Electric cement tanker control system

Abstract

The utility model discloses a control system of an electric cement tank truck, which relates to the technical field of electric engineering trucks and comprises a truck chassis, a motor, a speed reducer, a cement tank, a spline, a diesel engine, a generator, a power battery pack control box, a control system control box and a power takeoff. Traditional diesel engine driving is replaced, tail gas emission is fundamentally eliminated, a pure electric driving mode is achieved through the motor controller, pollution generated by fuel oil combustion is avoided, noise is low when the electric cement tank truck works, noise pollution of a construction site can be reduced, and the comfort of the working environment is improved; and a motor controller, a generator controller and a sensor group are coordinated through a whole vehicle controller, so that multi-module cooperative control is realized, motor output is optimized through a vector control algorithm, the rotating speed of the cement tank is ensured to be stable, and the stirring quality is improved.

Description

Technical Field

[0001] This utility model relates to the field of electric engineering vehicle technology, specifically to a control system for an electric cement mixer truck. Background Technology

[0002] Cement mixer trucks are a type of concrete mixer truck primarily used for mixing and transporting materials such as concrete and cement. Traditional cement mixer trucks typically use diesel engines as their power source, resulting in problems such as high noise levels, severe pollution, and high energy consumption. With increasingly stringent environmental regulations and the rapid development of electric vehicle technology, electric cement mixer trucks are gradually becoming a development trend. However, existing electric cement mixer truck control systems suffer from low control precision, poor stability, and limited functionality, making it difficult to meet practical application needs. The purpose of this invention is to provide an electric cement mixer truck control system to solve the problems of low control precision, poor stability, and limited functionality in existing technologies. Utility Model Content

[0003] The purpose of this invention is to provide a control system for electric cement mixer trucks to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, this utility model provides the following technical solution: an electric cement tanker truck control system, comprising: a vehicle chassis, on which an electric motor, a reducer, and a cement tank are mounted; the output shaft of the electric motor is rigidly connected to the input shaft of the reducer via a spline; the output end of the reducer is connected to the rotating shaft of the cement tank via a gear transmission mechanism; a diesel engine and a generator are mounted at the bottom of the vehicle chassis; the diesel engine is coaxially connected to the generator via a spline; a power battery pack control box and a control system control box are mounted at the front end of the electric motor; the power output end of the generator is connected to the power battery pack control box via a cable; the power battery pack control box is electrically connected to the electric motor; a fast charging interface is mounted on the side of the power battery pack control box; a power take-off (PTO) is mounted on the side of the reducer; the PTO is connected to the output shaft of the diesel engine via a chain drive; and the control system control box is electrically connected to the electric motor, the diesel engine, the generator, and the power battery pack control box.

[0005] Furthermore, the power battery pack control box includes: a rectangular battery pack control box body, the top of which is provided with a removable sealing cover, and a power battery pack consisting of eight lead-acid batteries connected in series is fixedly installed inside. The lead-acid batteries are arranged horizontally side by side and fixed to the bottom of the box body by bolts. A battery management system is connected to the top of the lead-acid batteries.

[0006] Furthermore, the control system control box includes: a vehicle controller, a motor controller, a generator controller, a sensor group, a human-machine interface, and a five-position selector switch. The motor controller is connected to the motor via a high-voltage shielded cable, and the generator controller is connected to the generator via a high-voltage shielded cable. The vehicle controller is electrically connected to the motor controller, the generator controller, the sensor group, the human-machine interface, and the battery management system.

[0007] Furthermore, the sensor group includes: a vehicle speed sensor fixed on the rear axle housing of the vehicle, near the drive shaft; a motor speed sensor embedded in the motor end cover, near the motor rotor; and temperature sensors respectively installed inside the motor, reducer, and lead-acid battery.

[0008] Furthermore, the spline includes an external spline and an internal spline, the tooth profile of the external spline and the internal spline is involute, the two are connected by an interference fit, and the connection is coated with grease.

[0009] Compared with existing technologies, the beneficial effects of this utility model are as follows: This utility model uses an electric motor as the core power source to replace the traditional diesel engine drive, fundamentally eliminating exhaust emissions. The electric motor controller realizes a pure electric drive mode, avoiding pollution from fuel combustion. Moreover, the electric cement truck operates with less noise, which can reduce noise pollution at the construction site and improve the comfort of the working environment. Furthermore, the vehicle controller coordinates the electric motor controller, generator controller, and sensor group to achieve multi-module collaborative control. The vector control algorithm optimizes the motor output, ensuring stable cement hopper speed and improving mixing quality. Sensor data drives the control strategy, quickly adapting to load changes. The hybrid architecture, with the electric motor and diesel engine supporting multiple modes such as pure electric drive, hybrid drive, and diesel direct drive, provides a five-speed selection through the human-computer interaction interface to adapt to different concrete operation needs. Finally, the removable sealed cover of the battery pack control box supports rapid maintenance, the electric system structure is simplified, reducing the failure rate, and the energy recovery function reduces energy consumption and extends battery life. Attached Figure Description

[0010] Figure 1 This is a schematic diagram of the structure of this utility model;

[0011] Figure 2 This is a schematic diagram of the power battery pack control box and control system control box of this utility model;

[0012] Figure 3 This is a cross-sectional view of the power battery pack control box and the control box of the control system of this utility model;

[0013] Figure 4 This is a schematic diagram of the circuit of this utility model;

[0014] Figure 5This is a flowchart illustrating the process of this utility model.

[0015] In the diagram: 1. Vehicle chassis, 2. Electric motor, 3. Reducer, 4. Cement silo, 5. Spline, 6. Diesel engine, 7. Generator, 8. Power battery pack control box, 9. Control system control box, 10. Power take-off, 801. Fast charging interface, 802. Battery pack control box, 803. Sealing cover, 804. Lead-acid battery, 805. Battery management system, 901. Vehicle controller, 902. Electric motor controller, 903. Generator controller, 904. Sensor group, 905. Human-computer interaction interface. Detailed Implementation

[0016] To enable those skilled in the art to better understand the technical solutions of this utility model, the technical solutions in the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings and specific embodiments.

[0017] Please refer to Figure 1-5 This utility model provides a control system for an electric cement tanker truck, comprising: a vehicle chassis 1, on which an electric motor 2, a reducer 3, and a cement tank 4 are mounted; the output shaft of the electric motor 2 is rigidly connected to the input shaft of the reducer 3 via a spline 5; the output end of the reducer 3 is connected to the rotating shaft of the cement tank 4 via a gear transmission mechanism; a diesel engine 6 and a generator 7 are mounted at the bottom of the vehicle chassis 1; the diesel engine 6 is coaxially connected to the generator 7 via a spline 5; a power battery pack control box 8 and a control system control box 9 are mounted at the front end of the electric motor 2; the power output end of the generator 7 is connected to the power battery pack control box 8 via a cable; the power battery pack control box 8 is electrically connected to the electric motor 2; a fast charging interface 801 is provided on the side of the power battery pack control box 8; a power take-off (PTO) 10 is provided on the side of the reducer 3; the PTO 10 is connected to the output shaft of the diesel engine 6 via a chain drive; and the control system control box 9 is electrically connected to the electric motor 2, the diesel engine 6, the generator 7, and the power battery pack control box 8.

[0018] The power battery pack control box 8 includes: a rectangular battery pack control box 802, the top of which is provided with a removable sealing cover 803, and a power battery pack consisting of eight lead-acid batteries 804 connected in series is fixedly installed inside. The lead-acid batteries 804 are arranged horizontally side by side and fixed to the bottom of the box by bolts. A battery management system 805 is connected to the top of the lead-acid batteries 804.

[0019] The control system control box 9 includes: a vehicle controller 901, a motor controller 902, a generator controller 903, a sensor group 904, a human-computer interaction interface 905, and a five-position selector switch. The motor controller 902 is connected to the motor 2 via a high-voltage shielded cable, and the generator controller 903 is connected to the generator 7 via a high-voltage shielded cable. The vehicle controller 901 is electrically connected to the motor controller 902, the generator controller 903, the sensor group 904, the human-computer interaction interface 905, and the battery management system 805.

[0020] The sensor group 904 includes: a vehicle speed sensor fixed on the rear axle housing of the vehicle, near the drive shaft; a motor speed sensor embedded in the end cover of the motor 2, near the motor rotor; and temperature sensors installed inside the motor 2, the reducer 3, and the lead-acid battery 804, respectively.

[0021] The spline 5 includes an external spline and an internal spline. The teeth of the external spline and the internal spline are involute. They are connected by an interference fit and the connection is coated with grease.

[0022] When using this invention, the driver starts the vehicle via the key switch. The vehicle controller 901, motor controller 902, battery management system 805, and human-machine interface 905 are powered on at low voltage. During low voltage operation, each electrical device performs self-checks and initialization, sending self-check and initialization status signals to the vehicle controller 901. If no fault information is found in any component, the vehicle controller 901 sends a high-voltage power-on command via CAN communication. The battery management system 805 closes the high-voltage contactor and sends feedback to confirm successful high-voltage power-on. The vehicle controller 901 then powers on the motor controller 902 at high voltage. If no fault information is found, the system waits for the next action from the human-machine interface; otherwise, an error message will appear. After receiving the start signal, the vehicle controller 901 controls the motor controller 902 to drive the motor 2, and the vehicle begins to move. During vehicle operation, the vehicle controller 901 adjusts the output torque of the motor 2 in real time based on signals from the vehicle speed sensor and motor speed sensor to ensure smooth vehicle operation. When the vehicle stops and comes to a complete stop, the driver turns off the key switch, and the battery management system 805 issues a power-off command and disconnects the high-voltage contactor.

[0023] When the power generation operating conditions are met, the vehicle controller 901 issues a command to control the generator 7 to start the diesel engine 6 and allow it to idle and warm up. When the diesel engine 6 reaches the set temperature, the controller accelerates the diesel engine to the set speed and instructs the generator controller 903 to control the generator 7 to generate electricity and charge the power battery pack. When the lead-acid battery 804 reaches its upper limit, the vehicle controller 901 sends a command to the generator controller 903 to stop the generator 7 from generating electricity and shut down the diesel engine 6.

[0024] This system is equipped with a five-position selector switch, allowing selection of five different function positions for various operating conditions of the cement silo 4, including stirring, agitation, stop, unloading, and high speed. The rotation of the cement silo 4 is driven by the motor 2. By default, with the selector switch in the stop position, the motor controller 902 does not power the motor 2, and the motor 2 is not running. When the selector switch is in the agitation position, the motor controller 902 controls the motor 2 to rotate forward at low speed; when the selector switch is in the agitation position, the motor controller 902 controls the motor 2 to rotate forward at high speed; when the selector switch is in the unloading position, the motor controller 902 controls the motor 2 to rotate backward at low speed; and when the selector switch is in the high speed position, the motor controller 902 controls the motor 2 to rotate backward at high speed.

[0025] The battery management system 805 monitors the voltage, current, temperature, and other parameters of the power battery pack in real time and transmits this information to the vehicle controller 901. The vehicle controller 901 controls the charging and discharging process of the lead-acid battery 804 based on its status information, ensuring the safe and reliable operation of the lead-acid battery 804. If the vehicle's required power is less than the output power of the diesel engine 6, the diesel engine 6 is selected for driving, while simultaneously charging the power battery pack. If the vehicle's required power is equal to the output power of the diesel engine 6, the diesel engine 6 is selected for driving, and the power battery pack neither charges nor discharges. If the vehicle's required power is greater than the output power of the diesel engine 6, the diesel engine 6 and the power battery pack are selected for joint driving.

[0026] When the vehicle brakes, the vehicle controller 901 controls the motor controller 902 to enter energy recovery mode, converting the vehicle's kinetic energy into electrical energy and storing it in the power battery. When the driver releases the accelerator pedal, the vehicle controller 901 controls the car to enter a regenerative braking state, which ensures the safety of the car when going downhill, recovers energy, eliminates the need for a mechanical retarder, reduces the overall vehicle cost, and saves space.

[0027] When a component of the vehicle malfunctions, or under special operating conditions, the vehicle control system 901 will issue an alarm message through the human-machine interface 905. The system will then implement safety protection strategies, primarily consisting of hardware and software protection, to ensure vehicle safety. Software protection is the first layer of protection. When an abnormal signal is input, the software first determines whether the corresponding high-voltage circuit needs to be disconnected. When the fault level is low and does not affect the safe operation of the vehicle, the system will report the fault or limit functionality. When the fault level is high and affects the safe operation of the vehicle, the system will cut off the high-voltage circuit. When software protection fails, hardware protection will activate; the fuse will disconnect the circuit, and the air switch will trip. Software protection includes:

[0028] 1. Battery protection function: When the battery voltage is low, an alarm will be triggered in time and the current will be reduced. If the voltage is too low, the output will be stopped to protect the battery.

[0029] 2. Reversing speed limit function: The reversing speed is limited to half of the full speed to ensure safety.

[0030] 3. Over-temperature protection function: When the temperature of the motor, controller, or battery is too high, the current will automatically decrease to protect the motor, controller, and battery.

[0031] 4. Throttle protection function: When the key switch is turned on, the throttle signal will be detected. If the signal is too high, no throttle will be output to ensure safety.

[0032] 5. If a major fault such as a short circuit occurs in the motor controller or other equipment, the system will disconnect the corresponding high-voltage contactor.

[0033] Although embodiments of the present invention have been shown and described, it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, it will be understood by those skilled in the art that all other embodiments obtained by making various changes, modifications, substitutions and alterations to these embodiments without departing from the principles and spirit of the present invention and without creative effort are within the scope of protection of the present invention.

Claims

1. An electrically powered cement tanker control system, characterized in that, include: The vehicle chassis (1) has an electric motor (2), a reducer (3), and a cement hopper (4) on its upper part. The output shaft of the electric motor (2) is rigidly connected to the input shaft of the reducer (3) via a spline (5). The output end of the reducer (3) is connected to the rotating shaft of the cement hopper (4) via a gear transmission mechanism. The bottom of the vehicle chassis (1) has a diesel engine (6) and a generator (7). The diesel engine (6) is coaxially connected to the generator (7) via a spline (5). The front end of the electric motor (2) has a power battery pack control box (8) and a control system. The power output terminal of the generator (7) is connected to the power battery pack control box (8) via a cable. The power battery pack control box (8) is electrically connected to the motor (2). The power battery pack control box (8) has a fast charging interface (801) on its side. The power take-off (10) is located on the side of the reducer (3). The power take-off (10) is connected to the output shaft of the diesel engine (6) via a chain drive. The control system control box (9) is electrically connected to the motor (2), the diesel engine (6), the generator (7), and the power battery pack control box (8).

2. The electrically powered cement tanker control system of claim 1, wherein, The power battery pack control box (8) includes: a rectangular battery pack control box (802) with a removable sealing cover (803) on the top of the battery pack control box (802), and a power battery pack consisting of eight lead-acid batteries (804) connected in series is fixedly installed inside. The lead-acid batteries (804) are arranged horizontally side by side and fixed to the bottom of the box with bolts. A battery management system (805) is connected to the top of the lead-acid batteries (804).

3. The electrically powered cement tanker control system of claim 1, wherein, The control box (9) of the control system includes: a vehicle controller (901), a motor controller (902), a generator controller (903), a sensor group (904), a human-computer interaction interface (905), and a five-position selector switch. The motor controller (902) is connected to the motor (2) through a high-voltage shielded cable, and the generator controller (903) is connected to the generator (7) through a high-voltage shielded cable. The vehicle controller (901) is electrically connected to the motor controller (902), the generator controller (903), the sensor group (904), the human-computer interaction interface (905), and the battery management system (805).

4. The electrically powered cement tanker control system of claim 3, wherein, The sensor group (904) includes: a vehicle speed sensor fixed on the rear axle housing of the vehicle, near the drive shaft; a motor speed sensor embedded in the end cover of the motor (2), near the motor rotor; and temperature sensors installed inside the motor (2), reducer (3), and lead-acid battery (804), respectively.

5. The electrically powered cement tanker control system of claim 3, wherein, The spline (5) includes an external spline and an internal spline. The tooth profiles of the external spline and the internal spline are involute. The two are connected by an interference fit and a lubricant is applied at the connection.

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