Accelerator detection system based on CAN informatization

Abstract

The invention relates to the technical field of two types of engineering equipment, and particularly discloses an accelerator detection system based on CAN (Controller Area Network) informatization, which is used for solving the problem that an engine is damaged due to the fact that the accelerator upper limit output by a foot accelerator of the existing two types of engineering equipment does not consider load, heat management and task requirements, and comprises a hand accelerator and the foot accelerator, a pedal is arranged in the foot accelerator, an ejector rod is connected with the pedal, the ejector rod is connected with a clamping block, the clamping block is connected with an accelerator detection mechanism, a magnetic sensitive angle sensor is arranged in the accelerator detection mechanism, the magnetic sensitive angle sensor is connected with a data preprocessing module, the data preprocessing module is further connected with a characteristic data acquisition module, and the data preprocessing module is connected with an engine electric control unit. The engine electric control unit is connected with the engine, and the engine is connected with the foot accelerator through the foot accelerator regulation and control module; the actual accelerator upper limit output by the foot accelerator is dynamically adjusted by combining the load, heat management and task working conditions, and the risk of engine damage is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of two types of engineering equipment, and more specifically, to a throttle detection system based on CAN informationization. Background Art

[0002] The throttle mechanism of the two types of engineering equipment with bridge-building and mine-sweeping functions is divided into a hand throttle and a foot throttle. The hand throttle determines the lower limit of the throttle, and the foot throttle determines the upper limit of the throttle. The throttle output generated by the displacement of the hand throttle push rod is the final throttle output. Only collecting any one signal cannot correctly describe the overall throttle output. The control threshold of the foot throttle needs to be reasonably set according to the actual mission requirements and the engine load capacity, otherwise it may lead to the risk of burning the cylinder. When performing tasks, the equipment's load weight, engine thermal management, and task conditions are closely related to the reasonable control of the foot throttle: in the non-overloaded state, the torque of the throttle upper limit given by the foot throttle is less than the torque in the overloaded state, and the torque in the overloaded state significantly increases the risk of engine damage; the engine's temperature rise rate is closely related to the duration of overload. When the engine cooling efficiency cannot meet the thermal management requirements under overload, continuous local overheating may cause premature failure of the piston or cylinder wall; in impact tasks, the foot throttle needs to be adjusted in a volatile manner to adapt to dynamic task requirements, which will produce a volatile super-threshold torque output, while in climbing or towing tasks, the foot throttle needs to be adjusted continuously, resulting in a continuous super-threshold torque output. When conducting training on these two types of engineering equipment, the inability to effectively control the operation of the foot throttle will further increase the risk of engine damage and reduce the task completion rate. Therefore, real-time monitoring of the hand throttle and reasonable regulation of the foot throttle are important links to ensure the smooth completion of the task. Summary of the invention

[0003] In order to overcome the above-mentioned defects of the prior art, the present invention provides a throttle detection system based on CAN informationization, which dynamically adjusts the actual throttle upper limit of the foot throttle output in combination with load, thermal management and mission conditions to reduce the risk of engine damage.

[0004] Measuring the displacement of the push rod can detect the actual throttle output: the push rod is fixed on the detection mechanism, and the push rod will be displaced along the set axis under the action of the hand throttle and the foot throttle. The mechanical structure (lever or slide rail) connected to the push rod causes the rotation of the clamp block, and the linear displacement of the push rod is converted into the rotation angle of the clamp block. The rotation of the clamp block causes the magnetic field position relative to the magnetic angle sensor to change. This change is captured by the magnet and Hall effect sensor assembly inside the magnetic angle sensor and converted into a voltage signal. The magnetic angle sensor outputs a 0-5V voltage signal that is proportional to the angle. The voltage signal can directly reflect the position of the push rod, and then indicate the throttle opening.

[0005] In the present technical solution, the load referred to is the ratio of the loading weight of the two types of engineering equipment to the rated loading weight.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] A throttle detection system based on CAN informationization is applied to two types of engineering equipment. The two types of engineering equipment are provided with a throttle mechanism, a gear adjustment mechanism, a transmission and an engine. The throttle mechanism and the gear adjustment mechanism are all connected to the transmission, and the transmission is connected to the engine. The throttle mechanism includes a hand throttle and a foot throttle, and a push rod is provided in the middle. The foot throttle is provided with a pedal, the push rod is connected to the pedal, the push rod is connected to a clamp, and the clamp is connected to a throttle detection mechanism. The throttle detection mechanism is provided with a magnetic angle sensor, and the magnetic angle sensor is connected to a data preprocessing module. The data preprocessing module is also connected to a feature data acquisition module, and the feature data acquisition module includes a load data acquisition module, a thermal management data acquisition module, and a task data acquisition module. The data preprocessing module is connected to an engine electronic control unit through a CAN bus, and the engine electronic control unit is connected to the engine. The engine is connected to the foot throttle through a foot throttle control module, and the throttle output corresponding to the displacement of the push rod is used as the actual throttle output. The foot throttle control module divides the pedal control mode into a training mode and an emergency mode. In the training mode, the throttle output of the foot throttle in each gear is The upper limit is preset to be the throttle output corresponding to 85% of the maximum torque of each gear. In the emergency mode, the process of obtaining the upper limit of the throttle output of the foot throttle in each gear is as follows: according to the load, engine thermal management efficiency and task type, a demand analysis is performed to form a preset control matrix, and the data collected by the feature data acquisition module and the magnetic angle sensor are transmitted to the data preprocessing module. The engine electronic control unit identifies the vehicle real-time load category, real-time engine thermal management efficiency category, and real-time task status category based on the fuzzy clustering method according to the data of the data preprocessing unit, calculates the membership of each category, and then dynamically sets the weight factor corresponding to the membership of each category according to the task requirements to obtain the comprehensive membership. According to the preset control matrix and the comprehensive membership, the throttle output ratio corresponding to the pedal upper limit is obtained. By inputting the throttle output ratio corresponding to the pedal upper limit into the foot throttle upper limit control correction formula, the control influence caused by the coolant temperature is corrected based on the coupling effect generated by the engine thermal management efficiency and the load, and the preset throttle output corresponding to the adjustment pedal upper limit is obtained to control the throttle output upper limit of the hand throttle.

[0008] As a further solution of the present invention, the load data acquisition module collects the actual load-bearing weight through the weight sensor installed on the two types of engineering equipment, takes the ratio of the actual load-bearing weight to the rated load weight as the load, and transmits the collected load data to the data preprocessing module in real time through the CAN bus, and the rated load weight is obtained by loading the generator electronic control unit during system initialization; the thermal management data acquisition module collects the coolant temperature through the coolant temperature sensor equipped in the engine coolant circuit part, and transmits the collected coolant temperature data to the protective gear preprocessing module through the CAN bus; the task data acquisition module is used to monitor the execution status of the current task, especially for the two types of engineering equipment, impact tasks, climbing, and dragging are targeted objects proposed for this technical solution, and the vehicle's behavior feature data is collected in real time through acceleration sensors, gyroscopes, and GPS sensors, and these feature data are used as the input of the model through a machine learning model, and the current task state of the vehicle is output to be which of the three tasks, impact tasks, climbing, and dragging, and the representative value specified by the task type is transmitted to the data preprocessing module through the CAN bus.

[0009] As a further scheme of the present invention, in the emergency mode of the foot throttle control module, the real-time load type is divided into low load, medium load and high load based on the real-time load ratio, and the load ratio ranges corresponding to low load, medium load and high load are less than or equal to 50%, greater than 50% and less than or equal to 100%, and greater than 100% and less than 120%, respectively; the engine thermal management efficiency is divided into high efficiency, medium efficiency and low efficiency according to the coolant temperature in the engine, and the coolant temperature ranges corresponding to high efficiency, medium efficiency and low efficiency are less than 80°C, greater than or equal to 80°C and less than 100°C, and greater than or equal to 100°C, respectively; the tasks are divided into impact tasks, climbing tasks and towing tasks according to the task categories.

[0010] As a further solution of the present invention, in the emergency mode of the foot throttle control module, the process of performing demand analysis according to the load, engine thermal management efficiency and task type to form a preset control matrix includes:

[0011] Step 11, determining an initial throttle upper limit: determining an initial throttle upper limit according to an engine performance report;

[0012] Step 12, adjust the throttle upper limit according to the load, engine thermal management efficiency, and mission type: use the linear attenuation formula to adjust the throttle upper limit, obtain the first throttle upper limit, then introduce the thermal management correction factor to correct the first throttle upper limit, obtain the second throttle upper limit, then add the mission correction factor to correct the second throttle upper limit, obtain the third throttle upper limit, traverse all condition categories corresponding to all load categories, thermal management efficiency categories, and mission types, and obtain the preset control matrix.

[0013] As a further solution of the present invention, in the foot throttle control module, the formula for obtaining each element of the preset control matrix is:

[0014] a n =R cs ·(1-k fz ·r fz,n )·(1-k rg ·r rg,n )·(1+k rw ·s rw,n )

[0015] Where: n is the element index of the preset control matrix, a n is the value of the third throttle upper limit in the condition corresponding to the nth element of the preset control matrix, R cs is the initial throttle upper limit, k fz is the load influence coefficient, the value range is [0,1], r fz,n is the ratio of the load to the maximum load capacity of the engine under the condition corresponding to the nth element of the preset control matrix, k rg is the thermal management efficiency coefficient, with a value range of [0,1], r rg,n is the ratio of the current engine thermal management efficiency to the maximum thermal management efficiency under the condition corresponding to the nth element of the preset control matrix, k rw is the task influence coefficient. The task influence coefficients of impact task, climbing task and dragging task are 0.1, 0.05 and 0.03 respectively. rw,n Let R be the ratio of the current task priority to the highest task priority in the condition corresponding to the nth element of the control matrix. cs ·(1-k fz ·rf z,n ) is the first throttle upper limit, R cs ·(1-k fz ·r fz,n )·(1-k rg ·r rg,n ) is the second throttle upper limit.

[0016] As a further solution of the present invention, in the foot throttle control module, the real-time vehicle load category, the real-time engine thermal management efficiency category, and the task status category are identified based on the fuzzy clustering method, and the predefined load category membership function, engine thermal management efficiency category membership function, and task status category membership function are used to calculate the membership degree of each category of load, engine thermal management efficiency, and task status.

[0017] As a further solution of the present invention, in the foot throttle control module, the load category membership function includes a low load membership function, a medium load membership function, and a high load membership function, and the formulas thereof are respectively:

[0018]

[0019] Where: x is the normalized value of the real-time load ratio, μ lfz (x) is the low load membership function value;

[0020]

[0021] Where: μ mfz (x) is the value of the medium load membership function;

[0022]

[0023] Where: μ hfz (x) is the high load membership function value.

[0024] As a further solution of the present invention, in the foot throttle control module, the engine thermal management efficiency membership function includes a high efficiency membership function, a medium efficiency membership function, and a low efficiency membership function, and the formulas thereof are respectively:

[0025]

[0026] Where: y is the engine coolant temperature, μ hxl (y) is the high efficiency membership function value;

[0027]

[0028] Where: μ mxl (y) is the value of the medium efficiency membership function;

[0029]

[0030] Where: μ mxl (y) is the inefficient membership function value.

[0031] As a further solution of the present invention, in the foot throttle control module, the task state category membership function includes an impact task membership function, a climbing task membership function, and a drag task membership function, and their formulas are respectively:

[0032]

[0033] Where: z is the representative value of the task type, z = 1 means the task type is an impact task, μ cj (z) is the value of the impact task membership function;

[0034]

[0035] Where: μ pp (z) is the climbing membership function value, z = 2 means the task type is a climbing task;

[0036]

[0037] Where: μ tz (z) is the drag membership function value, and z=3 indicates that the task type is a drag task.

[0038] As a further solution of the present invention, in the foot throttle control module, the foot throttle upper limit control correction formula is:

[0039]

[0040] Where: Q s is the upper limit control value of the foot throttle, that is, the preset throttle output corresponding to the upper limit of the pedal, which is used to control the upper limit of the throttle output of the hand throttle, Q max is the maximum allowable throttle output of the two types of equipment, μ z,n is the comprehensive membership of the condition corresponding to the nth element in the preset control matrix. Its value is equal to the weighted sum of all category membership functions. The weight of each category membership function value is dynamically adjusted according to the task priority. m is the total number of elements in the preset control matrix. is the throttle output ratio corresponding to the maximum stroke of the accelerator pedal, and f(x,y) is the coupling management correction factor. When the current thermal management efficiency is low and the load is high, it is used to further correct the coolant temperature under low efficiency and high load. The coupling effect produced.

[0041] As a further solution of the present invention, in the foot throttle control module, when the engine thermal management efficiency is low and the load is high, the coupling management correction factor formula in the foot throttle upper limit control correction formula is:

[0042] f(x,y)=(1-μ hfz (x))·μ lxl (y);

[0043] Otherwise, f(x,y)=1.

[0044] As a further solution of the present invention, the foot throttle control module converts the output foot throttle upper limit control amount into a pulse width modulation signal, which is used to adjust the throttle output upper limit that can be reached by the pedal at the maximum stroke, thereby ensuring that the two types of engineering equipment control the engine's fuel intake according to the real-time load, engine thermal management status, and mission requirements by adjusting the throttle opening.

[0045] In order to solve the technical problems existing in the prior art, the present invention proposes the technical effect of the system: the present invention dynamically adjusts the upper limit of the foot throttle in combination with the load, thermal management and mission conditions, thereby effectively avoiding the risk of engine damage due to overload or excessive thermal load, and realizing the dynamic adjustment of the throttle upper limit control, ensuring the adaptive adjustment of the throttle upper limit output under impact missions, climbing or towing mission conditions, thereby improving the safety, stability and mission execution efficiency of the two types of equipment, and optimizing the engine's load-bearing capacity and thermal management performance through real-time monitoring and feedback mechanism, thereby extending the service life of the equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 This is a schematic diagram of the connection between the hand accelerator lever and the foot accelerator pedal of the present invention;

[0047] Figure 2 It is a schematic diagram of the connection and internal structure of the throttle detection mechanism of the present invention;

[0048] Figure 3 This is a schematic diagram of the dimensions of the magnetic angle sensor;

[0049] Figure 4 Partial circuit diagram for signal transmission between the engine electronic control unit and the magnetic angle sensor;

[0050] Figure 5 It is a structural block diagram of the present invention;

[0051] In the figure: 1. push rod, 2. pedal, 3. throttle detection mechanism, 4. magnetic angle sensor, 5. forward tilt side deck. DETAILED DESCRIPTION

[0052] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0053] Example 1

[0054] In order to further illustrate the implementation mechanism of the technical solution of the present invention, the process from measuring the displacement of the push rod 1 to obtaining the actual throttle output data is described in detail.

[0055] like Figure 1 , Figure 2As shown, the mandrel 1 is located below the forward tilting deck. The displacement of the mandrel 1 can detect the actual throttle output: the mandrel 1 is fixed on the detection mechanism 3. The mandrel 1 will be displaced along the set axis under the action of the hand throttle and the foot throttle. The mechanical structure (lever or slide rail) connected to the mandrel 1 causes the clamping block to rotate, and the linear displacement of the mandrel 1 is converted into the rotation angle of the clamping block. The rotation of the clamping block causes the magnetic angle sensor 4 (GW-B type magnetic angle sensor, whose size information is as shown in FIG. Figure 3 As shown, Figure 3 The upper right corner box is a simplified cross-sectional diagram of the detection mechanism 3, the outer box is the outer shell of the detection mechanism 3, and the inner box is the magnetic angle sensor 4). The magnetic field position changes, and this change is captured by the magnet and Hall effect sensor components inside the magnetic angle sensor 4 and converted into a voltage signal. The magnetic angle sensor 4 outputs a 0-5V voltage signal that is proportional to the angle. The voltage signal can directly reflect the position of the push rod 1, and then indicate the throttle opening.

[0056] To explain this process more specifically, the mapping formula from the clamp rotation angle to the voltage involved is explained in detail.

[0057] The mapping formula from the clamp rotation angle to the voltage is:

[0058]

[0059] Where: V out is the output voltage of the magnetic angle sensor 4, V max 、V min are the maximum value (5V) and minimum value (0V) of the output voltage of the magnetic angle sensor 4, θ is the rotation angle of the clamping block caused by the linear displacement of the push rod 1, θ max ,θ min are the maximum and minimum values ​​of the clamp rotation respectively.

[0060] The engine ECU supplies 5V voltage to the throttle position sensor, and the magnetic angle sensor 4 sends two voltage signals reflecting the position of the push rod 1 to the engine ECU. The magnetic angle sensor 4 converts the rotation angle of the clamp caused by the push rod 1 into a voltage signal sent to the engine ECU through the CAN port. Some circuits are as follows Figure 4As shown, ADM1201AR (U8) is an isolator used to isolate different parts of the system and protect them from high voltage or other circuit noise. It processes RXD and TXD signals in the figure to ensure that the signals from the engine electronic control unit to the CAN transceiver are transmitted in a safe and electrically isolated environment. MC33901WEF (U7) is a CAN transceiver used to process data transmission on the CAN network. It converts the logic level signal (TXD from the engine electronic control unit) into a high-level differential signal (CANH and CANL) on the CAN bus, and converts the differential signal received from the CAN bus back to the received data (RXD). The two terminal resistors R8 and R9 are used to maintain the signal integrity on the CAN network by providing the necessary impedance matching to reduce reflections and electrical noise. TVS diode D5 (PESD1CAN) is used to protect the circuit from voltage spikes and electrostatic discharge (ESD). It is connected between CANH and CANL and grounded to provide overvoltage protection. Capacitor C18 connects a bypass capacitor to the power supply line (VCCI) to filter out high-frequency noise on the power supply line and ensure stable operation of the transceiver. Data transmission process: The magnetic angle sensor converts the position of the gear lever 1 (the rotation angle of the clamp) into a voltage signal, which is processed by the engine electronic control unit and then converted into a digital signal; the digital signal is sent through an isolator to ensure the safety and isolation of the signal during transmission; the isolated digital signal is converted by the CAN transceiver into a differential signal suitable for transmission on the CAN network, and these signals are transmitted to the engine control unit or other network nodes on the CAN network with high reliability.

[0061] In the present technical solution, the load referred to is the ratio of the loading weight of the two types of engineering equipment to the rated loading weight.

[0062] Example 2

[0063] In order to solve the technical problems raised by the background technology, the present invention provides the following technical solutions:

[0064] like Figure 5As shown, a throttle detection system based on CAN informationization proposed by the present invention is applied to two types of engineering equipment. The two types of engineering equipment are provided with a throttle mechanism, a gear adjustment mechanism, a transmission and an engine. The throttle mechanism and the gear adjustment mechanism are all connected to the transmission, and the transmission is connected to the engine. The throttle mechanism includes a hand throttle and a foot throttle. The hand throttle is provided with a push rod 1, and the foot throttle is provided with a pedal 2. The push rod 1 is connected to the pedal 2. The push rod 1 is connected to a clamping block, and the clamping block is connected to a throttle detection mechanism 3. The throttle detection mechanism 3 is provided with a magnetic angle sensor 4, and the magnetic angle sensor 4 is connected to a data preprocessing module. The data preprocessing module is also connected to a feature data acquisition module, and the feature data acquisition module includes a load data acquisition module, a thermal management data acquisition module, and a task data acquisition module. The data preprocessing module is connected to an engine electronic control unit through a CAN bus, and the engine electronic control unit is connected to the engine. The engine is connected to the foot throttle through a foot throttle control module, and the throttle output corresponding to the displacement of the push rod 1 is used as the actual throttle output.

[0065] The data type, data ID, data length, node information 1, and node information 2 of the throttle detection mechanism are shown in Table 1:

[0066] Table 1

[0067] Device Name Throttle detection mechanism Data Types Standard data frame Data ID 0x110 Data length 3 Node information 1 The stroke of pedal 2, 1 byte, 0 to 100 represents 0% to 100% Node information 2 Voltage value of magnetic angle sensor 4, 2 bytes, 0 to 500 means 0 to 5.00V

[0068] The foot throttle control module divides the control mode of pedal 2 into training mode and emergency mode:

[0069] In the training mode, the upper limit of the throttle output of the foot throttle in each gear is preset to the throttle output corresponding to 85% of the maximum torque of each gear. The purpose is to avoid engine overload and mechanical component damage caused by excessive torque during training by limiting the maximum throttle output. At the same time, it provides a sufficient power range for operators to familiarize themselves with the equipment performance and foot throttle response characteristics, ensures that safety and effectiveness are taken into account in training, reduces the operational risks of trainees, and promotes the formation of smooth operating habits through power limit restrictions. At the same time, it protects the long-term operating stability and reliability of equipment in non-actual mission conditions;

[0070] In emergency mode, the process of obtaining the upper limit of the throttle output at each gear position is as follows:

[0071] Step 1: Perform demand analysis based on load, engine thermal management efficiency and mission type to form a preset control matrix;

[0072] Step 2: The data collected by the feature data acquisition module and the magnetic angle sensor 4 are transmitted to the data preprocessing module. The engine electronic control unit identifies the vehicle real-time load category, the real-time engine thermal management efficiency category, and the real-time task status category based on the fuzzy clustering method according to the data of the data preprocessing unit, calculates the membership of each category, and then dynamically sets the weight factor corresponding to the membership of each category according to the task requirements to obtain the comprehensive membership;

[0073] Step three, according to the preset control matrix and the comprehensive membership, the throttle output ratio corresponding to the upper limit of pedal 2 is obtained, and the throttle output ratio corresponding to the upper limit of pedal 2 is input into the foot throttle upper limit control correction formula, and the control influence caused by the coolant temperature is corrected based on the coupling effect of the engine thermal management efficiency and the load, and the preset throttle output corresponding to the upper limit of adjustment pedal 2 is obtained to control the throttle output upper limit of the hand throttle.

[0074] It needs to be further specified that the load data acquisition module collects the actual load-bearing weight through the weight sensor installed on the two types of engineering equipment, takes the ratio of the actual load-bearing weight to the rated load weight as the load, and transmits the collected load data to the data preprocessing module in real time through the CAN bus, and the rated load weight is obtained by loading the generator electronic control unit during system initialization; the thermal management data acquisition module obtains the coolant temperature by collecting the coolant temperature sensor equipped in the engine coolant circuit part, and transmits the collected coolant temperature data to the protective gear preprocessing module through the CAN bus; the task data acquisition module is used to monitor the execution status of the current task, especially for the two types of engineering equipment, impact tasks, climbing, and dragging are targeted objects proposed for this technical solution, and the vehicle's behavior feature data is collected in real time through acceleration sensors, gyroscopes, and GPS sensors. These feature data are used as the input of the model through a machine learning model, and the output is whether the vehicle's current task state belongs to the impact task, climbing, or dragging, and the representative value specified by the task type is transmitted to the data preprocessing module through the CAN bus.

[0075] It should be noted that in the emergency mode of the foot throttle control module, the real-time load type is divided into low load, medium load and high load based on the real-time load ratio, and the load ratio ranges corresponding to low load, medium load and high load are less than or equal to 50%, greater than 50% and less than or equal to 100%, and greater than 100% and less than 120%, respectively; the engine thermal management efficiency is divided into high efficiency, medium efficiency and low efficiency according to the coolant temperature in the engine, and the coolant temperature ranges corresponding to high efficiency, medium efficiency and low efficiency are less than 80°C, greater than or equal to 80°C and less than 100°C, and greater than or equal to 100°C, respectively; tasks are divided into impact tasks, climbing tasks and towing tasks according to task categories.

[0076] It should be further explained that in the emergency mode of the foot throttle control module, the process of performing demand analysis based on load, engine thermal management efficiency and mission type to form a preset control matrix includes:

[0077] Step 11, determining an initial throttle upper limit: determining an initial throttle upper limit according to an engine performance report;

[0078] Step 12, adjust the throttle upper limit according to the load, engine thermal management efficiency, and mission type: use the linear attenuation formula to adjust the throttle upper limit, obtain the first throttle upper limit, then introduce the thermal management correction factor to correct the first throttle upper limit, obtain the second throttle upper limit, then add the mission correction factor to correct the second throttle upper limit, obtain the third throttle upper limit, traverse all condition categories corresponding to all load categories, thermal management efficiency categories, and mission types, and obtain the preset control matrix.

[0079] It should be noted that in the foot throttle control module, the formula for obtaining each element of the preset control matrix is:

[0080] a n =R cs ·(1-k fx ·r fz,n )·(1-k rg ·r rg,n )·(1+k rw ·s rw,n )

[0081] Where: n is the element index of the preset control matrix, a n is the value of the third throttle upper limit in the condition corresponding to the nth element of the preset control matrix, R cs is the initial throttle upper limit, k fz is the load influence coefficient, the value range is [0,1], r fz,n is the ratio of the load to the maximum load capacity of the engine under the condition corresponding to the nth element of the preset control matrix, k rg is the thermal management efficiency coefficient, with a value range of [0,1], r rg,n is the ratio of the current engine thermal management efficiency to the maximum thermal management efficiency under the condition corresponding to the nth element of the preset control matrix, k rw is the task influence coefficient. The task influence coefficients of impact task, climbing task and dragging task are 0.1, 0.05 and 0.03 respectively. rw,n Let R be the ratio of the current task priority to the highest task priority in the condition corresponding to the nth element of the control matrix. cs ·(1-k fz ·r fz,n ) is the first throttle upper limit, R cs ·(1-k fz·r fz,n )·(1-k rg ·r rg,n ) is the second throttle upper limit.

[0082] It should be noted that in the foot throttle control module, the real-time vehicle load category, real-time engine thermal management efficiency category, and task status category are identified based on the fuzzy clustering method, and the predefined load category membership function, engine thermal management efficiency category membership function, and task status category membership function are used to calculate the membership degree of each category of load, engine thermal management efficiency, and task status respectively.

[0083] It should be further explained that in the foot throttle control module, the load category membership function includes low load membership function, medium load membership function, and high load membership function, and their formulas are:

[0084]

[0085] Where: x is the normalized value of the real-time load ratio, μ lfz (x) is the low load membership function value;

[0086]

[0087] Where: μ mfz (x) is the value of the medium load membership function;

[0088]

[0089] Where: μ hfz (x) is the high load membership function value.

[0090] It should be further explained that in the foot throttle control module, the engine thermal management efficiency membership function includes high efficiency membership function, medium efficiency membership function, and low efficiency membership function, and their formulas are:

[0091]

[0092] Where: y is the engine coolant temperature, μ hxl (y) is the high efficiency membership function value;

[0093]

[0094] Where: μ mxl (y) is the value of the medium efficiency membership function;

[0095]

[0096] Where: μ mxl (y) is the inefficient membership function value.

[0097] It should be further explained that in the foot throttle control module, the task state category membership function includes the impact task membership function, the climbing task membership function, and the drag task membership function, and their formulas are:

[0098]

[0099] Where: z is the representative value of the task type, z = 1 means the task type is an impact task, μ cj (z) is the value of the impact task membership function;

[0100]

[0101] Where: μ pp (z) is the climbing membership function value, z = 2 means the task type is a climbing task;

[0102]

[0103] Where: μ tz (z) is the drag membership function value, and z=3 indicates that the task type is a drag task.

[0104] It should be further explained that in the foot throttle control module, the foot throttle upper limit control correction formula is:

[0105]

[0106] Where: Q s is the upper limit control value of the foot throttle, that is, the preset throttle output corresponding to the upper limit of pedal 2, which is used to control the upper limit of the throttle output of the hand throttle, Q max is the maximum allowable throttle output of the two types of equipment, μ z,n is the comprehensive membership of the condition corresponding to the nth element in the preset control matrix. Its value is equal to the weighted sum of all category membership functions. The weight of each category membership function value is dynamically adjusted according to the task priority. m is the total number of elements in the preset control matrix. is the throttle output ratio corresponding to the maximum stroke of the accelerator pedal, and f(x,y) is the coupling management correction factor. When the current thermal management efficiency is low and the load is high, it is used to further correct the coolant temperature under low efficiency and high load. The coupling effect produced.

[0107] It should be further explained that in the foot throttle control module, when the engine thermal management efficiency is low and the load is high, the coupling management correction factor formula in the foot throttle upper limit control correction formula is:

[0108] f(x,y)=(1-μ hfz (x))·μlxl (y);

[0109] Otherwise, f(x,y)=1.

[0110] In the throttle control module, the coupling effect exists because there is a nonlinear relationship between the engine thermal management efficiency and the load state. When the engine is in low thermal management efficiency (such as excessive cooling system load) and high load (such as exceeding the rated load capacity), this coupling effect will significantly increase the heat accumulation and mechanical stress of the engine, thereby affecting the operating stability and life of the system. The following details the reasons for the coupling effect:

[0111] When the efficiency of the engine cooling system decreases (such as the coolant temperature is higher than 100°C), the heat dissipation capacity is insufficient, resulting in heat accumulation in the engine. Inefficient thermal management will accelerate the aging of engine components, especially the piston, cylinder wall and other components, which are prone to early failure due to overheating. Under high load conditions, the engine needs to output higher torque, the combustion process is more intense, and the heat generation increases. Being at high load for a long time will further increase the thermal load of the engine, accelerate the pressure of the cooling system, and cause local overheating. When the engine thermal management efficiency is low, its cooling capacity is insufficient to cope with the additional heat brought by the high load. The high load further aggravates the load of the thermal management system, causing the coolant temperature to continue to rise, forming a positive feedback effect. The lower the thermal management efficiency, the higher the load, the worse the cooling effect, and the faster the heat accumulation, which in turn affects the engine's sustained performance and safety.

[0112] f(x,y)=(1-μ hfz (x))·μ lxl (y) Dynamically adjust the throttle upper limit, reduce the throttle output according to the state of high load and low thermal management efficiency, alleviate engine overload and overheating, and avoid engine extreme operation caused by high load and low thermal management efficiency by limiting the upper limit of the throttle, thus protecting engine safety. (1-μ hfz (x)) and μ lxl The product of (y) reflects the intensity of the coupling effect when high load and low thermal management efficiency are superimposed. At the same time, it is fed back to the regulation of the throttle upper limit to reduce the actual throttle output upper limit, further ensuring the safety of the engine and promoting the smooth completion of the task.

[0113] It should be noted that the foot throttle control module converts the output foot throttle upper limit control amount into a pulse width modulation signal, which is used to adjust the throttle output upper limit that the pedal 2 can reach at the maximum stroke, thereby ensuring that the two types of engineering equipment control the engine's fuel intake according to the real-time load, engine thermal management status, and mission requirements by adjusting the throttle opening.

[0114] Example 3

[0115] In order to further illustrate the implementation process of the technical solution proposed in the present invention, the analysis process is described in detail in combination with specific parameters. The example data is only for illustrating the implementation process of the technical solution and does not involve real task data and confidential information.

[0116] The current task type is a towing task, the task category representative value z = 3, the loading weight is 110% of the rated loading weight, that is, the real-time load ratio x = 1.1, the engine coolant temperature is 105°C, and the maximum allowable throttle output Q max =100, initial throttle upper limit R cs =90, the load influence coefficient, thermal management efficiency influence coefficient, and task type influence coefficient are 0.8, 0.6, and 0.03, respectively. fz,n is the ratio of the load under the condition corresponding to the nth element of the preset control matrix to the maximum load capacity of the engine. The real-time load ratio x=1.1, r rg,n is the ratio of the current engine thermal management efficiency to the maximum thermal management efficiency in the condition corresponding to the nth element of the preset control matrix, and the membership function value μ corresponding to the coolant temperature y=105 is taken lxl (y) = 0.25, s rw,n Set the ratio of the current task priority to the highest task priority in the condition corresponding to the nth element of the control matrix, and the priority of the drag task is 0.03;

[0117] Then a n =90*(1-0.8*1.1)*(1-0.6*0.25)*(1+0.03*0.03)=9.18;

[0118] According to the membership function formula and weight distribution, μ hfz (x) = 0.5, μ lxl (y) = 0.25, μ tz (z) = 1;

[0119] According to the task priority, the load category weight, thermal management efficiency category weight, and task category weight are adjusted to 0.5, 0.3, and 0.2 respectively. The comprehensive membership μ z,n =0.5*0.5+0.3*0.25+0.2*1=0.525;

[0120] Calculate the upper limit of the throttle pedal, Q s =100*(1-0.125)*0.525*9.18=42.17, therefore, in the current case, the upper limit of the throttle that can be limited by the foot accelerator is 42.17%.

[0121] To summarize, the present invention dynamically adjusts the throttle upper limit in combination with load, thermal management and mission conditions, thereby effectively avoiding the risk of engine damage due to overload or excessive thermal load, realizing dynamic adjustment of the throttle upper limit control, ensuring adaptive adjustment of the throttle upper limit output under impact missions, climbing or towing mission conditions, improving the safety, stability and mission execution efficiency of the two types of equipment, and optimizing the engine's load-bearing capacity and thermal management performance through real-time monitoring and feedback mechanisms, thereby extending the service life of the equipment.

[0122] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

[0123] Finally: The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A throttle detection system based on CAN informationization is applied to two types of engineering equipment. The two types of engineering equipment are provided with a throttle mechanism, a gear adjustment mechanism, a transmission and an engine. The throttle mechanism, the gear adjustment mechanism and the transmission are all connected. The transmission is connected to the engine. The throttle mechanism includes a hand throttle and a foot throttle. The hand throttle is provided with a push rod (1). The foot throttle is provided with a pedal (2). The push rod (1) is connected to the pedal (2). The characteristics are as follows: The push rod (1) is connected with a clamping block, which is connected with a throttle detection mechanism (3). The throttle detection mechanism (3) is provided with a magnetic angle sensor (4). The magnetic angle sensor (4) is connected with a data preprocessing module. The data preprocessing module is also connected with a feature data acquisition module. The feature data acquisition module includes a load data acquisition module, a thermal management data acquisition module, and a task data acquisition module. The data preprocessing module is connected with an engine electronic control unit via a CAN bus. The engine electronic control unit is connected to the engine. The engine is connected to the foot throttle via a foot throttle control module, and the throttle output corresponding to the displacement of the push rod (1) in the hand throttle is used as the actual throttle output. The foot throttle control module divides the control mode of the pedal (2) into a training mode and an emergency mode. In the training mode, the throttle output upper limit of the foot throttle in each gear is preset to be the throttle output corresponding to the maximum torque of 85% of each gear. In the emergency mode, the throttle output upper limit of the foot throttle in each gear is obtained. The process is as follows: according to the load, engine thermal management efficiency and task type, a demand analysis is performed to form a preset control matrix, the data collected by the feature data acquisition module and the magnetic angle sensor (4) are transmitted to the data preprocessing module, and the engine electronic control unit identifies the real-time vehicle load category, the real-time engine thermal management efficiency category and the real-time task status category based on the fuzzy clustering method according to the data of the data preprocessing unit, calculates the membership of each category, and then dynamically sets the weight factor corresponding to the membership of each category according to the task demand to obtain the comprehensive membership, and obtains the throttle output ratio corresponding to the upper limit of the pedal (2) according to the preset control matrix and the comprehensive membership, and inputs the throttle output ratio corresponding to the upper limit of the pedal (2) into the foot throttle upper limit control correction formula, and corrects the control effect caused by the coolant temperature based on the engine thermal management data and the load data, and obtains the preset throttle output corresponding to the upper limit of the adjustment pedal (2) to control the throttle output upper limit of the hand throttle.

2. A throttle detection system based on CAN informationization according to claim 1, characterized in that: In the emergency mode of the foot throttle control module, the real-time load type is divided into low load, medium load and high load based on the real-time load ratio. The load ratio ranges corresponding to low load, medium load and high load are less than or equal to 50%, greater than 50% and less than or equal to 100%, and greater than 100% and less than 120%, respectively; the engine thermal management efficiency is divided into high efficiency, medium efficiency and low efficiency according to the coolant temperature in the engine, and the coolant temperature ranges corresponding to high efficiency, medium efficiency and low efficiency are less than 80°C, greater than or equal to 80°C and less than 100°C, and greater than or equal to 100°C, respectively; the tasks are divided into impact tasks, climbing tasks and towing tasks according to the task categories.

3. A throttle detection system based on CAN informationization according to claim 2, characterized in that: In the emergency mode of the foot throttle control module, the process of performing demand analysis based on load, engine thermal management efficiency and mission type to form a preset control matrix includes: Step 11, determining an initial throttle upper limit: determining an initial throttle upper limit according to an engine performance report; Step 12, adjust the throttle upper limit according to the load, engine thermal management efficiency, and mission type: use the linear attenuation formula to adjust the throttle upper limit, obtain the first throttle upper limit, then introduce the thermal management correction factor to correct the first throttle upper limit, obtain the second throttle upper limit, then add the mission correction factor to correct the second throttle upper limit, obtain the third throttle upper limit, traverse all condition categories corresponding to all load categories, thermal management efficiency categories, and mission types, and obtain the preset control matrix.

4. The throttle detection system based on CAN informationization according to claim 3 is characterized in that: In the foot throttle control module, the formula for obtaining each element of the preset control matrix is: a n =R cs ·(1-k fz ·r fz,n )·(1-k rg ·r rg,n )·(1+k rw ·s rw,n ) Where: n is the element index of the preset control matrix, a n is the value of the third throttle upper limit in the condition corresponding to the nth element of the preset control matrix, R cs is the initial throttle upper limit, k fz is the load influence coefficient, the value range is [0,1], r fz,n is the ratio of the load to the maximum load capacity of the engine under the condition corresponding to the nth element of the preset control matrix, k rg is the thermal management efficiency influence coefficient, with a value range of [0,1], r rg,n is the ratio of the current engine thermal management efficiency to the maximum thermal management efficiency under the condition corresponding to the nth element of the preset control matrix, k rw is the task influence coefficient. The task influence coefficients of impact task, climbing task and dragging task are 0.1, 0.05 and 0.03 respectively. rw,n Let R be the ratio of the current task priority to the highest task priority in the condition corresponding to the nth element of the control matrix. cs ·(1-k fz ·r fz,n ) is the first throttle upper limit, R cs ·(1-k fz ·r fz,n )·(1-k rg ·r rg,n ) is the second throttle upper limit.

5. The throttle detection system based on CAN informationization according to claim 2 is characterized in that: In the foot throttle control module, the real-time vehicle load category, real-time engine thermal management efficiency category, and task status category are identified based on the fuzzy clustering method, and the predefined load category membership function, engine thermal management efficiency category membership function, and task status category membership function are used to calculate the membership degree of each category of load, engine thermal management efficiency, and task status respectively.

6. A throttle detection system based on CAN informationization according to claim 5, characterized in that: In the foot throttle control module, the load category membership function includes low load membership function, medium load membership function, and high load membership function, and their formulas are: Where: x is the normalized value of the real-time load ratio, μ lfz (x) is the low load membership function value; Where: μ mfz (x) is the value of the medium load membership function; Where: μ hfz (x) is the high load membership function value.

7. The throttle detection system based on CAN informationization according to claim 6 is characterized in that: In the foot throttle control module, the engine thermal management efficiency membership function includes high efficiency membership function, medium efficiency membership function, and low efficiency membership function, and their formulas are: Where: y is the engine coolant temperature, μ hxl (y) is the high efficiency membership function value; Where: μ mxl (y) is the value of the medium efficiency membership function; Where: μ mxl (y) is the inefficient membership function value.

8. The throttle detection system based on CAN informationization according to claim 5 is characterized in that: In the foot throttle control module, the task state category membership function includes the impact task membership function, the climbing task membership function, and the drag task membership function, and their formulas are: Where: z is the representative value of the task type, z = 1 means the task type is an impact task, μ cj (z) is the value of the impact task membership function; Where: μ pp (z) is the climbing membership function value, z = 2 means the task type is a climbing task; Where: μ tz (z) is the drag membership function value, and z=3 indicates that the task type is a drag task.

9. The throttle detection system based on CAN informationization according to claim 8 is characterized in that: In the foot throttle control module, the foot throttle upper limit control correction formula is: Where: Q s is the upper limit control value of the foot throttle, that is, the preset throttle output corresponding to the upper limit of the pedal (2), which is used to control the upper limit of the throttle output of the hand throttle, Q max is the maximum allowable throttle output of the two types of equipment, μ z,n is the comprehensive membership of the condition corresponding to the nth element in the preset control matrix. Its value is equal to the weighted sum of all category membership functions. The weight of each category membership function value is dynamically adjusted according to the task priority. m is the total number of elements in the preset control matrix. is the throttle output ratio corresponding to the maximum stroke of the accelerator pedal (2), and f(x, y) is the coupling management correction factor, which is used to further correct the coolant temperature under low efficiency and high load when the current thermal management efficiency is low and the load is high. The coupling effect produced.

10. A throttle detection system based on CAN informationization according to claim 9, characterized in that: In the foot throttle control module, when the engine thermal management efficiency is low and the load is high, the coupling management correction factor formula in the foot throttle upper limit control correction formula is: f(x,y)=(1-μ hfz (x))·m lxl (y); Otherwise, f(x,y)=1.

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