspect, an embodiment of this application provides a vehicle, including: a vehicle frame; a cargo box disposed on the vehicle frame, the cargo box configured to hold materials; a lifting system connected to the cargo box, the lifting system configured to drive the lifting or lowering of the cargo box; a stop sensor disposed on the cargo box, the vehicle frame, and / or the lifting system, the stop sensor configured to sense the lifting position of the cargo box, where the lifting position includes being lifted to the top or lowered to the bottom, being lifted to the top indicating that the lifting position of the cargo box reaches the upper limit of the lifting system, and being lowered to the bottom indicating that the cargo box falls onto the vehicle frame.

[0006] In combination with the first aspect, in some implementation manners of the first aspect, the stop sensor includes an upper stop sensor and a lower stop sensor, the upper stop sensor configured to sense whether the cargo box is lifted to the top, and the lower stop sensor configured to sense whether the cargo box is lowered to the bottom.

[0007] In combination with the first aspect, in some implementation manners of the first aspect, there is at least one upper stop sensor, and / or there are at least two lower stop sensors.

[0008] In combination with the first aspect, in some implementation manners of the first aspect, the stop sensor includes a rotating component and a stop switch component, the rotating component configured to rotate along with the cargo box pivot axis and trigger the stop switch component when the cargo box is lifted to the top or lowered to the bottom.

[0009] In combination with the first aspect, in some implementation manners of the first aspect, the rotating component includes a baffle.

[0010] In combination with the first aspect, in certain implementations of the first aspect, the rotational component and the dead point switch component are of an inductive or pressing type.

[0011] In combination with the first aspect, in certain implementations of the first aspect, the top dead center sensor is disposed in the tail region of the vehicle frame, or the top dead center sensor is disposed in the tail region of the cargo box.

[0012] In combination with the first aspect, in certain implementations of the first aspect, the lifting system includes a lifting cylinder, and the top dead center sensor is configured to be associated with the rotating shaft of the lifting cylinder.

[0013] In combination with the first aspect, in certain implementations of the first aspect, the bottom dead center sensor is disposed on the first surface of the vehicle frame or the second surface of the cargo box, and when the cargo box does not descend to the bottom, the bottom dead center sensor protrudes from the first surface of the vehicle frame or protrudes from the second surface of the cargo box, wherein when the cargo box descends to the bottom, at least part of the first surface and at least part of the second surface are in contact.

[0014] In combination with the first aspect, in certain implementations of the first aspect, the vehicle further includes a timing module and a state recognition module, and the timing module is communicatively connected to the state recognition module. The timing module is configured to count the duration of the limit signal generated by the trigger of the dead point sensor; the state recognition module is configured to generate a cargo box at the bottom state signal or a cargo box at the top state signal when the duration of the limit signal generated by the trigger of each dead point sensor is greater than the first target time.

[0015] In combination with the first aspect, in certain implementations of the first aspect, the vehicle further includes a timing module and a state recognition module, and the timing module is communicatively connected to the state recognition module. The timing module is configured to count the duration of the limit signal generated by the trigger of the bottom dead center sensor; the state recognition module is configured to generate a fault alarm when the bottom dead center sensor does not trigger to generate a limit signal within the second time.

[0016] In combination with the first aspect, in certain implementations of the first aspect, the vehicle further includes a timing module and a state recognition module, and the timing module is communicatively connected to the state recognition module. The timing module is configured to count the duration of the limit signals respectively generated by the triggers of at least two bottom dead center sensors; the state recognition module is configured to generate a reminder message for unexpected lifting of the cargo box when the vehicle is in a specified state and at least two bottom dead center sensors do not trigger to generate limit signals within the third time.

[0017] In this application, the setting of the dead point sensor can monitor the lifting height of the cargo box in real time, ensuring that during the discharging process, the cargo box can be accurately lifted to the top, smoothly performing the discharging operation, and avoiding incomplete unloading of materials caused by premature stopping of lifting or structural damage or safety accidents caused by excessive lifting. In addition, the linkage between the dead point sensor and the lifting system realizes the automatic control of the lifting and lowering processes of the cargo box, reduces the dependence on the driver's operation, reduces the possibility of human operation errors, and also improves the operation efficiency. Finally, this solution supports integration with the mine dispatching system, realizing intelligent dispatching of vehicles and optimization of operation plans, further enhancing the intelligent level of the entire mine transportation operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] By describing the embodiments of the present application in more detail in conjunction with the accompanying drawings, the above and other objects, features, and advantages of the present application will become more obvious. The accompanying drawings are used to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the embodiments of the present application, they are used to explain the present application and do not constitute a limitation to the present application. In the accompanying drawings, the same reference numerals generally represent the same components or steps.

[0019] Figure 1 Shown is a schematic structural diagram of a vehicle provided by an embodiment of the present application.

[0020] Figure 2 Shown is a schematic structural diagram of each module included in the dead point sensor provided by an embodiment of the present application.

[0021] Figure 3 Shown is a schematic structural diagram of the top dead point sensor provided by an embodiment of the present application being arranged in the tail area of the cargo box.

[0022] Figure 4 Shown is a schematic structural diagram of the top dead point sensor provided by an embodiment of the present application being arranged in the tail area of the vehicle frame.

[0023] Figure 5 Shown is a schematic structural diagram of the bottom dead point sensor protruding from the second surface of the cargo box provided by an embodiment of the present application.

[0024] Figure 6a Shown is a schematic structural diagram of the positional relationship among the rotating assembly, the dead point switch assembly, and the cargo box turning shaft provided by an embodiment of the present application.

[0025] Figure 6b Shown is a front view of the positional relationship among the rotating assembly, the dead point switch assembly, and the cargo box turning shaft provided by an embodiment of the present application.

[0026] Figure 7 Shown is a schematic structural diagram of a vehicle provided by another embodiment of the present application. Detailed implementation manners

[0027] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative efforts shall fall within the protection scope of the present application.

[0028] Figure 1 The following shows a schematic structural diagram of a vehicle provided by an embodiment of the present application. As Figure 1 shown, the vehicle includes a vehicle frame 110; a cargo box 120 disposed on the vehicle frame 110, and the cargo box 120 is configured to accommodate materials; a lifting system 130 connected to the cargo box 120, and the lifting system 130 is configured to drive the lifting or lowering of the cargo box 120. In addition, Figure 1 only the end point sensor 140 is illustrated as being disposed on the vehicle frame 110, but in actual applications, the end point sensor may also be disposed on the cargo box 120 and / or the lifting system 130 as appropriate. Specifically, the end point sensor 140 is configured to sense the lifting position of the cargo box 120. In this embodiment, the lifting position includes lifting to the top or lowering to the bottom. Lifting to the top means that the lifting position of the cargo box 120 reaches the upper limit of the lifting system 130, and lowering to the bottom means that the cargo box 120 falls onto the vehicle frame 110.

[0029] To expand, in the vehicle, the vehicle frame 110 serves as a basic support structure, and the cargo box 120 is installed on the vehicle frame 110, and its main function is to accommodate and transport materials. In addition, in order to realize the lifting and lowering of the cargo box 120, the vehicle is equipped with a lifting system 130. Exemplarily, the lifting system 130 uses a hydraulic or mechanical transmission method to realize the lifting or lowering of the cargo box 120. Taking the hydraulic system as an example, the lifting system 130 includes components such as a hydraulic pump, a hydraulic cylinder, a control valve, and hydraulic oil pipes. The hydraulic pump extracts hydraulic oil from the fuel tank and generates pressure through the drive of a motor, and then delivers the high-pressure oil to the hydraulic cylinder. There are a piston and a piston rod inside the hydraulic cylinder. When the high-pressure oil enters one end of the hydraulic cylinder, it pushes the piston rod to move outward, thereby driving the cargo box 120 to rise. When the cargo box 120 needs to be lowered, the control valve adjusts the flow direction of the hydraulic oil so that the hydraulic oil enters from the other end of the hydraulic cylinder, and the oil at the other end flows back to the fuel tank. In this way, the piston rod retracts inward under the action of the hydraulic oil pressure, causing the cargo box 120 to lower. That is to say, during the whole process, the control valve can accurately control the flow direction and pressure of the hydraulic oil according to the operator's needs, so as to realize the smooth lifting and lowering of the cargo box 120.

[0030] In addition, the end point sensor 140 is an important component of the vehicle and can detect the position of the cargo box 120. In this embodiment, lifting to the top means that the cargo box 120 has reached the maximum height allowed by the lifting system 130, and at this time, the unloading of materials can be carried out. And descending to the bottom means that the cargo box 120 has safely landed on the vehicle frame 110, and at this time, the loading of materials can be carried out. Continuing with the hydraulic system as an example, when the cargo box 120 reaches the preset highest or lowest point, the end point sensor 140 will send a signal. After receiving the signal, the control valve will cut off the supply of hydraulic oil and stop the further movement of the cargo box 120 to ensure the safety and accuracy of the operation. This design not only improves the loading and unloading efficiency but also reduces the risk of accidents that may be caused by improper operation.

[0031] In this embodiment, the setting of the end point sensor can real-time monitor the lifting height of the cargo box, ensuring that during the discharging process, the cargo box can be accurately lifted to the top and the discharging operation can be carried out smoothly, avoiding incomplete unloading of materials due to premature stop of lifting or structural damage or safety accidents caused by excessive lifting. In addition, the linkage between the end point sensor and the lifting system realizes the automatic control of the lifting and descending process of the cargo box, reduces the dependence on the driver's operation, reduces the possibility of human operation errors, and also improves the operation efficiency. Finally, this solution supports integration with the dispatching system of the mine, realizes the intelligent dispatching of the vehicle and the optimization of the operation plan, and further improves the intelligent level of the entire mine transportation operation.

[0032] Figure 2 The following shows the structural schematic diagram of each module included in the end point sensor provided by an embodiment of the present application. In this embodiment, the end point sensor 140 includes an upper end point sensor 141 and a lower end point sensor 142. The upper end point sensor 141 is configured to sense whether the cargo box is lifted to the top, and the lower end point sensor 142 is configured to sense whether the cargo box descends to the bottom. It should be noted that the objects (including the vehicle frame 110, the cargo box 120, or the lifting system 130) on which the upper end point sensor 141 and the lower end point sensor 142 are installed may be the same or different. For example, both the upper end point sensor 141 and the lower end point sensor 142 are installed on the cargo box 120, or the upper end point sensor 141 is installed on the cargo box 120 and the lower end point sensor 142 is installed on the vehicle frame 110.

[0033] Exemplarily, in an operation scenario, when the cargo box 120 needs to be lifted for material unloading, the top dead center sensor 141 will monitor and confirm whether the cargo box 120 has reached the predetermined highest point. Once it reaches, the lifting system 130 will receive the signal from the top dead center sensor 141 and stop further lifting actions to ensure that the cargo box 120 will not cause structural damage or safety accidents due to excessive lifting. Similarly, after the cargo box 120 has been unloaded, the bottom dead center sensor 142 will monitor the lowering process of the cargo box 120 to ensure that it stops lowering when it reaches the lowest point on the vehicle frame 110, avoiding damage to the vehicle structure due to too fast or too low lowering.

[0034] This sensor configuration in this embodiment enables the lifting system to achieve more precise control, improve the operation accuracy of the mining autonomous vehicle, and extend the service life of the vehicle. At the same time, precisely controlling the lifting and lowering of the cargo box also helps to reduce the loss of materials during unloading and improve the transportation efficiency.

[0035] In some embodiments of the present application, the top dead center sensor 141 is disposed in the tail region of the vehicle frame 110, or the top dead center sensor 141 is disposed in the tail region of the cargo box 120.

[0036] The tail region refers to the rear part of the vehicle structure relative to the front end. That is to say, in this embodiment, the top dead center sensor 141 is disposed at the rear end of the vehicle frame 110 or the cargo box 120.

[0037] Figure 3 The figure shows a schematic structural diagram of the top dead center sensor disposed in the tail region of the cargo box provided by an embodiment of the present application. In some vehicle structures, the tail of the cargo box 120 is relatively fixed during the lifting process, which can provide a more stable installation point. In addition, when the top dead center sensor 141 is installed in the tail region of the cargo box 120, the top dead center sensor 141 can adopt a displacement sensor or a proximity sensor and be installed at an appropriate position in the tail region of the cargo box 120. Exemplarily, when the cargo box 120 is lifted to the top, the tail region of the cargo box 120 moves into the detection range of the proximity sensor, and the sensor will send a signal after detecting this change. Similarly, the displacement sensor can measure the moving distance of the tail of the cargo box 120 relative to the initial position. Once the preset maximum displacement value is reached, it means that the cargo box 120 has been lifted to the top.

[0038] Figure 4 The figure shows a schematic structural diagram of the top dead center sensor disposed in the tail region of the vehicle frame provided by an embodiment of the present application. As Figure 4As shown, the rear area of ​​the frame provides a more reasonable spatial layout, which is convenient for the installation and maintenance of the top dead center sensor 141, and is away from the vibration or noise interference that may be generated by the lifting system 130. In one example, the top dead center sensor 141 can be an angle sensor. Specifically, when the front of the cargo box 120 begins to lift, the rear of the cargo box 120 will change its angle relative to the frame 110, and the angle sensor can detect this angle change, and when the cargo box 120 is lifted to the top, that is, when it reaches the maximum preset angle, it sends a signal to determine that the cargo box 120 has reached its lifting height limit. In another example, the top dead center sensor 141 can be a pressure sensor. Specifically, when the cargo box 120 is lifted to the highest point, a part of the cargo box 120 (such as a stopper or limit block at the rear) will contact the sensor on the frame 110, generating pressure, and this pressure change is detected by the sensor, which then triggers a signal, indicating that the cargo box 120 has reached the top dead center.

[0039] In this embodiment, whether the top dead center sensor is set in the rear area of ​​the frame or the rear area of ​​the cargo box, it can enhance the performance of the lifting system of the entire mining dump truck and the safety of the operation. Specifically, this configuration allows the lifting system to sense the lifting action by detecting the position change of the cargo box relative to the frame, ensuring that a stop signal is issued in time when the cargo box reaches the preset maximum height, thereby avoiding the risks and damage caused by over-lifting. At the same time, the precise feedback of the sensor can optimize the performance of the lifting system, reduce ineffective lifting actions and energy waste, and improve operating efficiency.

[0040] In some embodiments of the present application, the lifting system 130 includes a lifting cylinder, and the top dead center sensor 141 is configured to be associated with a rotating shaft of the lifting cylinder.

[0041] The rotating shaft of the lifting cylinder refers to a mechanical component inside the cylinder, which is connected to the piston rod of the cylinder and converts hydraulic energy into mechanical energy through the telescopic movement of the cylinder. Specifically, when the hydraulic oil is pressed into the cylinder, the piston rod will move along the rotating shaft, thereby driving the load or mechanical structure associated with it to rise or fall. In some embodiments, the top dead center sensor 141 is associated with the rotating shaft of the lifting cylinder, indicating that the movement between them is synchronized. The sensor can monitor the movement state of the piston rod of the lifting cylinder in real time, especially when the cargo box 120 is lifted to the highest position, ensuring that it can be detected immediately, avoiding the problem of over-lifting or under-positioning due to sensor delays or misjudgments.

[0042] In some embodiments of the present application, the bottom dead center sensor 142 is disposed on the first surface of the frame 110 or the second surface of the cargo box 120, and, when the cargo box 120 has not descended to the bottom, the bottom dead center sensor 142 protrudes from the first surface of the frame 110 or the second surface of the cargo box 120.

[0043] In this embodiment, "protrusion" refers to the positional relationship of the bottom dead center sensor 142 relative to the first surface of the vehicle frame 110 or the second surface of the cargo box 120 during installation. Specifically, when the cargo box 120 has not descended to the lowest position, a part of the bottom dead center sensor 142 is above the first surface of the vehicle frame 110 or the second surface of the cargo box 120, forming a protruding state. Exemplarily, for the bottom dead center sensor 142 protruding from the first surface of the vehicle frame 110, refer to Figure 1 as shown. Figure 5 The figure shows a schematic structural diagram of the bottom dead center sensor protruding from the second surface of the cargo box provided by an embodiment of the present application. When the cargo box 120 descends to the bottom, at least part of the first surface and at least part of the second surface are in contact. This contact action will trigger the bottom dead center sensor 142 to send a signal indicating that the cargo box 120 has reached the lowest point of descent.

[0044] The above-mentioned protruding setting ensures that during the descent of the cargo box 120, the bottom dead center sensor 142 can detect the descent state of the cargo box 120 by contacting the vehicle frame 110 before the cargo box 120 reaches the lowest position, avoiding damage or instability caused by excessive descent of the cargo box 120, and improving the safety and accuracy of the operation.

[0045] Figure 6a The figure shows a schematic structural diagram of the positional relationship among the rotation assembly, the stop switch assembly, and the cargo box pivot shaft provided by an embodiment of the present application. Figure 6b The figure shows a front view of the positional relationship among the rotation assembly, the stop switch assembly, and the cargo box pivot shaft provided by an embodiment of the present application. Exemplarily, in some embodiments of the present application, the stop sensor 140 includes a rotation assembly 146 and a stop switch assembly 144. The rotation assembly 146 is configured to rotate along with the cargo box pivot shaft 150 and trigger the stop switch assembly 144 when the cargo box 120 is lifted to the top or descends to the bottom.

[0046] It can be understood that the rotating assembly 146 is directly associated with the cargo box rotation shaft 150. When the cargo box rotation shaft 150 rotates, it drives the rotating assembly 146 mounted thereon to move. When the cargo box 120 is flipped to the top position or the bottom position, the rotating assembly 146 triggers the end point switch assembly 144. Thus, any change in the position of the cargo box 120 can be immediately converted into a rotational movement of the rotating assembly 146, ensuring that the end point sensor 140 can accurately detect the lifting and lowering states of the cargo box 120. The end point switch assembly 144, as the triggering part of the end point sensor 140, can emit a signal when the cargo box 120 reaches the preset lifting height or lowering depth. This signal is used to control the stop of the lifting system 130, preventing over-lifting or over-lowering, thereby protecting the equipment from damage and ensuring the safety of the operation. This design utilizes the mechanical movement characteristics of the cargo box rotation shaft 150 to achieve precise control of the lifting position of the cargo box 120 through the physical contact between the rotating assembly 146 and the end point switch assembly 144. In addition, since the action of the end point sensor 140 is directly driven by the actual movement of the cargo box 120, the delay in electronic signal transmission is reduced, improving the response speed of the system.

[0047] In some embodiments of the present application, the rotating assembly 146 includes a baffle. Exemplarily, the shape of the baffle can be seen in FIG. 6.

[0048] It should be noted that in FIG. 6, the rotating assembly 146 is arranged on the rotation shaft 150 to enable the rotating assembly 146 to rotate with the rotation of the cargo box rotation shaft 150. However, the way to achieve the rotation of the rotating assembly 146 with the rotation of the cargo box rotation shaft 150 is not limited to the one shown in FIG. 6.

[0049] In some embodiments of the present application, the relationship between the rotating assembly 146 and the end point switch assembly 144 is inductive or pressing.

[0050] The inductive type mainly relies on a non-contact detection mechanism. Exemplarily, in this configuration, the rotating assembly 146 includes or is close to a component capable of generating a magnetic field or an electromagnetic field, while the end point switch assembly 144 includes induction elements such as Hall effect sensors or proximity sensors. When the rotating assembly 146 rotates to a specific position and aligns with the induction area of the end point switch assembly 144, the induction elements can detect the change in the magnetic field or electromagnetic field, thereby triggering the switch action. The advantage of this inductive sensor is that it can provide fast and wear-free triggering, and since it is non-contact, mechanical wear and failure rates are reduced.

[0051] The push - type depends on mechanical contact to trigger the switch. In this configuration, the rotating component 146 includes a movable protruding part, such as a cam or the baffle described in the previous embodiment. When the cargo box 120 is lifted or lowered to a specific position, this protruding part or baffle will contact the mechanical part of the limit - point switch assembly 144, triggering the switch through a pressing action. The advantages of the push - type sensor are its simple structure, high reliability, and relatively low cost. However, since it relies on physical contact, it may be affected by wear and damage.

[0052] In some embodiments of the present application, at least one top - dead - center sensor is provided, and / or at least two bottom - dead - center sensors are provided.

[0053] In this embodiment, at least one top - dead - center sensor 141 is provided, and at least two bottom - dead - center sensors 142 are provided. In this way, the reliability and safety of the vehicle can be enhanced, and more precise control can be provided at the same time. Specifically, by configuring multiple bottom - dead - center sensors 142, redundancy can be achieved in the design. In this way, even if a certain bottom - dead - center sensor fails, other bottom - dead - center sensors can still work normally, ensuring that the lowering action of the cargo box 120 can stop at the correct position and avoiding the risks caused by the failure of the bottom - dead - center sensor. In addition, the setting of multiple bottom - dead - center sensors can also provide more detailed position monitoring, allowing the vehicle to make more precise control decisions according to the specific position and state of the cargo box 120. Furthermore, the intelligent level of the entire lifting system is improved, making the operation of the mining dump truck safer, more reliable, and more efficient.

[0054] In addition, different vehicles may have different lifting systems and operating requirements. Multiple bottom - dead - center sensors can provide greater flexibility and adaptability. For example, two bottom - dead - center sensors respectively correspond to different stages or different positions of the descent of the cargo box 120, ensuring that the bottom position of the cargo box 120 can be accurately detected in any case.

[0055] Figure 7 The following shows a schematic structural diagram of a vehicle provided by another embodiment of the present application. As Figure 7 shown, the vehicle further includes a timing module 710 and a state recognition module 720, and the timing module 710 is communicatively connected to the state recognition module 720.

[0056] In some embodiments, the timing module 710 is configured to count the duration of the limit signal generated by the trigger of the limit - point sensor 140; the state recognition module 720 is configured to generate a signal indicating that the cargo box reaches the bottom state or the cargo box reaches the top state when the duration of the limit signal generated by the trigger of each limit - point sensor 140 is greater than the first target time.

[0057] Taking a single top dead center sensor 141 and a single bottom dead center sensor 142 as an example, when the cargo box 120 starts to lift, the top dead center sensor 141 will be triggered first when the cargo box 120 reaches the highest point, generating a limit signal. Immediately afterwards, the timing module 710 starts to count the duration of this signal. If the cargo box 120 maintains this lifted position, the top dead center sensor 141 will remain in the triggered state and the limit signal will persist. When the duration of the limit signal exceeds a preset first target time, the state recognition module 720 will determine that the cargo box 120 has reached the top and generate a cargo box at the top state signal. For the case of a single bottom dead center sensor 142, when the cargo box 120 descends and touches the bottom dead center sensor 142, a limit signal is generated, and the timing module 710 also counts the duration of this signal. If the duration of the limit signal exceeds the first target time, the state recognition module 720 will consider that the cargo box 120 has descended to the bottom and generate a cargo box at the bottom state signal.

[0058] Exemplarily, in the case of having two bottom dead center sensors 142, both of the two bottom dead center sensors 142 are installed on the first surface of the vehicle frame 110. When the cargo box 120 starts to descend, normally, the two bottom dead center sensors 142 are triggered simultaneously, generating a limit signal. At this time, the timing module 710 starts timing. The state recognition module 720 will consider the duration of the limit signals of the two bottom dead center sensors 142 respectively at the same time. If the duration of the limit signals of the two bottom dead center sensors 142 both exceed the first target time, the state recognition module 720 will confirm that the cargo box 120 has reached the bottom and generate a cargo box at the bottom state signal.

[0059] In this embodiment, by setting the threshold of the duration, it is possible to avoid misjudgment caused by instantaneous mis-triggering of the sensor, ensuring that the state signal is generated only after the cargo box actually reaches the predetermined position for a period of time. This design is applicable to the operation of automated and intelligent mining dump trucks, which can improve the operation efficiency and safety.

[0060] In some embodiments, the timing module 710 is configured to count the duration of the limit signal generated by the trigger of the bottom dead center sensor 142; the state recognition module 720 is configured to generate a fault alarm in the case where the bottom dead center sensor 142 does not trigger to generate a limit signal within the second time.

[0061] Specifically, if the bottom dead center sensor 142 does not trigger to generate a limit signal within the second time, that is, the cargo box 120 is not detected to have descended to the bottom within the preset time, the state recognition module 720 will consider that there is a fault or abnormal situation in the lifting system 130, and thus generate a fault alarm.

[0062] Exemplarily, assume that the mining dump truck is performing a discharging operation. The timing module 710 starts timing from the moment when the bottom dead center sensor 142 is first triggered. However, if within the set second time, for example, 10 seconds, the limit signal of the bottom dead center sensor 142 has not been triggered, the status recognition module 720 will determine it as an abnormal situation. Further, the status recognition module 720 will generate a fault alarm to remind the operator or the automatic control system to conduct inspections and interventions to ensure the safety of the operation and avoid possible damages.

[0063] With this configuration, the control system of the mining dump truck can monitor the lowering state of the cargo box in real time and issue a warning in a timely manner when an abnormality occurs, thereby improving the safety and reliability of the operation.

[0064] In some embodiments, the timing module 710 is configured to count the duration of the limit signals respectively triggered and generated by at least two bottom dead center sensors 142; the status recognition module 720 is configured to generate a reminder message for unexpected lifting of the cargo box when the vehicle is in a specified state and at least two bottom dead center sensors 142 do not trigger and generate limit signals within a third time.

[0065] Specifically, when the vehicle is in a specified state (for example, stationary state, non-working state or performing a specific operation), if at least two bottom dead center sensors 142 do not trigger and generate limit signals within a third time, that is, the cargo box 120 is not detected at the bottom within the preset time, this indicates that the cargo box 120 has been abnormally lifted.

[0066] For example, assume that the mining dump truck is preparing to discharge in a specified discharging area. At this time, the vehicle should remain stationary, and the cargo box 120 should be at the bottom. The two bottom dead center sensors 142 will be triggered simultaneously and continuously send limit signals. However, if within the set third time, for example, within 20 seconds, the two bottom dead center sensors 142 do not trigger limit signals, the status recognition module 720 will consider this as an unexpected lifting situation. In this case, the status recognition module 720 will generate a reminder message for unexpected lifting of the cargo box. Exemplarily, the reminder message is in the form of an alarm light, a sound signal or sending a notification to the operator to remind the operator to check the vehicle status, ensure safety and take appropriate corrective measures.

[0067] Through the solution in this embodiment, the vehicle can monitor the lowering action of the cargo box in real time and timely remind the operator when a possible unexpected lifting is detected, thereby improving the safety and reliability of the operation and reducing the potential risks caused by operation errors or system failures.

[0068] The basic principles of the present application have been described above in conjunction with specific embodiments. However, it should be noted that the advantages, benefits, effects, etc. mentioned in the present application are only examples and not limitations. It cannot be considered that these advantages, benefits, effects, etc. are essential for each embodiment of the present application. Additionally, the specific details disclosed above are only for the purposes of illustration and facilitating understanding, and not for limitation. These details do not limit the present application to necessarily implementing with the above specific details.

[0069] The block diagrams of the devices, apparatuses, equipment, and systems involved in the present application are only illustrative examples and are not intended to require or imply that they must be connected, arranged, and configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, equipment, and systems can be connected, arranged, and configured in any manner. Words such as "including", "comprising", "having", etc. are open-ended terms, meaning "including but not limited to", and can be used interchangeably with each other. The word "or" and "and" used herein refer to the word "and / or", and can be used interchangeably with each other, unless the context clearly indicates otherwise. The word "such as" used herein refers to the phrase "such as but not limited to", and can be used interchangeably with each other.

[0070] It should also be noted that in the devices, equipment, and methods of the present application, each component or each step can be decomposed and / or recombined. These decompositions and / or recombinations should be regarded as equivalent solutions of the present application.

[0071] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein can be applied to other aspects without departing from the scope of the present application. Therefore, the present application is not intended to be limited to the aspects shown herein, but rather to the broadest scope consistent with the principles and novel features disclosed herein.

[0072] The above description has been given for purposes of illustration and description. In addition, this description is not intended to limit the embodiments of the present application to the forms disclosed herein. Although multiple example aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, changes, additions, and sub-combinations thereof.

Claims

1. A vehicle, characterized in that, Comprising: Frame; Cargo box, disposed on the frame, the cargo box configured to accommodate materials; Lifting system, connected to the cargo box, the lifting system configured to drive the lifting or lowering of the cargo box; End point sensor, disposed on the cargo box, the frame and / or the lifting system, the end point sensor configured to sense the lifting position of the cargo box, wherein the lifting position includes lifting to the top or lowering to the bottom, lifting to the top indicating that the lifting position of the cargo box reaches the upper limit of the lifting system, and lowering to the bottom indicating that the cargo box falls onto the frame.

2. The vehicle according to claim 1, wherein The end point sensor includes an upper end point sensor and a lower end point sensor, the upper end point sensor configured to sense whether the cargo box is lifted to the top, and the lower end point sensor configured to sense whether the cargo box is lowered to the bottom.

3. The vehicle according to claim 2, characterized in that, At least one upper end point sensor is provided, and / or at least two lower end point sensors are provided.

4. The vehicle according to claim 1, characterized in that, The end point sensor includes a rotating component and an end point switch component, the rotating component configured to rotate along with the cargo box flip axis and trigger the end point switch component when the cargo box is lifted to the top or lowered to the bottom.

5. The vehicle according to claim 4, wherein, The rotating component includes a baffle.

6. The vehicle according to claim 4, characterized in that, The connection between the rotating component and the end point switch component is inductive or pressing.

7. The vehicle according to claim 2, wherein, The upper end point sensor is disposed in the tail region of the frame, or the upper end point sensor is disposed in the tail region of the cargo box.

8. The vehicle according to claim 2, characterized in that, The lifting system includes a lifting cylinder, and the upper end point sensor is configured to be associated with the rotating shaft of the lifting cylinder.

9. The vehicle according to claim 2 or 3, characterized in that, The lower end point sensor is disposed on the first surface of the frame or the second surface of the cargo box, and when the cargo box is not lowered to the bottom, the lower end point sensor protrudes from the first surface of the frame or protrudes from the second surface of the cargo box, wherein when the cargo box is lowered to the bottom, at least a part of the first surface and at least a part of the second surface are in contact.

10. The vehicle according to any one of claims 1 to 3, characterized in that, Further comprising a timing module and a state recognition module, the timing module communicatively connected to the state recognition module; The timing module is configured to count the duration of the limit signal generated by the trigger of the end point sensor; The state recognition module is configured to generate a cargo box at the bottom state signal or a cargo box at the top state signal when the duration of the limit signal generated by the trigger of each end point sensor is greater than a first target time.

11. The vehicle according to claim 3, characterized in that, Further comprising a timing module and a state recognition module, the timing module communicatively connected to the state recognition module; The timing module is configured to count the duration of the limit signal generated by the trigger of the lower end point sensor; The state recognition module is configured to generate a fault alarm when the lower end point sensor does not trigger a limit signal within a second time.

12. The vehicle according to claim 3, wherein, Further comprising a timing module and a state recognition module, the timing module communicatively connected to the state recognition module; The timing module is configured to count the duration of the limit signals respectively generated by the triggers of at least two lower end point sensors; The state recognition module is configured to generate a reminder message for unexpected lifting of the cargo box when the vehicle is in a specified state and at least two bottom dead center sensors do not trigger to generate limit signals within a third time period.

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