PID (Proportion Integration Differentiation) calibration control method and system based on engine hydraulic buffer control and energy-saving strategy

Abstract

The invention relates to a PID calibration control method and system based on engine hydraulic buffer control and an energy-saving strategy, and relates to the technical field of vehicle control. The method comprises the steps that the real-time cooling liquid temperature and the real-time air inlet temperature are obtained through a cooling liquid temperature sensor and an air inlet temperature sensor correspondingly; according to the preset corresponding relation between the cooling liquid temperature and the fan rotating speed and the corresponding relation between the engine air inlet temperature and the fan rotating speed, first / second target rotating speeds corresponding to the real-time cooling liquid temperature and the real-time air inlet temperature are determined; based on the first target rotating speed and the second target rotating speed, the fan control basic rotating speed is determined, and the real-time temperature of the engine is determined based on the real-time cooling liquid temperature and the real-time air inlet temperature; and based on the preset engine target temperature, the engine real-time temperature and the fan control basic rotating speed, a preset PID control algorithm is executed so as to adjust the actual rotating speed of the engine cooling fan. By means of the method, control over the engine cooling fan can be more intelligent and accurate.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a PID calibration control method and system based on engine fluid buffer control and energy-saving strategy. Background Art

[0002] During engine operation, temperature control is one of the key factors affecting its performance and service life. Traditional engine cooling systems usually use a fixed fan speed to dissipate heat from the engine, but this design often cannot adapt to different working conditions, especially under low load or low temperature environments. The fixed fan speed may cause unnecessary energy waste, fail to match the cooling effect of the engine system, and even affect the engine's fuel economy. Therefore, how to reduce the energy consumption of the cooling system and improve the cooling efficiency while ensuring that the engine temperature is maintained within a reasonable range has become the primary technical problem that needs to be solved. Summary of the invention

[0003] Based on this, it is necessary to provide a PID calibration control method and system based on engine fluid buffer control and energy-saving strategy to address the above technical problems.

[0004] In a first aspect, the present application provides a PID calibration control method based on engine fluid buffer control and energy saving strategy. The method comprises:

[0005] The real-time coolant temperature and the real-time intake air temperature are obtained through the coolant temperature sensor and the intake air temperature sensor respectively;

[0006] According to a preset correspondence between the coolant temperature and the fan speed, and a correspondence between the engine intake temperature and the fan speed, respectively determine a first target speed and a second target speed corresponding to the real-time coolant temperature and the real-time intake temperature;

[0007] Determine a fan control basic speed based on the first target speed and the second target speed, and determine a real-time engine temperature based on the real-time coolant temperature and the real-time intake air temperature;

[0008] Based on the preset engine target temperature and the engine real-time temperature, and the fan control basic speed, a preset PID control algorithm is executed to adjust the actual speed of the engine cooling fan.

[0009] In one embodiment, the PID control algorithm includes:

[0010] Obtaining a real-time temperature difference according to the transmitter target temperature and the engine real-time temperature;

[0011] Based on the preset PID gain parameter and the real-time temperature difference, the duty cycle or frequency of the transmitter cooling fan is adjusted so that the real-time temperature difference continuously approaches zero.

[0012] In one embodiment, the method further comprises:

[0013] If the real-time temperature difference continues to be greater than a preset threshold within a preset time period, or if a preset operating state of the vehicle changes, the PID gain parameter is adjusted. The preset operating state of the vehicle includes at least: a vehicle load state and / or a vehicle environment state.

[0014] In one of the embodiments, before adjusting the duty cycle or frequency of the transmitter cooling fan based on the preset PID gain parameter and the real-time temperature difference, the method further includes:

[0015] The state parameters of the preset running state of the vehicle are obtained, and the PID gain parameters are preset according to the state parameters.

[0016] In one embodiment, the method further comprises:

[0017] Obtaining the engineering task and task progress currently being performed by the vehicle, and determining a historical change curve of the real-time engine temperature corresponding to the engineering task and task progress;

[0018] The step of obtaining a real-time temperature difference according to the transmitter target temperature and the engine real-time temperature includes:

[0019] Determining an estimated engine temperature at a preset time in the future according to the historical change curve and the real-time engine temperature;

[0020] A real-time temperature difference is obtained according to the transmitter target temperature and the engine estimated temperature.

[0021] In one embodiment, the fan control basic speed determined based on the first target speed and the second target speed includes:

[0022] Determine, according to the current operating condition of the vehicle, a first weight corresponding to the coolant temperature and a second weight corresponding to the intake air temperature;

[0023] A fan control basic speed is determined based on the first target speed and the second target speed, and the first weight and the second weight.

[0024] In one embodiment, the method further comprises:

[0025] Obtaining an actual speed curve and a target speed curve of an engine cooling fan;

[0026] Determining a speed inertia delay amount according to the actual speed curve and the target speed curve in a historical period;

[0027] The PID control algorithm is adjusted in real time based on the speed inertia delay.

[0028] In a second aspect, the present application also provides a PID calibration control system based on engine fluid buffer control and energy saving strategy. The device comprises:

[0029] A temperature acquisition module, used to acquire real-time coolant temperature and real-time intake air temperature through a coolant temperature sensor and an intake air temperature sensor respectively;

[0030] a target speed determination module, for determining a first target speed and a second target speed corresponding to the real-time coolant temperature and the real-time intake temperature, respectively, according to a preset correspondence relationship between the coolant temperature and the fan speed, and a correspondence relationship between the engine intake temperature and the fan speed;

[0031] a PID preprocessing module, configured to determine a fan control basic speed based on the first target speed and the second target speed, and determine a real-time engine temperature based on the real-time coolant temperature and the real-time intake air temperature;

[0032] The PID control module is used to execute a preset PID control algorithm based on a preset engine target temperature and the engine real-time temperature, as well as the fan control basic speed, so as to adjust the actual speed of the engine cooling fan.

[0033] In a third aspect, the present application further provides a computer device, which includes a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the PID calibration control method based on the engine fluid buffer control and energy-saving strategy described in the first aspect is implemented.

[0034] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the PID calibration control method based on engine fluid buffer control and energy-saving strategy described in the first aspect above.

[0035] In a fifth aspect, the present application further provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the PID calibration control method based on engine fluid buffer control and energy-saving strategy described in the first aspect is implemented.

[0036] The PID calibration control method and system based on engine fluid buffer control and energy-saving strategy disclosed in the present application are adopted to accurately calculate the target speed of the fan by real-time monitoring of the coolant temperature and the intake air temperature, and combining the corresponding relationship between the preset temperature and the fan speed, so that the control of the cooling fan is more intelligent and precise. The method determines the first target speed and the second target speed respectively based on the real-time data of the coolant temperature and the intake air temperature, and calculates the fan control basic speed by weighting or taking the maximum value, which can more flexibly respond to the cooling requirements under different operating conditions. At the same time, the PID control algorithm is adopted to dynamically adjust the fan speed according to the deviation between the engine target temperature and the real-time temperature, effectively ensuring that the engine temperature is always stable within the optimal working range, avoiding the engine efficiency reduction or loss increase caused by overheating or overcooling. In addition, the method can not only improve the response speed of the cooling fan, but also significantly reduce energy consumption, extend the service life of the fan, and provide more reliable engine cooling guarantee for engineering vehicles by calculating the fan speed in stages and optimizing the control process in combination with the PID algorithm. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 It is a flow chart of a PID calibration control method based on engine fluid buffer control and energy-saving strategy in one embodiment;

[0038] Figure 2 It is a structural diagram of a PID calibration control system based on engine fluid buffer control and energy-saving strategy in one embodiment;

[0039] Figure 3 FIG. 4 is a diagram showing the internal structure of a computer device in one embodiment. DETAILED DESCRIPTION

[0040] In order to make the purpose, technical solution and advantages of the present application more clearly understood, the present application is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0041] The engine cooling system plays a vital role in automobiles and industrial equipment. It ensures that the engine is maintained within the optimal operating temperature range under various operating conditions by dissipating heat, thereby ensuring the performance and service life of the engine. If the engine temperature is too high, it may cause thermal damage and mechanical failure; if the temperature is too low, it will affect fuel economy and engine efficiency. Traditional engine cooling systems usually use a fixed fan speed to dissipate heat from the engine. This design can meet basic cooling needs under certain conditions, but it has obvious shortcomings under low load or low temperature environments. For example, under low load or low temperature environments, the engine generates less heat, and a fixed high fan speed will cause excessive energy consumption and increase operating costs; a fan with a fixed speed cannot be dynamically adjusted according to the actual heat demand of the engine, which may result in insufficient cooling or overcooling, affecting the performance and energy efficiency of the engine; a high fan speed will increase the load on the engine, thereby increasing fuel consumption and reducing fuel economy.

[0042] In response to the problems in the prior art, the embodiment of the present application provides a PID calibration control method based on engine fluid buffer control and energy-saving strategy, which can be applied to the on-board control unit of an engineering vehicle. The on-board control unit can be used to control the engineering vehicle, including obtaining the data required for control, processing and analyzing the obtained data, and sending the processing and analysis results to the engineering vehicle to achieve control of the engineering vehicle. In the embodiment of the present application, the on-board control unit can be specifically used to control the fan in the engine cooling system, by real-time monitoring and management of the operating status, ambient temperature, equipment load and other operating parameters of the engine cooling system of the engineering vehicle, and generating fan control instructions based on working conditions. At the same time, the on-board control unit can also optimize the control strategy according to the operating data and historical records of the cooling system to further improve energy efficiency.

[0043] In one embodiment, Figure 1 As shown, a PID calibration control method based on engine fluid buffer control and energy-saving strategy is provided, comprising the following steps:

[0044] Step 101 , obtaining a real-time coolant temperature and a real-time intake air temperature through a coolant temperature sensor and an intake air temperature sensor respectively.

[0045] In practice, engineering vehicles can be equipped with coolant temperature sensors and intake air temperature sensors, which are used to monitor the temperature of the engine coolant and the temperature of the air entering the engine in real time, respectively. By collecting the coolant temperature and intake air temperature in real time, the current heat load of the engine can be reflected, where the coolant temperature is related to the engine heat dissipation requirements, and the intake air temperature indirectly affects the engine's working efficiency and heat dissipation requirements. The coolant temperature sensor and the intake air temperature sensor can output real-time temperature values ​​through analog signals or digital signals, and the temperature sampling frequency can be set according to requirements. The on-board control unit can receive the signals of the two sensors and convert them into standardized temperature data, which are stored in the memory as input parameters for subsequent fan speed control.

[0046] Step 102, according to the preset correspondence between the coolant temperature and the fan speed, and the correspondence between the engine intake temperature and the fan speed, respectively determine the first target speed and the second target speed corresponding to the real-time coolant temperature and the real-time intake temperature.

[0047] In practice, the on-board control unit may be pre-set with the corresponding relationship between the coolant temperature and the fan speed, as well as the corresponding relationship between the engine intake temperature and the fan speed. The corresponding relationship may be a temperature-fan speed mapping table established based on the thermal management characteristics of the engine and the design parameters of the cooling system, specifically established based on a large number of experiments and the engine thermal load model. Referring to the data shown in Table 1, the corresponding relationship between the coolant temperature and the fan speed is usually positively correlated, that is, the higher the coolant temperature, the higher the fan speed. The corresponding relationship between the intake temperature and the fan speed is relatively complex. Usually, in the high temperature range, the fan speed will rise rapidly.

[0048] Table 1

[0049] After obtaining the real-time data of the coolant temperature and the intake air temperature, the on-board control unit can determine the first target speed and the second target speed corresponding to the real-time coolant temperature and the real-time intake air temperature from the preset corresponding relationship by table lookup or mathematical interpolation algorithm. If the real-time temperature value falls between two adjacent temperature values ​​in the corresponding relationship, the on-board control unit can determine the target speed by linear interpolation method, or can select the larger value / smaller value of the two adjacent temperature values.

[0050] Step 103 : determining a fan control basic speed based on the first target speed and the second target speed, and determining a real-time engine temperature based on the real-time coolant temperature and the real-time intake air temperature.

[0051] In implementation, the on-board control unit can determine the fan control basic speed from the first target speed and the second target speed, and the fan control basic speed can be the initial speed when PID control is subsequently performed on the fan speed. Optionally, the larger value between the first target speed and the second target speed can be selected as the fan control basic speed, or the fan control basic speed can be obtained by weighted calculation of the first target speed and the second target speed. At the same time, the on-board control unit can perform weighted calculation on the real-time coolant temperature and the real-time intake temperature to obtain the real-time temperature of the transmitter. It should be noted that the weight coefficient in the above weighted calculation can be a value obtained based on historical experience data, which is not limited in this embodiment.

[0052] Step 104 , based on the preset engine target temperature and the real-time engine temperature, as well as the fan control basic speed, a preset PID control algorithm is executed to adjust the actual speed of the engine cooling fan.

[0053] In implementation, an engine target temperature may be pre-set in the on-board control unit. This parameter may be used to indicate the optimal temperature range for the engine operating conditions, that is, when the engineering vehicle is in operation, the actual temperature of the engine should be maintained near the target temperature. When the actual temperature is greater than the target temperature, the engine may malfunction due to overheating. When the actual temperature is less than the target temperature, it may be considered that the engine is over-cooled. Preferably, the engine cooling power may be appropriately reduced to reduce the energy consumption of the engine cooling system.

[0054] After determining the real-time engine temperature, the on-board control unit can calculate the temperature deviation value e(t) based on the preset engine target temperature and the real-time engine temperature, and can calculate the PID control output u(t) according to the deviation value according to the preset PID control algorithm. The PID control output u(t) can then be superimposed on the fan control basic speed to obtain the fan control target speed, so that the actual speed of the engine cooling fan can be adjusted based on the fan control target speed.

[0055] The PID calibration control method based on engine fluid buffer control and energy-saving strategy disclosed in the present application is adopted. By real-time monitoring of coolant temperature and intake air temperature, and combining the corresponding relationship between preset temperature and fan speed, the target speed of the fan is accurately calculated, so that the control of the cooling fan is more intelligent and precise. Based on the real-time data of coolant temperature and intake air temperature, the method determines the first target speed and the second target speed respectively, and calculates the fan control basic speed by weighting or taking the maximum value, which can more flexibly respond to the cooling requirements under different operating conditions. At the same time, the PID control algorithm is adopted to dynamically adjust the fan speed according to the deviation between the engine target temperature and the real-time temperature, effectively ensuring that the engine temperature is always stable within the optimal working range, avoiding the engine efficiency reduction or loss increase caused by overheating or overcooling. In addition, by calculating the fan speed in stages and combining the PID algorithm to optimize the control process, the method can not only improve the response speed of the cooling fan, but also significantly reduce energy consumption, extend the service life of the fan, and provide more reliable engine cooling guarantee for engineering vehicles.

[0056] In one embodiment, the PID control algorithm includes: obtaining a real-time temperature difference based on the target temperature of the engine and the real-time temperature of the engine; and adjusting the duty cycle or frequency of the engine cooling fan based on a preset PID gain parameter and the real-time temperature difference so that the real-time temperature difference continuously approaches zero.

[0057] In this embodiment, the core of the PID control algorithm is to dynamically adjust the engine cooling fan speed based on the difference between the target engine temperature and the real-time temperature (i.e., the temperature deviation value). The following are the specific steps and principles:

[0058] 1. Calculation of real-time temperature difference

[0059] The engine target temperature and the real-time engine temperature are obtained through the on-board control unit, and the real-time temperature difference (i.e., deviation value) e(t) is calculated. The real-time temperature difference e(t) reflects the current thermal management status of the engine: when e(t)>0, it means that the engine temperature is lower than the target temperature, and there may be over-cooling, and the fan speed needs to be appropriately reduced; when e(t)<0, it means that the engine temperature is higher than the target temperature, and there may be a risk of overheating, and the fan speed needs to be increased to enhance heat dissipation; when e(t)=0, it means that the engine is already at the target temperature and there is no need to adjust the fan speed.

[0060] 2. Calculate the control amount based on the preset PID gain parameters According to the above real-time temperature difference e(t), the PID control algorithm is used to calculate the adjustment control amount u(t) of the cooling fan. The PID control formula is as follows:

[0061] in:

[0062] is the proportional gain, which controls the direct response speed of the temperature difference to the fan speed adjustment;

[0063] is the integral gain, which is used to accumulate deviations and eliminate steady-state errors;

[0064] It is the differential gain, which is used to predict the deviation change trend and enhance the dynamic response performance of the system.

[0065] The above PID gain parameters can be preset according to the characteristics of the engine thermal management system and dynamically adjusted according to different operating conditions to adapt to various operating conditions. The calculation of can be achieved by numerical integration methods, such as the rectangular integration method or the trapezoidal integration method. The calculation of can be achieved approximately by the difference method, that is:

[0066] 3. Adjust the duty cycle or frequency of the cooling fan

[0067] Based on the PID control output u(t), the vehicle control unit can adjust the driving signal of the cooling fan (such as the duty cycle or frequency of the PWM signal) to dynamically control the actual speed of the fan, thereby achieving precise adjustment of the engine temperature. Specifically, the cooling fan is usually driven by a DC motor, and the fan speed is adjusted by changing the duty cycle of the PWM signal. For example, increasing the duty cycle will increase the fan speed and enhance the heat dissipation capacity; reducing the duty cycle will reduce the fan speed and reduce energy consumption. If the cooling fan is driven by an AC motor, the fan speed can be adjusted by adjusting the driving frequency through variable frequency control. For example, increasing the driving frequency will increase the fan speed, and reducing the frequency will reduce the fan speed. Based on the above processing, by continuously adjusting the duty cycle or frequency, the engine temperature deviation value e(t) can be continuously reduced and eventually approach zero. Further, in actual operation, the above process can be repeated with a certain sampling period Δt.

[0068] Through the above control method, a dynamic balance of engine temperature can be achieved: when the temperature is lower than the target value, the cooling fan speed is appropriately reduced to reduce energy consumption; when the temperature is higher than the target value, the fan speed is quickly increased to enhance the heat dissipation capacity, thereby avoiding engine overheating problems.

[0069] In one embodiment, the method further includes: adjusting the PID gain parameter if the real-time temperature difference continues to be greater than a preset threshold value within a preset time period, or if a preset operating state of the vehicle changes, and the preset operating state of the vehicle at least includes: a vehicle load state and / or a vehicle environment state.

[0070] In implementation, in order to further improve the response speed and adaptability of PID control, the PID gain parameters can be dynamically adjusted to ensure efficient control of the engine cooling fan under various working conditions.

[0071] On the one hand, in order to ensure the effectiveness of PID control, under certain operating conditions, if the real-time temperature difference e(t) continues to exceed the preset safety range, the PID gain parameters need to be adjusted. Specifically, in the vehicle control unit, a preset time length and a preset threshold of the temperature difference can be set. If the temperature difference is always greater than the preset threshold within the preset time, it indicates that the current PID control parameters may not be suitable for the current working conditions and need to be adjusted. At this time, the vehicle control unit can dynamically adjust the gain parameters of the PID controller according to the detected temperature difference. For example, if the temperature difference continues to be too large, the proportional gain can be appropriately increased to speed up the response speed, or the integral gain can be adjusted to eliminate the steady-state error faster.

[0072] On the other hand, the vehicle's engine cooling requirements will be significantly different under different operating conditions (such as load status and environmental status). Therefore, dynamically adjusting the PID gain parameters according to changes in the vehicle's operating status can better adapt to different working conditions. Specifically, the vehicle load status may include changes in load, changes in engine power output, etc. When the load increases or the engine outputs high power, the engine heat load increases, and the fan speed needs to be increased. The on-board control unit can obtain vehicle load data, such as throttle opening, vehicle speed, load, etc., to determine the load state change; the vehicle environmental status may include external ambient temperature, humidity, altitude, etc. In high temperature, high humidity or high altitude environments, the engine cooling requirements are different, and the cooling fan control strategy needs to be adjusted. The on-board control unit can monitor the external environmental status in real time through environmental sensors to determine changes in environmental status.

[0073] Furthermore, the vehicle control unit can dynamically adjust the gain parameters of the PID controller according to the changes in the operating state. For example, when the load increases or the ambient temperature rises, the proportional gain and differential gain can be increased to improve the response speed; when the load decreases or the ambient temperature decreases, the integral gain can be reduced to reduce the overshoot of the system.

[0074] In this way, by dynamically adjusting the PID gain parameters, it is possible to better adapt to different operating conditions and improve the adaptability and stability of the cooling system; when the temperature deviation continues to be too large or the operating state changes, the PID parameters are adjusted in time to ensure that the cooling fan can respond quickly and avoid engine overheating or overcooling; dynamically adjusting the cooling fan control strategy can avoid unnecessary energy consumption, improve the energy efficiency of the cooling system, and extend the service life of the engine and cooling fan.

[0075] In one embodiment, before adjusting the duty cycle or frequency of the transmitter cooling fan based on the preset PID gain parameters and the real-time temperature difference, it also includes: obtaining the state parameters of the preset operating state of the vehicle, and presetting the PID gain parameters according to the state parameters.

[0076] In implementation, in order to further improve the accuracy and gain of PID control, PID gain parameters can be pre-set according to corresponding state parameters under different operating states of the vehicle, thereby presetting PID gain parameter combinations for different operating states to meet the cooling requirements of the engine under different operating states of the vehicle.

[0077] Specifically, the running state of the vehicle may directly affect the thermal load characteristics and cooling requirements of the engine. In order to adapt the PID control algorithm to different running states, the vehicle control unit may first obtain the initial running state parameters of the vehicle, such as the load state and the environmental state, before controlling the engine cooling fan. Among them, the load state may be the load weight of the vehicle, the engine output power, the throttle opening, etc. Under different load states, if the engine working intensity increases and the heat generated increases, there is a stronger cooling demand. The on-board control unit can monitor the load changes of the vehicle in real time through sensors (such as acceleration sensors, vehicle speed sensors, load sensors, etc.) to obtain the above-mentioned state parameters such as load, engine data or output power. The environmental state may refer to the external environmental conditions of the vehicle, such as ambient temperature, humidity and terrain height, which will also affect the heat dissipation performance of the engine and the working efficiency of the cooling system. The on-board control unit can monitor the environmental conditions in real time through sensors (such as temperature sensors, humidity sensors and air pressure sensors) to obtain state parameters such as the current ambient temperature, humidity or current height. For example, under high load conditions, the cooling fan needs to respond to temperature changes faster. At this time, the proportional gain and differential gain of PID control can be appropriately increased to speed up the adjustment of fan speed; in low load state, cooling efficiency and power consumption balance are given priority, and the integral gain of PID control can be appropriately reduced to reduce energy loss during the adjustment process. In high temperature environment, in order to ensure the stability of temperature control, the integral gain can be appropriately increased to enhance the repeated control ability; in low temperature environment, the integral gain can be reduced.

[0078] In view of the above situation, a set of PID gain parameter tables corresponding to different operating states may be stored in the vehicle control unit (as shown in Table 2, where the data is only used as an example and is not limited to this embodiment). When the vehicle enters a preset operating state, the vehicle control unit can call the corresponding PID gain parameters by looking up the table.

[0079] Table 2

[0080] After completing the selection of the PID gain parameters, the on-board control unit can calculate the PID control output based on the real-time temperature difference and the PID gain parameters in the current state, and adjust and output the control signal of the engine cooling fan according to the calculation results.

[0081] In this way, by calling the optimal PID gain parameters under different operating conditions, the PID control can be made more precise, control hysteresis or over-adjustment can be avoided, and it can adapt to complex environments and load changes, thereby optimizing the power consumption and efficiency of the cooling system.

[0082] In one embodiment, the method further includes: obtaining an engineering task currently being performed by the vehicle and the progress of the task, and determining a historical change curve of the real-time temperature of the engine corresponding to the engineering task and the progress of the task;

[0083] A real-time temperature difference is obtained according to the target temperature of the transmitter and the real-time temperature of the engine, including: determining the estimated engine temperature at a preset time in the future according to the historical change curve and the real-time temperature of the engine; and obtaining the real-time temperature difference according to the target temperature of the transmitter and the estimated engine temperature.

[0084] In practice, the engine temperature variation patterns of engineering vehicles when performing different tasks can be used to predict future engine temperatures by analyzing the historical temperature variation curves corresponding to the vehicle's current tasks and task progress, thus implementing an advanced temperature control strategy. This method can improve the response efficiency of PID control, make the speed adjustment of the cooling fan more accurate, and further optimize engine temperature management.

[0085] Specifically, in various mission scenarios (such as excavation, transportation, and loading), the engine workload and temperature change patterns of engineering vehicles usually have certain pattern characteristics. At the same time, in different stages of the same mission, the engine thermal load may also show regular changes. For this reason, the on-board control unit can store the engine temperature changes of the vehicle under different missions and mission progress.

[0086] In this way, the on-board control unit can obtain information related to the vehicle's current task, where the vehicle's engineering task can be identified through the task management system or manual instructions, such as excavation, shoveling, bulldozing, etc.; at the same time, the progress of the current engineering task (such as working time, travel distance or task completion percentage) can be monitored through the task scheduling system or vehicle sensors to obtain the task progress.

[0087] Furthermore, the on-board control unit can extract the corresponding historical change curve of the real-time engine temperature from the vehicle database or historical data according to the engineering task and task progress currently performed by the vehicle, and then dynamically adjust the historical curve based on the current real-time engine temperature and historical curve using a fitting algorithm (such as polynomial fitting, machine learning algorithm, etc.) to make it more suitable for the current working conditions. Next, the on-board control unit can determine the temperature change trend consistent with the current task working conditions through the fitted curve, and calculate the estimated engine temperature at a preset time in the future (such as a few seconds later), and then calculate the estimated temperature difference by comparing the target temperature and the estimated engine temperature at a preset time in the future. Finally, the on-board control unit can use the estimated temperature difference as the PID control input to adjust the duty cycle or frequency of the cooling fan in advance to avoid temperature overshoot or adjustment lag.

[0088] In this way, considering that the thermal load and temperature change curve of the engine have certain regularity when the engineering vehicle performs the same or similar engineering tasks. By extracting historical data, this regularity can be captured and used to predict future temperature changes. Compared with the traditional PID control that adjusts the cooling fan speed based on real-time feedback signals, the temperature fluctuation may be caused by hysteresis. After introducing the prediction of future temperature, adjustments can be made in advance, so that the control system responds to temperature changes more quickly.

[0089] In one embodiment, the fan control basic speed is determined based on the first target speed and the second target speed, including: determining a first weight corresponding to the coolant temperature and a second weight corresponding to the intake temperature according to the current operating condition of the vehicle; determining the fan control basic speed based on the first target speed and the second target speed, as well as the first weight and the second weight.

[0090] In implementation, the thermal management requirements of engineering vehicles under different working conditions can be combined, and different weights can be assigned to the coolant temperature and the intake air temperature. The impact of the two temperatures on the engine operating state can be comprehensively considered, and the basic control speed of the fan can be calculated by weighting according to the weights. In this way, differentiated speed adjustments can be made for different working conditions, thereby improving the efficiency and stability of the cooling system. Specifically, the on-board control unit can monitor the vehicle operating state in real time through on-board sensors or control systems, including load state (such as heavy load, no load), environmental conditions (such as high temperature, low temperature), and the current engine operating mode (such as idling, full speed operation, etc.). For example, under high load conditions, the weight of the coolant temperature is high, and the internal heat of the engine accumulates faster at this time, and priority heat dissipation is required to prevent overheating; when the ambient temperature is high or the intake air temperature is high, the weight of the intake air temperature will increase. When the vehicle is idling or under low load, the importance of the coolant and intake air temperatures is relatively low, and the weights may tend to balance at this time.

[0091] Therefore, after obtaining the first target speed, the second target speed and the corresponding weights, the on-board control unit uses a weighted calculation method to determine the basic speed of the fan control. By calculating the target speed according to the weights, the temperature control requirements of different working conditions can be flexibly responded to. For example: when the coolant temperature has a greater impact (high load conditions), the first weight corresponding to the coolant temperature can be increased, and when the intake air temperature has a greater impact (high temperature environment), the second weight corresponding to the intake air temperature can be increased. In this way, by introducing a method of weighted calculation of the basic speed of the fan control, taking into account the different correlations between the coolant and intake air temperatures and the actual temperature of the engine under different operating conditions (such as heavy load, high temperature, and low speed), the excessive influence of a single temperature parameter is avoided through weighted calculation. The dynamic adjustment of the weights can make the cooling fan speed more in line with the actual needs of the engine and the control more flexible, thereby reducing the ineffective energy consumption of the fan while meeting the heat dissipation requirements.

[0092] In one embodiment, the method further includes: obtaining an actual speed curve and a target speed curve of an engine cooling fan; determining a speed inertia delay amount according to the actual speed curve and the target speed curve in a historical period; and adjusting a PID control algorithm in real time based on the speed inertia delay amount.

[0093] In implementation, considering that the engine cooling fan is a mechanical device, the change of speed is limited by its physical characteristics (such as mass, moment of inertia, etc.), and it cannot reach the target speed immediately after receiving the control command, but will produce a certain speed inertia delay. This inertia causes a lag between the actual speed and the target speed. Especially in rapidly changing working conditions, the lag effect may lead to a decrease in cooling efficiency or an increase in energy consumption. To address this problem, the on-board control unit monitors the actual speed of the fan in real time through the speed sensor installed on the cooling fan, and records the change trend of the actual speed, so as to form a curve reflecting the historical speed change of the fan, that is, the actual speed curve; at the same time, the on-board control unit can record the trend of the fan target speed change over time according to the vehicle working conditions, engine temperature and the fan target speed generated by the PID control algorithm, and form a historical change curve of the target speed, that is, the target speed curve. Then, the on-board control unit can compare the target speed curve with the actual speed curve to determine the lag degree of the actual speed relative to the target speed in a specific historical period, that is, the inertia delay. It should be noted that the inertia delay can be characterized by calculating the difference between the target speed and the actual speed at the same time point or by the average value of the curve offset. The inertia delay of the fan speed is not a fixed value, but a dynamic parameter affected by the current operating state of the vehicle, fan load and environmental conditions. Therefore, it is necessary to monitor the data in real time to continuously update the inertia delay. After calculating the speed inertia delay, the speed inertia delay can be added to the PID control algorithm as a correction value to increase or decrease the control signal output by the PID in advance, thereby predicting the inertia lag effect of the fan speed. In this way, by compensating for the inertia lag problem, the fan speed is more in line with the target speed, which can prevent excessive response or control oscillation caused by the lag effect in PID control, and help to reduce energy consumption while ensuring the cooling effect, and extend the service life of the fan.

[0094] It should be understood that, although the various steps in the flowcharts involved in the above-mentioned embodiments are displayed in sequence according to the indication of the arrows, these steps are not necessarily executed in sequence according to the order indicated by the arrows. Unless there is a clear explanation in this article, the execution of these steps does not have a strict order restriction, and these steps can be executed in other orders. Moreover, at least a part of the steps in the flowcharts involved in the above-mentioned embodiments can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a part of the steps or stages in other steps.

[0095] Based on the same inventive concept, the embodiment of the present application also provides a PID calibration control system 200 based on engine fluid buffer control and energy saving strategy, such as Figure 2 As shown, the device 200 includes:

[0096] The temperature acquisition module 201 is used to acquire the real-time coolant temperature and the real-time intake air temperature through the coolant temperature sensor and the intake air temperature sensor respectively;

[0097] The target speed determination module 202 is used to determine the first target speed and the second target speed corresponding to the real-time coolant temperature and the real-time intake temperature, respectively, according to the preset correspondence between the coolant temperature and the fan speed, and the correspondence between the engine intake temperature and the fan speed;

[0098] A PID preprocessing module 203, configured to determine a fan control basic speed based on the first target speed and the second target speed, and determine a real-time engine temperature based on the real-time coolant temperature and the real-time intake air temperature;

[0099] The PID control module 204 is used to execute a preset PID control algorithm based on a preset engine target temperature and the engine real-time temperature, as well as the fan control basic speed, to adjust the actual speed of the engine cooling fan.

[0100] In one embodiment, the PID control module 204 is specifically used to:

[0101] Obtaining a real-time temperature difference according to the transmitter target temperature and the engine real-time temperature;

[0102] Based on the preset PID gain parameter and the real-time temperature difference, the duty cycle or frequency of the transmitter cooling fan is adjusted so that the real-time temperature difference continuously approaches zero.

[0103] In one embodiment, the PID preprocessing module 203 is further used for:

[0104] If the real-time temperature difference continues to be greater than a preset threshold within a preset time period, or if a preset operating state of the vehicle changes, the PID gain parameter is adjusted. The preset operating state of the vehicle includes at least: a vehicle load state and / or a vehicle environment state.

[0105] In one embodiment, the PID preprocessing module 203 is further used for:

[0106] Before adjusting the duty cycle or frequency of the engine cooling fan based on the preset PID gain parameters and the real-time temperature difference, the state parameters of the preset running state of the vehicle are obtained, and the PID gain parameters are pre-set according to the state parameters.

[0107] In one embodiment, the PID preprocessing module 203 is further used for:

[0108] Obtaining the engineering task and task progress currently being performed by the vehicle, and determining a historical change curve of the real-time engine temperature corresponding to the engineering task and task progress;

[0109] Determining an estimated engine temperature at a preset time in the future according to the historical change curve and the real-time engine temperature;

[0110] A real-time temperature difference is obtained according to the transmitter target temperature and the engine estimated temperature.

[0111] In one embodiment, the PID preprocessing module 203 is specifically used for:

[0112] Determine, according to the current operating condition of the vehicle, a first weight corresponding to the coolant temperature and a second weight corresponding to the intake air temperature;

[0113] A fan control basic speed is determined based on the first target speed and the second target speed, and the first weight and the second weight.

[0114] In one embodiment, the PID control module 204 is further used to:

[0115] Obtaining an actual speed curve and a target speed curve of an engine cooling fan;

[0116] Determining a speed inertia delay amount according to the actual speed curve and the target speed curve in a historical period;

[0117] The PID control algorithm is adjusted in real time based on the speed inertia delay.

[0118] In one embodiment, a computer device is provided, whose internal structure diagram can be as follows: Figure 3As shown. The computer device includes a processor, a memory, an input / output interface (Input / Output, referred to as I / O) and a communication interface. The processor, the memory and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. The processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The database of the computer device is used to store data. The input / output interface of the computer device is used to exchange data between the processor and an external device. The communication interface of the computer device is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, a PID calibration control method based on engine fluid buffer control and energy-saving strategy is implemented.

[0119] Those skilled in the art will understand that Figure 3 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine certain components, or have a different arrangement of components.

[0120] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the steps in the above-mentioned method embodiments are implemented.

[0121] In one embodiment, a computer program product is provided, including a computer program, which implements the steps in the above method embodiments when executed by a processor.

[0122] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0123] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment method can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to the memory, database or other medium used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. As an illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The processor involved in each embodiment provided in this application can be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic unit, a data processing logic unit based on quantum computing, etc., but is not limited thereto.

[0124] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0125] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the present application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the attached claims.

Claims

1. A PID calibration control method based on engine fluid buffer control and energy saving strategy, characterized in that: The method comprises: The real-time coolant temperature and the real-time intake air temperature are obtained through the coolant temperature sensor and the intake air temperature sensor respectively; According to a preset correspondence between the coolant temperature and the fan speed, and a correspondence between the engine intake temperature and the fan speed, respectively determine a first target speed and a second target speed corresponding to the real-time coolant temperature and the real-time intake temperature; Determine a fan control basic speed based on the first target speed and the second target speed, and determine a real-time engine temperature based on the real-time coolant temperature and the real-time intake air temperature; Based on the preset engine target temperature and the engine real-time temperature, and the fan control basic speed, a preset PID control algorithm is executed to adjust the actual speed of the engine cooling fan.

2. The method according to claim 1, characterized in that The PID control algorithm includes: Obtaining a real-time temperature difference according to the transmitter target temperature and the engine real-time temperature; Based on the preset PID gain parameter and the real-time temperature difference, the duty cycle or frequency of the transmitter cooling fan is adjusted so that the real-time temperature difference continuously approaches zero.

3. The method according to claim 2, characterized in that The method further comprises: If the real-time temperature difference continues to be greater than a preset threshold within a preset time period, or if a preset operating state of the vehicle changes, the PID gain parameter is adjusted. The preset operating state of the vehicle includes at least: a vehicle load state and / or a vehicle environment state.

4. The method according to claim 2, characterized in that: Before adjusting the duty cycle or frequency of the transmitter cooling fan based on the preset PID gain parameter and the real-time temperature difference, the method further includes: The state parameters of the preset running state of the vehicle are obtained, and the PID gain parameters are preset according to the state parameters.

5. The method according to claim 2, characterized in that: The method further comprises: Obtaining the engineering task and task progress currently being performed by the vehicle, and determining a historical change curve of the real-time engine temperature corresponding to the engineering task and task progress; The step of obtaining a real-time temperature difference according to the transmitter target temperature and the engine real-time temperature includes: Determining an estimated engine temperature at a preset time in the future according to the historical change curve and the real-time engine temperature; A real-time temperature difference is obtained according to the transmitter target temperature and the engine estimated temperature.

6. The method according to claim 1, characterized in that The fan control basic speed determined based on the first target speed and the second target speed includes: Determine, according to the current operating condition of the vehicle, a first weight corresponding to the coolant temperature and a second weight corresponding to the intake air temperature; A fan control basic speed is determined based on the first target speed and the second target speed, and the first weight and the second weight.

7. The method according to claim 1, characterized in that The method further comprises: Obtaining an actual speed curve and a target speed curve of an engine cooling fan; Determining a speed inertia delay amount according to the actual speed curve and the target speed curve in a historical period; The PID control algorithm is adjusted in real time based on the speed inertia delay.

8. A PID calibration control system based on engine fluid buffer control and energy saving strategy, characterized in that: The device comprises: A temperature acquisition module, used to acquire real-time coolant temperature and real-time intake air temperature through a coolant temperature sensor and an intake air temperature sensor respectively; a target speed determination module, for determining a first target speed and a second target speed corresponding to the real-time coolant temperature and the real-time intake temperature, respectively, according to a preset correspondence relationship between the coolant temperature and the fan speed, and a correspondence relationship between the engine intake temperature and the fan speed; a PID preprocessing module, configured to determine a fan control basic speed based on the first target speed and the second target speed, and determine a real-time engine temperature based on the real-time coolant temperature and the real-time intake air temperature; The PID control module is used to execute a preset PID control algorithm based on a preset engine target temperature and the engine real-time temperature, as well as the fan control basic speed, so as to adjust the actual speed of the engine cooling fan.

9. A computer device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the PID calibration control method based on engine fluid buffer control and energy-saving strategy as described in any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the PID calibration control method based on engine fluid buffer control and energy-saving strategy as described in any one of claims 1 to 7 is implemented.

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