Remote control device for an electrically powered skid loader

Abstract

The utility model discloses a kind of remote control devices of electric sliding loader, including mutually hinged shell, upper cover, image display is installed on the upper cover, operating handle, instrument display, throttle knob, vehicle starting button, whole vehicle execution state monitoring controller, remote control end central processing unit are installed on the shell, the distance monitoring device matched with remote control end is installed in whole vehicle end, peripheral visual angle monitoring device, whole vehicle execution state monitoring device, whole vehicle end central processing unit, whole vehicle end remote control selection switch, 5G network terminal equipment, high reliability remote control link is built by integration 5G communication technology, and intelligent control system based on partition logic is used, improve the control safety and operation accuracy of engineering machinery under complex working conditions, improve the defect that traditional remote control device structure is heavy, response is lagging and control logic is disorderly.

Description

Technical Field

[0001] This utility model relates to a remote control device for an electric skid steer loader, belonging to the field of remote control technology. Background Technology

[0002] Remote control technology plays an increasingly important role in the operation of modern construction machinery, especially electric skid steer loaders. It allows operators to operate safely and efficiently from dangerous or harsh working environments. However, existing remote control devices still have many limitations, which restrict their further promotion and application.

[0003] Patent CN228826B discloses an installation structure for a remote operator station. It features a modular design, providing a frame structure, detachable support elements, and an adjustable pedal system, aiming to improve the flexibility of transporting and deploying the operator station. While this solution improves the structure's detachability and adaptability to some extent, it still relies on a rigid tubular frame and a complex mechanical connection system, resulting in a bulky and heavy overall structure that is not convenient to handle or move. Furthermore, the structure requires multiple bolts, flanges, and other mechanical fasteners for assembly, making the disassembly and assembly process cumbersome and hindering rapid deployment across multiple work scenarios. Additionally, the high cost of this solution limits its widespread adoption at a low cost.

[0004] Furthermore, existing remote control systems primarily focus on optimizing mechanical structures, while there is still room for improvement in the integration and real-time response of control methods. Especially in equipment requiring high precision and high response speed, such as electric skid steer loaders, achieving highly integrated and reliable signal transmission and command execution remains a pressing technical challenge for current remote control systems. Summary of the Invention

[0005] Purpose of the utility model: In view of the shortcomings of the existing technology, the present utility model provides a remote control device for an electric skid steer loader. The present utility model integrates the remote operation function into a box-type remote control device, realizing remote and precise control beyond line of sight with low latency, while also being easy to carry and move.

[0006] Technical Solution: A remote control device for an electric skid steer loader includes a hinged housing and a top cover. An image display is mounted on the top cover. The housing houses a control handle, an instrument display, a throttle knob, a vehicle start button, a vehicle execution status monitoring controller, and a remote control central processing unit. The vehicle end is equipped with a distance monitoring device, a peripheral view monitoring device, a vehicle execution status monitoring device, a vehicle-end central processing unit, a vehicle-end remote control selection switch, and a 5G network terminal device, all used in conjunction with the remote control. The distance monitoring device, vehicle execution status monitoring device, and vehicle-end remote control selection switch respectively transmit vehicle distance data, vehicle execution status, and vehicle-end remote control selection switch status to the remote control terminal central processing unit via a 5G network terminal device. The remote control terminal central processing unit processes the vehicle distance data, vehicle execution status, and vehicle-end remote control selection switch status and then sends them to the instrument display. The instrument display is used to display vehicle remote control conditions, drive motor speed mode, control handle mode selection, vehicle distance data, drive motor speed, hydraulic motor speed, and vehicle parking status. The peripheral view monitoring device sends the collected images to the vehicle-side central processing unit. The vehicle-side central processing unit encodes the images and then sends the image data to the remote control central processing unit via a 5G network terminal device. The remote control central processing unit decodes the images and then sends them to the image display. The vehicle execution status monitoring controller is sequentially connected to the vehicle execution status monitoring device via the remote control terminal central processing unit, the 5G network terminal equipment, and the vehicle terminal central processing unit. The control handle, instrument display, throttle knob, and vehicle start button are sequentially connected to the vehicle-side central processor via the remote control terminal central processor and the 5G network terminal equipment, respectively; the throttle knob is used to select the maximum speed of the hydraulic motor.

[0007] By integrating 5G communication, multi-channel status monitoring, and image transmission, the skid steer loader achieves long-range, low-latency, and precise remote control. Operators can obtain comprehensive vehicle status information, such as instrument data, and environmental information, such as real-time images, from a distance from noisy and hazardous work sites. This greatly improves operational safety and comfort, while also enabling continuous operation in extreme or hazardous environments.

[0008] In a preferred embodiment, to simplify the operation logic and improve control precision, the control handle includes a first handle and a second handle, wherein the first handle moves circumferentially around the origin of the XY axis coordinate system, and the second handle moves reciprocally along the X-axis and Y-axis directions; The first handle moves within the circumferential region of the origin of the XY axis coordinate system to control the steering and speed of the walking motors on the left and right sides of the vehicle; The positive X-axis opening of the second handle controls the bucket opening speed of the entire vehicle, and the negative X-axis opening controls the bucket retraction speed. The positive Y-axis opening of the second handle controls the boom lowering speed of the entire vehicle, and the negative Y-axis opening controls the boom raising speed of the entire vehicle. After the first and second handles return to the origin of the XY axis coordinate system, the speed of the vehicle's travel motor returns to 0, and the movement of the bucket and boom immediately stops. The opening of the second handle is used to control the speed of the boom and bucket movement.

[0009] Separating the travel control from the boom and bucket controls of the working device into two independent handles is ergonomically designed, significantly reducing operational complexity and the probability of error. The linear proportional relationship between handle opening and speed allows the operator to perform precise micro-motion control, improving operational accuracy and stability. The handle's zero-return stop function further enhances operational safety and immediate response.

[0010] In a preferred embodiment, in order to integrate complex steering actions on a single handle to meet the needs of precision operation, the first handle is provided with a straight-line area, a counter-steering area, an axle-center steering area, a first progressive steering area, and a second progressive steering area in the circumferential region around the origin of the XY axis coordinate system. The turning radius of the vehicle when it is in the first progressive steering area is greater than the turning radius when it is in the second progressive steering area. When the first handle is in the straight-line area, it controls the speed and direction of the travel motors on both sides of the vehicle to be the same; the opening of the first handle is used to control the speed of the travel motors on both sides. When the first handle is in the opposite steering area, it controls the speed of the two walking motors on both sides of the vehicle to be the same, but the direction to be opposite; the opening of the first handle is used to control the speed of the two walking motors on both sides. When the first handle is in the axle steering area, the speed of the inner wheel's travel motor is controlled to be 0, and the opening of the first handle is used to control the speed of the outer wheel's travel motor. When the first handle is in the first progressive steering area, the speed of the outer wheel drive motor of the whole vehicle is controlled to be greater than the speed of the inner wheel drive motor, and the steering is the same. The opening of the first handle is used to control the speed of the two drive motors respectively. When the first handle is in the second progressive steering area, the speed of the outer wheel drive motor of the whole vehicle is controlled to be greater than the speed of the inner wheel drive motor, and the steering is opposite. The opening of the first handle is used to control the speed of the two drive motors respectively. By dividing the vehicle into precise zones, the complex differential steering logic is transformed into an intuitive lever movement mode. Operators can seamlessly switch between various steering modes, such as straight driving, stationary turning, large-radius turning, and small-radius turning, by moving a single lever in different zones. This achieves simplified, intuitive, and versatile vehicle steering control, greatly simplifying operation and improving steering efficiency.

[0011] In a preferred embodiment, to ensure a smooth transition of the travel motor speed command when the handle switches between different motion modes, and to avoid mechanical shock and vehicle vibration caused by sudden changes in command, the straight travel area is set along the positive and negative directions of the Y-axis. When the first handle is located in the positive straight travel area of ​​the Y-axis, the travel motors on both sides of the vehicle rotate in the same direction in the forward direction; when the first handle is located in the negative straight travel area of ​​the Y-axis, the travel motors on both sides of the vehicle rotate in the same direction in the reverse direction. The counter-rotation steering areas are set along the X-axis in both directions. When the first handle is in the X-axis forward counter-rotation steering area, the left-side travel motor of the vehicle rotates forward and the right-side travel motor rotates in reverse. When the first handle is in the X-axis reverse counter-rotation steering area, the left-side travel motor of the vehicle rotates in reverse and the right-side travel motor rotates forward. The axis turning regions are respectively set along the two diagonal directions of the XY axis. When the first handle is located in the axis turning region in the positive direction of the Y axis, the outer wheel travel motor rotates forward. When the first handle is located in the axis turning region in the opposite direction of the Y axis, the outer wheel travel motor rotates in reverse. The area between the reverse X-axis and the forward Y-axis is the left forward movement area. Within the left forward movement area, from the forward Y-axis counterclockwise to the reverse X-axis, it includes the first progressive steering area, the axle steering area, and the second progressive steering area that cause the vehicle to move to the left. When the first handle is in the first progressive steering area that makes the vehicle move forward to the left, the two drive motors on both sides of the vehicle rotate in the same direction; when the first handle is in the second progressive steering area that makes the vehicle move forward to the left, the drive motor on the left side of the vehicle rotates in reverse and the drive motor on the right side rotates in the forward direction. The area between the reverse X-axis and the reverse Y-axis is the right rearward zone. The right rearward zone includes, in a counterclockwise direction from the reverse X-axis to the reverse Y-axis, a second progressive steering zone that causes the vehicle to move to the right and back, an axle steering zone, and a first progressive steering zone. When the first handle is in the second progressive steering area that causes the vehicle to move backward to the right, the left-side travel motor of the vehicle reverses and the right-side travel motor rotates forward; when the first handle is in the first progressive steering area that causes the vehicle to move backward to the right, the travel motors on both sides of the vehicle reverse in the same direction. The area between the positive X-axis and the negative Y-axis is the left rearward area. The left rearward area includes, in a counterclockwise direction from the negative Y-axis to the positive X-axis, a first progressive steering area, an axle steering area, and a second progressive steering area that cause the vehicle to move backward to the left. When the first handle is in the first progressive steering area that causes the vehicle to move backward to the left, the two drive motors on both sides of the vehicle reverse in the same direction; when the first handle is in the second progressive steering area that causes the vehicle to move backward to the left, the drive motor on the left side of the vehicle rotates forward and the drive motor on the right side rotates in reverse. The area between the positive X-axis and the positive Y-axis is the right forward movement area. The right forward movement area includes, in a counterclockwise direction from the positive X-axis to the positive Y-axis, a second progressive steering area that causes the vehicle to move to the right, an axle steering area, and a first progressive steering area. When the first handle is in the second progressive steering area that moves the vehicle forward to the right, the left-side travel motor of the vehicle rotates forward and the right-side travel motor rotates in reverse; when the first handle is in the first progressive steering area that moves the vehicle forward to the right, the travel motors on both sides of the vehicle rotate in the same direction.

[0012] By strictly defining the specific adjacency order of the first progressive steering area, the axis steering area, and the second progressive steering area within each sub-region of the left forward / backward zone and the right forward / backward zone, a unique and optimal movement path that conforms to machine kinematics and motor control logic is provided for the operating handle.

[0013] Preferably, to provide control modes that suit different operating habits and reduce the learning cost, the control handle includes a first handle and a second handle, both of which reciprocate along the X-axis and Y-axis directions, respectively. The positive X-axis opening of the first handle controls the descent speed of the vehicle boom, and the negative X-axis opening controls the ascent speed of the vehicle boom. The positive X-axis opening of the second handle controls the bucket opening speed of the entire vehicle, and the negative X-axis opening controls the bucket retraction speed of the entire vehicle. The positive Y-axis direction of the first handle controls the forward rotation of the travel motor on the same side of the vehicle, and the negative Y-axis direction controls the reverse rotation of the travel motor on the same side of the vehicle. The positive Y-axis direction of the second handle controls the forward rotation of the travel motor on the other side of the vehicle, and the negative Y-axis direction controls the reverse rotation of the travel motor on the other side of the vehicle. After the first and second handles return to the origin of the XY axis coordinate system, the speed of the vehicle's travel motor returns to 0, and the movements of the bucket and boom immediately stop. The opening of the first handle in both the positive and negative directions along the Y-axis is used to control the speed of the drive motor on the same side of the vehicle. The opening of the second handle along the positive and negative Y-axis is used to control the speed of the drive motor on the other side of the vehicle; The opening of the first handle in both the positive and negative directions along the X-axis is used to control the boom movement speed; The opening of the second handle along the positive and negative X-axis is used to control the speed of the bucket movement.

[0014] By directly simulating the traditional dual-handle control of the left and right tracks, the learning threshold for traditional operators is lowered, and the flexibility and adaptability of the operation mode are provided to meet the preferences of different users or specific work scenarios.

[0015] In order to allow the operating handle to be quickly and directly operated across large areas while absolutely avoiding the resulting conflicts in travel motor speed commands and severe current surges, a free travel area is provided centered on the origin of the XY axis coordinate system. When the first handle and the second handle move within the free travel area, the speed of the vehicle end travel motor is 0, and the bucket and boom are both stationary.

[0016] By setting a no-travel zone centered on the origin of the XY-axis coordinate system, a mandatory "zeroing" buffer point is provided for all control commands. This mandatory zeroing function within the no-travel zone transforms dangerous electrical command conflicts into a safe, motor-compliant stop-and-start process. This provides operational flexibility while ensuring fundamental system safety. Furthermore, regardless of the movement of the first and second handles within the no-travel zone, the travel motor, bucket, and boom will not be activated, preventing accidental operation and providing operators with reaction time.

[0017] In a preferred embodiment, to construct the highest priority emergency safety barrier, an emergency stop switch and an emergency stop controller installed at the vehicle end are also included. The emergency stop switch is connected to the emergency stop controller via a 5G network terminal device, and the emergency stop controller is connected to the central processing unit at the vehicle end.

[0018] By establishing an emergency stop switch and emergency stop controller independent of the main control circuit, and by using a dedicated emergency communication link via a 5G network, the system can reliably trigger an emergency stop of the entire vehicle under any system failure, greatly improving system safety.

[0019] Beneficial effects: This utility model integrates 5G communication technology to build a highly reliable remote control link and adopts an intelligent control system based on partition logic to improve the control safety and operation accuracy of engineering machinery under complex working conditions, and improves the defects of traditional remote control devices such as bulky structure, slow response and chaotic control logic; at the same time, through the forced command zeroing mechanism in the idle travel area and the emergency stop safety circuit, it effectively eliminates the current impact and mechanical stress when the travel motor switches directions, significantly improves the service life of core components and system reliability, and also plays a role in preventing accidental touch; combined with multi-mode control and panoramic monitoring functions, it can meet the diversified needs of users with different operating habits in high-precision, high-intensity continuous operation scenarios. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0021] Figure 1 This is a schematic diagram of the structure of this utility model. The central processing unit of the remote control terminal is located inside the housing. Figure 1 Not shown in the image; Figure 2 This is a schematic diagram of the signal transmission routes between the various components of this utility model; Figure 3 This is a schematic diagram of the handle operation in ISO mode of this utility model; Figure 4 This is a schematic diagram of the handle operation in H mode of this utility model. Detailed Implementation

[0022] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0023] In the description of this utility model, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0024] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0025] like Figure 1 and Figure 2 As shown, a remote control device for an electric skid steer loader includes a hinged housing 1 and a top cover 2. An image display 3 is mounted on the top cover 2. The housing 1 is equipped with a control handle 4, an instrument display 5, a throttle knob 6, a vehicle start button 7, a vehicle execution status monitoring controller 8, and a remote control central processing unit. The vehicle end is equipped with a distance monitoring device, a peripheral view monitoring device, a vehicle execution status monitoring device, a vehicle end central processing unit, a vehicle end remote control selection switch, and a 5G network terminal device, all used in conjunction with the remote control. The distance monitoring device, vehicle execution status monitoring device, and vehicle-end remote control selection switch respectively transmit vehicle distance data, vehicle execution status, and vehicle-end remote control selection switch status to the remote control terminal central processing unit via a 5G network terminal device. The remote control terminal central processing unit processes the vehicle distance data, vehicle execution status, and vehicle-end remote control selection switch status and then sends them to the instrument display 5. The instrument display 5 is used to display vehicle remote control conditions, drive motor speed mode, control handle mode selection, vehicle distance data, drive motor speed, hydraulic motor speed, and vehicle parking status. The peripheral view monitoring device sends the collected images to the vehicle-end central processing unit. The vehicle-end central processing unit encodes the images and then sends the image data to the remote control end central processing unit through the 5G network terminal device. The remote control end central processing unit decodes the images and then sends them to the image display 3. The vehicle execution status monitoring controller 8 is sequentially connected to the vehicle execution status monitoring device via the remote control terminal central processing unit, the 5G network terminal equipment, and the vehicle terminal central processing unit. The control handle 4, instrument display 5, throttle knob 6, and vehicle start button 7 are sequentially connected to the vehicle-side central processor via the remote control terminal central processor and the 5G network terminal equipment, respectively; the throttle knob 6 is used to select the maximum speed of the hydraulic motor.

[0026] By integrating 5G communication, multi-channel status monitoring, and image transmission, the skid steer loader achieves long-range, low-latency, and precise remote control. Operators can operate from a distance, away from noisy and dangerous work environments, obtaining comprehensive vehicle status information such as instrument data and environmental information such as real-time images at the remote control terminal. This significantly improves operational safety and comfort, while also enabling continuous operation in extreme or dangerous environments. In this embodiment, the distance monitoring device is a laser rangefinder, installed at the front and rear of the vehicle. The front laser rangefinder detects the distance to the displacement endpoint and monitors the distance to obstacles during forward movement. The rear laser rangefinder monitors the distance to obstacles when the vehicle is reversing. The peripheral view monitoring device consists of front / rear / left / right cameras, installed at the front / rear / left / right of the vehicle to acquire the vehicle's driving view. The vehicle execution status monitoring controller 8 and the vehicle execution status monitoring device are a gimbal controller and a gimbal, respectively. The gimbal is installed on the roof of the vehicle and monitors whether the vehicle is executing actions according to instructions. The gimbal view can be controlled by the gimbal controller.

[0027] To simplify the operation logic and improve control precision, the control handle 4 includes a first handle 41 and a second handle 42. The first handle 41 moves circumferentially around the origin of the XY axis coordinate system, and the second handle 42 moves back and forth along the X and Y axes. The first handle 41 moves within the circumferential region of the origin of the XY axis coordinate system to control the steering and speed of the walking motors on the left and right sides of the vehicle; The positive X-axis opening of the second handle 42 controls the bucket opening speed of the entire vehicle, and the negative X-axis opening controls the bucket retraction speed. The positive Y-axis opening of the second handle 42 controls the boom lowering speed of the entire vehicle, and the negative Y-axis opening controls the boom raising speed of the entire vehicle. After the first handle 41 and the second handle 42 return to the origin of the XY axis coordinate system, the speed of the vehicle's travel motor returns to 0, and the movement of the bucket and boom immediately stops. The opening of the second handle 42 is used to control the speed of the boom and bucket movement.

[0028] Separating the travel control from the boom and bucket controls of the working device into two independent handles is ergonomically designed, significantly reducing operational complexity and the probability of error. The linear proportional relationship between handle opening and speed allows the operator to perform precise micro-motion control, improving operational accuracy and stability. The handle's zero-return stop function further enhances operational safety and immediate response.

[0029] In order to integrate complex steering actions on a single handle to meet the needs of precision operation, the first handle 41 is provided with a straight-line area, a counter-rotating steering area, an axle-center steering area, a first progressive steering area, and a second progressive steering area in the circumferential area around the origin of the XY axis coordinate system. The turning radius of the whole vehicle when it is in the first progressive steering area is greater than the turning radius when it is in the second progressive steering area. When the first handle 41 is in the straight-line area, it controls the speed and direction of the travel motors on both sides of the vehicle to be the same; the opening of the first handle 41 is used to control the speed of the travel motors on both sides. When the first handle 41 is in the opposite steering area, it controls the speed of the two walking motors on both sides of the vehicle to be the same, but the direction is opposite; the opening of the first handle 41 is used to control the speed of the two walking motors. When the first handle 41 is in the axle steering area, the speed of the inner wheel's travel motor is controlled to be 0, and the opening of the first handle 41 is used to control the speed of the outer wheel's travel motor. When the first handle 41 is in the first progressive steering area, the speed of the outer wheel drive motor of the whole vehicle is controlled to be greater than the speed of the inner wheel drive motor, and the steering is the same. The opening of the first handle 41 is used to control the speed of the two drive motors respectively. When the first handle 41 is in the second progressive steering area, the speed of the outer wheel drive motor of the whole vehicle is controlled to be greater than the speed of the inner wheel drive motor, and the steering is opposite. The opening of the first handle 41 is used to control the speed of the two drive motors respectively. By dividing the vehicle into precise zones, the complex differential steering logic is transformed into an intuitive lever movement mode. Operators can seamlessly switch between various steering modes, such as straight driving, stationary turning, large-radius turning, and small-radius turning, by moving a single lever in different zones. This achieves simplified, intuitive, and versatile vehicle steering control, greatly simplifying operation and improving steering efficiency.

[0030] like Figure 3 As shown, in order to ensure that the speed command of the travel motor can be smoothly transitioned when the handle switches between different motion modes, and to avoid mechanical shock and vehicle vibration caused by sudden changes in command, the straight travel area is set along the positive and negative directions of the Y-axis. When the first handle 41 is located in the positive straight travel area of ​​the Y-axis, the travel motors on both sides of the vehicle rotate in the same direction in the forward direction; when the first handle 41 is located in the negative straight travel area of ​​the Y-axis, the travel motors on both sides of the vehicle rotate in the same direction in the reverse direction. The counter-rotation steering areas are set along the X-axis in both directions. When the first handle 41 is in the X-axis forward counter-rotation steering area, the left-side travel motor of the vehicle rotates forward and the right-side travel motor rotates in reverse. When the first handle 41 is in the X-axis reverse counter-rotation steering area, the left-side travel motor of the vehicle rotates in reverse and the right-side travel motor rotates forward. The axis turning regions are respectively set along the two diagonal directions of the XY axis. When the first handle 41 is located in the axis turning region in the positive direction of the Y axis, the outer wheel travel motor rotates forward. When the first handle 41 is located in the axis turning region in the opposite direction of the Y axis, the outer wheel travel motor rotates in reverse. The area between the reverse X-axis and the forward Y-axis is the left forward movement area. Within the left forward movement area, from the forward Y-axis counterclockwise to the reverse X-axis, it includes the first progressive steering area, the axle steering area, and the second progressive steering area that cause the vehicle to move to the left. When the first handle 41 is in the first progressive steering area that causes the vehicle to move forward to the left, the two drive motors on both sides of the vehicle rotate in the same direction; when the first handle 41 is in the second progressive steering area that causes the vehicle to move forward to the left, the drive motor on the left side of the vehicle rotates in reverse and the drive motor on the right side rotates in the forward direction. The area between the reverse X-axis and the reverse Y-axis is the right rearward zone. The right rearward zone includes, in a counterclockwise direction from the reverse X-axis to the reverse Y-axis, a second progressive steering zone that causes the vehicle to move to the right and back, an axle steering zone, and a first progressive steering zone. When the first handle 41 is in the second progressive steering area that causes the vehicle to move backward to the right, the left-side travel motor of the vehicle reverses and the right-side travel motor rotates forward; when the first handle 41 is in the first progressive steering area that causes the vehicle to move backward to the right, the travel motors on both sides of the vehicle reverse in the same direction. The area between the positive X-axis and the negative Y-axis is the left rearward area. The left rearward area includes, in a counterclockwise direction from the negative Y-axis to the positive X-axis, a first progressive steering area, an axle steering area, and a second progressive steering area that cause the vehicle to move backward to the left. When the first handle 41 is in the first progressive steering area that causes the vehicle to move backward to the left, the two drive motors on both sides of the vehicle reverse in the same direction; when the first handle 41 is in the second progressive steering area that causes the vehicle to move backward to the left, the drive motor on the left side of the vehicle rotates forward and the drive motor on the right side rotates in reverse. The area between the positive X-axis and the positive Y-axis is the right forward movement area. The right forward movement area includes, in a counterclockwise direction from the positive X-axis to the positive Y-axis, a second progressive steering area that causes the vehicle to move to the right, an axle steering area, and a first progressive steering area. When the first handle 41 is in the second progressive steering area that moves the vehicle forward to the right, the left-side travel motor of the vehicle rotates forward and the right-side travel motor rotates in reverse; when the first handle 41 is in the first progressive steering area that moves the vehicle forward to the right, the travel motors on both sides of the vehicle rotate in the same direction.

[0031] By strictly defining the specific adjacency order of the first progressive steering area, the axis steering area, and the second progressive steering area within each sub-region of the left forward / backward zone and the right forward / backward zone, a unique and optimal movement path that conforms to machine kinematics and motor control logic is provided for the operating handle.

[0032] If the zones are not distributed in this reasonable order, it will cause sudden changes in the travel motor speed command. For example, if the second progressive steering zone (where the left motor rotates in reverse and the right motor rotates forward) is mistakenly placed in the adjacent Y-axis forward straight zone (where both motors rotate forward), then when the handle is moved directly from the straight zone to this incorrect zone, the speed command of the left travel motor will jump instantly from its forward maximum value to its reverse maximum value, generating a huge reverse current surge and mechanical stress, causing the vehicle to stop suddenly, vibrate violently, or even be damaged. This solution forces the handle to pass through the first progressive steering zone (where both motors rotate forward in the same direction) before entering the second progressive steering zone, but with a buffer of differential speed and the left motor speed being 0 in the axis steering zone. This ensures that the left motor speed undergoes a smooth transition process of "forward rotation - forward deceleration - stop - reverse acceleration," fundamentally eliminating the possibility of sudden command changes.

[0033] When the first handle 41 is located within any large area, the direction of rotation of the left and right motors is first determined, and the position of the first handle 41 is mapped to the X-axis and Y-axis. The maximum speed between the speed corresponding to the opening on the X-axis and the speed corresponding to the opening on the Y-axis is used as the standard. If the speed corresponding to the opening on the Y-axis is greater than the speed corresponding to the opening on the X-axis, then the speed of the outer wheel of the vehicle is equal to the speed corresponding to the opening on the Y-axis, and the speed of the inner wheel is calculated by interpolation and reduced proportionally from the speed corresponding to the opening on the Y-axis. If the speed corresponding to the opening on the Y-axis is less than the speed corresponding to the opening on the X-axis, then the speed of the outer wheel of the vehicle is equal to the speed corresponding to the opening on the X-axis, and the speed of the inner wheel is calculated by interpolation and reduced proportionally from the speed corresponding to the opening on the X-axis. If the speed corresponding to the opening on the Y-axis is equal to the speed corresponding to the opening on the X-axis, then the speed of the outer wheel of the vehicle is equal to the speed corresponding to the opening on the Y-axis or the speed corresponding to the opening on the X-axis, and the speed of the inner wheel is 0.

[0034] like Figure 4 As shown, in order to provide control modes that suit different operating habits and reduce the learning cost, the control handle 4 includes a first handle 41 and a second handle 42, both of which reciprocate along the X-axis and Y-axis directions. The positive X-axis opening of the first handle 41 controls the descent speed of the vehicle boom, and the negative X-axis opening controls the ascent speed of the vehicle boom. The positive X-axis opening of the second handle 42 controls the bucket opening speed of the entire vehicle, and the negative X-axis opening controls the bucket retraction speed of the entire vehicle. The positive Y-axis direction of the first handle 41 controls the forward rotation of the travel motor on the same side of the vehicle, and the negative Y-axis direction controls the reverse rotation of the travel motor on the same side of the vehicle. The positive Y-axis direction of the second handle 42 controls the forward rotation of the travel motor on the other side of the vehicle, and the negative Y-axis direction controls the reverse rotation of the travel motor on the other side of the vehicle. After the first handle 41 and the second handle 42 return to the origin of the XY axis coordinate system, the speed of the vehicle's travel motor returns to 0, and the movement of the bucket and boom immediately stops. The opening of the first handle 41 along the positive and negative directions of the Y-axis is used to control the speed of the travel motor on the same side of the vehicle; The opening of the second handle 42 along the positive and negative directions of the Y-axis is used to control the speed of the travel motor on the other side of the vehicle; The opening of the first handle 41 in both the positive and negative directions of the X-axis is used to control the boom movement speed; The opening of the second handle 42 along the positive and negative X-axis is used to control the speed of the bucket movement.

[0035] By directly simulating the traditional dual-handle control of the left and right tracks, the learning threshold for traditional operators is lowered, and the flexibility and adaptability of the operation mode are provided to meet the preferences of different users or specific work scenarios.

[0036] In order to allow the operating handle to quickly and directly switch across large areas, such as from "right forward" to "left backward", while absolutely avoiding the resulting conflict of travel motor speed commands and severe current surge, a free travel area is set with the origin of the XY axis coordinate system as the center. When the first handle 41 and the second handle 42 move in the free travel area, the speed of the travel motor at the whole vehicle end is 0, and the bucket and boom are both stationary.

[0037] By setting an empty travel area centered on the origin of the XY axis coordinate system, a mandatory "zeroing" buffer point is provided for all control commands.

[0038] This design ensures the stability of the control system even when traversing discontinuous large zones. For example, when the handle moves from the "right forward zone" (assuming the left motor is rotating at high speed forward and the right motor is rotating at low speed forward) directly and quickly diagonally across the origin to enter the "left backward zone," and the left and right motors are required to reverse, the control system will immediately set the target speeds of both the left and right forward motors to zero because the handle's movement path will inevitably pass through the empty travel area. Only after the handle has completely left the empty travel area and entered the target zone will a new speed command be issued based on the new position. This process forces the motor speeds to undergo a physical process of "current speed - deceleration and stop - stationary - reverse acceleration." Without this empty travel area, the above operation would cause the left motor command to instantly change from high-speed forward to reverse, and the right motor to instantly change from low-speed forward to reverse, generating a huge reverse torque impact that could easily damage the motors or transmission components. This invention transforms dangerous electrical command conflicts into a safe stop-start process that conforms to the physical characteristics of the motor through the forced zeroing function in the empty travel area. This provides operational flexibility while ensuring the fundamental safety of the system. Furthermore, no matter how the first handle 41 and the second handle 42 move in the empty travel area, they will not start the travel motor, bucket, or boom, thus preventing operators from accidentally touching the handles and causing safety accidents. At the same time, it gives operators time to react. Example 1

[0039] To construct a top-priority emergency safety barrier, the system also includes an emergency stop switch 107 and an emergency stop controller installed at the vehicle end. The emergency stop switch 107 is connected to the emergency stop controller via a 5G network terminal device, and the emergency stop controller is connected to the central processing unit at the vehicle end.

[0040] By establishing an emergency stop switch 107 and an emergency stop controller independent of the main control circuit, and by using a dedicated emergency communication link established by the 5G network, the system can reliably trigger the emergency stop of the entire vehicle under any system failure, greatly improving system safety.

[0041] A method for controlling a remote control device on an electric skid steer loader includes the following steps: When the vehicle is parked, the central processing unit of the remote control terminal determines whether the vehicle meets the remote control conditions. If it does, press the vehicle start button 7 to start remote control of the vehicle. If it does not meet the conditions, pressing the vehicle start button 7 will be ineffective. After checking the unmet remote control conditions, press the vehicle start button 7 again to remotely control the vehicle. Select the travel motor speed mode and control handle mode on the instrument display 5, select the maximum speed of the hydraulic motor through the throttle knob 6, and then use the control handle 4 to control the vehicle's straight movement, turning, boom raising / lowering, and bucket opening / closing. In case of an emergency, pressing the emergency stop switch 107 will immediately control the vehicle's central processing unit to stop the vehicle's operation.

[0042] The remote control conditions that need to be met are: The vehicle remote control selector switch is in the ON position; Remote signal reception is normal; The heartbeat mutual check signals of the vehicle-side controller, remote control controller, and vehicle execution status monitoring controller are normal. All vehicle doors are closed; The vehicle control handle 4 is located at the origin of the XY axis coordinate system; The walking motor speed modes include tortoise mode and rabbit mode. The walking motor speed in tortoise mode is 0-1500 rpm, and the walking motor speed in rabbit mode is 0-3500 rpm. The initial default speed mode of the vehicle's drive motor is turtle mode. The drive motor speed mode can be switched when the control handle 4 is in the empty travel area of ​​the origin of the XY axis coordinate system and the current vehicle speed is 0.

[0043] The control handle modes include ISO mode and H mode; The specific method for using the control handle 4 in ISO mode is as follows: The first handle 41 is initially located within the empty travel area of ​​the XY axis coordinate system; The first handle 41 moves back and forth along a one-way control route of Y-axis forward straight area - empty travel area - Y-axis reverse straight area, so as to realize the vehicle moving forward or backward. The first handle 41 moves back and forth along a one-way control route of X-axis forward straight-line area - empty travel area - X-axis reverse straight-line area, so as to realize the whole vehicle rotating to the left or right in place; The first handle 41 moves back and forth along a one-way control route of left forward zone - empty travel zone - left reverse zone, so as to realize the whole vehicle moving forward to left and reverse to left or reverse to left forward. The first handle 41 moves back and forth along a one-way control route of right forward zone - empty travel zone - right reverse zone, so as to realize the whole vehicle moving forward to the right and backward or backward to the right. The first handle 41 moves clockwise or counterclockwise along a control route that connects the Y-axis forward straight area - left forward area - X-axis reverse straight area - right backward area - Y-axis reverse straight area - left backward area - X-axis forward straight area - right forward area, thus enabling the vehicle to move straight forward to left forward to left rotation to right backward to straight backward to left backward to right rotation to right forward and back to straight forward, or the opposite of the aforementioned vehicle movement route. The second handle 42 is initially located within the empty travel area of ​​the XY axis coordinate system; moving the second handle 42 forward and backward controls the lowering and raising of the boom of the entire vehicle, respectively; moving the second handle 42 left and right controls the retraction and opening of the bucket, respectively.

[0044] The specific method of using the control handle 4 in H mode is as follows: The first handle 41, when moved along the Y-axis in either the forward or reverse direction, controls the left-side drive motor of the vehicle to rotate forward or reverse. The second handle 42, when moved along the Y-axis in either the forward or reverse direction, controls the right-side drive motor of the vehicle to rotate forward or reverse. The first handle 41 and the second handle 42 are simultaneously moved along the Y-axis in the forward or reverse direction to control the vehicle to move forward or backward. The first handle 41 is moved in the forward direction along the Y-axis and the second handle 42 is moved in the reverse direction along the Y-axis to control the left-side travel motor of the vehicle to rotate forward and the right-side travel motor to rotate in reverse, so as to realize the vehicle turning right. The first handle 41 is moved in the opposite direction along the Y-axis and the second handle 42 is moved in the forward direction along the Y-axis to control the left-side travel motor of the vehicle to reverse and the right-side travel motor to rotate forward, so as to realize the vehicle turning to the left. The first handle 41 is moved in the opposite or forward direction along the X-axis to control the boom of the whole vehicle to rise or fall, and the second handle 42 is moved in the opposite or forward direction along the X-axis to control the bucket to open or close. When the first handle 41 and the second handle 42 simultaneously return to the idle travel area at the origin of the XY axis coordinate system, the speed of the travel motors on both sides of the vehicle is 0, and the bucket and boom are stationary. Example 2

[0045] It also includes an auxiliary control panel 109, which is sequentially connected to the vehicle's central processing unit via a remote control terminal central processing unit and a 5G network terminal device. The auxiliary control panel 109 is used to control auxiliary equipment such as vehicle lights. Example 3

[0046] The throttle knob 6 is equipped with a maximum speed limit for different gears of the hydraulic motor. The maximum speed limit of the hydraulic motor is 800-2500 rpm. The central processing unit at the vehicle end limits the maximum speed of the hydraulic motor according to the set speed sent by the throttle knob 6.

[0047] The opening degree of the handle corresponds to the output coefficient of the left motor / right motor. The speed of the left motor / right motor = output coefficient × maximum speed in the current walking motor speed mode.

[0048] [0,5) 0 [5,10) 75 [10,15) 125 [15,20) 175 [20,25) 225 [25,30) 275 [30,35) 325 [35,40) 375 [40,45) 425 [45,50) 475 [50,58) 540 [58,66) 620 [66,74) 700 [74,82) 780 [82,90) 860 [90,100) 950 The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0049] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A remote control device for an electric skid steer loader, characterized in that: The system includes a hinged housing (1) and a top cover (2). An image display (3) is mounted on the top cover (2). A control handle (4), an instrument display (5), a throttle knob (6), a vehicle start button (7), a vehicle execution status monitoring controller (8), and a remote control central processing unit are mounted on the housing (1). The vehicle end is equipped with a distance monitoring device, a peripheral viewing angle monitoring device, a vehicle execution status monitoring device, a vehicle end central processing unit, a vehicle end remote control selection switch, and a 5G network terminal device, all used in conjunction with the remote control. The distance monitoring device, the vehicle execution status monitoring device, and the vehicle-end remote control selection switch respectively send the vehicle distance data, the vehicle execution status, and the vehicle-end remote control selection switch status to the remote control terminal central processing unit via the 5G network terminal equipment. The remote control terminal central processing unit processes the vehicle distance data, the vehicle execution status, and the vehicle-end remote control selection switch status and then sends them to the instrument display (5). The instrument display (5) is used to display the vehicle remote control conditions, the travel motor speed mode, the control handle mode selection, the vehicle distance data, the travel motor speed, the hydraulic motor speed, and the vehicle parking status. The peripheral view monitoring device sends the collected images to the vehicle-end central processing unit. The vehicle-end central processing unit encodes the images and then sends the image data to the remote control end central processing unit through the 5G network terminal device. The remote control end central processing unit decodes the images and sends them to the image display (3). The vehicle execution status monitoring controller (8) is sequentially connected to the vehicle execution status monitoring device via the remote control terminal central processing unit, the 5G network terminal equipment, and the vehicle terminal central processing unit. The control handle (4), instrument display (5), throttle knob (6), and vehicle start button (7) are connected to the vehicle-side central processor via the remote control terminal central processor and the 5G network terminal equipment, respectively; the throttle knob (6) is used to select the maximum speed of the hydraulic motor.

2. The remote control device for an electric skid steer loader according to claim 1, characterized in that: The control handle (4) includes a first handle (41) and a second handle (42). The first handle (41) moves circumferentially around the origin of the XY axis coordinate system, and the second handle (42) moves back and forth along the X and Y axes. The first handle (41) moves within the circumferential region of the origin of the XY axis coordinate system to control the steering and speed of the walking motors on the left and right sides of the vehicle; The positive X-axis opening of the second handle (42) controls the bucket opening speed of the whole vehicle, and the negative X-axis opening controls the bucket retraction speed of the whole vehicle. The positive Y-axis opening of the second handle (42) controls the boom lowering speed of the whole vehicle, and the negative Y-axis opening controls the boom raising speed of the whole vehicle. After the first handle (41) and the second handle (42) return to the origin of the XY axis coordinate system, the speed of the whole vehicle travel motor returns to 0, and the movement of the bucket and boom immediately stops. The opening of the second handle (42) is used to control the speed of the boom and bucket movement.

3. The remote control device for an electric skid steer loader according to claim 2, characterized in that: The first handle (41) has a straight-line area, a counter-rotating area, an axle-center turning area, a first progressive turning area, and a second progressive turning area in the circumferential area around the origin of the XY axis coordinate system. The turning radius of the whole vehicle when it is in the first progressive turning area is greater than the turning radius when it is in the second progressive turning area. When the first handle (41) is in the straight-line area, it controls the speed and direction of the travel motors on both sides of the vehicle to be the same; the opening of the first handle (41) is used to control the speed of the travel motors on both sides. When the first handle (41) is in the opposite turning zone, it controls the speed of the two walking motors on both sides of the vehicle to be the same and the direction to be opposite; the opening of the first handle (41) is used to control the speed of the two walking motors. When the first handle (41) is in the axle steering area, the speed of the inner wheel of the vehicle is controlled to be 0, and the opening of the first handle (41) is used to control the speed of the outer wheel of the vehicle. When the first handle (41) is in the first progressive steering area, the speed of the outer wheel motor of the whole vehicle is controlled to be greater than that of the inner wheel motor, and the steering is the same. The opening of the first handle (41) is used to control the speed of the two side motors respectively. When the first handle (41) is in the second progressive steering area, the speed of the outer wheel motor of the vehicle is controlled to be greater than that of the inner wheel motor, and the steering is reversed. The opening of the first handle (41) is used to control the speed of the two side motors respectively.

4. The remote control device for an electric skid steer loader according to claim 3, characterized in that: The straight travel area is set along the Y-axis in both directions. When the first handle (41) is in the straight travel area in the positive direction of the Y-axis, the travel motors on both sides of the vehicle rotate in the same direction in the forward direction. When the first handle (41) is in the straight travel area in the reverse direction of the Y-axis, the travel motors on both sides of the vehicle rotate in the same direction in the reverse direction. The counter-rotation steering area is set along the X-axis in both directions. When the first handle (41) is in the X-axis positive counter-rotation steering area, the left-side travel motor of the whole vehicle rotates forward and the right-side travel motor rotates in reverse. When the first handle (41) is in the X-axis negative counter-rotation steering area, the left-side travel motor of the whole vehicle rotates in reverse and the right-side travel motor rotates forward. The axis turning regions are respectively set along the two diagonal directions of the XY axis. When the first handle (41) is in the axis turning region in the positive direction of the Y axis, the outer wheel travel motor rotates forward. When the first handle (41) is in the axis turning region in the opposite direction of the Y axis, the outer wheel travel motor rotates in reverse. The area between the reverse X-axis and the forward Y-axis is the left forward movement area. Within the left forward movement area, from the forward Y-axis counterclockwise to the reverse X-axis, it includes the first progressive steering area, the axle steering area, and the second progressive steering area that cause the vehicle to move to the left. When the first handle (41) is in the first progressive steering area that makes the whole vehicle move forward to the left, the two walking motors of the whole vehicle rotate in the same direction; when the first handle (41) is in the second progressive steering area that makes the whole vehicle move forward to the left, the left walking motor of the whole vehicle rotates in reverse and the right walking motor rotates in the forward direction. The area between the reverse X-axis and the reverse Y-axis is the right rearward zone. The right rearward zone includes, in a counterclockwise direction from the reverse X-axis to the reverse Y-axis, a second progressive steering zone that causes the vehicle to move to the right and back, an axle steering zone, and a first progressive steering zone. When the first handle (41) is in the second progressive turning area that causes the vehicle to move backward to the right, the left-side travel motor of the vehicle reverses and the right-side travel motor rotates forward; when the first handle (41) is in the first progressive turning area that causes the vehicle to move backward to the right, the travel motors on both sides of the vehicle reverse in the same direction. The area between the positive X-axis and the negative Y-axis is the left rearward area. The left rearward area includes, in a counterclockwise direction from the negative Y-axis to the positive X-axis, a first progressive steering area, an axle steering area, and a second progressive steering area that cause the vehicle to move backward to the left. When the first handle (41) is in the first progressive turning area that causes the vehicle to move backward to the left, the two walking motors of the vehicle reverse in the same direction; when the first handle (41) is in the second progressive turning area that causes the vehicle to move backward to the left, the left walking motor of the vehicle rotates forward and the right walking motor rotates backward. The area between the positive X-axis and the positive Y-axis is the right forward movement area. The right forward movement area includes, in a counterclockwise direction from the positive X-axis to the positive Y-axis, a second progressive steering area that causes the vehicle to move to the right, an axle steering area, and a first progressive steering area. When the first handle (41) is in the second progressive steering area that makes the vehicle move forward to the right, the left-side travel motor of the vehicle rotates forward and the right-side travel motor rotates in reverse; when the first handle (41) is in the first progressive steering area that makes the vehicle move forward to the right, the travel motors on both sides of the vehicle rotate in the same direction.

5. The remote control device for an electric skid steer loader according to claim 1, characterized in that: The control handle (4) includes a first handle (41) and a second handle (42), both of which reciprocate along the X-axis and Y-axis directions. The positive X-axis opening of the first handle (41) controls the descent speed of the vehicle boom, and the negative X-axis opening controls the ascent speed of the vehicle boom. The positive X-axis opening of the second handle (42) controls the bucket opening speed of the whole vehicle, and the negative X-axis opening controls the bucket retraction speed of the whole vehicle. The positive Y-axis direction of the first handle (41) controls the forward rotation of the travel motor on the same side of the vehicle, and the negative Y-axis direction controls the reverse rotation of the travel motor on the same side of the vehicle. The positive Y-axis direction of the second handle (42) controls the forward rotation of the travel motor on the other side of the vehicle, and the negative Y-axis direction controls the reverse rotation of the travel motor on the other side of the vehicle. After the first handle (41) and the second handle (42) return to the origin of the XY axis coordinate system, the speed of the vehicle's travel motor returns to 0, and the movement of the bucket and boom immediately stops. The opening of the first handle (41) along the positive and negative directions of the Y axis is used to control the speed of the walking motor on the same side of the vehicle; The opening of the second handle (42) along the positive and negative directions of the Y axis is used to control the speed of the travel motor on the other side of the vehicle; The opening of the first handle (41) along the positive and negative directions of the X-axis is used to control the boom movement speed; The opening of the second handle (42) along the positive and negative X-axis is used to control the speed of the bucket movement.

6. The remote control device for an electric skid steer loader according to claim 4 or 5, characterized in that: With the origin of the XY axis coordinate system as the center, there is an empty travel area. When the first handle (41) and the second handle (42) move in the empty travel area, the speed of the vehicle end travel motor is 0, and the bucket and boom are both stationary.

7. The remote control device for an electric skid steer loader according to claim 1, characterized in that: It also includes an emergency stop switch (107) and an emergency stop controller installed at the vehicle end. The emergency stop switch (107) is connected to the emergency stop controller via a 5G network terminal device, and the emergency stop controller is connected to the central processing unit at the vehicle end.

Images