Dynamic power matching method, device, electronic equipment and engineering machinery

Abstract

The present application discloses a method, device, electronic equipment and engineering machinery for dynamic power matching. The method comprises: obtaining the target speed and actual speed of the engine, and determining the target acceleration of the engine according to the speed regulation characteristic curve, and determining the actual acceleration of the engine according to the actual speed. Furthermore, the speed closed-loop output value is determined according to the target speed and the actual speed, and the acceleration closed-loop output value is determined according to the actual acceleration and the target acceleration, so as to control the required flow of the pump according to the speed closed-loop output value and the acceleration closed-loop output value. The present application can improve the efficiency of matching the power of the engine and the pump of the engineering machinery under dynamic load, and reduce abnormal phenomena such as speed drop and flameout caused by engine response lag.

Description

Technical Field

[0001] The present application relates to the technical field of engineering machinery, and in particular to a method, device, electronic equipment and engineering machinery for dynamic power matching. Background Art

[0002] At present, the existing technology generally adopts a full-range speed governor, and dynamically adjusts the throttle opening through the speed PID control method to counterbalance the load, so as to keep the engine speed constant under the actual working conditions and ensure stability during the operation process. At the same time, the existing technology distinguishes between extreme load conditions and economic fuel consumption conditions to meet different operating requirements. Under extreme load conditions, the speed sensing control method is adopted to make the engine operating point as close to the external characteristic curve as possible. And the engine target operating point speed is selected through the throttle knob, and the difference between the engine target operating point speed and the actual engine speed is calculated, so as to perform speed PID control with the power control current of the electronic power control pump as the control object to reduce the dynamic load.

[0003] However, the fluctuation of speed cannot directly reflect the engine overload condition and has a certain lag. The engine is actually overloaded before regulation, which can easily cause unnecessary fuel consumption. Summary of the invention

[0004] The purpose of the embodiments of the present application is to provide a method, device, electronic equipment and engineering machinery for dynamic power matching, so as to solve the problem of engine speed response lag under dynamic load in the prior art.

[0005] In order to achieve the above-mentioned object, the first aspect of the present application provides a method for dynamic power matching, which is applied to engineering machinery, the engineering machinery including an engine and a pump, and the method includes:

[0006] Obtain the target speed and actual speed of the engine;

[0007] Determine the target acceleration of the engine according to the speed regulation characteristic curve;

[0008] Determine the actual acceleration of the engine based on the actual speed;

[0009] Determine the speed closed-loop output value according to the target speed and the actual speed;

[0010] Determine the acceleration closed-loop output value according to the actual acceleration and the target acceleration;

[0011] The required flow rate of the pump is controlled according to the speed closed-loop output value and the acceleration closed-loop output value.

[0012] In the embodiment of the present application, determining the speed closed-loop output value according to the target speed and the actual speed includes:

[0013] determining a first difference between the target speed and the actual speed;

[0014] A speed closed-loop output value is determined according to the first difference and the first control parameter.

[0015] In an embodiment of the present application, determining the speed closed-loop output value according to the first difference and the first control parameter includes:

[0016] Get the air-fuel ratio of the engine;

[0017] Determine the optimum torque rise rate margin according to the air-fuel ratio;

[0018] Determining an optimal torque rise rate margin curve corresponding to the load according to the optimal torque rise rate margin;

[0019] Determine the difference gain coefficient according to the optimal torque rise rate margin curve;

[0020] The speed closed-loop output value is determined according to the first difference, the difference gain coefficient and the first control parameter.

[0021] In the embodiment of the present application, the first control parameter includes a speed closed-loop proportional coefficient and a speed closed-loop integral coefficient, and the speed closed-loop output value satisfies formula (1):

[0022]

[0023] Among them, Out 1 (t) is the speed closed loop output value, f s (x) is the difference gain coefficient, K p1 K is the speed closed loop proportional coefficient, I1 is the speed closed loop integral coefficient, is the first difference.

[0024] In an embodiment of the present application, determining the acceleration closed-loop output value according to the actual acceleration and the target acceleration includes:

[0025] determining a second difference between the target acceleration and the actual acceleration;

[0026] The acceleration closed-loop output value is determined according to the second difference and the second control parameter.

[0027] In the embodiment of the present application, the second control parameter includes an acceleration closed-loop proportional coefficient and an acceleration closed-loop integral coefficient, and the acceleration closed-loop output value satisfies formula (2):

[0028] Out 2 (t) = K p2 f E_a (t)+K I2 ∫f E_a (t); (2)

[0029] Among them, Out 2 (t) is the acceleration closed loop output value, K p2 K is the acceleration closed loop proportional coefficient, I2 is the acceleration closed loop integral coefficient, f E_a (t) is the second difference.

[0030] In the embodiment of the present application, determining the target acceleration of the engine according to the speed regulation characteristic curve includes:

[0031] Obtaining the speed regulation slope of the engine according to the speed regulation characteristic curve;

[0032] Determine the actual torque of the engine based on the torque percentage or load rate of the engine;

[0033] Determine the actual torque curve according to the actual torque and the sampling period;

[0034] Determine the target torque based on the universal characteristic curve and the target speed;

[0035] The target acceleration is determined according to the speed regulation slope, the actual torque curve and the target torque.

[0036] In the embodiment of the present application, the target acceleration satisfies formula (3):

[0037]

[0038] Where, f(t) is the target acceleration, K n is the speed regulation slope, M n (t) is the actual torque curve of the engine, M 0 is the target torque of the engine.

[0039] A second aspect of the present application provides a dynamic power matching device, comprising:

[0040] A speed acquisition module is configured to acquire a target speed and an actual speed of the engine;

[0041] a target acceleration determination module configured to determine a target acceleration of the engine according to a speed regulation characteristic curve;

[0042] an actual acceleration determination module, configured to determine an actual acceleration of the engine according to an actual rotation speed;

[0043] A speed closed-loop output determination module is configured to determine a speed closed-loop output value according to a target speed and an actual speed;

[0044] An acceleration closed-loop output determination module is configured to determine an acceleration closed-loop output value according to actual acceleration and target acceleration;

[0045] The flow control module is configured to control the required flow of the pump according to the speed closed-loop output value and the acceleration closed-loop output value.

[0046] A third aspect of the present application provides an electronic device, including:

[0047] a memory configured to store instructions; and

[0048] The processor is configured to call instructions from a memory and implement the above-mentioned dynamic power matching method when executing the instructions.

[0049] A fourth aspect of the present application provides an engineering machine, comprising:

[0050] Engines, used to power construction machinery;

[0051] A pump for transferring fluids; and

[0052] The electronic equipment mentioned above.

[0053] Through the above technical solution, the target speed and actual speed of the engine are obtained, the target acceleration of the engine is determined according to the speed regulation characteristic curve, and then the actual acceleration of the engine is determined according to the actual speed. Further, the processor can determine the speed closed-loop output value and the acceleration closed-loop output value, so that the required flow of the pump can be controlled according to the speed closed-loop output value and the acceleration closed-loop output value. The present application determines the speed closed-loop output value and the acceleration closed-loop output value based on the speed and acceleration of the engine, and controls the required flow of the pump in combination with the speed closed-loop output value and the acceleration closed-loop output value, which can improve the power matching efficiency of the engine and the pump of the construction machinery under dynamic load, and reduce abnormal phenomena such as speed drop and flameout caused by engine response lag.

[0054] Other features and advantages of the embodiments of the present application will be described in detail in the subsequent specific implementation section. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The accompanying drawings are used to provide a further understanding of the embodiments of the present application and constitute a part of the specification. Together with the following specific implementations, they are used to explain the embodiments of the present application, but do not constitute a limitation on the embodiments of the present application. In the accompanying drawings:

[0056] Figure 1 A flow chart of a method for dynamic power matching according to an embodiment of the present application is schematically shown;

[0057] Figure 2 A block diagram of a strategy for determining target acceleration according to an embodiment of the present application is schematically shown;

[0058] Figure 3A structural diagram of a dynamic power matching device according to an embodiment of the present application is schematically shown;

[0059] Figure 4 The structural block diagram of an electronic device according to an embodiment of the present application is schematically shown. DETAILED DESCRIPTION

[0060] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. It should be understood that the specific implementation methods described herein are only used to illustrate and explain the embodiments of the present application, and are not used to limit the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0061] It should be noted that if the embodiments of the present application involve directional indications (such as up, down, left, right, front, back...), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components under a certain specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indication will also change accordingly.

[0062] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present application, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or suggesting their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in the field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0063] Figure 1 The following schematically shows a flow chart of a method for dynamic power matching according to an embodiment of the present application. Figure 1 As shown, an embodiment of the present application provides a method for dynamic power matching, which may include the following steps.

[0064] Step 101, obtaining the target speed and actual speed of the engine;

[0065] Step 102, determining the target acceleration of the engine according to the speed regulation characteristic curve;

[0066] Step 103, determining the actual acceleration of the engine according to the actual speed;

[0067] Step 104: Determine a speed closed-loop output value according to the target speed and the actual speed.

[0068] Step 105: determining the acceleration closed-loop output value according to the actual acceleration and the target acceleration;

[0069] Step 106: Control the required flow rate of the pump according to the speed closed-loop output value and the acceleration closed-loop output value.

[0070] The prior art usually controls the engine speed to ensure that the engine speed is constant under actual working conditions to meet the needs of stable operation during excavation. However, due to the problem of engine speed response lag, it is difficult for the prior art to achieve the purpose of stable operation. The embodiment of the present application performs global control through a speed closed loop and an acceleration closed loop, which can reduce the interference of dynamic loads, improve the stability of speed control, reduce the fuel consumption of construction machinery, and avoid speed drop and flameout caused by instantaneous loading under low load conditions.

[0071] The following will mainly take the processor as the execution subject as an example to illustrate the dynamic power matching method provided in the embodiment of the present application.

[0072] In an embodiment of the present application, in order to improve the response speed of the engine speed, the processor can perform acceleration closed-loop control through the target acceleration and the actual acceleration to obtain the acceleration closed-loop output value, and at the same time, perform speed closed-loop control through the target speed and the actual speed to obtain the speed closed-loop output value, and then control the required flow of the pump in combination with the acceleration closed-loop output value and the speed closed-loop output value. Therefore, the processor needs to obtain the target speed and the actual speed. The processor can obtain the current actual speed of the engine through the controller area network (Controller Area Network, CAN) bus. The processor can obtain the target speed of the engine according to the gear selected by the throttle knob. The throttle knob is a device for controlling the throttle opening. The speed regulation characteristic curve is usually used to characterize the fluctuation of the engine speed relative to the target speed when the external load of the engine changes. The target acceleration of the engine can be determined according to the speed regulation characteristic curve.

[0073] In some embodiments, the processor can determine the actual acceleration of the engine based on the actual speed. First, the processor can filter the actual speed to reduce interference signals and improve data reliability. The processor differentiates the filtered actual speed to obtain the actual acceleration of the engine. In some examples, the filtered actual speed satisfies formula (4):

[0074]

[0075] Among them, filter speed(t) is the actual speed after filtering, N is the low-pass cutoff frequency, T s is the time constant, f speed (t) is the actual speed, filter speed (t-1) is the actual speed after filtering in the previous sampling period.

[0076] In an embodiment of the present application, the processor can determine the speed closed-loop output value based on the first control parameter, the difference gain coefficient, the actual speed of the engine and the target speed, and can determine the acceleration closed-loop output value based on the second control parameter, the actual acceleration and the target acceleration.

[0077] In an embodiment of the present application, the processor can obtain the output value of the pump-valve flow matching strategy, and control the required flow of the pump according to the output value of the pump-valve flow matching strategy, the speed closed-loop output value, and the acceleration closed-loop output value. The pump-valve flow matching strategy refers to a strategy for determining the required flow of the pump according to the opening of the handle, and then allocating the flow of the pump through the main valve core. The handle is a device for controlling the required flow of the pump. The processor can determine the output value of the pump-valve flow matching strategy based on the opening signal of the handle. Further, the processor can add the output value of the pump-valve flow matching strategy, the speed closed-loop output value, and the acceleration closed-loop output value to obtain the required flow of the pump. When the speed closed-loop output value and the acceleration closed-loop output value are determined, the processor can control the required flow of the pump in combination with the output value of the pump-valve flow matching strategy, thereby improving the efficiency of power matching of engineering machinery during dynamic load.

[0078] Through the above technical solution, the target speed and actual speed of the engine are obtained, the target acceleration of the engine is determined according to the speed regulation characteristic curve, and then the actual acceleration of the engine is determined according to the actual speed. Further, the processor can determine the speed closed-loop output value and the acceleration closed-loop output value, so that the required flow of the pump can be controlled according to the speed closed-loop output value and the acceleration closed-loop output value. The present application determines the speed closed-loop output value and the acceleration closed-loop output value based on the speed and acceleration of the engine, and controls the required flow of the pump in combination with the speed closed-loop output value and the acceleration closed-loop output value, which can improve the power matching efficiency of the engine and the pump of the construction machinery under dynamic load, and reduce abnormal phenomena such as speed drop and flameout caused by engine response lag.

[0079] In the embodiment of the present application, step 104, determining the speed closed-loop output value according to the target speed and the actual speed may include:

[0080] determining a first difference between the target speed and the actual speed;

[0081] A speed closed-loop output value is determined according to the first difference and the first control parameter.

[0082] Specifically, in order to avoid speed drop and flameout caused by instantaneous loading under low load conditions, the processor can determine the speed closed-loop output value through the target speed and the actual speed, and then control the required flow rate of the pump. The processor can obtain the target speed of the engine according to the gear selected by the throttle knob. The throttle knob is a device for controlling the throttle opening. The actual speed of the engine can be obtained through the CAN bus. In the case of obtaining the target speed and the actual speed, the processor can determine the first difference according to the target speed and the actual speed. The speed closed-loop output value can be determined in combination with the first control parameter and the first difference. The first control parameter may include a speed closed-loop proportional coefficient and a speed closed-loop integral coefficient. By determining the speed closed-loop output value to adjust the required flow rate of the pump, the absorption torque of the pump in the dynamic load can be stabilized, and the efficiency of the engineering machinery in the power matching process can be improved.

[0083] In the embodiment of the present application, determining the speed closed-loop output value according to the first difference and the first control parameter may include:

[0084] Get the air-fuel ratio of the engine;

[0085] Determine the optimum torque rise rate margin according to the air-fuel ratio;

[0086] Determining an optimal torque rise rate margin curve corresponding to the load according to the optimal torque rise rate margin;

[0087] Determine the difference gain coefficient according to the optimal torque rise rate margin curve;

[0088] The speed closed-loop output value is determined according to the first difference, the difference gain coefficient and the first control parameter.

[0089] Specifically, the processor can determine the difference gain coefficient according to the air-fuel ratio of the engine. The air-fuel ratio is the mass ratio between air and fuel in the mixture. The difference gain coefficient refers to the difference magnification factor of the engineering machinery in the power matching process. In order to determine the speed closed-loop output value, first, the processor can determine the difference gain coefficient based on the torque. The processor determines the target torque according to the target speed of the engine and the universal characteristic curve. The universal characteristic curve is used to reflect the fuel consumption rate under different engine speeds and load characteristics. The processor can obtain the universal characteristic curve of the engineering machinery in advance. Since the target torque corresponding to the target speed of the engine is different under different working conditions, the embodiment of the present application can adopt a power matching strategy for different working conditions. The engineering machinery is provided with a heavy-load working mode and an economic fuel consumption working mode. Based on the engine universal characteristic curve, the economic fuel consumption torque curve of the engine and the heavy-load torque curve of the engine can be determined. According to the economic fuel consumption torque curve of the engine and the heavy-load torque curve of the engine, the target torque of the engine under the current working mode and gear can be determined in combination with the target speed of the engine. The engine torque percentage or load rate is obtained through the CAN bus. The engine torque percentage is the ratio of the actual torque of the engine to the rated torque of the engine. The load rate is the ratio of the actual torque of the engine to the maximum torque at the current gear. When the engine torque percentage or load rate is obtained, the processor can further determine the actual torque of the engine, thereby determining the torque ratio. Based on the torque ratio, the processor can determine the torque rise rate margin at the current actual speed. The rated torque of the engine is the maximum torque that the engine can reach, which is determined by the performance of the engine itself.

[0090] In the embodiment of the present application, the torque ratio satisfies formula (5):

[0091]

[0092] Where x is the torque ratio.

[0093] According to the torque ratio, the torque margin of the engine can be determined. The torque margin of the engine satisfies formula (6):

[0094] ax(t)=1-x(t); (6)

[0095] Where x(t) is the torque ratio under dynamic load, and ax(t) is the torque margin of the engine.

[0096] The processor differentiates the torque margin of the engine to obtain the torque rise rate margin of the engine. Furthermore, the processor can select the torque rise rate margin when the air-fuel ratio changes best as the optimal torque rise rate margin at the current actual speed. When the optimal torque rise rate margin is determined, the processor can obtain the optimal torque rise rate margin curve corresponding to the load. The difference gain coefficient can be determined based on the optimal torque rise rate margin and the first preset coefficient. The first preset coefficient needs to be set according to actual conditions. When the first difference, the difference gain coefficient and the first control parameter are determined, the processor can determine the speed closed-loop output value based on the first difference, the difference gain coefficient and the first control parameter. By determining the speed closed-loop output value in combination with the difference gain coefficient, the accuracy of adjusting the required flow of the pump can be improved and fuel consumption can be reduced.

[0097] In the embodiment of the present application, the first control parameter includes a speed closed-loop proportional coefficient and a speed closed-loop integral coefficient, and the speed closed-loop output value satisfies formula (1):

[0098]

[0099] Among them, Out 1 (t) is the speed closed loop output value, f s (x) is the difference gain coefficient, K p1 K is the speed closed loop proportional coefficient, I1 is the speed closed loop integral coefficient, is the first difference.

[0100] Specifically, the processor can determine the speed closed-loop output value based on the target speed and the actual speed. The processor determines the target torque based on the target speed and the universal characteristic curve of the engine, and determines the actual torque of the engine based on the engine torque percentage or load rate, so that the torque ratio can be determined. Based on the torque ratio, the processor can determine the torque rise rate margin at the current actual speed. Further, the processor can select the torque rise rate margin when the air-fuel ratio changes best as the optimal torque rise rate margin at the current actual speed. When determining the optimal torque rise rate margin, the processor can obtain the optimal torque rise rate margin curve corresponding to the load. The difference gain coefficient can be determined based on the optimal torque rise rate margin and the first preset coefficient. The first preset coefficient needs to be set according to the actual situation.

[0101] The first control parameter includes a speed closed-loop proportional coefficient and a speed closed-loop integral coefficient. The speed closed-loop proportional coefficient and the speed closed-loop integral coefficient can be determined by segmented proportional-integral-differential control. In an embodiment of the present application, the processor can test the engineering machinery in advance to obtain the speed closed-loop proportional coefficient and the speed closed-loop integral coefficient under different speed difference intervals, and formulate a gain table. During the actual use of the engineering machinery, the values ​​of the speed closed-loop proportional coefficient and the speed closed-loop integral coefficient can be obtained by querying the gain table.

[0102] When the first difference, the difference gain coefficient, the speed closed-loop proportional coefficient and the speed closed-loop integral coefficient are determined, the processor can determine the speed closed-loop output value according to the first difference, the difference gain coefficient, the speed closed-loop proportional coefficient and the speed closed-loop integral coefficient. Thus, the accuracy of adjusting the required flow of the pump can be improved and fuel consumption can be reduced.

[0103] In the embodiment of the present application, step 105, determining the acceleration closed-loop output value according to the actual acceleration and the target acceleration may include:

[0104] determining a second difference between the target acceleration and the actual acceleration;

[0105] The acceleration closed-loop output value is determined according to the second difference and the second control parameter.

[0106] Specifically, in order to improve the response speed of the engine speed, the processor can perform acceleration closed-loop control on the required flow of the pump. Acceleration closed-loop control is a control method that controls the required flow of the pump based on the target acceleration and actual acceleration of the engine. The target acceleration of the engine can be determined according to the speed regulation characteristic curve. The processor can determine the actual acceleration of the engine according to the actual speed. First, the processor can filter the actual speed to reduce interference signals and improve the reliability of the actual speed data, thereby obtaining the filtered actual speed. Differentiating the filtered actual speed can obtain the actual acceleration of the engine. According to the target acceleration and the actual acceleration, the processor can determine the second difference between the target acceleration and the actual acceleration. According to the second control parameter and the second difference, the processor can obtain the acceleration closed-loop output value. By determining the acceleration closed-loop output value to adjust the required flow of the pump, the absorption torque of the pump in the dynamic load can be stabilized, the efficiency of the engineering machinery in the power matching process can be improved, and abnormal phenomena such as speed drop and flameout caused by engine response lag can be reduced.

[0107] In the embodiment of the present application, the second control parameter includes an acceleration closed-loop proportional coefficient and an acceleration closed-loop integral coefficient, and the acceleration closed-loop output value satisfies formula (2):

[0108] Out 2 (t) = K p2 f E_a(t)+K I2 ∫f E_a (t); (2)

[0109] Among them, Out 2 (t) is the acceleration closed loop output value, K p2 K is the acceleration closed loop proportional coefficient, I2 is the acceleration closed loop integral coefficient, f E_a (t) is the second difference.

[0110] Specifically, the processor can determine the acceleration closed-loop output value according to the target acceleration and the actual acceleration. The second control parameter includes the acceleration closed-loop proportional coefficient and the acceleration closed-loop integral coefficient. The acceleration closed-loop proportional coefficient and the acceleration closed-loop integral coefficient can be determined by segmented proportional-integral-differential control. In an embodiment of the present application, the processor can test the engineering machinery in advance to obtain the acceleration closed-loop proportional coefficient and the acceleration closed-loop integral coefficient under different acceleration difference intervals, and formulate a gain table. In the actual use of the engineering machinery, the values ​​of the acceleration closed-loop proportional coefficient and the acceleration closed-loop integral coefficient can be obtained by querying the gain table. When the second difference, the acceleration closed-loop proportional coefficient and the acceleration closed-loop integral coefficient are determined, the processor can determine the acceleration closed-loop output value according to the second difference, the acceleration closed-loop proportional coefficient and the acceleration closed-loop integral coefficient. As a result, the response rate of the engine speed during the power matching process can be improved.

[0111] In the embodiment of the present application, step 102, determining the target acceleration of the engine according to the speed regulation characteristic curve, may include:

[0112] Obtaining the speed regulation slope of the engine according to the speed regulation characteristic curve;

[0113] Determine the actual torque of the engine based on the torque percentage or load rate of the engine;

[0114] Determine the actual torque curve according to the actual torque and the sampling period;

[0115] Determine the target torque based on the universal characteristic curve and the target speed;

[0116] The target acceleration is determined according to the speed regulation slope, the actual torque curve and the target torque.

[0117] Specifically, in one example, the processor can determine the target acceleration of the engine based on the speed regulation characteristic curve. In an embodiment of the present application, the processor obtains the speed regulation slope of the engine, that is, the slope of the speed regulation characteristic curve of the engine. The processor can obtain the engine torque percentage or load rate through the CAN bus, and can determine the target speed of the engine by the gear selected by the throttle knob. In the case of obtaining the engine torque percentage or load rate, the processor can further determine the actual torque of the engine. Since the construction machinery is under a dynamic load state, the actual torque of the engine will change with the change of the load, and the actual torque of the engine will take different values ​​in different sampling periods. Therefore, the processor can determine the actual torque curve based on the actual torque and the sampling period.

[0118] According to the universal characteristic curve and the target speed, the processor can determine the target torque. The processor can obtain the universal characteristic curve of the construction machinery in advance. Since the target torque corresponding to the target speed of the engine is different under different working conditions, the present application adopts a power matching strategy for different working conditions. The construction machinery is provided with a heavy-load working mode and an economical fuel consumption working mode. Based on the universal characteristic curve of the engine, the economical fuel consumption torque curve of the engine and the heavy-load torque curve of the engine can be determined. According to the economical fuel consumption torque curve of the engine and the heavy-load torque curve of the engine, the target torque of the engine under the current working mode and gear can be determined in combination with the target speed of the engine. Thus, the target acceleration can be determined according to the speed regulation slope, the actual torque curve and the target torque.

[0119] Figure 2 A block diagram of a strategy for determining target acceleration according to an embodiment of the present application is schematically shown. Figure 2 As shown, in another example, the processor can test the construction machinery in advance, obtain the throttle opening, the actual speed and the target speed, so as to determine the corresponding target acceleration, and fit the sample data to obtain the target acceleration parameter table. In the process of controlling the required flow of the pump, the target acceleration can be determined by querying the target acceleration parameter table. By determining the target acceleration of the engine, the acceleration closed-loop output value can be determined according to the target acceleration and the actual acceleration, so as to control the required flow of the pump.

[0120] In the embodiment of the present application, the target acceleration satisfies formula (3):

[0121]

[0122] Where, f(t) is the target acceleration function, K n is the speed regulation slope, M n (t) is the actual torque curve of the engine, M 0 is the target torque of the engine.

[0123] Specifically, the processor can determine the target acceleration of the engine according to the speed regulation characteristic curve. The speed regulation slope is the slope of the speed regulation characteristic curve. The processor can obtain the engine torque percentage or load rate through the CAN bus, and determine the target speed of the engine through the gear selected by the throttle knob. According to the universal characteristic curve and the target speed, the processor can determine the target torque. In the case of obtaining the engine torque percentage or load rate, the processor can further determine the actual torque of the engine. Since the construction machinery is under a dynamic load state, the actual torque of the engine will change with the change of the load, and the actual torque of the engine takes different values ​​in different sampling periods. Therefore, the processor can determine the actual torque curve according to the actual torque and the sampling period. According to the speed regulation slope, the actual torque curve and the target torque, the processor can determine the target acceleration function. The target acceleration function reflects the target acceleration under different sampling periods. Therefore, the target acceleration of the engine can be determined according to the target acceleration function. By determining the target acceleration of the engine, the acceleration closed-loop output value is determined according to the target acceleration and the actual acceleration, thereby controlling the required flow of the pump.

[0124] The embodiment of the present application provides a dynamic power matching device, which may include:

[0125] The speed acquisition module 310 is configured to acquire the target speed and actual speed of the engine;

[0126] The target acceleration determination module 320 is configured to determine the target acceleration of the engine according to the speed regulation characteristic curve;

[0127] The actual acceleration determination module 330 is configured to determine the actual acceleration of the engine according to the actual speed;

[0128] The speed closed-loop output determination module 340 is configured to determine a speed closed-loop output value according to the target speed and the actual speed;

[0129] The acceleration closed-loop output determination module 350 is configured to determine the acceleration closed-loop output value according to the actual acceleration and the target acceleration;

[0130] The flow control module 360 ​​is configured to control the required flow of the pump according to the speed closed-loop output value and the acceleration closed-loop output value.

[0131] Specifically, the speed acquisition module 310 can obtain the current actual speed of the engine through the CAN bus, and obtain the target speed of the engine according to the gear selected by the throttle knob. Therefore, the speed closed-loop output determination module 340 can determine the speed closed-loop output value according to the first control parameter, the difference gain coefficient, the actual speed of the engine and the target speed. The target acceleration determination module 320 can determine the target acceleration of the engine according to the speed regulation characteristic curve. The actual acceleration determination module 330 can determine the actual acceleration of the engine according to the actual speed. First, the actual acceleration determination module 330 can filter the actual speed to reduce interference signals. The actual acceleration determination module 330 differentiates the filtered actual speed to obtain the actual acceleration of the engine. The acceleration closed-loop output determination module 350 can determine the acceleration closed-loop output value according to the second control parameter, the actual acceleration and the target acceleration.

[0132] In an embodiment of the present application, the flow control module 360 ​​can obtain the output value of the pump-valve flow matching strategy, and combine the output value of the pump-valve flow matching strategy, the speed closed-loop output value, and the acceleration closed-loop output value to control the required flow of the pump. The flow control module 360 ​​obtains the opening signal of the handle, so that the output value of the pump-valve flow matching strategy can be determined. The flow control module 360 ​​can add the output value of the pump-valve flow matching strategy, the speed closed-loop output value, and the acceleration closed-loop output value to obtain the required flow of the pump. When the speed closed-loop output value and the acceleration closed-loop output value are determined, the required flow of the pump can be controlled in combination with the output value of the pump-valve flow matching strategy, thereby improving the response speed of the engine speed and the efficiency of power matching of the construction machinery during dynamic load.

[0133] Figure 4 The structure block diagram of an electronic device according to an embodiment of the present application is schematically shown. Figure 4 As shown, an embodiment of the present application provides an electronic device, which may include:

[0134] Memory 410, configured to store instructions; and

[0135] The processor 420 is configured to call instructions from the memory 410 and implement the above-mentioned dynamic power matching method when executing the instructions.

[0136] In the embodiments of the present application, the electronic device may be an industrial computer or a tablet computer, etc., which will not be illustrated one by one here.

[0137] Specifically, in the embodiment of the present application, the processor 420 may be configured to:

[0138] Obtain the target speed and actual speed of the engine;

[0139] Determine the target acceleration of the engine according to the speed regulation characteristic curve;

[0140] Determine the actual acceleration of the engine based on the actual speed;

[0141] Determine the speed closed-loop output value according to the target speed and the actual speed;

[0142] Determine the acceleration closed-loop output value according to the actual acceleration and the target acceleration;

[0143] The required flow rate of the pump is controlled according to the speed closed-loop output value and the acceleration closed-loop output value.

[0144] Furthermore, the processor 420 may be configured to:

[0145] determining a first difference between the target speed and the actual speed;

[0146] A speed closed-loop output value is determined according to the first difference and the first control parameter.

[0147] Furthermore, the processor 420 may be configured to:

[0148] Get the air-fuel ratio of the engine;

[0149] Determine the optimum torque rise rate margin according to the air-fuel ratio;

[0150] Determining an optimal torque rise rate margin curve corresponding to the load according to the optimal torque rise rate margin;

[0151] Determine the difference gain coefficient according to the optimal torque rise rate margin curve;

[0152] The speed closed-loop output value is determined according to the first difference, the difference gain coefficient and the first control parameter.

[0153] In the embodiment of the present application, the first control parameter includes a speed closed-loop proportional coefficient and a speed closed-loop integral coefficient, and the speed closed-loop output value satisfies formula (1):

[0154]

[0155] Among them, Out 1 (t) is the speed closed loop output value, f s (x) is the difference gain coefficient, K p1 K is the speed closed loop proportional coefficient, I1 is the speed closed loop integral coefficient, is the first difference.

[0156] Furthermore, the processor 420 may be configured to:

[0157] determining a second difference between the target acceleration and the actual acceleration;

[0158] The acceleration closed-loop output value is determined according to the second difference and the second control parameter.

[0159] In the embodiment of the present application, the second control parameter includes an acceleration closed-loop proportional coefficient and an acceleration closed-loop integral coefficient, and the acceleration closed-loop output value satisfies formula (2):

[0160] Out 2 (t) = K p2 f E_a (t)+K I2 ∫f E_a (t); (2)

[0161] Among them, Out 2 (t) is the acceleration closed loop output value, K p2 K is the acceleration closed loop proportional coefficient, I2 is the acceleration closed loop integral coefficient, f E_a (t) is the second difference.

[0162] Furthermore, the processor 420 may be configured to:

[0163] Obtaining the speed regulation slope of the engine according to the speed regulation characteristic curve;

[0164] Determine the actual torque of the engine based on the torque percentage or load rate of the engine;

[0165] Determine the actual torque curve according to the actual torque and the sampling period;

[0166] Determine the target torque based on the universal characteristic curve and the target speed;

[0167] The target acceleration is determined according to the speed regulation slope, the actual torque curve and the target torque.

[0168] In the embodiment of the present application, the target acceleration satisfies formula (3):

[0169]

[0170] Where, f(t) is the target acceleration, K n is the speed regulation slope, M n (t) is the actual torque curve of the engine, M 0 is the target torque of the engine.

[0171] Through the above technical solution, the target speed and actual speed of the engine are obtained, the target acceleration of the engine is determined according to the speed regulation characteristic curve, and then the actual acceleration of the engine is determined according to the actual speed. Further, the processor can determine the speed closed-loop output value and the acceleration closed-loop output value, so that the required flow of the pump can be controlled according to the speed closed-loop output value and the acceleration closed-loop output value. The present application determines the speed closed-loop output value and the acceleration closed-loop output value based on the speed and acceleration of the engine, and controls the required flow of the pump in combination with the speed closed-loop output value and the acceleration closed-loop output value, which can improve the power matching efficiency of the engine and the pump of the construction machinery under dynamic load, and reduce abnormal phenomena such as speed drop and flameout caused by engine response lag.

[0172] The present application also provides an engineering machine, which may include:

[0173] Engines, used to power construction machinery;

[0174] A pump for transferring fluids; and

[0175] The electronic equipment mentioned above.

[0176] Specifically, an engine is a machine that can convert other forms of energy into mechanical energy, and is used to provide power for construction machinery. A pump is a machine that transports fluid or pressurizes fluid. The engine can be used as a power source for the pump to drive the pump. Through the above device, the construction machinery can control the required flow of the pump of the construction machinery by determining the speed closed-loop output value and the acceleration closed-loop output value during operation, thereby improving the efficiency of matching the power of the engine and the pump, reducing the fuel consumption of the construction machinery during dynamic load, and reducing abnormal phenomena such as speed drop and flameout caused by engine response lag.

[0177] An embodiment of the present application also provides a machine-readable storage medium, on which instructions are stored, and the instructions are used to enable a machine to execute the above-mentioned dynamic power matching method.

[0178] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0179] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0180] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0181] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0182] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0183] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0184] Computer readable media include permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated data signals and carrier waves.

[0185] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0186] The above are only embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included within the scope of the claims of the present application.

Claims

1. A method for dynamic power matching, characterized in that: Applied to engineering machinery, the engineering machinery includes an engine and a pump, and the method includes: Obtaining a target speed and an actual speed of the engine; Determine the target acceleration of the engine according to the speed regulation characteristic curve; determining an actual acceleration of the engine according to the actual speed; Determine a speed closed-loop output value according to the target speed and the actual speed; Determining an acceleration closed-loop output value according to the actual acceleration and the target acceleration; The required flow rate of the pump is controlled according to the speed closed-loop output value and the acceleration closed-loop output value.

2. The method according to claim 1, characterized in that Determining the speed closed-loop output value according to the target speed and the actual speed includes: determining a first difference between the target speed and the actual speed; A speed closed-loop output value is determined according to the first difference and a first control parameter.

3. The method according to claim 2, characterized in that Determining the speed closed-loop output value according to the first difference and the first control parameter comprises: obtaining an air-fuel ratio of the engine; determining an optimum torque rise rate margin according to the air-fuel ratio; Determining an optimal torque rising rate margin curve corresponding to the load according to the optimal torque rising rate margin; Determining a difference gain coefficient according to the optimal torque rise rate margin curve; A speed closed-loop output value is determined according to the first difference, the difference gain coefficient and a first control parameter.

4. The method according to claim 3, characterized in that The first control parameter includes a speed closed-loop proportional coefficient and a speed closed-loop integral coefficient, and the speed closed-loop output value satisfies formula (1): Among them, Out1(t) is the speed closed loop output value, f s (x) is the difference gain coefficient, K p1 is the speed closed loop proportional coefficient, K I1 is the speed closed-loop integral coefficient, is the first difference.

5. The method according to claim 1, characterized in that Determining the acceleration closed-loop output value according to the actual acceleration and the target acceleration includes: determining a second difference between the target acceleration and the actual acceleration; An acceleration closed-loop output value is determined according to the second difference and the second control parameter.

6. The method according to claim 5, characterized in that The second control parameter includes an acceleration closed-loop proportional coefficient and an acceleration closed-loop integral coefficient, and the acceleration closed-loop output value satisfies formula (2): Out2(t)=K p2 f E_a (t)+K I2 ∫f E_a (t); (2) Among them, Out2(t) is the acceleration closed-loop output value, K p2 is the acceleration closed loop proportional coefficient, K I2 is the acceleration closed-loop integral coefficient, f E_a (t) is the second difference.

7. The method according to claim 1, characterized in that Determining the target acceleration of the engine according to the speed regulation characteristic curve comprises: Obtaining a speed regulation slope of the engine according to a speed regulation characteristic curve; determining the actual torque of the engine according to the torque percentage or load rate of the engine; Determine the actual torque curve according to the actual torque and a sampling period; Determine the target torque according to the universal characteristic curve and the target speed; The target acceleration is determined according to the speed regulation slope, the actual torque curve and the target torque.

8. The method according to claim 7, characterized in that The target acceleration satisfies formula (3): Where, f(t) is the target acceleration, K n is the speed regulation slope, M n (t) is the actual torque curve of the engine, and M0 is the target torque of the engine.

9. A dynamic power matching device, characterized in that: include: A speed acquisition module is configured to acquire a target speed and an actual speed of the engine; a target acceleration determination module configured to determine a target acceleration of the engine according to a speed regulation characteristic curve; an actual acceleration determination module, configured to determine an actual acceleration of the engine according to the actual rotation speed; A speed closed-loop output determination module, configured to determine a speed closed-loop output value according to the target speed and the actual speed; an acceleration closed-loop output determination module, configured to determine an acceleration closed-loop output value according to the actual acceleration and the target acceleration; The flow control module is configured to control the required flow of the pump according to the rotational speed closed-loop output value and the acceleration closed-loop output value.

10. An electronic device, characterized in that: include: a memory configured to store instructions; as well as A processor is configured to call the instructions from the memory and implement the dynamic power matching method according to any one of claims 1 to 8 when executing the instructions.

11. An engineering machine, characterized in that: include: An engine, used to provide power for the engineering machinery; Pumps, used to transport fluids; as well as The electronic device according to claim 10.

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