CN114194171B - Engineering vehicle running speed control method - Google Patents

Engineering vehicle running speed control method Download PDF

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Publication number
CN114194171B
CN114194171B CN202111675208.XA CN202111675208A CN114194171B CN 114194171 B CN114194171 B CN 114194171B CN 202111675208 A CN202111675208 A CN 202111675208A CN 114194171 B CN114194171 B CN 114194171B
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vehicle
period
speed
load
average
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CN114194171A (en
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夏自升
雷震宇
肖伟伟
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Guizhou Jonyang Kinetics Co Ltd
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Guizhou Jonyang Kinetics Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/11—Pitch movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • B60W2040/1307—Load distribution on each wheel suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/16—Pitch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged

Abstract

The invention discloses a method for controlling the running speed of an engineering vehicle, which is used for collecting the load of a front axle, the load of a rear axle and the inclination angle of the vehicle body in real time, setting a period T, calculating the average deviation value of the front axle, the alternate frequency amplitude of the front axle, the average deviation value of the rear axle, the alternate frequency amplitude of the rear axle and the average load in the period of the front axle to occupy the whole vehicle proportion coefficient K q Average load in rear axle period occupies whole vehicle proportion coefficient K b And the average load deviation coefficient K of the whole vehicle is combined with the average value of the inclination angle in the horizontal plane of the vehicle body in the period to calculate the highest speed of the vehicle in the period, so that the highest gear and the engine speed of the vehicle allowed to run in each period are obtained. The method optimizes the control mode of the wheel type multipurpose engineering vehicle, takes the operation as the main and the vehicle speed as the auxiliary, reasonably distributes the optimal safe running speed according to different operation modes, achieves the purposes of automatic engine speed regulation and automatic gear shifting of a gearbox, and dynamically adjusts the vehicle speed.

Description

Engineering vehicle running speed control method
Technical Field
The invention relates to a vehicle speed control method of an engineering vehicle.
Background
The wheel type multipurpose engineering vehicle uses a transmission mode of combining hydraulic pressure and machinery, and realizes speed change by controlling engine speed regulation and gear shifting of a gearbox, so that the running speed of the vehicle is controlled.
The existing wheel type multipurpose engineering vehicle speed control is completely controlled by human, the engine speed is controlled through an accelerator knob and/or an accelerator pedal, and the gear of a gearbox is controlled through a gear shifting handle, so that the speed control of the vehicle is realized. In the operation process, besides the operation of operating the vehicle, the driver (person) needs to control the speed of the vehicle in real time and dynamically make the vehicle speed well match the operation, so that the driver needs to simultaneously dry two works: driving and working, phase change increases the intensity of operation and distraction of the driver. This is also the root cause of mechanical accidents that are likely to occur in similar vehicles.
Disclosure of Invention
The invention aims to solve the technical problems that: aiming at the problem of complex control of the speed of the engineering vehicle, the invention positively provides a set of solution and a general method which are generally used for engineering vehicles with similar characteristics.
The technical scheme of the invention is as follows:
a method for controlling running speed of engineering truck includes collecting front axle load, rear axle load and inclination angle of truck body in real time, setting period T, calculating average deviation value of front axle, alternate frequency amplitude of front axle, average deviation value of rear axle, alternate frequency amplitude of rear axle and average load in period K of front axle to occupy whole truck proportion coefficient q Average load in rear axle period occupies whole vehicle proportion coefficient K b And the average load deviation coefficient K of the whole vehicle is combined with the average value of the inclination angle in the horizontal plane of the vehicle body in the period to calculate the highest speed of the vehicle in the period, so that the highest gear and the engine speed of the vehicle allowed to run in each period are obtained.
Maximum travel speed of vehicle per cycled 1 ＝(|K q -K b |+1) 3 ×(0.5L q ·K·H q +0.5K b ·K·H b ) X tan (θ+1) ×100+e; wherein the average load deviation coefficient in the whole vehicle period is +.>Average load in front axle period accounts for the whole vehicle proportion coefficient +.>Average load in rear axle period accounts for the whole vehicle proportion coefficient +.>Load alternate frequency H in front axle period q Load alternate frequency H in rear axle period b And the inclination angle theta of the horizontal plane of the vehicle body in the period.
The calculation formula of the set rotation speed n of the engine is as followsn_e is the rated rotation speed of the engine of the vehicle, n is the actual maximum allowable rotation speed, the total gear number of the vehicle is C, the corresponding speed range of each gear is set, and the speed range is set according to V' max Taking the corresponding gear C d 。
Further:
d 1 ＝(|K q -K b |+1) 3 ×(e 1 ·K q ·K·H q +e 2 ·K b ·K·H b ) Xtan (θ+1) ×M+e, where e 1 、e 2 The sum of the calculated coefficients is 1, the calculated coefficients are positive numbers, and M is a correction coefficient corresponding to different operation modes of the vehicle.
Front axle nominal static load Fq, rear axle nominal static load Fb, vehicle nominal total load f=fq+fb, average front axle offset valueAverage load deviation value +.>Average load deviation value in whole vehicle period>
Comparing the calculated V 'over two or more successive periods' max If the gear positions are equal, the corresponding gear position C under the value is determined d The feedback is stored in a gear controller and used as an upper limit gear of the vehicle. Comparing two or more than two continuous periods to calculate the maximum allowable rotating speed n of the engine, and taking the minimum value n T-min Stored in an engine speed controller, the engine speed must not exceed n during the running of the vehicle T-min 。
Signals are acquired in real time through a front axle load sensor, a rear axle load sensor and a vehicle body pitch angle sensor, and engine control signals and gearbox control signals are sent to an engine controller and a gearbox controller to realize vehicle speed control after being calculated by a vehicle central processing unit.
The control method comprises the following steps that a vehicle central processing unit 4 collects signals of a front axle load sensor 1, a rear axle load sensor 2 and a vehicle body pitch angle sensor 3 in real time, then the collected signals are subjected to numerical processing and functional relation processing to obtain an optimal engine rotating speed section and an adaptive gearbox gear, whether two-drive/four-drive switching is performed or not is judged, and finally clear control signals are sent to an engine controller 5 and a gearbox controller 6.
The invention has the beneficial effects that:
the method optimizes the control mode of the wheel type multipurpose engineering vehicle, takes the operation as the main and the vehicle speed as the auxiliary, reasonably distributes the optimal safe running speed according to different operation modes, achieves the purposes of automatic engine speed regulation and automatic gear shifting of a gearbox, and dynamically adjusts the vehicle speed.
The invention adopts a high-efficiency and controllable system built-in control method, and can effectively solve the problem of controlling the running speed of engineering machinery. Under different operation conditions, the host machine automatically performs speed matching, so that the labor load of operators is effectively reduced, the running stability of the vehicle is improved, the failure rate of the vehicle is indirectly reduced, and the reliability and the service life of the vehicle are improved.
Drawings
Fig. 1 is a schematic diagram of a control structure of the present invention.
Fig. 2 is a control flow diagram.
Fig. 3 is a schematic diagram of an algorithm logic.
Fig. 4 is a schematic diagram of the load offset in each period T.
Detailed Description
Examples:
the principle explanation of the method of the invention: the front axle load sensor, the rear axle load sensor and the vehicle body pitch angle sensor feed signals back to the vehicle central processing unit, and the central processing unit immediately processes the signals after receiving the signals: reading in front axle, rear axle load data and vehicle body inclination angle data, according to the front axle nominal load built-in data (static constant) and the rear axle nominal load built-in data (static constant), calculating a front axle load deviation value (distinguishing positive and negative), a rear axle load deviation value (distinguishing positive and negative) and an average total load, further calculating a front axle load proportion and a rear axle load proportion, caching the data, setting a period duration T, further calculating a front axle average deviation value, a front axle alternating frequency range (positive and negative deviation frequency and deviation limit amplitude), a rear axle average deviation value and a rear axle alternating frequency range in a period, reading in a vehicle body horizontal plane inclination angle average value and an operation mode conversion value in the period, finally calculating a group of packaged data according to a preset solving formula, caching, at this stage, running the program reads the packaged data of the previous step, receiving the packaged data of the next (or two or more) period (comparing the period number preset by the program), comparing the packaged data of the two or more groups, if the groups of data are the same, activating and executing the running speed control, and executing the complete process if the running speed is different groups of the data. After the running speed control program is activated, the running speed control program sends a running speed control signal to the engine controller and/or the gearbox controller to perform a series of action control of the engine and the gearbox, so that the expected effect of the running speed control is achieved.
The specific calculation process is as follows:
in the set period T, n times of data are received, namely the nominal static load Fq of the front axle, the nominal static load Fb of the rear axle and the nominal total load F=Fq+Fb of the whole vehicle
The instantaneous load data received in the front axle period are F 'in sequence' q1 ……F′ qn The instantaneous load data received in the period of the rear axle are F 'in sequence' b1 ……F’ bn
The instantaneous load deviation value in the front axle period is delta F 'in turn' q1 ……ΔF’ qn The instantaneous load deviation value in the period of the rear axle is delta F 'in sequence' b1 ……ΔF′ bn
ΔF′ qn ＝F′ qn -F q
ΔF′ bn ＝F′ bn -F b
The average load deviation value in the front axle period isThe average load deviation value in the period of the rear axle is +.>
The average load deviation value in the whole vehicle period is
Average load in whole vehicle cycle is
Average load deviation coefficient K in whole vehicle period
Average load in front axle period isAverage load in rear axle periodIs->
Average load in front axle period occupies whole vehicle proportion coefficient K q Average load in rear axle period occupies whole car proportion coefficient K b
The load frequency is counted by the system according to the alternating times of the deviation value, and the frequency is further calculated: load alternate frequency H in front axle period q Load alternate frequency H in rear axle period b 。
The inclination angle θ (absolute value) in the horizontal plane of the vehicle body in the cycle is considered to be constant because one cycle T is short and the inclination angle of the vehicle body in the cycle hardly changes.
Correction coefficient M (program setting) corresponding to different operation modes of vehicle (mainly different vehicle body suspension)
The analytical formula is as follows
d 1 ＝f(K q ，K b ，K，H q ，H b ，θ，M)
The complete calculation formula is as follows
d 1 ＝(|K q -K b |+1) 3 ×(e 1 ·K q ·K·H q +e 2 ·K b ·K·H b )×tan(θ+1)×M+e
Wherein d is 1 For subsequent carrying out of the calculated analytical values, e 1 、e 2 The calculated coefficients are programmed separately, the sum of the coefficients being 1 and both being positive (programmed), where e is a constant and the value is 2.7182818 (about 2.72), and the vehicle speed control formula is as follows
In V' max To calculate the highest speed of the vehicle, V max Is the highest speed that can be achieved by the vehicle.
And calculating the value according to the formula, obtaining the highest running speed of the vehicle in the period, performing equalization filtering evaluation, and analyzing the highest gear of the vehicle allowed to run. The equalization filtering is to take back the gear speed interval according to the calculated speed value, analyze the gear speed interval where the speed is located and extract the gear value.
Then the vehicle collects the data of the next period for calculation, analyzes the highest gear of the vehicle operation, compares with the gear value obtained in the last step, and if the values are the same (more periods can be compared according to program setting, only two periods of values are used in the description), can be directly fed back to a gear controller for storage and used as the upper limit gear of the vehicle, and the vehicle cannot surmount the gear when in manual or automatic speed change.
Let the total gear number of the vehicle be C, the gear number calculated by the system be C d The calculation formula of the set rotation speed n of the engine is as follows
Wherein n is e For the nominal rotational speed of the vehicle engine, n is the actual maximum allowable rotational speed.
Calculating the allowable maximum rotation speed n of the engine in different periods, and taking the minimum value n T-min Stored in engine speed controller, also during vehicle operationThe engine speed is defined within this speed range.
Through the calculation, the gear of the gearbox and the rotating speed of the engine are verified, so that a good vehicle speed control effect is achieved.
Examples: a vehicle has a maximum driving speed of 120km/h, and calculates coefficients e1=0.52 and e2=0.48. The program executes the comparison value of two periods to judge whether the highest gear is allowed to be set, the specific measured values are as follows (M value is given by the program, the value of the M value is different in different working modes, and 100 is generally taken), and the following tables are calculated and obtained for each parameter under two continuous periods:
the corresponding value ranges for the gear positions are shown in the following table.
Gear speed limitation Gear number value
101-120 6
81-100 5
61-80 4
41-60 3
21-40 2
0-20 1

Claims (7)

1. The engineering vehicle running speed control method is characterized in that: the method comprises the steps of collecting front axle load, rear axle load and vehicle body inclination angle in real time, setting period T, and calculating the average deviation value of the front axle, the alternate frequency amplitude of the front axle, the average deviation value of the rear axle, the alternate frequency amplitude of the rear axle and the proportion coefficient K of the average load in the period of the front axle to the whole vehicle q Average load in rear axle period occupies whole vehicle proportion coefficient K b The average load deviation coefficient K of the whole vehicle is combined with the average value of the inclination angle in the horizontal plane of the vehicle body in the period to calculate the highest speed of the vehicle in the period, and the highest gear and the engine speed of the vehicle allowed to run in each period are obtained; maximum travel speed of vehicle per cycle
d 1 ＝(|K q -K b |+1) 3 ×(0.5K q ·K·H q +0.5K b ·K·H b ) X tan (θ+1) ×100+e; wherein the average load deviation coefficient in the whole vehicle periodAverage load in front axle period accounts for the whole vehicle proportion coefficient +.>Average load in rear axle period accounts for the whole vehicle proportion coefficient +.>Load alternate frequency H in front axle period q Load alternate frequency H in rear axle period b And the inclination angle theta of the horizontal plane of the vehicle body in the period.
2. The method for controlling the traveling speed of an engineering vehicle according to claim 1, wherein: the calculation formula of the set rotation speed n of the engine is as followsn_e is the rated rotation speed of the engine of the vehicle, n is the actual maximum allowable rotation speed, the total gear number of the vehicle is C, the corresponding speed range of each gear is set, and the speed range is set according to V' max Taking the corresponding gear C d 。
3. The method for controlling the traveling speed of an engineering vehicle according to claim 2, wherein:
d 1 ＝(|K q -K b |+1) 3 ×(e 1 ·K q ·K·H q +e 2 ·K b ·K·H b ) Xtan (θ+1) ×M+e, where e 1 、e 2 The sum of the calculated coefficients is 1, the calculated coefficients are positive numbers, and M is a correction coefficient corresponding to different operation modes of the vehicle.
4. The engineering vehicle travel speed control method according to claim 3, wherein: front axle nominal static load Fq, rear axle nominal static load Fb, vehicle nominal total load f=fq+fb, average front axle offset valueAverage load deviation value +.>Average load deviation value in whole vehicle period>
5. The method for controlling the running speed of an engineering vehicle according to any one of claims 1 to 4, wherein: comparing two or more consecutive periodsV 'calculated below' max If the gear positions are equal, the corresponding gear position C under the value is determined d The feedback is stored in a gear controller and used as an upper limit gear of the vehicle.
6. The method for controlling the running speed of an engineering vehicle according to any one of claims 1 to 4, wherein: comparing two or more than two continuous periods to calculate the maximum allowable rotating speed n of the engine, and taking the minimum value n T-min Stored in an engine speed controller, the engine speed must not exceed n during the running of the vehicle T-min 。
7. The method for controlling the running speed of an engineering vehicle according to any one of claims 1 to 4, wherein: signals are acquired in real time through a front axle load sensor, a rear axle load sensor and a vehicle body pitch angle sensor, and engine control signals and gearbox control signals are sent to an engine controller and a gearbox controller to realize vehicle speed control after being calculated by a vehicle central processing unit.
CN202111675208.XA 2021-12-31 2021-12-31 Engineering vehicle running speed control method Active CN114194171B (en)

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1217264A (en) * 1997-11-14 1999-05-26 株式会社丰田自动织机制作所 Control device for drive-axle tilt of industrial vehicles
JP2000142183A (en) * 1998-11-17 2000-05-23 Shimadzu Corp Traveling cargo handling vehicle
CN107938746A (en) * 2016-10-13 2018-04-20 迪尔公司 System and method for the available productivity for obtaining working truck
CN109649163A (en) * 2018-12-29 2019-04-19 长沙中联重科环境产业有限公司 Vehicle to run system and its control method, environmental sanitation vehicles
CN111332275A (en) * 2020-04-01 2020-06-26 西安主函数智能科技有限公司 Engineering vehicle distributed control system and control method

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1217264A (en) * 1997-11-14 1999-05-26 株式会社丰田自动织机制作所 Control device for drive-axle tilt of industrial vehicles
JP2000142183A (en) * 1998-11-17 2000-05-23 Shimadzu Corp Traveling cargo handling vehicle
CN107938746A (en) * 2016-10-13 2018-04-20 迪尔公司 System and method for the available productivity for obtaining working truck
CN109649163A (en) * 2018-12-29 2019-04-19 长沙中联重科环境产业有限公司 Vehicle to run system and its control method, environmental sanitation vehicles
CN111332275A (en) * 2020-04-01 2020-06-26 西安主函数智能科技有限公司 Engineering vehicle distributed control system and control method

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