Loader control method and apparatus

Abstract

The application relates to the technical field of loader control, in particular to a loader control method and device. The loader control method comprises the following steps: acquiring a throttle pedal and an engine output power variable, determining a loading vehicle working condition according to the throttle pedal and the engine output power variable; acquiring an engine signal, judging whether the current is a high-load working condition according to the engine signal and the loading vehicle working condition, wherein the engine signal is an engine external characteristic limiting signal or an engine throttle signal; and if the current is the high-load working condition, switching from a current first throttle strategy state to a second throttle strategy state for operation. The application judges the real-time working condition of the loader, and when the working condition triggers a pre-defined high-load working condition, the engine selects a suitable throttle map, thereby reducing the waste of redundant power of the loader and improving the economy of the loader.

Description

Technical Field

[0001] This application relates to the field of loader control technology, and in particular to a loader control method and device. Background Technology

[0002] When matching loaders to their specifications, to highlight the vehicle's ample power, the engine's power or displacement is often increased. However, in the loader market, the actual operating conditions requiring high speed and high load are relatively few, limited to fixed locations such as port unloading.

[0003] In existing technologies, the vehicle's operating conditions (heavy load, medium load, light load) are identified by judging vehicle speed, working pump pressure, and boom pressure. The engine ECU has three built-in external characteristic curves: a heavy load curve, a medium load curve, and a light load curve. Based on the identified operating conditions, different external characteristic curves are selected to limit power and improve fuel economy.

[0004] Firstly, judging the overall vehicle operating condition based on signals such as vehicle speed and pressure requires the installation of speed sensors, pressure sensors, etc., increasing the overall vehicle cost. Secondly, while reducing engine power by limiting the size of external characteristics achieves the goal of reducing fuel consumption, it also reduces the vehicle's maximum traction. Inaccurate judgment of operating conditions will reduce the actual driving experience of the vehicle. Summary of the Invention

[0005] In view of the shortcomings of the existing technology, the purpose of this application is to provide a loader control method and device to reduce the waste of excess power of the loader and improve the economy of the loader.

[0006] To achieve the above objectives, the embodiments of this application provide the following technical solutions:

[0007] In a first aspect, embodiments of this application provide a loader control method, including:

[0008] Obtain the accelerator pedal and engine output power variables, and determine the loading vehicle's operating conditions based on the accelerator pedal and engine output power variables;

[0009] The engine signal is acquired, and the current condition of the loading vehicle is determined based on the engine signal and the operating condition of the loading vehicle. The engine signal is either an engine external characteristic limiting signal or an engine throttle signal.

[0010] If the current operating condition is high load, the system will switch from the current first throttle strategy state to the second throttle strategy state.

[0011] Optionally, the loading vehicle operating condition refers to the V-shaped loading condition, which includes, in sequence: unloaded forward movement + digging, fully loaded backward movement, lifting forward movement + unloading, and unloaded return movement.

[0012] Optionally, determining the loading vehicle's operating conditions based on the accelerator pedal and engine output power variables includes:

[0013] Extract the loading cycle and determine whether each action of the loading cycle meets the V-shaped loading sequence requirements.

[0014] If so, determine whether the loop duration is greater than the first threshold. If so, the current working condition is the V-shaped loading working condition.

[0015] Optionally, each action in the loading cycle satisfies the timing requirements of the V-shaped loading process, including:

[0016] The duration of the unloaded forward + digging action segment is greater than the duration of the fully loaded reverse action segment; the maximum power of the unloaded forward + digging action segment and the maximum power of the fully loaded reverse action segment are greater than the maximum power of the unloaded return action segment; the average power of the fully loaded reverse action segment and the average power of the lifting forward + unloading action segment are greater than the average power of the unloaded return action segment.

[0017] Optionally, determining whether the current operating condition is a high-load condition includes:

[0018] The engine external characteristic limiting signal d is acquired in real time. If signal d is the engine mechanical protection torque limiting state d1, and the proportion of state d1 time to the single cycle time of vehicle loading exceeds the second threshold, then the current V-shaped vehicle loading condition is considered to be a high load condition.

[0019] Optionally, determining whether the current operating condition is a high-load condition includes:

[0020] The engine throttle signal 'a' is acquired in real time, and the time during which the vehicle's real-time throttle exceeds the third threshold within a single cycle is calculated. When the time during which the throttle exceeds the third threshold exceeds the fourth threshold for the duration of a single cycle of vehicle loading, the current V-shaped loading condition is considered a high-load condition.

[0021] Optionally, the relationship between speed and torque under each throttle opening in the first throttle strategy state is a straight line, and the relationship between speed and torque under low throttle opening in the second throttle strategy state is a fitted curve. Furthermore, at the same throttle opening for both throttle strategies under low throttle opening, the torque of the first throttle strategy is greater than that of the second throttle strategy at the starting speed.

[0022] Secondly, embodiments of this application provide a loader control device, comprising:

[0023] The loader operating condition identification module is used to acquire the accelerator pedal and engine output power variables, and determine the loader operating condition based on the accelerator pedal and engine output power variables.

[0024] A high-load condition identification module is used to acquire engine signals and determine whether the current condition is a high-load condition based on the engine signals and the operating conditions of the loading vehicle. The engine signals are engine external characteristic limiting signals or engine throttle signals.

[0025] The throttle strategy switching module is used to switch from the current first throttle strategy state to the second throttle strategy state if the current operating condition is high load.

[0026] Thirdly, embodiments of this application provide a computer device, the device including a processor and a memory;

[0027] The memory is used to store program code and transmit the program code to the processor;

[0028] The processor is configured to execute the method described in the first aspect above according to the instructions in the program code.

[0029] Fourthly, embodiments of this application provide a computer-readable storage medium for storing a computer program for performing the method described in the first aspect.

[0030] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages:

[0031] This application identifies market operating conditions based on accelerator pedal and engine output power variables (speed, torque), achieving V-shaped vehicle loading condition identification. It also uses real-time engine external characteristic limit state signals or real-time throttle state signals to determine high-load conditions, thereby switching to a more economical throttle map. This avoids the need to install a large number of sensors, improves engine power utilization, reduces loader fuel consumption, and enhances loader economy without reducing maximum traction.

[0032] The advantages of this application in additional aspects will be set forth in the description which follows, and in some respects will become apparent from the description, or may be learned by practice of this application.

[0033] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0034] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0035] Figure 1 This is a flowchart of the loader control method according to Embodiment 1 of this application;

[0036] Figure 2 This is a schematic diagram of the engine external characteristic limiting signal in Embodiment 1 of this application;

[0037] Figure 3 This is a schematic diagram of the engine throttle signal in Embodiment 1 of this application;

[0038] Figure 4 This is a schematic diagram of the throttle map1 in Embodiment 1 of this application;

[0039] Figure 5 This is a schematic diagram of the throttle map2 in Embodiment 1 of this application;

[0040] Figure 6 This is a schematic diagram of the loader control device according to Embodiment 2 of this application;

[0041] The distances or dimensions between parts have been exaggerated to show their positions; the diagram is for illustrative purposes only. Detailed Implementation

[0042] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of this application. Unless otherwise specified, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0043] Engine power: The work done by an engine per unit of time.

[0044] Idle speed: The state of the engine when it is in neutral and running at idle.

[0045] Throttle map: refers to the accelerator pedal characteristic curve, which is a curve corresponding to the pedal depth, engine speed and engine power. This curve can be used to describe the accelerator pedal response speed and engine output power.

[0046] Example 1

[0047] The common market demand for high-speed, high-load operating conditions is for high traction, with less emphasis on high speed; these are essentially high-load operating conditions. This application predefines high-load operating conditions, determines the loader's real-time operating conditions, and when the predefined high-load conditions are triggered, controls the engine to select an appropriate throttle map, thereby reducing the waste of excess power and improving the loader's economy.

[0048] The following is combined Figure 1 This application describes a loader control method provided by an embodiment. See also... Figure 1The figure is a flowchart of an engine control method provided in an embodiment of this application, which may include steps S100-S300.

[0049] S100: Acquire accelerator pedal and engine output power variables, and determine the loading vehicle's operating conditions based on these variables. The engine output power variable is obtained by collecting engine speed and torque signals from sensors, and then calculated using the following formula to obtain the engine power used for operating condition identification:

[0050]

[0051] Among them, P 功率 This represents engine power in kW, n represents engine speed in rpm, and T represents engine torque in Nm.

[0052] The process of identifying V-shaped vehicle loading conditions based on accelerator pedal and engine output power variables mainly consists of three steps:

[0053] S101: Identify V-shaped loading cycle conditions. Based on the premise that the start and end of each accelerator pedal opening is below a set threshold a0, identify n1 consecutive accelerator pedal actions, where the duration of each accelerator action is greater than a set threshold s1. Here, pedal opening is the rotation angle of the accelerator pedal when it is depressed. A current position is sent every 100ms, for example: 1%, 5%, 10%, 0%, 0%, 20%, where 0% represents releasing the accelerator pedal during the depressing process.

[0054] S102: Determine whether each action meets the timing requirements of the V-shaped loading condition. The sequence of actions is as follows: unloaded forward movement + shoveling, fully loaded reverse movement, lifting forward movement + unloading, and unloaded return movement. Specifically: the dump truck is at a 50°-55° angle to the working face. The loader drives straight towards the material pile, reverses straight back 3-5m after the bucket is full, then the chassis rotates 50°-55° and drives towards the dump truck again to unload. The entire cycle is V-shaped.

[0055] First, the continuity between each action is determined. There is a gap between two throttle actions, requiring that the throttle pedal opening in this gap is lower than a set threshold a0, and the duration is less than a set threshold s2. In addition, the average engine power k1, maximum power k2, and duration s3 within each throttle action segment need to be calculated, and these are used as the logical judgment criteria for the timing of each action.

[0056] Table 1. Criteria for Judging V-Shaped Loading Conditions

[0057]

[0058] As shown in Table 1 above, the duration of the unloaded forward movement + digging action segment is s. 3-1The duration of the fully loaded backward motion segment is s. 3-2 The duration of the lifting, forward movement, and unloading action segment is s. 3-3 , Duration of the idle return action segment (s) 3-4 All are greater than the set threshold s1; the duration of the no-load forward movement + digging action segment s 3-1 It must be greater than the duration of the full-load backflip animation segment (s). 3-2 ;

[0059] Maximum power k of the unloaded forward movement + digging action segment 2-1 And the maximum power k of the fully loaded backward motion segment 2-2 It must be greater than the maximum power k of the no-load return action segment. 2-4 Average power k of the fully loaded reverse motion segment 1-2 Average power k of the lifting forward + unloading action segment 1-3 It needs to be greater than the average power k of the no-load return action segment. 1-4 .

[0060] S103: The cycle duration (total duration of all actions plus reversal s5) that meets the above conditions must be greater than s4 to complete the identification of the loader market roadmap V-shaped loading condition.

[0061] S200: Obtain engine signal, and determine whether the current condition is a high-load condition based on the engine signal and the working condition of the loading vehicle, wherein the engine signal is an engine external characteristic limiting signal or an engine throttle signal; if the current condition is a high-load condition, switch from the current first throttle strategy state to the second throttle strategy state.

[0062] like Figure 2 The diagram shows a real-time external characteristic limiting status signal of the engine, where the horizontal axis represents time (s) and the vertical axis represents the engine limiting status signal. Figure 3 The diagram shows the real-time throttle status signals of the vehicle, where the horizontal axis represents time (s) and the vertical axis represents the throttle opening (%). These two engine signals are used as criteria for judging high-load vehicle operation conditions.

[0063] S201: Based on step S100, complete the identification of the loader's V-shaped loading condition and quickly calculate the single cycle time s5. Real-time judgment of the engine limiting state signal d. If signal d is the engine mechanical protection torque limiting state d1, record the time s6. When the proportion of state d1 time s6 to the single cycle loading time s5 exceeds the threshold s7, the current V-shaped loading condition is considered to be a high-load condition.

[0064] S202: Based on step S100, complete the identification of the loader's V-shaped loading condition and quickly calculate the single cycle time s5. Real-time judgment of the throttle status signal a, calculate the time s8 during which the real-time throttle of the whole vehicle exceeds the threshold a6 within a single cycle. When the throttle time s8 exceeds the threshold s9 of the single cycle loading time s5, the current V-shaped loading condition is considered to be a high-load condition.

[0065] In this case, steps S201 and S202 are in an "OR" relationship, meaning that if either of the two triggering conditions is met, it can be determined as a high-load operating condition.

[0066] S300: If the current operating condition is high load, switch from the current first throttle strategy state to the second throttle strategy state.

[0067] like Figure 4 , Figure 5 As shown, the speed and torque relationship under each throttle opening in the first throttle strategy state is a straight line, while the speed and torque relationship under a low throttle opening in the second throttle strategy state is a fitted curve. Furthermore, at the same throttle opening for both strategies at the starting speed, the torque of the first throttle strategy is greater than that of the second throttle strategy under the same throttle opening. The low throttle opening is reasonably determined based on different loader scenarios, such as below 30% throttle opening or below 40% throttle opening.

[0068] like Figure 4 The diagram shown is a common throttle map for loaders, representing the first throttle strategy. The horizontal axis represents engine speed, the vertical axis represents engine torque, and the diagonal lines represent different throttle openings. Taking a 30% throttle opening as an example, when the throttle is instantly depressed to 30%, the engine (speed and torque) moves along the diagonal line of the 30% throttle opening, following the trend of the dashed arrow on the left. The path is: upward along the vertical axis → right along the engine's external characteristic curve → downward along the diagonal line of the 30% throttle opening. The engine's external characteristic curve refers to the functional relationship between the engine's power, torque, and speed when the engine throttle is fully open (or the high-pressure fuel pump is at its maximum fuel supply position).

[0069] like Figure 5 This is a diagram illustrating throttle map 2 for high-load operating conditions, representing the second throttle strategy. The horizontal axis represents engine speed, and the vertical axis represents engine torque. The curves represent different throttle openings. Taking a 30% throttle opening as an example, when the throttle is instantly depressed to 30%, the engine (speed and torque) moves along the curve region of the 30% throttle opening, following the trend of the dashed arrow on the left. The path is upward along the vertical axis → downward along the 30% throttle opening curve. Compared to throttle map 1, under the same throttle opening requirement, throttle map 2 does not directly follow the engine's external characteristics to reach the target, reducing ineffective fuel injection and improving fuel economy.

[0070] Both steps S201 and S202 can determine high-load operating conditions. When n2 consecutive sets of operating conditions are all V-shaped loading conditions, and all n2 consecutive sets of V-shaped loading conditions meet the high-load operating condition conditions, the engine ECU switches from the original throttle position map1 to throttle position map2, improving the torque converter's torque absorption efficiency, reducing transmission oil heat loss and starting acceleration. Without reducing the maximum traction force, this improves engine power utilization, reduces the loader's fuel consumption rate, and enhances the loader's economy.

[0071] To make the technical solutions provided in the embodiments of this application clearer, an example is used to illustrate the loader control method provided in the embodiments of this application.

[0072] S100: Obtain the accelerator pedal and engine output power variables, and determine the loading vehicle's operating conditions based on these variables. The process for identifying the V-shaped loading condition based on the accelerator pedal and engine output power variables mainly consists of three steps:

[0073] S101: Identify V-shaped loading cycle conditions. Based on the premise that the start and end of each accelerator pedal opening is 2.5% lower than the set threshold, identify 4 consecutive accelerator pedal actions, and the duration of each accelerator action is greater than the set threshold of 1.8s.

[0074] S102: Determine whether each action meets the timing requirements of the V-shaped loading condition. First, determine the continuity between each action. There is a gap between two throttle actions. The throttle pedal opening in this gap is required to be less than 2.5% of the set threshold, and the duration is less than 8 seconds of the set threshold.

[0075] Duration of the unloaded forward movement + digging action segment (s) 3-1 The duration of the fully loaded backward motion segment is 3.5 seconds. 3-2 The duration of the lifting, forward, and unloading action segment is 2.5 seconds. 3-3 The duration of the no-load return action segment is 5 seconds. 3-4 The duration is 2.5s, which is greater than the set threshold of 1.8s; and the duration of the unloaded forward + digging action segment is greater than the duration of the fully loaded backward action segment.

[0076] Maximum power k of the unloaded forward movement + digging action segment 2-1 The maximum power of the 160kW, fully loaded reverse action segment is k. 2-2 Both are 100kW, which is greater than the maximum power k of the no-load return action segment. 2-4 (90kW); Average power k of the fully loaded reverse motion segment 1-2 The average power of the lifting, forward, and unloading action segments is 90kW. 1-3 The power is 130kW, which is greater than the average power k of the no-load return action segment.1-4 (80kw).

[0077] S103: The total time of all actions plus reversal is 19s, which is greater than 15s (s4), thus completing the identification of the V-shaped loading condition of the loader market road spectrum.

[0078] S200: Acquire engine signal, and determine whether the current condition is a high-load condition based on the engine signal and the working condition of the loader, wherein the engine signal is an engine external characteristic limiting signal or an engine throttle signal.

[0079] S201: Based on step S100, complete the identification of the loader's V-shaped loading condition and quickly calculate the single cycle time s5. Real-time judgment of the engine limiting status signal d, recording signal d as the engine mechanical protection torque limiting status d1 (i.e., Figure 2 If the time s6 of the non-zero state is 16s, and the proportion of the time s6 of state d1 to the loading cycle time s5 is 84.2%, which exceeds the threshold s7 (80%), then the current V-shaped loading condition is determined to be a high-load condition.

[0080] S202: Based on step S100, complete the identification of the loader's V-shaped loading condition and quickly calculate the single cycle time s5. Real-time judgment of the throttle status signal a, calculate the time s8 during which the real-time throttle of the whole vehicle exceeds the threshold a6 (75%) within a single cycle, which is 16s. The throttle time s8 accounts for 84.2% of the single cycle loading time s5, exceeding the threshold s9 (80%), so the current V-shaped loading condition is determined to be a high-load condition.

[0081] S300: If the current operating condition is high load, the system switches from the first throttle strategy to the second throttle strategy. This improves the torque converter's torque absorption efficiency, reduces transmission oil heat loss and starting acceleration. Without reducing maximum traction, it improves engine power utilization, reduces the loader's fuel consumption, and enhances the loader's economy.

[0082] Example 2

[0083] This embodiment provides a loader control device, such as Figure 6 As shown, it includes: a V-shaped loader operation condition recognition module, a high-load operation condition recognition module, and a throttle strategy switching module.

[0084] The loader operating condition identification module is used to acquire the accelerator pedal and engine output power variables, and determine the loader operating condition based on the accelerator pedal and engine output power variables; the engine power is calculated through engine speed and torque signals.

[0085] A high-load condition identification module is used to acquire engine signals and determine whether the current condition is a high-load condition based on the engine signals and the operating conditions of the loading vehicle. The engine signals are engine external characteristic limiting signals or engine throttle signals.

[0086] The throttle strategy switching module is used to switch from the current first throttle strategy state to the second throttle strategy state if the current operating condition is high load.

[0087] V-shaped loading condition recognition is achieved based on accelerator pedal and engine output power variables (speed, torque), realistically and in real-time reflecting driver intentions while avoiding the hassle of installing numerous sensors. High-load loading condition judgment is achieved through real-time engine external characteristic limiting state signals and real-time throttle state signals, accumulating multiple sets to trigger throttle map switching. Without reducing maximum traction, this improves engine power utilization, reduces loader fuel consumption, and enhances loader economy.

[0088] Example 3

[0089] This embodiment provides a computer device, which includes a processor and a memory; the memory is used to store program code and transmit the program code to the processor; the processor is used to execute the method described in Embodiment 1 according to the instructions in the program code.

[0090] Example 4

[0091] This embodiment provides a computer-readable storage medium for storing a computer program that performs the method described in Embodiment 1.

[0092] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0093] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, as well as combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0094] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0095] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0096] While the specific embodiments of this application have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of this application. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of this application are still within the scope of protection of this application.

Claims

1. A loader control method, characterized in that, include: Obtain the accelerator pedal and engine output power variables, and determine the loading vehicle's operating conditions based on the accelerator pedal and engine output power variables; The engine signal is acquired, and the current condition of the loading vehicle is determined based on the engine signal and the operating condition of the loading vehicle. The engine signal is either an engine external characteristic limiting signal or an engine throttle signal. If the current operating condition is high load, the system will switch from the current first throttle strategy state to the second throttle strategy state. The relationship between speed and torque under each throttle opening in the first throttle strategy state is a straight line, while the relationship between speed and torque under a low throttle opening in the second throttle strategy state is a fitted curve. Furthermore, at the same throttle opening for both throttle strategies at a low throttle opening, the torque of the first throttle strategy is greater than that of the second throttle strategy at the starting speed.

2. The loader control method as described in claim 1, characterized in that, The loading vehicle operating conditions refer to the V-shaped loading conditions, which include, in sequence: unloaded forward movement + digging, fully loaded backward movement, lifting forward movement + unloading, and unloaded return movement.

3. The loader control method as described in claim 2, characterized in that, The process of determining the loading vehicle's operating conditions based on the accelerator pedal and engine output power variables includes: Extract the loading cycle and determine whether each action of the loading cycle meets the V-shaped loading sequence requirements. If so, determine whether the loop duration is greater than the first threshold. If so, the current working condition is the V-shaped loading working condition.

4. The loader control method as described in claim 3, characterized in that, Each action in the aforementioned loading cycle satisfies the timing requirements of the V-shaped loading condition, including: The duration of the unloaded forward + digging action segment is greater than the duration of the fully loaded reverse action segment; the maximum power of the unloaded forward + digging action segment and the maximum power of the fully loaded reverse action segment are greater than the maximum power of the unloaded return action segment; the average power of the fully loaded reverse action segment and the average power of the lifting forward + unloading action segment are greater than the average power of the unloaded return action segment.

5. The loader control method as described in claim 1, characterized in that, The determination of whether the current operating condition is high load includes: The engine external characteristic limiting signal d is acquired in real time. If signal d is the engine mechanical protection torque limiting state d1, and the proportion of state d1 time to the single cycle time of vehicle loading exceeds the second threshold, then the current V-shaped vehicle loading condition is considered to be a high load condition.

6. The loader control method as described in claim 1, characterized in that, The determination of whether the current operating condition is high load includes: The engine throttle signal 'a' is acquired in real time, and the time during which the vehicle's real-time throttle exceeds the third threshold within a single cycle is calculated. When the time during which the throttle exceeds the third threshold exceeds the fourth threshold for the duration of a single cycle of vehicle loading, the current V-shaped loading condition is considered a high-load condition.

7. A loader control device, characterized in that, include: The loader operating condition identification module is used to acquire the accelerator pedal and engine output power variables, and determine the loader operating condition based on the accelerator pedal and engine output power variables. A high-load condition identification module is used to acquire engine signals and determine whether the current condition is a high-load condition based on the engine signals and the operating conditions of the loading vehicle. The engine signals are engine external characteristic limiting signals or engine throttle signals. The throttle strategy switching module is used to switch from the current first throttle strategy state to the second throttle strategy state if the current operating condition is high load. The relationship between speed and torque under each throttle opening in the first throttle strategy state is a straight line, while the relationship between speed and torque under a low throttle opening in the second throttle strategy state is a fitted curve. Furthermore, at the same throttle opening for both throttle strategies at a low throttle opening, the torque of the first throttle strategy is greater than that of the second throttle strategy at the starting speed.

8. A computer device, characterized in that, The device includes a processor and a memory; The memory is used to store program code and transmit the program code to the processor; The processor is configured to execute the method according to any one of claims 1-6 according to the instructions in the program code.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium is used to store a computer program for performing the method according to any one of claims 1-6.

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