Active inhibition method and device for engine speed fluctuation, electronic equipment and medium

Abstract

The invention discloses an engine rotating speed fluctuation active suppression method and device, electronic equipment and a medium. The method comprises the steps that the rotating speed difference value, the rotating speed change parameter, the load pressure change parameter and the pilot pressure change parameter of a target vehicle are obtained; the rotating speed difference value is the difference value between the actual rotating speed and the target rotating speed; the pilot pressure is used for controlling actions of a hydraulic execution element of the target vehicle; based on the rotating speed difference value, the rotating speed change parameter, the load pressure change parameter and the change parameter of the pilot pressure, the rotating speed working condition of the target vehicle is predicted; and corresponding to the rotating speed working condition, determining a correction value of the target rotating speed of the target vehicle based on the actual pilot pressure and the target pilot pressure of the target vehicle, and correcting the target rotating speed based on the correction value.

Description

Technical Field

[0001] The present application relates to the field of engine technology, and in particular to a method, device, electronic equipment and medium for actively suppressing engine speed fluctuations. Background Art

[0002] During the actual operation of the engine, its operating state is affected by a variety of external factors, resulting in fluctuations in speed. These external factors mainly include changes in load and differences in operation. For example, when the load on the engine suddenly increases, its speed will drop and fall below the target speed, showing a downward trend (i.e., load-drop condition). This is because the increase in load requires the engine to provide more power output, and the increase in power output is not instantaneous, so the speed will decrease accordingly. On the contrary, when the load suddenly decreases, the engine's output power demand decreases, but the engine's own inertia and the response delay of the fuel supply system will cause the speed to continue to rise and exceed the target speed, forming an upward trend (i.e., unloading overshoot condition).

[0003] This speed fluctuation not only affects the operating stability of the engine, but may also cause additional wear to the mechanical components connected to it, reducing the service life of the overall system. Summary of the invention

[0004] In view of the above problems, the present application provides a method, device, electronic device and medium for actively suppressing engine speed fluctuations, so as to improve the operating stability of the engine, reduce mechanical wear and noise caused by speed fluctuations, and extend the service life of the overall system. The specific scheme is as follows:

[0005] A first aspect of the present application provides a method for actively suppressing engine speed fluctuations, comprising:

[0006] Obtaining a speed difference, a speed change parameter, a load pressure change parameter, and a pilot pressure change parameter of a target vehicle; the speed difference is the difference between an actual speed and a target speed; and the pilot pressure is used to control the action of a hydraulic actuator of the target vehicle;

[0007] Predicting a speed condition of the target vehicle based on the speed difference, the speed variation parameter, the load pressure variation parameter, and the pilot pressure variation parameter;

[0008] Corresponding to the speed condition, a correction value of the target speed of the target vehicle is determined based on the actual pilot pressure and the target pilot pressure of the target vehicle, and the target speed is corrected based on the correction value.

[0009] In a possible implementation, predicting the speed condition of the target vehicle based on the speed difference, the speed change parameter, the load pressure change parameter, and the pilot pressure change parameter includes:

[0010] If the speed difference is greater than a first set speed threshold, and the speed change parameter indicates that the actual speed is in an increasing trend, and the load pressure change parameter indicates that the load pressure of the target vehicle is in a decreasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in a decreasing trend, it is predicted that the target vehicle will enter an unloading overshoot condition; and the first set speed threshold is greater than zero.

[0011] In a possible implementation, predicting the speed condition of the target vehicle based on the speed difference, the speed change parameter, the load pressure change parameter, and the pilot pressure change parameter includes:

[0012] The speed difference is greater than a first set speed threshold, the speed change parameter indicates that the actual speed is in an increasing trend, the load pressure change parameter indicates that the load pressure of the target vehicle is in a decreasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in a decreasing trend as activation conditions of the S end of the RS trigger;

[0013] The speed difference being greater than a second set speed threshold is used as an activation condition for the R end of the RS trigger; the second set speed threshold is less than zero;

[0014] If the output of the Q end of the RS trigger is at a high level, it is predicted that the target vehicle will enter an unloading overshoot condition.

[0015] In a possible implementation, corresponding to the speed condition, based on the actual pilot pressure and the target pilot pressure of the target vehicle, determining a correction value of the target speed of the target vehicle, and correcting the target speed based on the correction value, includes:

[0016] Corresponding to the unloading overshoot condition, the actual pilot pressure is subtracted from the target pilot pressure to obtain a pilot pressure difference, the pilot pressure difference is multiplied by a correction coefficient to obtain a correction value of the target speed of the target vehicle, and the correction value and the target speed are added to obtain a corrected target speed.

[0017] In a possible implementation, predicting the speed condition of the target vehicle based on the speed difference, the speed change parameter, the load pressure change parameter, and the pilot pressure change parameter includes:

[0018] If the speed difference is greater than a second set speed threshold, and the speed change parameter indicates that the actual speed is in a decreasing trend, and the load pressure change parameter indicates that the load pressure of the target vehicle is in an increasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in an increasing trend, it is predicted that the target vehicle will enter a loaded speed reduction condition; and the second set speed threshold is less than zero.

[0019] In a possible implementation, predicting the speed condition of the target vehicle based on the speed difference, the speed change parameter, the load pressure change parameter, and the pilot pressure change parameter includes:

[0020] The speed difference is greater than a second set speed threshold, and the speed change parameter indicates that the actual speed is in a decreasing trend, and the load pressure change parameter indicates that the load pressure of the target vehicle is in an increasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in an increasing trend as activation conditions of the S end of the RS trigger;

[0021] The speed difference being greater than a third set speed threshold is used as an activation condition for the R terminal of the RS trigger; the third set speed threshold is greater than zero;

[0022] If the output of the Q end of the RS trigger is at a high level, it is predicted that the target vehicle will enter a loading and speed reduction condition.

[0023] In a possible implementation, corresponding to the speed condition, based on the actual pilot pressure and the target pilot pressure of the target vehicle, determining a correction value of the target speed of the target vehicle, and correcting the target speed based on the correction value, includes:

[0024] Corresponding to the loading and speed reduction condition, the actual pilot pressure and the target pilot pressure are added to obtain the pilot pressure sum value, the pilot pressure sum value is multiplied by a correction coefficient to obtain a correction value of the target speed of the target vehicle, and the correction value and the target speed are added to obtain a corrected target speed.

[0025] Another aspect of the present application provides an engine speed fluctuation active suppression device, comprising:

[0026] An acquisition module, used to acquire a speed difference, a speed change parameter, a load pressure change parameter and a pilot pressure change parameter of a target vehicle; the speed difference is the difference between an actual speed and a target speed; the pilot pressure is used to control the action of a hydraulic actuator of the target vehicle;

[0027] A prediction module, configured to predict a speed condition of the target vehicle based on the speed difference, the speed change parameter, the load pressure change parameter, and the pilot pressure change parameter;

[0028] The correction module is used to determine a correction value of a target speed of the target vehicle based on an actual pilot pressure and a target pilot pressure of the target vehicle in response to the speed condition, and to correct the target speed based on the correction value.

[0029] A third aspect of the present application provides an electronic device, comprising at least one processor and a memory connected to the processor, wherein:

[0030] The memory is used to store computer programs;

[0031] The processor is used to execute the computer program so that the electronic device can implement the method for actively suppressing engine speed fluctuations as described in any one of the above.

[0032] A fourth aspect of the present application provides a computer storage medium, which carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement the method for actively suppressing engine speed fluctuations as described in any one of the above.

[0033] In the present application, by obtaining the speed difference, speed change parameter, load pressure change parameter and pilot pressure change parameter of the target vehicle, the comprehensiveness of the parameters can be guaranteed. Based on more comprehensive parameters, the speed condition of the target vehicle is predicted, and the accuracy of the prediction can be guaranteed. On this basis, corresponding to the speed condition, based on the actual pilot pressure and target pilot pressure of the target vehicle, the correction value of the target speed of the target vehicle is determined, and the target speed is corrected based on the correction value, so that the fuel injection and intake volume of the engine can be adjusted in advance to quickly respond to changes in load and driver operation. When the load actually changes, since the fuel injection and intake volume of the engine have been adjusted in advance, the actual speed fluctuation of the engine can be effectively suppressed, the running stability of the engine can be improved, and the mechanical wear and noise caused by speed fluctuation can be reduced, and the service life of the overall system can be extended. At the same time, by suppressing speed fluctuations, energy can be saved and emissions can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The above and other features, advantages and aspects of the embodiments of the present disclosure will become more apparent with reference to the following detailed description in conjunction with the accompanying drawings. Throughout the accompanying drawings, the same or similar reference numerals represent the same or similar elements. It should be understood that the drawings are schematic and the originals and elements are not necessarily drawn to scale.

[0035] Figure 1 A schematic flow chart of a method for actively suppressing engine speed fluctuations provided in Example 1 of the present application;

[0036] Figure 2 A schematic flow chart of a method for actively suppressing engine speed fluctuations provided in Example 2 of the present application;

[0037] Figure 3 A schematic flow chart of a method for actively suppressing engine speed fluctuations provided in Example 4 of the present application;

[0038] Figure 4 A schematic diagram of an implementation scenario of a method for actively suppressing engine speed fluctuations provided in this application;

[0039] Figure 5 A schematic flow chart of a method for actively suppressing engine speed fluctuations provided in Example 5 of the present application;

[0040] Figure 6 A schematic flow chart of a method for actively suppressing engine speed fluctuations provided in Example 7 of the present application;

[0041] Figure 7 A schematic diagram of another implementation scenario of a method for actively suppressing engine speed fluctuations provided in the present application;

[0042] Figure 8 A schematic diagram of the structure of an engine speed fluctuation active suppression device provided in this application. DETAILED DESCRIPTION

[0043] The following describes the embodiments of the present application in conjunction with the drawings in the embodiments of the present application. The terms used in the implementation method section of the present application are only used to explain the specific embodiments of the present application, and are not intended to limit the present application.

[0044] The embodiments of the present application are described below in conjunction with the accompanying drawings. Those skilled in the art will appreciate that, with the development of technology and the emergence of new scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0045] The terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and need not be used to describe a specific order or sequential order. It should be understood that the terms used in this way can be interchangeable under appropriate circumstances, which is only to describe the distinction mode adopted by the objects of the same attributes when describing in the embodiments of the present application. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, so that the process, method, system, product or equipment comprising a series of units need not be limited to those units, but may include other units that are not clearly listed or inherent to these processes, methods, products or equipment.

[0046] Reference Figure 1 , is a flow chart of a method for actively suppressing engine speed fluctuations provided in Example 1 of the present application, such as Figure 1 As shown, the method may include but is not limited to the following steps:

[0047] Step S101, obtaining a speed difference, a speed variation parameter, a load pressure variation parameter and a pilot pressure variation parameter of a target vehicle.

[0048] The speed difference is the difference between the actual speed and the target speed.

[0049] The speed variation parameter can characterize the change of the actual speed of the engine over time.

[0050] The load pressure variation parameter can ensure the load pressure variation of the target vehicle.

[0051] The change parameter of the pilot pressure can characterize the change of the pilot pressure. The pilot pressure is used to control the action of the hydraulic actuator of the target vehicle. The change parameter of the pilot pressure can reveal the driver's operating intention. For example, in an excavator, when the driver's operating handle opens wider, the pilot pressure will increase, thereby controlling the hydraulic actuator to accelerate the action; conversely, when the handle opening becomes smaller, the pilot pressure will decrease, causing the hydraulic actuator to slow down or stop. Taking an excavator as an example, when the driver controls the bucket to dig the soil through the operating handle, the change of the pilot pressure can reflect the speed and force of the bucket digging. If the pilot pressure increases suddenly, it may mean that the driver is accelerating the digging; if the pilot pressure decreases, it may mean that the driver is slowing down or stopping the digging.

[0052] When the throttle position is determined, the target speed corresponding to the current throttle position can be obtained by consulting a preset throttle position-target speed mapping table. The preset throttle position-target speed mapping table can be pre-set based on the performance characteristics and operating requirements of the target vehicle to ensure that the engine can operate stably at different throttle positions.

[0053] Step S102: predicting the speed condition of the target vehicle based on the speed difference, the speed variation parameter, the load pressure variation parameter and the pilot pressure variation parameter.

[0054] In this embodiment, the driver's operating intention can be determined by analyzing the change parameters of the pilot pressure, thereby preventing the speed change caused by load change from being misjudged as an unloading overshoot condition or a loading speed drop condition when the operation remains unchanged.

[0055] By monitoring the load pressure change parameter, it is also possible to effectively avoid misjudging an unloading overshoot condition or a loading speed drop condition when the driver's operation changes but the load does not change significantly.

[0056] The unloading overshoot condition or the loading speed drop condition is an implementation method of the speed condition of the target vehicle.

[0057] Step S103 , corresponding to the speed condition, based on the actual pilot pressure and the target pilot pressure of the target vehicle, determining a correction value of the target speed of the target vehicle, and correcting the target speed based on the correction value.

[0058] Different speed conditions may correspond to different correction strategies. The correction strategy corresponding to the speed condition is selected, the actual pilot pressure and the target pilot pressure of the target vehicle are processed, and the correction value of the target speed of the target vehicle is determined.

[0059] The target pilot pressure may be a value selected within an allowable range of the pilot pressure of the target vehicle as required.

[0060] By correcting the target speed, the fuel injection and intake amount of the engine can be adjusted in advance. After the fuel injection and intake amount of the engine are adjusted, the actual speed of the engine can be suppressed from causing excessive fluctuations when the load actually changes.

[0061] In this embodiment, by obtaining the speed difference, speed change parameter, load pressure change parameter and pilot pressure change parameter of the target vehicle, the comprehensiveness of the parameters can be ensured. Based on more comprehensive parameters, the speed condition of the target vehicle is predicted, and the accuracy of the prediction can be ensured. On this basis, corresponding to the speed condition, based on the actual pilot pressure and target pilot pressure of the target vehicle, the correction value of the target speed of the target vehicle is determined, and the target speed is corrected based on the correction value. The fuel injection and intake volume of the engine can be adjusted in advance to quickly respond to changes in load and driver operation. When the load actually changes, since the fuel injection and intake volume of the engine have been adjusted in advance, the actual speed fluctuation of the engine can be effectively suppressed, the running stability of the engine can be improved, the mechanical wear and noise caused by speed fluctuation can be reduced, and the service life of the overall system can be extended. At the same time, by suppressing speed fluctuations, energy can be saved and emissions can be reduced.

[0062] As another optional embodiment of the present application, refer to Figure 2 , is a flow chart of a method for actively suppressing engine speed fluctuations provided in Example 2 of the present application. This embodiment is mainly an implementation method of the above step S102, such as Figure 2 As shown, step S102 may include but is not limited to the following steps:

[0063] Step S1021: If the speed difference is greater than a first set speed threshold, and the speed change parameter indicates that the actual speed is in an increasing trend, and the load pressure change parameter indicates that the load pressure of the target vehicle is in a decreasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in a decreasing trend, it is predicted that the target vehicle will enter an unloading overshoot condition; and the first set speed threshold is greater than zero.

[0064] The speed difference being greater than the first set speed threshold may indicate that the actual speed is higher than the target speed.

[0065] The speed change parameter may include but is not limited to: speed change rate. When the actual speed is in an increasing trend, it may be related to a sudden decrease in load.

[0066] The load pressure change parameter may include but is not limited to: a load pressure change rate. When the load pressure of the target vehicle is in a decreasing trend, it may mean that the target vehicle is undergoing an unloading process.

[0067] The change parameter of the pilot pressure may include but is not limited to: the change rate of the pilot pressure. When the pilot pressure is in a decreasing trend, it may mean that the driver is reducing the control force of the hydraulic actuator, such as reducing the digging force of the bucket of the excavator or stopping the digging action.

[0068] When the above four conditions are met at the same time, it can be predicted that the target vehicle will enter the unloading overshoot condition. The unloading overshoot condition can be understood as a state in which the engine speed is too high due to the sudden reduction of load during the unloading process. This state may cause problems such as unstable operation of the engine, increased mechanical wear and noise, and energy waste.

[0069] Once it is predicted that the target vehicle will enter the unloading overshoot condition, the target speed can be lowered to quickly reduce the parameters such as the fuel injection amount and the intake amount, and suppress the excessive increase of the actual speed. By suppressing the excessive increase of the actual speed, the operating stability of the engine can be improved, mechanical wear and noise can be reduced, and energy can be saved and emissions can be reduced.

[0070] As another optional embodiment of the present application, a method for actively suppressing engine speed fluctuations is provided in Embodiment 3 of the present application. This embodiment is mainly an implementation of the above step S102. Step S102 may include but is not limited to the following steps:

[0071] Step S1022, the speed difference is greater than a first set speed threshold, and the speed change parameter represents that the actual speed is in an increasing trend, and the load pressure change parameter represents that the load pressure of the target vehicle is in a decreasing trend, and the pilot pressure change parameter represents that the pilot pressure is in a decreasing trend as activation conditions for the S end of the RS trigger.

[0072] Step S1023: taking the speed difference being greater than a second set speed threshold as an activation condition for the R end of the RS trigger; the second set speed threshold being less than zero.

[0073] The speed difference is greater than the second set speed threshold, which can indicate that the actual speed is lower than the target speed. This condition can be used to trigger a reset operation when the speed is too low.

[0074] If the speed difference does not meet this condition, that is, the speed difference is not greater than the second set speed threshold, the R terminal will not be activated.

[0075] Step S1024: If the output of the Q terminal of the RS trigger is at a high level, it is predicted that the target vehicle will enter an unloading overshoot condition.

[0076] When the S terminal is activated and the R terminal is not activated, the output of the Q terminal is high level. The high level output of the Q terminal can indicate that the RS trigger has been set, indicating that the target vehicle is about to enter the unloading overshoot condition.

[0077] In this embodiment, the RS trigger acts as a logic switch, and only when a specific condition is met (i.e., the S terminal is activated and the R terminal is not activated), a high-level signal is output, thereby avoiding frequent unnecessary corrections to the target speed or failure to make due corrections during the speed change process. This mechanism helps to reduce misoperation and improve the stability and safety of the target vehicle.

[0078] As another optional embodiment of the present application, refer to Figure 3 , is a flow chart of a method for actively suppressing engine speed fluctuations provided in Example 4 of the present application. This embodiment is mainly an implementation method of step S103 in Example 2, such as Figure 3 As shown, step S103 may include but is not limited to the following steps:

[0079] Step S1031, corresponding to the unloading overshoot condition, subtract the target pilot pressure from the actual pilot pressure to obtain a pilot pressure difference, multiply the pilot pressure difference by a correction coefficient to obtain a correction value of the target speed of the target vehicle, and add the correction value and the target speed to obtain a corrected target speed.

[0080] In this embodiment, the corrected target speed can be obtained by the following equation:

[0081] Nset=Ntsc+factor×(actual pilot pressure-target pilot pressure)

[0082] Wherein, Nset represents the corrected target speed, Ntsc represents the target speed, and factor represents the correction factor. The correction factor is used to adjust the influence of the pilot pressure difference on the target speed.

[0083] As the actual pilot pressure decreases, the result of subtracting the target pilot pressure from the actual pilot pressure is a negative number. Since the correction factor is usually a positive number, the correction value of the target speed will also be a negative number. The correction value is added to the target speed to obtain the corrected target speed, thereby achieving the purpose of reducing the target speed.

[0084] In this embodiment, by introducing the pilot pressure as a correction factor, pre-adjustment can be performed before the speed changes, thereby improving the responsiveness. For example, the target speed can be reduced in advance when the opening of the handle of the driver operating the excavator becomes smaller (that is, when the pilot pressure is reduced), thereby avoiding or reducing the unloading overshoot phenomenon. In addition, the greater the amplitude of the handle signal reduction (that is, the smaller the load pressure reduction, the greater the overshoot that may be generated), the smaller the amplitude of the corrected target speed will be. Similarly, the faster the handle signal is reduced, the faster the amplitude of the corrected target speed will change. This mechanism enables the target speed to quickly follow the changes in the operating signal, thereby improving the responsiveness.

[0085] Of course, step S1031 can also be used as an implementation of step S103 in embodiment 3. Figure 4 As shown, Δn≥30rpm (Δn represents the speed difference), speed change rate is positive dn>10rpm / s, load pressure change rate is negative dp<-20bar / s and pilot pressure change rate is negative dpp<-5bar / s as the activation conditions of the S end, and Δn≥-50rpm is used as the activation condition of the R end. When only Δn≥30rpm, speed change rate is positive dn>10rpm / s, load pressure change rate is negative dp<-20bar / s, and pilot pressure change rate is negative dpp<-5bar / s are met at the same time, the Q end will output a high level, predicting an unloading overshoot condition. Corresponding to the unloading overshoot condition, the corrected target speed can be obtained by Nset=Ntsc+factor×(actual pilot pressure-target pilot pressure).

[0086] As another optional embodiment of the present application, refer to Figure 5 , is a flow chart of a method for actively suppressing engine speed fluctuations provided in Example 5 of the present application. This embodiment is mainly an implementation method of step S102 in Example 1, such as Figure 5 As shown, step S102 may include but is not limited to the following steps:

[0087] Step S1025: If the speed difference is greater than a second set speed threshold, and the speed change parameter indicates that the actual speed is in a decreasing trend, and the load pressure change parameter indicates that the load pressure of the target vehicle is in an increasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in an increasing trend, it is predicted that the target vehicle will enter a loaded speed reduction condition; and the second set speed threshold is less than zero.

[0088] The speed difference is greater than a second set speed threshold, and the second set speed threshold is less than zero, which may indicate that the actual speed is lower than the target speed.

[0089] The speed change parameter may include but is not limited to: speed change rate. When the actual speed is in a decreasing trend, it may be related to a sudden increase in load.

[0090] The load pressure change parameter may include but is not limited to: load pressure change rate. When the load pressure of the target vehicle is in an increasing trend, it may mean that the target vehicle is undergoing a loading process.

[0091] The change parameter of the pilot pressure may include but is not limited to: the change rate of the pilot pressure. When the pilot pressure is in an increasing trend, it may mean that the driver is increasing the control force of the hydraulic actuator, such as increasing the digging force of the bucket of the excavator.

[0092] When the above four conditions are met at the same time, it can be predicted that the target vehicle will enter the loading speed drop condition. The loading speed drop condition can be understood as the target vehicle's engine speed drops due to the increase in load during the loading process.

[0093] Once it is predicted that the target vehicle will enter a load-drop condition, the target speed can be increased to quickly increase parameters such as fuel injection volume and air intake volume to suppress excessive decrease in actual speed. By suppressing excessive decrease in actual speed, the operating stability of the engine can be improved, mechanical wear and noise can be reduced, energy can be saved, and emissions can be reduced.

[0094] As another optional embodiment of the present application, a method for actively suppressing engine speed fluctuations is provided in Embodiment 6 of the present application. This embodiment is mainly an implementation of step S102 in Embodiment 1. Step S102 may include but is not limited to the following steps:

[0095] Step S1026, taking the speed difference being greater than a second set speed threshold, the speed change parameter indicating that the actual speed is in a decreasing trend, the load pressure change parameter indicating that the load pressure of the target vehicle is in an increasing trend, and the pilot pressure change parameter indicating that the pilot pressure is in an increasing trend as activation conditions for the S end of the RS trigger;

[0096] Step S1027: taking the speed difference being greater than a third set speed threshold as an activation condition for the R end of the RS trigger; the third set speed threshold being greater than zero.

[0097] The speed difference is greater than the third set speed threshold, which can indicate that the actual speed is higher than the target speed. This condition can be used to trigger a reset operation when the actual speed is too high.

[0098] If the speed difference does not meet this condition, that is, the speed difference is not greater than the third set speed threshold, the R terminal will not be activated.

[0099] Step S1028: If the output of the Q terminal of the RS trigger is at a high level, it is predicted that the target vehicle will enter a loading and speed reduction condition.

[0100] When the S terminal is activated and the R terminal is not activated, the output of the Q terminal is high level. The high level output of the Q terminal can indicate that the RS trigger has been set, indicating that the target vehicle is about to enter the loading and speed reduction condition.

[0101] In this embodiment, the RS trigger acts as a logic switch, and only when a specific condition is met (i.e., the S terminal is activated and the R terminal is not activated), a high-level signal is output, thereby avoiding frequent unnecessary corrections to the target speed or failure to make due corrections during the speed change process. This mechanism helps to reduce misoperation and improve the stability and safety of the target vehicle.

[0102] As another optional embodiment of the present application, refer to Figure 6 , is a flow chart of a method for actively suppressing engine speed fluctuations provided in Example 7 of the present application. This embodiment is mainly an implementation method of step S103 in Example 5, such as Figure 6 As shown, step S103 may include but is not limited to the following steps:

[0103] Step S1032, corresponding to the loading and speed reduction condition, adding the actual pilot pressure and the target pilot pressure to obtain the pilot pressure sum value, multiplying the pilot pressure sum value by a correction coefficient to obtain a correction value of the target speed of the target vehicle, adding the correction value and the target speed to obtain a corrected target speed.

[0104] In this embodiment, the corrected target speed can be obtained by the following equation:

[0105] Nset=Ntsc+factor×(actual pilot pressure+target pilot pressure)

[0106] Wherein, Nset represents the corrected target speed, Ntsc represents the target speed, and factor represents the correction factor. The correction factor is used to adjust the influence of the pilot pressure difference on the target speed.

[0107] The result of the actual pilot pressure and the target pilot pressure camera is a positive number. Since the correction coefficient is usually a positive number, the correction value of the target speed will also be a positive number. The correction value is added to the target speed to obtain the corrected target speed to achieve the purpose of increasing the target speed.

[0108] In this embodiment, by introducing the pilot pressure as a correction factor, pre-adjustment can be performed before the speed changes, thereby improving the response speed, accuracy and stability. For example, when the opening of the handle of the driver operating the excavator becomes larger (corresponding to the increase of the pilot pressure), the target speed correction value can be a positive number. And in the process of gradually increasing the handle signal (that is, the actual pilot pressure gradually increases), Nset gradually increases, thereby maximizing the response capability.

[0109] Of course, step S1032 can also be used as an implementation of step S103 in embodiment 6. Figure 7As shown, Δn≥-50rpm (Δn represents the speed difference), speed change rate is negative dn<-10rpm / s, load pressure change rate is positive dp>20bar / s and pilot pressure change rate is positive dpp>5bar / s as the activation conditions of the S end, and Δn≥150rpm is used as the activation condition of the R end. When only Δn≥-50rpm (Δn represents the speed difference), speed change rate is negative dn<-10rpm / s, load pressure change rate is positive dp>20bar / s and pilot pressure change rate is positive dpp>5bar / s are met at the same time, the Q end will output a high level, predicting a loading and speed drop condition. Corresponding to the loading and speed drop condition, the corrected target speed can be obtained by Nset=Ntsc+factor×(actual pilot pressure+target pilot pressure).

[0110] Next, the engine speed fluctuation active suppression device provided in the present application is introduced. The engine speed fluctuation active suppression device introduced below and the engine speed fluctuation active suppression method introduced above can refer to each other.

[0111] Reference Figure 8 The engine speed fluctuation active suppression device includes: an acquisition module 100, a prediction module 200 and a correction module 300.

[0112] The acquisition module is used to obtain the speed difference, speed change parameter, load pressure change parameter and pilot pressure change parameter of the target vehicle; the speed difference is the difference between the actual speed and the target speed; the pilot pressure is used to control the action of the hydraulic actuator of the target vehicle.

[0113] A prediction module is used to predict the speed condition of the target vehicle based on the speed difference, the speed change parameter, the load pressure change parameter and the pilot pressure change parameter.

[0114] The correction module is used to determine a correction value of a target speed of the target vehicle based on an actual pilot pressure and a target pilot pressure of the target vehicle in response to the speed condition, and to correct the target speed based on the correction value.

[0115] The prediction module 200 may be specifically used for:

[0116] If the speed difference is greater than a first set speed threshold, and the speed change parameter indicates that the actual speed is in an increasing trend, and the load pressure change parameter indicates that the load pressure of the target vehicle is in a decreasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in a decreasing trend, it is predicted that the target vehicle will enter an unloading overshoot condition; and the first set speed threshold is greater than zero.

[0117] The prediction module 200 may be specifically used for:

[0118] The speed difference is greater than a first set speed threshold, the speed change parameter indicates that the actual speed is in an increasing trend, the load pressure change parameter indicates that the load pressure of the target vehicle is in a decreasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in a decreasing trend as activation conditions of the S end of the RS trigger;

[0119] The speed difference being greater than a second set speed threshold is used as an activation condition for the R end of the RS trigger; the second set speed threshold is less than zero;

[0120] If the output of the Q end of the RS trigger is at a high level, it is predicted that the target vehicle will enter an unloading overshoot condition.

[0121] The correction module 300 may be specifically used for:

[0122] Corresponding to the unloading overshoot condition, the actual pilot pressure is subtracted from the target pilot pressure to obtain a pilot pressure difference, the pilot pressure difference is multiplied by a correction coefficient to obtain a correction value of the target speed of the target vehicle, and the correction value and the target speed are added to obtain a corrected target speed.

[0123] The prediction module 200 may be specifically used for:

[0124] If the speed difference is greater than a second set speed threshold, and the speed change parameter indicates that the actual speed is in a decreasing trend, and the load pressure change parameter indicates that the load pressure of the target vehicle is in an increasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in an increasing trend, it is predicted that the target vehicle will enter a loaded speed reduction condition; and the second set speed threshold is less than zero.

[0125] The prediction module 200 may be specifically used for:

[0126] The speed difference is greater than a second set speed threshold, and the speed change parameter indicates that the actual speed is in a decreasing trend, and the load pressure change parameter indicates that the load pressure of the target vehicle is in an increasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in an increasing trend as activation conditions of the S end of the RS trigger;

[0127] The speed difference being greater than a third set speed threshold is used as an activation condition for the R terminal of the RS trigger; the third set speed threshold is greater than zero;

[0128] If the output of the Q end of the RS trigger is at a high level, it is predicted that the target vehicle will enter a loading and speed reduction condition.

[0129] The correction module 300 may be specifically used for:

[0130] Corresponding to the loading and speed reduction condition, the actual pilot pressure and the target pilot pressure are added to obtain the pilot pressure sum value, the pilot pressure sum value is multiplied by a correction coefficient to obtain a correction value of the target speed of the target vehicle, and the correction value and the target speed are added to obtain a corrected target speed.

[0131] In another embodiment of the present application, an electronic device is provided.

[0132] An electronic device comprising at least one processor and a memory connected to the processor, wherein:

[0133] The memory is used to store computer programs;

[0134] The processor is used to execute the computer program so that the electronic device can implement the method for actively suppressing engine speed fluctuations as described in any one of embodiments 1 to 7.

[0135] In another embodiment of the present application, a computer storage medium is provided, which carries one or more computer programs. When the one or more computer programs are executed by an electronic device, the electronic device can implement the method for actively suppressing engine speed fluctuations as described in any one of embodiments 1 to 7.

[0136] It should also be noted that the device embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed over multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. In addition, in the drawings of the device embodiments provided by the present application, the connection relationship between the modules indicates that there is a communication connection between them, which may be specifically implemented as one or more communication buses or signal lines.

[0137] Through the description of the above implementation mode, the technicians in the field can clearly understand that the present application can be implemented by means of software plus necessary general hardware, and of course, it can also be implemented by special hardware including special integrated circuits, special CPUs, special memories, special components, etc. In general, all functions completed by computer programs can be easily implemented by corresponding hardware, and the specific hardware structure used to implement the same function can also be various, such as analog circuits, digital circuits or special circuits. However, for the present application, software program implementation is a better implementation mode in more cases. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a readable storage medium, such as a computer floppy disk, a U disk, a mobile hard disk, a ROM, a RAM, a magnetic disk or an optical disk, etc., including a number of instructions to enable a computer device (which can be a personal computer, a training device, or a network device, etc.) to execute the methods described in each embodiment of the present application.

[0138] In the above embodiments, all or part of the embodiments may be implemented by software, hardware, firmware or any combination thereof. When implemented by software, all or part of the embodiments may be implemented in the form of a computer program product.

[0139] The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions may be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from a website site, a computer, a training device, or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, training device, or data center. The computer-readable storage medium may be any available medium that a computer can store or a data storage device such as a training device, a data center, etc. that includes one or more available media integrations. The available medium may be a magnetic medium, (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)), etc.

Claims

1. A method for actively suppressing engine speed fluctuations, characterized in that: include: Obtaining a speed difference, a speed change parameter, a load pressure change parameter, and a pilot pressure change parameter of a target vehicle; The speed difference is the difference between the actual speed and the target speed; the pilot pressure is used to control the action of the hydraulic actuator of the target vehicle; Predicting a speed condition of the target vehicle based on the speed difference, the speed variation parameter, the load pressure variation parameter, and the pilot pressure variation parameter; Corresponding to the speed condition, a correction value of the target speed of the target vehicle is determined based on the actual pilot pressure and the target pilot pressure of the target vehicle, and the target speed is corrected based on the correction value.

2. The method according to claim 1, characterized in that Predicting the speed condition of the target vehicle based on the speed difference, the speed change parameter, the load pressure change parameter, and the pilot pressure change parameter includes: If the speed difference is greater than a first set speed threshold, and the speed change parameter indicates that the actual speed is in an increasing trend, and the load pressure change parameter indicates that the load pressure of the target vehicle is in a decreasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in a decreasing trend, it is predicted that the target vehicle will enter an unloading overshoot condition; and the first set speed threshold is greater than zero.

3. The method according to claim 1, characterized in that Predicting the speed condition of the target vehicle based on the speed difference, the speed change parameter, the load pressure change parameter, and the pilot pressure change parameter includes: The speed difference is greater than a first set speed threshold, the speed change parameter indicates that the actual speed is in an increasing trend, the load pressure change parameter indicates that the load pressure of the target vehicle is in a decreasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in a decreasing trend as activation conditions of the S end of the RS trigger; The speed difference being greater than a second set speed threshold is used as an activation condition for the R end of the RS trigger; the second set speed threshold is less than zero; If the output of the Q end of the RS trigger is at a high level, it is predicted that the target vehicle will enter an unloading overshoot condition.

4. The method according to claim 2 or 3, characterized in that: Corresponding to the speed condition, based on the actual pilot pressure and the target pilot pressure of the target vehicle, determining a correction value of the target speed of the target vehicle, and correcting the target speed based on the correction value, including: Corresponding to the unloading overshoot condition, the actual pilot pressure is subtracted from the target pilot pressure to obtain a pilot pressure difference, the pilot pressure difference is multiplied by a correction coefficient to obtain a correction value of the target speed of the target vehicle, and the correction value and the target speed are added to obtain a corrected target speed.

5. The method according to claim 1, characterized in that Predicting the speed condition of the target vehicle based on the speed difference, the speed change parameter, the load pressure change parameter, and the pilot pressure change parameter includes: If the speed difference is greater than a second set speed threshold, and the speed change parameter indicates that the actual speed is in a decreasing trend, and the load pressure change parameter indicates that the load pressure of the target vehicle is in an increasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in an increasing trend, it is predicted that the target vehicle will enter a loaded speed reduction condition; and the second set speed threshold is less than zero.

6. The method according to claim 1, characterized in that Predicting the speed condition of the target vehicle based on the speed difference, the speed change parameter, the load pressure change parameter, and the pilot pressure change parameter includes: The speed difference is greater than a second set speed threshold, and the speed change parameter indicates that the actual speed is in a decreasing trend, and the load pressure change parameter indicates that the load pressure of the target vehicle is in an increasing trend, and the pilot pressure change parameter indicates that the pilot pressure is in an increasing trend as activation conditions of the S end of the RS trigger; The speed difference being greater than a third set speed threshold is used as an activation condition for the R terminal of the RS trigger; the third set speed threshold is greater than zero; If the output of the Q end of the RS trigger is at a high level, it is predicted that the target vehicle will enter a loading and speed reduction condition.

7. The method according to claim 5 or 6, characterized in that: Corresponding to the speed condition, based on the actual pilot pressure and the target pilot pressure of the target vehicle, determining a correction value of the target speed of the target vehicle, and correcting the target speed based on the correction value, including: Corresponding to the loading and speed reduction condition, the actual pilot pressure and the target pilot pressure are added to obtain the pilot pressure sum value, the pilot pressure sum value is multiplied by a correction coefficient to obtain a correction value of the target speed of the target vehicle, and the correction value and the target speed are added to obtain a corrected target speed.

8. An engine speed fluctuation active suppression device, characterized in that: include: An acquisition module, used to acquire a speed difference, a speed change parameter, a load pressure change parameter, and a pilot pressure change parameter of a target vehicle; The speed difference is the difference between the actual speed and the target speed; the pilot pressure is used to control the action of the hydraulic actuator of the target vehicle; A prediction module, configured to predict a speed condition of the target vehicle based on the speed difference, the speed change parameter, the load pressure change parameter, and the pilot pressure change parameter; The correction module is used to determine a correction value of a target speed of the target vehicle based on an actual pilot pressure and a target pilot pressure of the target vehicle in response to the speed condition, and to correct the target speed based on the correction value.

9. An electronic device, characterized in that: The method comprises at least one processor and a memory connected to the processor, wherein: The memory is used to store computer programs; The processor is used to execute the computer program so that the electronic device can implement the method for actively suppressing engine speed fluctuations as described in any one of claims 1 to 7.

10. A computer storage medium, characterized in that: The storage medium carries one or more computer programs, which, when executed by an electronic device, enable the electronic device to implement the method for actively suppressing engine speed fluctuations as described in any one of claims 1 to 7.

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