Energy control system, method and aerial work equipment

Abstract

The present invention relates to the technical field of engineering machinery, and discloses an energy control system, method and aerial work equipment. The energy control system comprises: a target speed acquisition device for acquiring a target speed of an electric motor; an actual speed acquisition device for acquiring an actual speed of the electric motor; and a control device for controlling the fuel injection amount of the engine and the output torque of the electric motor using a coordinated control strategy according to the target speed and the actual speed of the electric motor, so as to maintain the actual speed of the electric motor within a preset range, wherein the engine is coaxially connected to the electric motor. The present invention adopts a coordinated control strategy to realize the automatic distribution of the torque of the power system without estimating the required power and the power supply discharge power.

Description

Technical Field

[0001] The present invention relates to the technical field of engineering machinery, and in particular to an energy control system, an energy control method and aerial work equipment. Background Art

[0002] Hybrid aerial work platforms have the advantages of both diesel and pure electric aerial work platforms: their performance on rough terrain is equivalent to that of diesel power, and they can also adapt to the requirements of quietness and low emissions in indoor environments. Since hybrid aerial work platforms have better adaptability to working conditions and are more widely used, for rental companies, this means that aerial work vehicles may have a higher utilization rate. Therefore, it is of great significance to study hybrid aerial work vehicles.

[0003] Energy management technology is a key technology of hybrid power and is relatively mature in the automotive field. However, due to the large differences between the structure and working conditions of aerial work platforms and automobiles, it is difficult to apply energy management technology in the automotive field to aerial work platforms. For example, in the automotive field, it is usually necessary to accurately estimate the required power (i.e., power command) and the power that each power source can provide (such as the power that the battery can provide at different states of charge) to achieve energy control. However, the aerial work platform cannot accurately estimate its required power due to the following three main aspects: First, it adopts hydraulic drive, which includes a walking system and a vehicle system, in which the arm structure of the vehicle system is complex, the working posture is more, and the action combination is more; second, it adopts intermittent working system and short-time working system, and its required power fluctuation range is large; third, it is still mainly lead-acid batteries, and the SOC estimation of lead-acid batteries is very inaccurate, and it is difficult to evaluate the current battery's dischargeable power. Therefore, the above-mentioned energy control technology in the automotive field cannot be adapted to aerial work platforms. Summary of the invention

[0004] The purpose of the present invention is to provide an energy control system, an energy control method and aerial work equipment, which adopt a collaborative control strategy to realize automatic distribution of power system torque without estimating the required power and power supply discharge power.

[0005] In order to achieve the above-mentioned objectives, the first aspect of the present invention provides an energy control system, which includes: a target speed acquisition device for acquiring a target speed of an electric motor; an actual speed acquisition device for acquiring an actual speed of the electric motor; and a control device for controlling the fuel injection amount of the engine and the output torque of the electric motor by adopting a collaborative control strategy according to the target speed and the actual speed of the electric motor, so as to maintain the actual speed of the electric motor within a preset range, wherein the engine is coaxially connected to the electric motor.

[0006] Preferably, the target speed acquisition device comprises: a first target speed acquisition module, used for acquiring the target speed of the engine; and a second target speed acquisition module, used for determining the target speed of the engine as the target speed of the electric motor.

[0007] Preferably, the control device includes: a first controller, used to adopt the cooperative control strategy to control the following changes in the fuel injection amount of the engine: when the actual speed of the motor is greater than the target speed of the motor, the fuel injection amount of the engine is controlled to decrease; or when the actual speed of the motor is less than the target speed of the motor, the fuel injection amount of the engine is controlled to increase; and a second controller, used to adopt the cooperative control strategy to control the following changes in the output torque of the motor: when the actual speed of the motor is greater than the target speed of the motor, the output torque of the motor is controlled to be negative and decrease; or when the actual speed of the motor is less than the target speed of the motor, the output torque of the motor is controlled to be positive and increase.

[0008] Preferably, the control device comprises: a first controller for controlling the fuel injection amount of the engine to undergo the following changes by adopting the cooperative control strategy: when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed increases, controlling the fuel injection amount of the engine to decrease at a first acceleration; or when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed decreases, controlling the fuel injection amount of the engine to decrease at a second acceleration; and a second controller for controlling the output torque of the motor to undergo the following changes by adopting the cooperative control strategy: When the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed increases, the output torque of the motor is controlled to be a negative value and to decrease at a fifth acceleration, wherein the ratio of the first acceleration to the fifth acceleration is less than a preset ratio; or when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed decreases, the output torque of the motor is controlled to be a negative value and to decrease at a sixth acceleration, wherein the ratio of the second acceleration to the sixth acceleration is greater than the ratio of the first acceleration to the fifth acceleration and less than the preset ratio.

[0009] Preferably, the control device comprises: a first controller, used to control the fuel injection amount of the engine to change as follows by adopting the cooperative control strategy: when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor increases, the fuel injection amount of the engine is controlled to increase at a third acceleration; or when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor decreases, the fuel injection amount of the engine is controlled to increase at a fourth acceleration, and a second controller, used to control the output torque of the motor to change as follows by adopting the cooperative control strategy: When the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor increases, the output torque of the motor is controlled to be positive and increase at a seventh acceleration, wherein a ratio of the third acceleration to the seventh acceleration is greater than a preset ratio; or when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor decreases, the output torque of the motor is controlled to be positive and increase at an eighth acceleration, wherein a ratio of the eighth acceleration to the fourth acceleration is greater than the preset ratio and less than a ratio of the third acceleration to the seventh acceleration.

[0010] Preferably, the second controller is used to control the output torque of the motor to be a negative value and to reduce, including: adopting a charging power control strategy to control the output torque of the motor to reduce.

[0011] Preferably, the second controller is used to control the reduction of the output torque of the motor by adopting a charging power control strategy, including: when the voltage of the power supply is greater than the first voltage and less than the second voltage, controlling the output torque of the motor to reduce, so as to pre-charge the power supply with a first charging current, wherein the second voltage is less than the charging cut-off voltage of the power supply; when the voltage of the power supply is greater than the second voltage and less than a third voltage, controlling the output torque of the motor to reduce, so as to perform constant current charging on the power supply with a second charging current, wherein the second charging current is greater than the first charging current; or when the voltage of the power supply is greater than or equal to the third voltage, controlling the output torque of the motor to reduce according to the current of the power supply.

[0012] Preferably, the second controller is used to control the reduction of the output torque of the motor according to the current of the power supply, including: when the voltage of the power supply is greater than or equal to the third voltage and the charging current of the power supply is greater than the third charging current, controlling the output torque of the motor to reduce so as to use the third voltage to charge the power supply at a constant voltage, wherein the third charging current is less than the first charging current; or when the voltage of the power supply is greater than or equal to the third voltage and the charging current of the power supply is less than or equal to the third charging current, controlling the output torque of the motor to reduce so as to stop charging the power supply.

[0013] Through the above technical solution, the present invention creatively adopts a coordinated control strategy to control the fuel injection amount of the engine and the output torque of the motor according to the target speed and actual speed of the motor, so as to maintain the actual speed of the motor within a preset range. Therefore, the present invention adopts a coordinated control strategy to realize the automatic distribution of the torque of the power system without estimating the required power and the power supply discharge power.

[0014] A second aspect of the present invention provides an energy control method, which includes: obtaining a target speed of an electric motor; obtaining an actual speed of the electric motor; and, based on the target speed and actual speed of the electric motor, using a collaborative control strategy to control the fuel injection amount of the engine and the output torque of the electric motor to maintain the actual speed of the electric motor within a preset range, wherein the engine is coaxially connected to the electric motor.

[0015] For specific details and benefits of the energy control method provided by the embodiment of the present invention, please refer to the above description of the energy control system, which will not be repeated here.

[0016] A third aspect of the present invention provides an aerial work equipment, the aerial work equipment comprising: the energy control system described above.

[0017] Other features and advantages of the present invention will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present invention but do not constitute a limitation of the present invention. In the accompanying drawings:

[0019] Figure 1 is a structural diagram of an energy control system provided by an embodiment of the present invention;

[0020] Figure 2 is a structural diagram of an energy control system provided by an embodiment of the present invention;

[0021] Figure 3 is a control flow chart based on target speed difference provided by an embodiment of the present invention;

[0022] Figure 4 is a schematic diagram of a collaborative control strategy provided by an embodiment of the present invention; and

[0023] Figure 5 It is a flow chart of controlling the reduction of the output torque of a motor provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0024] The specific implementation of the present invention is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described here is only used to illustrate and explain the present invention, and is not used to limit the present invention.

[0025] Before describing various embodiments of the present invention in detail, the output torque of the motor is briefly introduced.

[0026] The output torque of the motor is a vector. When it is a positive value, it indicates that the motor is in a discharging state or a motor state. When it is a negative value, it indicates that the motor is in a generating state. At this time, the output torque of the motor can also be called the generating torque (the generating torque of the motor is a scalar, and its magnitude is equal to the magnitude of the output torque of the motor).

[0027] Figure 1 This is an energy control system provided by an embodiment of the present invention. Figure 1 As shown, the energy control system may include: a target speed acquisition device 10, used to acquire the target speed of the motor; an actual speed acquisition device 20, used to acquire the actual speed of the motor; and a control device 30, used to control the engine's fuel injection amount and the output torque of the motor by adopting a collaborative control strategy according to the target speed and the actual speed of the motor, so as to maintain the actual speed of the motor within a preset range.

[0028] The engine is coaxially connected to the electric motor, so that the actual rotation speed of the engine is consistent with the actual rotation speed of the electric motor.

[0029] The following will describe how to obtain the target speed of the electric motor based on the target speed of the engine.

[0030] like Figure 2 The vehicle controller 1 shown collects the operation signal of the aerial work equipment and controls the target speed of the engine according to the content of the operation signal. Specifically, the target speed of the engine is related to the content of the operation signal (for example, it is related to the action type of the operation signal, but it is not related to the action speed of the operation signal).

[0031] In the first embodiment, the target speed of the motor may be the same as the target speed of the engine. Specifically, the target speed acquisition device 20 may include: a first target speed acquisition module, used to acquire the target speed of the engine; and a second target speed acquisition module, used to determine the target speed of the engine as the target speed of the motor.

[0032] For example, if the target speed of the engine is determined to be 2000 rpm according to the above content, the target speed of the electric motor may also be 2000 rpm.

[0033] The preset range may be [-n m-sv -n1,n m-sv +n2], where n m-sv is the target speed of the motor; n1 and n2 are two preset positive values, which can be reasonably set according to actual conditions.

[0034] The following describes the process of the control device 30 controlling the engine and the motor using the coordinated control strategy. The first controller can control the engine speed by controlling the fuel injection amount of the engine; and the second controller can control the motor speed through the torque loop.

[0035] In one embodiment, the control device 30 includes: a first controller, used to adopt the collaborative control strategy to control the following changes in the fuel injection amount of the engine: when the actual speed of the motor is greater than the target speed of the motor, the fuel injection amount of the engine is controlled to decrease; or when the actual speed of the motor is less than the target speed of the motor, the fuel injection amount of the engine is controlled to increase; and a second controller, used to adopt the collaborative control strategy to control the following changes in the output torque of the motor: when the actual speed of the motor is greater than the target speed of the motor, the output torque of the motor is controlled to be negative and decrease; or when the actual speed of the motor is less than the target speed of the motor, the output torque of the motor is controlled to be positive and increase.

[0036] The specific control process of the first controller and the second controller can be found in another embodiment described below in which the target speed of the engine is the same as the target speed of the motor, and will not be described in detail here.

[0037] More specifically, in one embodiment, the control device 30 may include: a first controller, used to adopt the cooperative control strategy to control the fuel injection amount of the engine to undergo the following changes: when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed increases, the fuel injection amount of the engine is controlled to decrease at a first acceleration; or when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed decreases, the fuel injection amount of the engine is controlled to decrease at a second acceleration; and a second controller, used to adopt the cooperative control strategy to control the output torque of the motor The following changes occur: when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed increases, the output torque of the motor is controlled to be a negative value and to decrease at a fifth acceleration, wherein the ratio of the first acceleration to the fifth acceleration is less than a preset ratio; or when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed decreases, the output torque of the motor is controlled to be a negative value and to decrease at a sixth acceleration, wherein the ratio of the second acceleration to the sixth acceleration is greater than the ratio of the first acceleration to the fifth acceleration and less than the preset ratio.

[0038] In another embodiment, the control device 30 may include: a first controller, used to adopt the cooperative control strategy to control the fuel injection amount of the engine to undergo the following changes: when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor increases, the fuel injection amount of the engine is controlled to increase at a third acceleration; or when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor decreases, the fuel injection amount of the engine is controlled to increase at a fourth acceleration; and a second controller, used to adopt the cooperative control strategy to control the output torque of the motor to undergo the following changes Variation: When the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor increases, the output torque of the motor is controlled to be positive and increase at the seventh acceleration, wherein the ratio of the third acceleration to the seventh acceleration is greater than a preset ratio; or when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor decreases, the output torque of the motor is controlled to be positive and increase at the eighth acceleration, wherein the ratio of the eighth acceleration to the fourth acceleration is greater than the preset ratio and less than the ratio of the third acceleration to the seventh acceleration.

[0039] For more specific control processes of the first controller and the second controller, please refer to the case where the target speed of the engine is the same as the target speed of the motor in another embodiment described below, which will not be described in detail here.

[0040] However, if the target speed of the motor is equal to the target speed of the engine, when the voltage of the power supply is less than the charging cut-off voltage of the power supply, there will be insufficient charging power for certain charging conditions. Therefore, in the previous embodiment, a corresponding charging device needs to be provided to supplement the insufficient charging power. In order to further control the engine as the main power source and better adapt to various charging conditions, in the second embodiment, the target speed of the motor can be determined based on the control strategy of the target speed difference. In the second embodiment, the target speed acquisition device 10 may include: a voltage acquisition module for acquiring the voltage of the power supply; a first target speed acquisition module for acquiring the target speed of the engine; and a second target speed acquisition module for determining the target speed of the motor according to the voltage of the power supply, the charging cut-off voltage of the power supply, the target speed of the engine and the preset speed difference.

[0041] Among them, the second target speed acquisition module is used to determine the target speed of the motor and may include: when the voltage of the power supply is less than the charging cut-off voltage of the power supply, the difference between the target speed of the engine and the preset speed difference is determined as the target speed of the motor; or when the voltage of the power supply is greater than or equal to the charging cut-off voltage of the power supply, the target speed of the engine is determined as the target speed of the motor.

[0042] Specifically, Figure 3 As shown, the process of determining the target speed of the motor may include steps S301-S303. e-sv It can be determined based on the operating signals of the aerial work equipment.

[0043] Step S301, determine U co Is it true? If so, execute step S302; otherwise, execute step S303.

[0044] Among them, U is the voltage of the power supply, U co It is the charging cut-off voltage of the power supply.

[0045] Step S302, determine the target speed n of the motor m-sv =n e-sv -n diff .

[0046] If it is established (ie, yes), it means that the power source can be charged to maintain the high charge state of the power source, then according to n​m-sv =n e-sv -n diff (n diff is a preset speed difference, such as 50 rpm, which can be reasonably set to a fixed value according to actual needs) to determine the target speed n of the motor m-sv In this case, when the actual speed of the engine is greater than its target speed (i.e., the load is reduced), since the actual speed of the motor is the same as that of the engine, the actual speed of the motor is greater than its target speed n. m-sv , the motor works in the power generation state. At this time, the engine is the only power source, which not only provides energy for the whole vehicle movement, but also converts the excess mechanical energy into electrical energy through the motor and stores it in the power battery. e-sv With n m-sv When the load increases and the energy provided by the engine is sufficient, since the actual speed of the motor is greater than its target speed, the motor will not need to provide power to the system (depending on whether the power supply is fully charged, the output torque may be negative or 0), and only the engine will provide power; when the actual speed of the engine is less than n m-sv When the load increases and the energy provided by the engine is insufficient, the engine provides the main power and the electric motor provides the insufficient energy to assist the engine in providing energy for the entire vehicle. This further strengthens the engine's feature as the main power source.

[0047] The preset range corresponding to this situation (the actual speed of the motor is maintained at) can be [-n m-sv -n1,n e-sv +n2], where n m-sv is the target speed of the motor; n e-sv is the target speed of the generator; n1 and n2 are two preset positive values, which can be reasonably set according to actual conditions.

[0048] Step S303, determine the target speed n of the motor m-sv =n e-sv .

[0049] If it is not true (ie, no), it means that there is no need to charge the power supply. The power supply is in a high charge state at this time. Then, according to n m-sv =n e-sv Determine the target speed n of the motor m-sv .

[0050] The preset range corresponding to this situation (the actual speed of the motor is maintained at) can be [-n m-sv -n1,n m-sv +n2], where n m-svis the target speed of the motor; n1 and n2 are two preset positive values, which can be reasonably set according to actual conditions.

[0051] This embodiment sets different target speeds for the engine and the motor and adopts a coordinated control strategy to achieve automatic distribution of the power system torque without the need to estimate the required power and the power supply discharge power. This embodiment adopts a control strategy of target speed difference to make full use of the engine output torque, and the motor absorbs the excess energy of the engine in time. When the engine torque is insufficient, the motor provides energy as an auxiliary power.

[0052] The following describes the process of the control device 30 controlling the engine and the motor using the coordinated control strategy. The first controller can control the engine speed by controlling the fuel injection amount of the engine; and the second controller can control the motor speed through the torque loop.

[0053] First, an analysis is made on a case where the target speed of the engine is the same as the target speed of the electric motor.

[0054] In one embodiment, when the target speed of the engine is determined as the target speed of the motor, the control device 30 may include: a first controller for controlling the fuel injection amount of the engine to decrease when the actual speed of the motor is greater than the target speed of the motor; and a second controller for controlling the output torque of the motor to be negative and decrease when the actual speed of the motor is greater than the target speed of the motor.

[0055] That is, when the load decreases, the actual speed of the motor / engine is greater than its target speed, and the first controller (such as Figure 2 The engine controller 2 shown in FIG. 1 controls to reduce the amount of fuel injection to prevent the actual speed of the engine from rising; at the same time, the second controller (such as Figure 2 The motor controller 3 shown in the figure controls to reduce the output torque of the motor (the output torque is a negative value, i.e., provides a generating torque). Thus, the speed of the engine (or motor) can be controlled by the two controllers so as not to change with the load, i.e., to achieve constant speed control.

[0056] In one embodiment, when the target speed of the engine is determined as the target speed of the motor, the control device 30 may include: a first controller for controlling the fuel injection amount of the engine to increase when the actual speed of the motor is less than the target speed of the motor; and a second controller for controlling the output torque of the motor to be positive and increase when the actual speed of the motor is less than the target speed of the motor.

[0057] That is, when the load increases, the actual speed of the motor / engine is less than its target speed, and the first controller (such as Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount to prevent the engine from dropping; at the same time, the second controller (such as Figure 2 The motor controller 3) shown in the figure increases the output torque of the motor (the output torque is a positive value, that is, the motor is in the electric state). Thus, the speed of the engine (or motor) can be controlled by the two controllers not to change with the change of the load, that is, to achieve constant speed control.

[0058] More specifically, when the target speed of the engine is determined to be the target speed of the motor, the control device 30 includes: a first controller for controlling the fuel injection amount of the engine to undergo the following changes by adopting the cooperative control strategy: when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed increases, controlling the fuel injection amount of the engine to decrease at a first acceleration; when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed decreases, controlling the fuel injection amount of the engine to decrease at a second acceleration; when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed of the motor and the actual speed increases, controlling the fuel injection amount of the engine to increase at a third acceleration; or when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed of the motor and the actual speed decreases, controlling the fuel injection amount of the engine to increase at a fourth acceleration; and a second controller for controlling the output torque of the motor to undergo the following changes by adopting the cooperative control strategy: when the actual speed of the motor is greater than the target speed of the motor and the actual speed of the motor When the difference between the actual speed and the target speed gradually increases, the output torque of the motor is controlled to be a negative value and to decrease at a fifth acceleration, wherein the ratio of the first acceleration to the fifth acceleration is less than a preset ratio; when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed gradually decreases, the output torque of the motor is controlled to be a negative value and to decrease at a sixth acceleration, wherein the ratio of the second acceleration to the sixth acceleration is greater than the ratio of the first acceleration to the fifth acceleration and less than the preset ratio; or when the actual speed of the motor is less than the target speed, the output torque of the motor is controlled to be a negative value and to decrease at a sixth acceleration, wherein the ratio of the second acceleration to the sixth acceleration is greater than the ratio of the first acceleration to the fifth acceleration and less than the preset ratio. When the target speed of the motor and the difference between the target speed and the actual speed of the motor increases, the output torque of the motor is controlled to be positive and increase at the seventh acceleration, wherein the ratio of the third acceleration to the seventh acceleration is greater than the preset ratio; or when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor decreases, the output torque of the motor is controlled to be positive and increase at the eighth acceleration, wherein the ratio of the eighth acceleration to the fourth acceleration is greater than the preset ratio and less than the ratio of the third acceleration to the seventh acceleration.

[0059] The preset ratio may be a ratio of the maximum torque of the motor to the maximum torque of the engine (eg, K0).

[0060] First, for the situation where the actual speed of the motor / engine is greater than its target speed, it can be divided into Figure 4The difference between the actual speed and the target speed shown in the figure increases and decreases. Figure 4 The specific control process of the above control device 30 is described.

[0061] In one embodiment, if Figure 4 As shown in the first part of FIG. 1 , when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed increases, the first controller (such as Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount of the engine to decrease at a first acceleration (i.e., slowly decrease), and at the same time, the second controller (such as Figure 2 The motor controller 3 shown in the figure controls the output torque of the motor to be a negative value and decreases at a fifth acceleration (i.e., decreases rapidly) (which can also be expressed as: controlling the power generation torque of the motor to increase at a fifth acceleration). The ratio of the first acceleration to the fifth acceleration is less than a preset ratio.

[0062] That is to say, when the load decreases so that the actual speed of the motor / engine is greater than its target speed and the difference gradually increases, the motor controller 3 responds faster than the engine controller 2, so that the ratio K1 of the acceleration of the engine's fuel injection reduction to the acceleration of the motor's output torque reduction (i.e., the acceleration of the power generation torque increase) is less than (for example, much less than) K0. As a result, the motor 5 contributes more to the reduction of the output torque (i.e., the motor is in the power generation state), and the engine's fuel injection is the main power source at this time.

[0063] In one embodiment, if Figure 4 As shown in the second part of FIG. 1 , when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed is reduced, the first controller (such as Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount of the engine to decrease at a second acceleration (i.e., slowly decrease), and at the same time, the second controller (such as Figure 2 The motor controller 3 shown in the figure controls the output torque of the motor to be a negative value and decreases at a sixth acceleration (i.e., decreases rapidly) (which can also be expressed as: controlling the power generation torque of the motor to increase at a sixth acceleration). Wherein, the ratio of the second acceleration to the sixth acceleration is greater than the ratio of the first acceleration to the fifth acceleration and (the ratio of the second acceleration to the sixth acceleration) is less than the preset ratio.

[0064] That is, when the load decreases so that the actual speed of the motor / engine is greater than its target speed and the difference gradually decreases, the motor controller 3 responds faster than the engine controller 2 (but slower than the engine controller 2). Figure 4The first part of the embodiment corresponding to the embodiment has a slow response, so that the ratio K2 of the acceleration of the reduction of the engine's fuel injection amount to the acceleration of the reduction of the motor's output torque (that is, the acceleration of the increase of the generating torque) is less than K0 and K2 is greater than K1. As a result, the motor 5 contributes more to the reduction of the output torque (that is, the motor is in the generating state), and the engine's fuel injection amount is the main power source at this time.

[0065] Second, for the case where the actual speed of the motor / engine is less than its target speed, it can be divided into Figure 4 The difference between the target speed and the actual speed shown in the figure increases and decreases. Figure 4 The specific control process of the above control device 30 is described.

[0066] In one embodiment, if Figure 4 As shown in the third part of FIG. 1 , when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed of the motor and the actual speed increases, the first controller (such as Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount of the engine to increase at a third acceleration, and at the same time, the second controller (such as Figure 2 The motor controller 3) shown controls the output torque of the motor to be positive and increase at a seventh acceleration, wherein the ratio of the third acceleration to the seventh acceleration is greater than the preset ratio.

[0067] That is to say, when the load increases so that the actual speed of the motor / engine is less than its target speed and the difference gradually increases, the engine controller 2 responds faster than the motor controller 3, so that the ratio K3 of the acceleration of the increase in the engine's fuel injection amount to the acceleration of the increase in the motor's output torque is greater than (for example, much greater than) K0. As a result, the engine contributes more to the increase in output torque, that is, the engine's fuel injection amount is the main power source; while the electric motor responds at a relatively slow speed to increase the output torque, which provides energy as an auxiliary power, that is, the electric motor is in a motor state.

[0068] In one embodiment, if Figure 4 As shown in the fourth part of FIG. 1 , when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed of the motor and the actual speed is reduced, the first controller (such as Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount of the engine to increase at a fourth speed, and at the same time, the second controller (such as Figure 2 The motor controller 3 shown in the figure controls the output torque of the motor to be positive and increase at an eighth speed. The ratio of the eighth acceleration to the fourth acceleration is greater than the preset ratio and less than the ratio of the third acceleration to the seventh acceleration.

[0069] That is, when the load increases so that the actual speed of the motor / engine is less than its target speed and the difference gradually decreases, the engine controller 2 responds faster than the motor controller 3 (but slower than the Figure 4 The third part of the embodiment corresponding to the embodiment has a slow response), so that the ratio of the acceleration of the increase in the engine's fuel injection amount to the acceleration of the increase in the motor's output torque K4 is greater than K0 and K4 is less than K3. As a result, the engine contributes more to the increase in output torque, that is, the engine's fuel injection amount is the main power source; and the motor responds at a relatively slow speed to increase the output torque, which provides energy as an auxiliary power, that is, the motor is in a motor state.

[0070] Secondly, the situation where there is a difference between the target speed of the engine and the target speed of the motor is analyzed. For example, the target speed of the generator is 2000 rpm; the target speed of the motor is 1950 rpm.

[0071] In one embodiment, when the difference between the target speed of the engine and the preset speed difference is determined as the target speed of the motor, the control device 30 may include: a first controller for controlling the fuel injection amount of the engine to decrease when the actual speed of the motor is greater than the target speed of the engine; and a second controller for controlling the output torque of the motor to be negative and decrease when the actual speed of the motor is greater than the target speed of the engine.

[0072] That is, when the load decreases, the actual speed of the engine is greater than its target speed (for example, 2000 rpm), and the first controller (such as Figure 2 The engine controller 2 shown in FIG. 1 controls to reduce the amount of fuel injection to prevent the actual speed of the engine from rising; at the same time, the second controller (such as Figure 2 The motor controller 3 shown in the figure controls to reduce the output torque of the motor (the output torque is a negative value, i.e., provides a generating torque). Thus, the speed of the engine (or motor) can be controlled by the two controllers so as not to change with the load, i.e., to achieve constant speed control.

[0073] In one embodiment, when the target speed of the engine is determined as the target speed of the motor, the control device 30 may include: a first controller, used to control the increase of the fuel injection amount of the engine when the actual speed of the motor is less than the target speed of the engine; and a second controller, used to control the output torque of the motor to be a non-positive value when the actual speed of the motor is greater than the target speed of the motor and less than the target speed of the engine; or to control the output torque of the motor to be a positive value and increase when the actual speed of the motor is less than the target speed of the engine.

[0074] That is, when the load increases, if the actual speed of the motor is greater than its target speed (e.g., 1950 rpm) and less than the target speed of the engine (e.g., 2000 rpm), the first controller (e.g., Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount to prevent the engine from dropping; at the same time, the second controller (such as Figure 2 The motor controller 3 shown in the figure controls the motor to not provide power to the system (depending on whether the power supply is fully charged, the output torque is controlled to be negative or 0). When the load increases, if the actual speed of the motor is less than its target speed (for example, 1950 rpm), the first controller (such as Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount to prevent the engine from dropping; at the same time, the second controller (such as Figure 2 The motor controller 3) shown in the figure increases the output torque of the motor (the output torque is a positive value, that is, the motor is in the electric state). Thus, the speed of the engine (or motor) can be controlled by the two controllers not to change with the change of the load, that is, to achieve constant speed control.

[0075] More specifically, when the difference between the target speed of the engine and the preset speed difference is determined as the target speed of the motor, the control device 30 may include: a first controller, used to adopt the collaborative control strategy to control the following changes in the fuel injection amount of the engine: when the actual speed of the motor is greater than the target speed of the engine and the difference between the actual speed of the motor and the target speed of the engine increases, the fuel injection amount of the engine is controlled to decrease at a ninth acceleration; when the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed of the engine decreases, the fuel injection amount of the engine is controlled to decrease at a tenth acceleration ; when the actual speed of the motor is less than the target speed of the engine and the difference between the target speed of the engine and the actual speed of the motor increases, the fuel injection amount of the engine is controlled to increase at an eleventh acceleration; or when the actual speed of the motor is less than the target speed of the engine and the difference between the target speed of the engine and the actual speed of the motor decreases, the fuel injection amount of the engine is controlled to increase at a twelfth acceleration, and a second controller is used to control the output torque of the motor to undergo the following changes by adopting the cooperative control strategy: when the actual speed of the motor is greater than the target speed of the engine and the difference between the actual speed of the motor and the target speed of the engine increases In this case, the output torque of the motor is controlled to be a negative value and to decrease at a thirteenth acceleration, wherein the ratio of the ninth acceleration to the thirteenth acceleration is less than a preset ratio; in a case where the actual speed of the motor is greater than the target speed of the engine and the difference between the actual speed of the motor and the target speed of the engine decreases, the output torque of the motor is controlled to be a negative value and to decrease at a fourteenth acceleration, wherein the ratio of the tenth acceleration to the fourteenth acceleration is greater than the ratio of the ninth acceleration to the thirteenth acceleration and less than the preset ratio; in a case where the actual speed of the motor is less than the target speed of the engine and greater than or equal to the target speed of the motor, the output torque of the motor is controlled to be a negative value and to decrease at a fourteenth acceleration. The torque is a non-positive value; when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor increases, the output torque of the motor is controlled to be a positive value and increase at the fifteenth acceleration, wherein the ratio of the eleventh acceleration to the fifteenth acceleration is greater than the preset ratio; or when the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor decreases, the output torque of the motor is controlled to be a positive value and increase at the sixteenth acceleration, wherein the ratio of the sixteenth acceleration to the twelfth acceleration is greater than the preset ratio and less than the ratio of the eleventh acceleration to the fifteenth acceleration.

[0076] The preset ratio may be a ratio of the maximum torque of the motor to the maximum torque of the engine (eg, K0).

[0077] First, for the case where the actual speed of the motor / engine is greater than its target speed, it can be divided into two cases: the difference between the actual speed and the target speed increases and decreases.

[0078] In one embodiment, when the actual speed of the motor / engine is greater than the target speed of the engine (e.g., 2000 rpm) and the difference between the actual speed of the motor and the target speed (e.g., 1950 rpm) increases, the first controller (e.g., Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount of the engine to decrease at a ninth acceleration. At the same time, the second controller (such as Figure 2 The motor controller 3 shown in the figure controls the output torque of the motor to be a negative value and decreases at a thirteenth acceleration (which can also be expressed as: controlling the power generation torque of the motor to increase at a thirteenth acceleration). The ratio of the ninth acceleration to the thirteenth acceleration is less than a preset ratio.

[0079] That is to say, when the load is reduced so that the actual speed of the motor / engine is greater than the target speed of the generator (for example, 2000rpm) and the difference gradually increases, since the target speed of the motor (for example, 1950rpm) is less than the target speed of the generator (for example, 2000rpm), the difference between the actual speed of the motor and its target speed (for example, 1950rpm) is greater. Therefore, the motor controller 3 responds faster than the engine controller 2, so that the ratio K5 of the acceleration of the engine's fuel injection reduction to the acceleration of the motor's output torque reduction (that is, the acceleration of the power generation torque increase) is less than K1 (since K1 is less than (for example, much less than) K0, K5 is also less than (for example, much less than) K0). Therefore, the motor 5 contributes more to the reduction of the output torque (that is, the motor is in the power generation state), and the engine's fuel injection is the main power source at this time.

[0080] In one embodiment, when the actual speed of the motor is greater than the target speed of the engine and the difference between the actual speed of the motor and the target speed of the engine decreases, the first controller (such as Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount of the engine to decrease at a tenth acceleration. At the same time, the second controller (such as Figure 2The motor controller 3 shown in the figure controls the output torque of the motor to be a negative value and decreases at the fourteenth acceleration (which can also be expressed as: controlling the power generation torque of the motor to increase at the fourteenth acceleration). Wherein, the ratio of the tenth acceleration to the fourteenth acceleration is greater than the ratio of the ninth acceleration to the thirteenth acceleration and (the ratio of the tenth acceleration to the fourteenth acceleration) is less than the preset ratio.

[0081] That is to say, when the load is reduced so that the actual speed of the motor / engine is greater than the target speed of the engine (for example, 2000rpm) and the difference gradually decreases, since the target speed of the motor (for example, 1950rpm) is less than the target speed of the generator (for example, 2000rpm), the difference between the actual speed of the motor and its target speed (for example, 1950rpm) is greater. Therefore, the motor controller 3 responds faster than the engine controller 2 (but slower than the response of the previous embodiment), so that the ratio K6 of the acceleration of the engine's fuel injection reduction to the acceleration of the motor's output torque reduction (that is, the acceleration of the power generation torque increase) is less than K2 (because K2 is less than K0, K6 is also less than K0) and K6 is greater than K5. Therefore, the motor 5 contributes more to the reduction of the output torque (that is, the motor is in the power generation state), and the engine's fuel injection is the main power source at this time.

[0082] Second, for the situation where the actual speed of the motor / engine is less than the target speed of the engine (for example, 2000rpm), it can be divided into two situations: the actual speed of the motor / engine is greater than or equal to the target speed of the motor (for example, 1950rpm) and the actual speed of the motor / engine is less than the target speed of the motor (for example, 1950rpm).

[0083] In one embodiment, when the actual speed of the motor is less than the target speed of the engine and greater than or equal to the target speed of the motor, the following two situations are discussed: Situation 1: If the difference between the target speed of the engine and the actual speed of the motor increases, the first controller (such as Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount of the engine to increase at an eleventh acceleration. At the same time, the second controller (such as Figure 2 The motor controller 3 shown in the figure controls the output torque of the motor to be a non-positive value. Case 2: If the difference between the target speed of the engine and the actual speed of the motor decreases, the first controller (such as Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount of the engine to increase at a twelfth acceleration. At the same time, the second controller (such as Figure 2 The motor controller 3) shown controls the output torque of the motor to be a non-positive value.

[0084] That is to say, when the load increases so that the actual speed of the motor / engine is less than the target speed of the generator (for example, 2000rpm) and greater than or equal to the target speed of the motor (for example, 1950rpm), since the actual speed of the motor / engine is greater than or equal to the target speed, the motor output is not required. At this time, it is only necessary to respond to the increase in load by increasing the engine's fuel injection amount.

[0085] In one embodiment, when the actual speed of the motor / engine is less than the target speed of the motor (eg, 1950 rpm), the following two situations are discussed.

[0086] Case 1: If the difference between the target speed (e.g., 1950 rpm) and the actual speed of the motor increases, the first controller (e.g., Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount of the engine to increase at an eleventh acceleration. At the same time, the second controller (such as Figure 2 The motor controller 3) shown controls the output torque of the motor to be positive and increase at the fifteenth acceleration. Wherein, the ratio of the eleventh acceleration to the fifteenth acceleration is greater than the preset ratio.

[0087] That is to say, when the load increases so that the actual speed of the motor is less than its target speed (for example, 1950rpm) and the difference gradually increases, the engine controller 2 responds faster than the motor controller 3, so that the ratio K7 of the acceleration of the increase in the engine's fuel injection amount to the acceleration of the increase in the motor's output torque is greater than (for example, much greater than) K0. As a result, the engine contributes more to the increase in output torque, that is, the engine's fuel injection amount is the main power source; while the motor responds at a relatively slow speed to increase the output torque, which provides energy as an auxiliary power, that is, the motor is in a motor state.

[0088] Case 2: If the difference between the target speed (e.g., 1950 rpm) and the actual speed of the motor decreases, the first controller (e.g., Figure 2 The engine controller 2 shown in FIG. 1 controls the fuel injection amount of the engine to increase at a twelfth acceleration. At the same time, the second controller (such as Figure 2 The motor controller 3) shown controls the output torque of the motor to be positive and increase at the sixteenth acceleration. Wherein, the ratio of the sixteenth acceleration to the twelfth acceleration is greater than the preset ratio and less than the ratio of the eleventh acceleration to the fifteenth acceleration.

[0089] That is to say, when the load increases so that the actual speed of the motor is less than its target speed (for example, 1950rpm) and the difference gradually decreases, the engine controller 2 responds faster than the motor controller 3 (but slower than the response of the previous embodiment), so that the ratio of the acceleration of the increase in the engine's fuel injection amount to the acceleration of the increase in the motor's output torque, K8, is greater than K0 and K8 is less than K7. As a result, the engine contributes more to the increase in output torque, that is, the engine's fuel injection amount is the main power source; while the motor responds at a relatively slow speed to increase the output torque, which provides energy as an auxiliary power, that is, the motor is in a motor state.

[0090] The above-mentioned cooperative control strategy can be implemented by using segmented PID or fuzzy control algorithm. This embodiment adopts a cooperative control strategy to control the engine and the motor, and sets the engine to be sensitive to load increase and the motor to be sensitive to load decrease, thereby strengthening the characteristics of the engine as the main power. Then, through Figure 2 The power coupling device 6 provides power to the entire vehicle through a hydraulic pump 7.

[0091] It should be noted that each acceleration in the above embodiments can be a fixed value or a variable (usually each acceleration is set as a variable based on the actual working conditions, load and other factors of the aerial work equipment).

[0092] The specific process of the second controller controlling the output torque of the motor to be negative and to decrease (ie, the charging torque increases) is described in detail below.

[0093] In practical applications, the SOC-based control strategy may easily cause overvoltage due to inaccurate SOC estimation. In order to solve the problem of frequent overvoltage during the charging process caused by inaccurate SOC estimation, a charging power control based on the voltage of the power supply is proposed in this embodiment.

[0094] In one embodiment, the second controller is used to control the output torque of the motor to reduce, including: adopting a charging power control strategy to control the output torque of the motor to reduce.

[0095] Specifically, the second controller is used to control the reduction of the output torque of the motor using a charging power control strategy, which may include: when the voltage of the power supply is greater than the first voltage and less than the second voltage, controlling the output torque of the motor to reduce, so as to pre-charge the power supply with a first charging current, wherein the second voltage is less than the charging cut-off voltage of the power supply; when the voltage of the power supply is greater than the second voltage and less than a third voltage, controlling the output torque of the motor to reduce, so as to perform constant current charging of the power supply with a second charging current, wherein the second charging current is greater than the first charging current; or when the voltage of the power supply is greater than or equal to the third voltage, controlling the output torque of the motor to reduce according to the current of the power supply.

[0096] For the case where the voltage of the power supply is greater than or equal to the third voltage, the second controller is used to control the output torque of the motor to reduce according to the current of the power supply, which may include: when the voltage of the power supply is greater than or equal to the third voltage and the charging current of the power supply is greater than the third charging current, controlling the output torque of the motor to reduce so as to use the third voltage to charge the power supply at a constant voltage, wherein the third charging current is less than the first charging current; or when the voltage of the power supply is greater than or equal to the third voltage and the charging current of the power supply is less than or equal to the third charging current, controlling the output torque of the motor to reduce so as to stop charging the power supply.

[0097] Now Figure 5 Taking the example, the specific control process of the second controller controlling the output torque of the motor to be negative and decreasing is described.

[0098] The first voltage may be 1.5*NV; the second voltage may be 1.9*NV; the third voltage may be 2.4*NV, and N may be the number of single power supplies in the power supply. c1 Can be 2%C 20 ; The second charging current I c2 Can be interval (10%C 20 ,25%C 20 ) in any value; the third charging current I c3 Can be 1.5%C 20 , C 20 Of course, the first voltage, the second voltage, the third voltage, the first charging current, the second charging current and the third charging current in the present invention are not limited to the specific data listed above, and they can be reasonably set according to specific needs.

[0099] The specific control process for the second controller to control the output torque of the motor to decrease may include steps S501 - S507, as Figure 5 shown.

[0100] Step S501: Determine whether 1.5 * N V < Uc < 1.9 * N V holds. If so, execute step S502; otherwise, execute step S503.

[0101] Where Uc is the voltage of the power supply.

[0102] Step S502: Pre - charge the power supply with I c1 = 2% C 20

[0103] Step S503: Determine whether 1.9 * N V ≤ Uc < 2.4 * N V holds. If so, execute step S504; otherwise, execute step S505.

[0104] Step S504: Constant - current charge the power supply with I c2 = 20% C 20

[0105] Step S505: Determine whether Ic > 1.5% C 20 holds. If so, execute step S506; otherwise, execute step S507.

[0106] Where Ic is the current of the single - cell power supply.

[0107] Step S506: Constant - voltage charge the power supply with U a = 2.4 * N V.

[0108] Where U a is the charging voltage. Of course, charging within a preset fluctuation range of 2.4 * N V (for example, fluctuating within ±1% of 2.4 * N V) is constant - voltage charging.

[0109] Step S507: Stop charging the power supply.

[0110] In this embodiment, since the charging voltage is controllable, the generation of over - voltage alarm phenomena is effectively avoided. Therefore, adopting the above - mentioned segmented charging strategy is also beneficial to extending the battery life.

[0111] Specifically, taking the tower arm rising process of a knuckle - boom aerial work platform as an example, it will be detailed how the various working modes of the hybrid power automatically switch under the collaborative control strategy of this solution.

[0112] 1. When U < U co ​​(i.e. the power supply voltage is less than the charging cut-off voltage), the target engine speed during the tower arm rising process is the maximum power point speed of 2600rpm, and the preset speed difference n is taken. diff is 50 rpm, the target speed of the motor is 2550 rpm.

[0113] When the tower arm angle is <35°, once the power required for the tower arm to rise exceeds the maximum power of the engine, even if the injection amount controlled by the engine controller has reached the maximum, it still cannot meet the torque required for the rise, and the actual speed of the engine starts to drop from 2600rpm. After the actual speed of the engine drops below 2550rpm, the coordinated control strategy of this scheme is executed: the engine controller responds quickly to output the maximum power (this power can be achieved by setting the response parameters of the engine), and the motor controller adjusts the output torque according to the load change to supplement the remaining required power, so as to maintain the actual speed at 2550rpm by increasing the output torque. At this time, the power system operates in hybrid mode, and the engine and peak battery provide power at the same time.

[0114] When the tower arm angle is 35°≤tower arm angle<40°, once the power required to raise the tower arm is equal to the maximum power of the engine, the motor controller can adjust the output torque to 0 according to the speed change, and the engine speed will remain at 2550rpm. At this time, the engine works alone to provide energy to the whole vehicle, and the power system works in single engine working mode.

[0115] When the tower arm angle is >40°, once the power required for the tower arm to rise is less than the maximum power of the engine, the torque provided by the engine is greater than the torque required for the rise, and the engine speed increases. Since the actual speed of the engine / motor is higher than the target speed of the motor, the coordinated control strategy of this scheme shows that the motor works in the generator state, and the motor controller controls the generated current to charge the power supply by limiting the torque value. At this time, the power system works in the charging mode, and the engine provides the energy required for the vehicle to move and charge.

[0116] It should be noted that the above tower arm angle range is only used as an example. In fact, the tower arm angle range is related to many complex factors such as actual working conditions and load conditions. Since the relationship between the specific control strategy of the working mode of the corresponding power system and the tower arm angle range is not the improvement content of the present invention, it is not discussed in detail here.

[0117] 2. If U ≥ U co (ie, the voltage of the power supply ≥ the charging cut-off voltage), at this time, the target speed of the motor is equal to the target speed of the engine.

[0118] When the load increases, the actual speed of the engine decreases, and the engine controller responds quickly to increase the amount of fuel injection to provide energy as the main power; the motor controller responds at a relatively slow speed to increase the output torque to provide energy as an auxiliary power. When the load decreases, the actual speed of the engine increases, and the motor controller responds quickly to reduce the output torque, and the engine still provides energy as the main power. The motor works in the motor state and limits the power generation torque to zero.

[0119] Since the aerial work platform does not have a mechanical brake device, there is no braking mode during hybrid operation. Therefore, the hybrid aerial work platform has only four working modes: single motor mode, hybrid power mode, single engine mode and charging mode.

[0120] Therefore, no matter what the charging state of the power supply is, the articulated boom aerial work platform always uses the engine as the basic power source and the power supply as the auxiliary power source.

[0121] It should be noted that the target speed acquisition device and the actual speed acquisition device in each embodiment of the present invention can be integrated into the vehicle controller 1, and of course can also be used as independent components.

[0122] In summary, the present invention creatively adopts a coordinated control strategy to control the fuel injection amount of the engine and the output torque of the motor according to the target speed and actual speed of the motor, so as to maintain the actual speed of the motor / engine within a preset range. Therefore, the present invention adopts a coordinated control strategy to achieve automatic distribution of the power system torque without estimating the required power and the power supply discharge power.

[0123] An embodiment of the present invention further provides an energy control method. The energy control method may include: obtaining a target speed of the motor; obtaining an actual speed of the motor; and using a coordinated control strategy to control the fuel injection amount of the engine and the output torque of the motor according to the target speed and the actual speed of the motor, so as to maintain the actual speed of the motor within a preset range. The engine is coaxially connected to the motor.

[0124] For specific details and benefits of the energy control method provided by the embodiment of the present invention, please refer to the above description of the energy control system, which will not be repeated here.

[0125] An embodiment of the present invention further provides an aerial work equipment, which may include: the energy control system.

[0126] The preferred embodiments of the present invention are described in detail above in conjunction with the accompanying drawings. However, the present invention is not limited to the specific details in the above embodiments. Within the technical concept of the present invention, a variety of simple modifications can be made to the technical solution of the present invention, and these simple modifications all belong to the protection scope of the present invention.

[0127] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present invention will not further describe various possible combinations.

[0128] In addition, various embodiments of the present invention may be arbitrarily combined, and as long as they do not violate the concept of the present invention, they should also be regarded as the contents disclosed by the present invention.

Claims

1. An energy control system, characterized in that: The energy control system comprises: A target speed obtaining device, used for obtaining a target speed of the motor; an actual rotation speed obtaining device, used to obtain the actual rotation speed of the motor; and a control device, for controlling the fuel injection amount of the engine and the output torque of the motor by adopting a coordinated control strategy according to the target speed and the actual speed of the motor, so as to maintain the actual speed of the motor within a preset range, wherein the engine is coaxially connected to the motor; Wherein, the control device comprises: The first controller is used to control the fuel injection amount of the engine to change as follows by adopting the coordinated control strategy: When the actual speed of the electric motor is greater than the target speed of the electric motor, the fuel injection amount of the engine is controlled to decrease, and The second controller is used to use the coordinated control strategy to control the output torque of the motor to change as follows: When the actual speed of the motor is greater than the target speed of the motor, the output torque of the motor is controlled to be negative and decrease. The second controller is used to control the output torque of the motor to be negative and to decrease, comprising: A charging power control strategy is adopted to control the output torque of the electric motor to decrease.

2. The energy control system according to claim 1, characterized in that: The target speed acquisition device comprises: A first target speed acquisition module, configured to acquire a target speed of the engine; and The second target speed acquisition module is used to determine the target speed of the engine as the target speed of the electric motor.

3. The energy control system according to claim 2, characterized in that: The first controller is also used to use the coordinated control strategy to control the fuel injection amount of the engine to undergo the following changes: When the actual speed of the electric motor is less than the target speed of the electric motor, the fuel injection amount of the engine is controlled to increase; and The second controller is further configured to adopt the cooperative control strategy to control the output torque of the motor to undergo the following changes: When the actual rotation speed of the electric motor is lower than the target rotation speed of the electric motor, the output torque of the electric motor is controlled to be positive and increase.

4. The energy control system according to claim 2, characterized in that: The first controller is also used to use the coordinated control strategy to control the fuel injection amount of the engine to undergo the following changes: When the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed increases, controlling the fuel injection amount of the engine to decrease at a first acceleration; or When the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed is decreasing, controlling the fuel injection amount of the engine to decrease at a second acceleration; and The second controller is further configured to adopt the cooperative control strategy to control the output torque of the motor to undergo the following changes: When the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed increases, the output torque of the motor is controlled to be a negative value and to decrease at a fifth acceleration, wherein a ratio of the first acceleration to the fifth acceleration is less than a preset ratio; or When the actual speed of the motor is greater than the target speed of the motor and the difference between the actual speed of the motor and the target speed decreases, the output torque of the motor is controlled to be a negative value and decreases at a sixth acceleration, wherein the ratio of the second acceleration to the sixth acceleration is greater than the ratio of the first acceleration to the fifth acceleration and less than the preset ratio.

5. The energy control system according to claim 2, characterized in that: Said The first controller is also used to adopt the cooperative control strategy to control the fuel injection amount of the engine to undergo the following changes: When the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor increases, controlling the fuel injection amount of the engine to increase at a third acceleration; or When the actual speed of the electric motor is less than the target speed of the electric motor and the difference between the target speed of the electric motor and the actual speed is reduced, the fuel injection amount of the engine is controlled to increase at a fourth acceleration; and The second controller is further configured to adopt the cooperative control strategy to control the output torque of the motor to undergo the following changes: When the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor increases, the output torque of the motor is controlled to be positive and increase at a seventh acceleration, wherein a ratio of the third acceleration to the seventh acceleration is greater than a preset ratio; or When the actual speed of the motor is less than the target speed of the motor and the difference between the target speed and the actual speed of the motor decreases, the output torque of the motor is controlled to be positive and increase at an eighth acceleration, wherein the ratio of the eighth acceleration to the fourth acceleration is greater than the preset ratio and less than the ratio of the third acceleration to the seventh acceleration.

6. The energy control system according to claim 1, characterized in that: The second controller is used to control the output torque reduction of the motor by adopting a charging power control strategy, comprising: When the voltage of the power supply is greater than a first voltage and less than a second voltage, controlling the output torque of the motor to decrease so as to pre-charge the power supply with a first charging current, wherein the second voltage is less than a charging cut-off voltage of the power supply; When the voltage of the power supply is greater than the second voltage and less than the third voltage, the output torque of the motor is controlled to decrease so as to perform constant current charging on the power supply with a second charging current, wherein the second charging current is greater than the first charging current; or When the voltage of the power source is greater than or equal to the third voltage, the output torque of the electric motor is controlled to decrease according to the current of the power source.

7. The energy control system according to claim 6, characterized in that: The second controller is used to control the output torque of the motor to reduce according to the current of the power supply, comprising: When the voltage of the power supply is greater than or equal to the third voltage and the charging current of the power supply is greater than the third charging current, the output torque of the motor is controlled to decrease so as to perform constant voltage charging on the power supply with the third voltage, wherein the third charging current is less than the first charging current; or When the voltage of the power source is greater than or equal to the third voltage and the charging current of the power source is less than or equal to the third charging current, the output torque of the electric motor is controlled to decrease to stop charging the power source.

8. An energy control method, characterized in that: The energy control method is executed by the energy control system according to any one of claims 1 to 7.

9. A high-altitude working equipment, characterized in that: The aerial work equipment comprises: an energy control system according to any one of claims 1-7.

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