A Throttle Detection System Based on CAN Information

Abstract

This invention relates to the field of engineering equipment technology, specifically disclosing a throttle detection system based on CAN information. This system addresses the problem that existing engineering equipment systems fail to consider load, thermal management, and task requirements when setting the throttle limit for foot throttle output, which can lead to engine damage. The system includes a hand throttle and a foot throttle. The hand throttle has a push rod, and the foot throttle has a pedal. The push rod is connected to the pedal and a clamping block is connected to the push rod. The clamping block is connected to a throttle detection mechanism, which includes a magnetic angle sensor connected to a data preprocessing module. The data preprocessing module is also connected to a feature data acquisition module and an engine electronic control unit (ECU). The ECU is connected to the engine, and the engine is connected to the foot throttle via a foot throttle control module. This invention dynamically adjusts the actual throttle limit of the foot throttle output based on load, thermal management, and task conditions, reducing the risk of engine damage.

Description

Technical Field

[0001] This invention relates to the field of two types of engineering equipment technology, and more specifically, to a throttle detection system based on CAN information. Background Technology

[0002] The two types of engineering equipment with bridging and mine-clearing functions have throttle mechanisms consisting of a hand throttle and a foot throttle. The hand throttle determines the lower limit of the throttle, while the foot throttle determines the upper limit. The throttle output generated by the displacement of the hand throttle lever is the final throttle output; collecting only one signal cannot accurately describe the overall throttle output. The control threshold of the foot throttle needs to be reasonably set according to the actual needs of the mission and the engine's load capacity; otherwise, it may lead to the risk of cylinder burnout. During mission execution, the equipment's load weight, engine thermal management, mission operating conditions, and proper control of the throttle are closely related: Under normal load conditions, the torque at the throttle limit set by the throttle is less than the torque under overload conditions, and the torque under overload conditions significantly increases the risk of engine damage; the engine's temperature rise rate is closely related to the duration of overload; when the engine's cooling efficiency cannot meet the thermal management requirements under overload, continuous localized overheating may lead to premature piston or cylinder wall failure; in impact missions, the throttle needs fluctuating adjustments to adapt to dynamic mission demands, resulting in fluctuating torque output exceeding thresholds; while in climbing or towing missions, the throttle needs continuous adjustments, leading to continuous torque output exceeding thresholds. During training with these two types of engineering equipment, ineffective throttle control further increases the risk of engine damage and reduces mission completion rates. Therefore, real-time monitoring of the hand throttle and proper control of the foot throttle are crucial for ensuring successful mission completion. Summary of the Invention

[0003] To overcome the aforementioned deficiencies of the prior art, this invention provides a throttle detection system based on CAN information, which dynamically adjusts the actual upper limit of the throttle output by combining load, thermal management, and task conditions, thereby reducing the risk of engine damage.

[0004] The displacement of the pushrod can detect the actual throttle output: The pushrod is fixed on the detection mechanism. Under the action of the hand throttle and foot throttle, the pushrod will move along the set axis. The mechanical structure (lever or slide rail) connected to the pushrod causes the clamp to rotate, converting the linear displacement of the pushrod into the rotation angle of the clamp. The rotation of the clamp causes a change in the magnetic field position relative to the magnetic angle sensor. This change is captured by the magnet and Hall effect sensor components 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 pushrod, and thus indicate the throttle opening.

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

[0006] To achieve the above objectives, the present invention provides the following technical solution:

[0007] A throttle detection system based on CAN bus is applied to two types of engineering equipment. These equipment include a throttle mechanism, a gear shifting mechanism, a transmission, and an engine. The throttle mechanism, gear shifting mechanism, and transmission are all connected. The transmission is connected to the engine. The throttle mechanism includes a hand throttle and a foot throttle, with a push rod in between. The foot throttle has a pedal, and 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 includes a magnetic angle sensor connected to a data preprocessing module. The data preprocessing module is also connected to a feature data acquisition module, which 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 the engine electronic control unit (ECU) via a CAN bus. The ECU is connected to the engine, and the engine is connected to the foot throttle control module. The system uses the throttle output corresponding to the push rod displacement 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 displayed. The upper limit is preset to achieve the throttle output corresponding to 85% of the maximum torque in each gear. In emergency mode, the process of obtaining the upper limit of throttle output for each gear using the foot accelerator is as follows: Based on 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 are transmitted to the data preprocessing module. The engine electronic control unit uses the data from the data preprocessing unit to identify the real-time load category, real-time engine thermal management efficiency category, and real-time task status category based on fuzzy clustering. The membership degree of each category is calculated, and the weight factor corresponding to the membership degree of each category is dynamically set according to the task requirements to obtain the comprehensive membership degree. Based on the preset control matrix and the comprehensive membership degree, the throttle output ratio corresponding to the upper limit of the pedal is obtained. By inputting the throttle output ratio corresponding to the upper limit of the pedal into the foot accelerator upper limit control correction formula, the control effect caused by the coolant temperature is corrected based on the coupling effect of engine thermal management efficiency and load to obtain the preset throttle output corresponding to the upper limit of the pedal, and the upper limit of the hand accelerator is controlled.

[0008] As a further aspect of this invention, the load data acquisition module collects the actual load weight through weight sensors installed on the two types of engineering equipment, uses the ratio of the actual load weight to the rated load weight as the load, and transmits the collected load data to the data preprocessing module in real time via the CAN bus. 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 a coolant temperature sensor installed in the engine coolant circuit, and transmits the collected coolant temperature data to the protective gear preprocessing module via the CAN bus. The task data acquisition module is used to monitor the execution status of the current task. In particular, for these two types of engineering equipment, impact tasks, hill climbing, and towing are the specific targets proposed by this technical solution. The module collects the vehicle's behavioral characteristic data in real time through acceleration sensors, gyroscopes, and GPS sensors, and uses this characteristic data as input to a machine learning model. The model outputs which of the three tasks the vehicle is currently tasked with: impact task, hill climbing, or towing, and transmits the representative value specified by the task type to the data preprocessing module via the CAN bus.

[0009] As a further aspect 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. 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. 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 task is divided into impact task, climbing task, and towing task according to the task category.

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

[0011] Step 11, Determine the initial throttle limit: Determine the initial throttle limit based on the engine performance report;

[0012] Step 12: Adjust the throttle limit based on load, engine thermal management efficiency, and task type: Use a linear decay formula to adjust the throttle limit to obtain the first throttle limit. Then, introduce a thermal management correction factor to correct the first throttle limit to obtain the second throttle limit. Then, add a task correction factor to correct the second throttle limit to obtain the third throttle limit. Iterate through all load categories, thermal management efficiency categories, and task types to obtain the preset control matrix.

[0013] As a further aspect of the present invention, in the foot accelerator control module, the formula for obtaining each element of the preset control matrix is ​​as follows:

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

[0015] In the formula: n is the element index of the preset control matrix, a n R is the value of the third throttle limit in the condition corresponding to the nth element of the preset control matrix. cs k is the initial throttle limit. fz The load influence coefficient, with a value range of [0,1], r fz,n k represents the ratio of load to the engine's maximum load capacity in the condition corresponding to the nth element of the preset control matrix. rg The coefficient representing the influence of thermal management efficiency is r, which ranges from [0,1]. rg,n k 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. rw The task impact coefficients are 0.1, 0.05, and 0.03 for impact tasks, climbing tasks, and dragging tasks, 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 ) represents the first throttle limit, R cs ·(1-k fz ·r fz,n )·(1-k rg ·r rg,n () is the second maximum throttle setting.

[0016] As a further aspect of the present invention, in the foot accelerator control module, the real-time vehicle load category, real-time engine thermal management efficiency category, and task status category are identified based on fuzzy clustering. The membership degree of each category of load, engine thermal management efficiency, and task status is calculated using predefined load category membership functions, engine thermal management efficiency category membership functions, and task status category membership functions, respectively.

[0017] As a further aspect of the present invention, in the foot accelerator control module, the load category membership function includes a low load membership function, a medium load membership function, and a high load membership function, the formulas of which are as follows:

[0018]

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

[0020]

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

[0022]

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

[0024] As a further aspect 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, the formulas of which are as follows:

[0025]

[0026] In the formula: y is the engine coolant temperature, μ hxl (y) represents the efficient membership function value;

[0027]

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

[0029]

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

[0031] As a further aspect of the present invention, in the foot accelerator control module, the task state category membership function includes an impact task membership function, a climbing task membership function, and a dragging task membership function, the formulas of which are as follows:

[0032]

[0033] In the formula: z is the representative value of the task type, z = 1 indicates that the task type is an impact task, μ cj (z) represents the membership function value of the impactful task;

[0034]

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

[0036]

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

[0038] As a further aspect of the present invention, in the accelerator pedal control module, the formula for adjusting the upper limit of the accelerator pedal is as follows:

[0039]

[0040] In the formula: Q s Q represents the upper limit adjustment amount for the foot accelerator pedal, which is the preset throttle output corresponding to the upper limit of the pedal. It is used to control the upper limit of the throttle output of the hand accelerator. max The maximum permissible throttle output for these two types of equipment, μ z,n This represents the comprehensive membership degree corresponding to the condition of the nth element in the preset control matrix. Its value is equal to the weighted sum of the membership functions of all categories. The weights of the membership function values ​​of each category are dynamically adjusted according to the task priority. m is the total number of elements in the preset control matrix. Let f(x,y) be the throttle output ratio corresponding to the maximum travel of the accelerator pedal, and let f(x,y) be the coupling management correction factor, used to further correct the effect of coolant temperature on efficiency under low efficiency and high load conditions. The resulting coupling effect.

[0041] As a further aspect 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 aspect 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 control the upper limit of throttle output that the pedal can reach at its maximum travel. In this way, by adjusting the throttle opening, the two types of engineering equipment can control the amount of fuel entering the engine according to the real-time load, engine thermal management status, and task requirements.

[0045] To address the technical problems existing in the prior art, this invention proposes the following systemic technical effects: By combining load, thermal management, and dynamic adjustment of the throttle upper limit under task conditions, this invention effectively avoids the risk of engine damage due to overload or excessive thermal load, achieving dynamic adjustment of the throttle upper limit control. This ensures adaptive adjustment of the throttle upper limit output under impact tasks, climbing, or towing tasks, improving the safety, stability, and task execution efficiency of these two types of equipment. Furthermore, through real-time monitoring and feedback mechanisms, it optimizes the engine's load-bearing capacity and thermal management performance, extending the service life of the equipment. Attached Figure Description

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

[0047] Figure 2 This 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 showing the dimensions of a magnetic angle sensor.

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

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

[0051] In the diagram: 1. Push rod, 2. Pedal, 3. Throttle detection mechanism, 4. Magnetic angle sensor, 5. Forward tilting side deck. Detailed Implementation

[0052] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0053] Example 1

[0054] To further illustrate the implementation mechanism of the technical solution of the present invention, the process of 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, push rod 1 is located below the forward-sloping deck. Measuring the displacement of push rod 1 can detect the actual throttle output: Push rod 1 is fixed on the detection mechanism 3. Under the action of the hand throttle and foot throttle, push rod 1 will move along the set axis. Through the mechanical structure (lever or slide rail) connected to push rod 1, the clamping block will rotate, converting the linear displacement of push rod 1 into the rotation angle of the clamping block. The rotation of the clamping block causes a change in the relative position of the magnetic angle sensor 4 (GW-B type magnetic angle sensor, whose size information is as follows). Figure 3 As shown, Figure 3 The upper right box is a simplified cross-sectional view of the detection mechanism 3. The outer box is the outer shell of the detection mechanism 3, and the inner box is the magnetic field position of the magnetic angle sensor 4. When the magnetic field position changes, this change is captured by the magnet and Hall effect sensor assembly 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 thus indicate the throttle opening.

[0056] To illustrate this process more specifically, the mapping formula between the clamp rotation angle and the voltage will be explained in detail.

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

[0058]

[0059] In the formula: V out V is the output voltage of the magnetic angle sensor 4. max V min These represent the maximum (5V) and minimum (0V) output voltages of the magnetic angle sensor 4, respectively, where θ is the rotation angle of the clamping block caused by the linear displacement of the push rod 1. max θ min These represent the maximum and minimum values ​​of the clamping block rotation, respectively.

[0060] The engine control unit (ECU) supplies 5V voltage to the throttle position sensor, and the magnetic angle sensor 4 sends two voltage signals reflecting the position of pushrod 1 to the ECU. The magnetic angle sensor 4 converts the rotation angle of the clamping block caused by pushrod 1 into a voltage signal sent to the ECU via the CAN port. Some circuitry includes... Figure 4As shown, ADM1201AR(U8) is an isolator used to isolate different parts of the system, protecting them from high voltage or other circuit noise. It processes the RXD and TXD signals in the diagram, ensuring that signals from the engine 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 logic-level signals (TXD from the engine control unit) into high-level differential signals (CANH and CANL) on the CAN bus and converts the differential signals received from the CAN bus back into received data (RXD). The two terminating resistors R8 and R9 are used to maintain signal integrity on the CAN network, reducing reflections and electrical noise by providing necessary impedance matching. The 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 is connected as a bypass capacitor on the power supply line (VCCI) to filter out high-frequency noise on the power supply line, ensuring stable operation of the transceiver. Data transmission process: The magnetic angle sensor converts the position of the shift lever 1 (rotation angle of the clamp) into a voltage signal. These voltage signals are processed by the engine electronic control unit and then converted into digital signals. The digital signals are sent through an isolator to ensure the safety and isolation of the signal during transmission. The isolated digital signals are converted by the CAN transceiver into differential signals suitable for transmission on the CAN network. These signals are transmitted with high reliability to the engine control unit or other network nodes on the CAN network.

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

[0062] Example 2

[0063] To address the technical problems raised in the background section, the present invention provides the following technical solution:

[0064] like Figure 5As shown, this invention proposes a throttle detection system based on CAN information, applied to two types of engineering equipment. The two types of equipment include a throttle mechanism, a gear shifting mechanism, a transmission, and an engine. The throttle mechanism, gear shifting mechanism, and 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 includes a push rod 1, and the foot throttle includes a pedal 2. The push rod 1 is connected to the pedal 2. The push rod 1 is connected to a clamping block, which is connected to a throttle detection mechanism 3. The throttle detection mechanism 3 includes a magnetic angle sensor 4, which is connected to a data preprocessing module. The data preprocessing module is also connected to a feature data acquisition module, which 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 the engine electronic control unit (ECU) via a CAN bus. The ECU is connected to the engine, and the engine is connected to the foot throttle via a foot throttle control module. 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] Equipment Name Throttle testing agency Data types Standard data frame Data ID 0x110 Data length 3 Node Information 1 The travel of pedal 2 is represented by 1 byte, with 0-100 indicating 0%-100%. Node Information 2 The voltage value of the magnetic angle sensor 4 is 2 bytes, with 0~500 representing 0~5.00V.

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

[0069] In training mode, the maximum throttle output of the foot accelerator in each gear is preset to the throttle output corresponding to 85% of the maximum torque of each gear. This is intended to limit the maximum throttle output to avoid engine overload and mechanical component damage caused by excessive torque during training. At the same time, it provides sufficient power range for operators to familiarize themselves with the equipment performance and foot accelerator response characteristics, ensuring that safety and effectiveness are taken into account during training, reducing the operational risks of trainees, and promoting the development of smooth operating habits through power limit limitation. It also protects the long-term operational stability and reliability of the equipment in non-actual mission conditions.

[0070] In emergency mode, the process of obtaining the maximum throttle output of the foot accelerator in each gear is as follows:

[0071] Step 1: Conduct a demand analysis based on load, engine thermal management efficiency, and task 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 is transmitted to the data preprocessing module. The engine electronic control unit uses the data from the data preprocessing unit to identify the real-time load category, real-time engine thermal management efficiency category, and real-time task status category of the vehicle based on the fuzzy clustering method. It calculates the membership degree of each category and then dynamically sets the weight factor corresponding to the membership degree of each category according to the task requirements to obtain the comprehensive membership degree.

[0073] Step 3: Based on the preset control matrix and comprehensive membership degree, obtain the throttle output ratio corresponding to the upper limit of pedal 2. By inputting the throttle output ratio corresponding to the upper limit of pedal 2 into the foot throttle upper limit control correction formula, the control effect caused by coolant temperature is corrected based on the coupling effect of engine thermal management efficiency and load. The preset throttle output corresponding to the upper limit of pedal 2 is obtained, and the upper limit of hand throttle output is controlled.

[0074] Further details are needed regarding the load data acquisition module. It collects the actual load weight using weight sensors installed on the two types of engineering equipment, taking the ratio of the actual load weight to the rated load weight as the load. The acquired load data is transmitted in real-time to the data preprocessing module via the CAN bus. The rated load weight is obtained by loading the generator control unit during system initialization. The thermal management data acquisition module collects the coolant temperature using a coolant temperature sensor installed in the engine coolant circuit, transmitting the collected coolant temperature data to the protective gear preprocessing module via the CAN bus. The task data acquisition module monitors the current task execution status. Specifically for these two types of engineering equipment, impact tasks, hill climbing, and towing are targeted at specific tasks according to this technical solution. It collects vehicle behavior characteristic data in real-time using accelerometers, gyroscopes, and GPS sensors. This characteristic data is used as input to a machine learning model, which outputs the vehicle's current task status as either an impact task, hill climbing, or towing. The model then transmits a representative value specified by the task type to the data preprocessing module via 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. 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 based on the engine coolant temperature. The coolant temperature ranges corresponding to high efficiency, medium efficiency, and low efficiency are less than 80℃, greater than or equal to 80℃ and less than 100℃, and greater than or equal to 100℃, respectively. The task is divided into impact task, climbing task, and towing task based on the task category.

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

[0077] Step 11, Determine the initial throttle limit: Determine the initial throttle limit based on the engine performance report;

[0078] Step 12: Adjust the throttle limit based on load, engine thermal management efficiency, and task type: Use a linear decay formula to adjust the throttle limit to obtain the first throttle limit. Then, introduce a thermal management correction factor to correct the first throttle limit to obtain the second throttle limit. Then, add a task correction factor to correct the second throttle limit to obtain the third throttle limit. Iterate through all load categories, thermal management efficiency categories, and task types to obtain the preset control matrix.

[0079] It should be noted that in the foot accelerator 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] In the formula: n is the element index of the preset control matrix, a n R is the value of the third throttle limit in the condition corresponding to the nth element of the preset control matrix. cs k is the initial throttle limit. fz The load influence coefficient, with a value range of [0,1], r fz,n k represents the ratio of load to the engine's maximum load capacity in the condition corresponding to the nth element of the preset control matrix. rg The coefficient representing the influence of thermal management efficiency is r, which ranges from [0,1]. rg,n k 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. rw The task impact coefficients are 0.1, 0.05, and 0.03 for impact tasks, climbing tasks, and dragging tasks, 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 ) represents the first throttle limit, R cs ·(1-k fz·r fz,n )·(1-k rg ·r rg,n () is the second maximum throttle setting.

[0082] It should be noted that in the foot accelerator control module, the real-time vehicle load category, real-time engine thermal management efficiency category, and task status category are identified based on fuzzy clustering. The membership degree of each category of load, engine thermal management efficiency, and task status is calculated using predefined load category membership functions, engine thermal management efficiency category membership functions, and task status category membership functions, respectively.

[0083] It should be further explained that in the accelerator pedal 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 as follows:

[0084]

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

[0086]

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

[0088]

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

[0090] It should be further explained that in the accelerator pedal control module, the engine thermal management efficiency membership function includes high-efficiency membership functions, medium-efficiency membership functions, and low-efficiency membership functions, and their formulas are as follows:

[0091]

[0092] In the formula: y is the engine coolant temperature, μ hxl (y) represents the efficient membership function value;

[0093]

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

[0095]

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

[0097] It should be further explained that in the accelerator pedal control module, the task status category membership functions include the membership functions for impact tasks, climbing tasks, and dragging tasks, and their formulas are as follows:

[0098]

[0099] In the formula: z is the representative value of the task type, z = 1 indicates that the task type is an impact task, μ cj (z) represents the membership function value of the impactful task;

[0100]

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

[0102]

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

[0104] It should be further explained that the formula for adjusting the upper limit of the accelerator pedal in the accelerator pedal control module is as follows:

[0105]

[0106] In the formula: Q s Q represents the upper limit adjustment amount for the foot accelerator pedal, which is the preset throttle output amount corresponding to the upper limit of pedal 2. It is used to control the upper limit of the hand accelerator pedal's throttle output. max The maximum permissible throttle output for these two types of equipment, μ z,n This represents the comprehensive membership degree corresponding to the condition of the nth element in the preset control matrix. Its value is equal to the weighted sum of the membership functions of all categories. The weights of the membership function values ​​of each category are dynamically adjusted according to the task priority. m is the total number of elements in the preset control matrix. Let f(x,y) be the throttle output ratio corresponding to the maximum travel of the accelerator pedal, and let f(x,y) be the coupling management correction factor, used to further correct the effect of coolant temperature on efficiency under low efficiency and high load conditions. The resulting coupling effect.

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

[0108] f(x,y)=(1-μ hfz (x))·μlxl (y);

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

[0110] In the throttle control module, a coupling effect exists because of the nonlinear relationship between engine thermal management efficiency and load conditions. When the engine operates at low thermal management efficiency (e.g., excessive cooling system load) and high load (e.g., exceeding rated load capacity), this coupling effect significantly exacerbates heat accumulation and mechanical stress in the engine, thereby affecting the system's operational stability and lifespan. The reasons for this coupling effect are explained in detail below:

[0111] When the engine cooling system efficiency decreases (e.g., coolant temperature exceeds 100°C), insufficient heat dissipation leads to heat accumulation in the engine. Poor thermal management efficiency accelerates the aging of engine components, especially pistons and cylinder walls, which are prone to premature failure due to overheating. Under high load, the engine needs to output higher torque, resulting in more intense combustion and increased heat generation. Prolonged high load further increases the engine's thermal load, accelerating the pressure on the cooling system and causing localized overheating. When the engine's thermal management efficiency is low, its cooling capacity is insufficient to cope with the additional heat from high load. High load further exacerbates the load on the thermal management system, causing the coolant temperature to rise continuously, creating 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, thus affecting the engine's sustained performance and safety.

[0112] f(x,y)=(1-μ hfz (x))·μ lxl (y) The throttle limit is dynamically adjusted, and the throttle output is reduced in conjunction with the high load and low thermal management efficiency conditions to alleviate engine overload and overheating. By limiting the upper limit of the foot throttle, the engine is protected from extreme operation caused by high load and low thermal management efficiency. (1-μ) hfz (x) and μ lxl The product of (y) reflects the strength of the coupling effect when high load and low thermal management efficiency are superimposed. At the same time, it feeds back to the control of the throttle upper limit, reducing the actual upper limit of throttle output, further ensuring the safety of the engine, and thus 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 control the upper limit of throttle output that pedal 2 can reach at its maximum travel. In this way, by adjusting the throttle opening, the two types of engineering equipment can control the amount of fuel entering the engine according to the real-time load, engine thermal management status, and task requirements.

[0114] Example 3

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

[0116] The current task type is a drag-and-drop task, the task category representative value z = 3, the load weight is 110% of the rated load weight, i.e., the real-time load ratio x = 1.1, the engine coolant temperature is 105℃, and the maximum permissible throttle output Q... max =100, initial throttle 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, r fz,n The ratio of load to engine maximum load capacity in the condition corresponding to the nth element of the preset control matrix is ​​taken as the real-time load ratio x = 1.1, r rg,n The ratio of the current engine thermal management efficiency to the maximum thermal management efficiency is taken as 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 Let the ratio of the current task priority to the highest task priority in the condition corresponding to the nth element of the control matrix be 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 allocation, μ hfz (x) = 0.5, μ lxl (y) = 0.25, μ tz (z) = 1;

[0119] The weights for load category, thermal management efficiency category, and task category are adjusted to 0.5, 0.3, and 0.2 respectively based on task priority, with a combined membership degree μ. z,n =0.5*0.5+0.3*0.25+0.2*1=0.525;

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

[0121] In summary, this invention effectively avoids the risk of engine damage due to overload or excessive thermal load by combining load, thermal management, and dynamic adjustment of the throttle limit under mission conditions. It achieves dynamic adjustment of the throttle limit control, ensuring adaptive adjustment of the throttle limit output under impact missions, climbing, or towing missions. This improves the safety, stability, and mission execution efficiency of these two types of equipment. Furthermore, the real-time monitoring and feedback mechanism optimizes the engine's load-bearing capacity and thermal management performance, extending the service life of the equipment.

[0122] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0123] In conclusion, 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 within the protection scope of the present invention.

Claims

1. A CAN information-based throttle detection system applied to two types of engineering equipment, wherein 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 connected, the transmission is connected with the engine, the throttle mechanism comprises a hand throttle and a foot throttle, a top rod (1) is arranged in the hand throttle, a pedal (2) is arranged in the foot throttle, and the top rod (1) is connected with the pedal (2), characterized in that, The top rod (1) is connected with a clamping block, the clamping block is connected with a throttle detection mechanism (3), the throttle detection mechanism (3) is provided with a magnetic sensitive angle sensor (4), the magnetic sensitive angle sensor (4) is connected with a data preprocessing module, the data preprocessing module is also connected with a characteristic data acquisition module, the characteristic 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 through a CAN bus, the engine electronic control unit is connected with the engine, the engine is connected with a foot throttle through a foot throttle control module, and the foot throttle control module takes the displacement of the top rod (1) in the hand throttle 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 upper limit of the throttle output of the foot throttle at each gear is preset as the throttle output corresponding to the realization of 85% of the maximum torque at each gear, in the emergency mode, the upper limit of the throttle output of the foot throttle at each gear is obtained through the following process: demand analysis is carried out according to the load, the engine thermal management efficiency and the task type, a preset control matrix is formed, the data collected by the characteristic data acquisition module and the magnetic sensitive angle sensor (4) is transmitted to the data preprocessing module, 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 state category based on the data of the data preprocessing unit and the fuzzy clustering method, calculates the membership degree of each category, dynamically sets the weight factor corresponding to the membership degree of each category according to the task demand, obtains the comprehensive membership degree, obtains the throttle output ratio corresponding to the upper limit of the pedal (2) according to the preset control matrix and the comprehensive membership degree, inputs the throttle output ratio corresponding to the upper limit of the pedal (2) into a pedal (2) upper limit throttle output correction formula, corrects the control influence caused by the coolant temperature based on the engine thermal management data and the load data, obtains the preset throttle output corresponding to the upper limit of the pedal (2), and controls the upper limit of the throttle output of the hand throttle.

2. The CAN-informed throttle detection system of claim 1, wherein, 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 the low load, the medium load and the 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 the high efficiency, the medium efficiency and the low efficiency are less than 80 DEG C, greater than or equal to 80 DEG C and less than 100 DEG C, and greater than or equal to 100 DEG C respectively; the task is divided into impact task, climbing task and dragging task according to the task category.

3. The CAN-informed throttle detection system of claim 2, wherein, In the emergency mode of the foot throttle control module, the process of demand analysis according to the load, the engine thermal management efficiency and the task type to form a preset control matrix includes: Step 11, determining the initial throttle upper limit: determining the initial throttle upper limit according to the performance report of the engine; Step 12, adjusting the throttle upper limit according to the load, engine thermal management efficiency, and task type: adjusting the throttle upper limit using a linear decay formula to obtain a first throttle upper limit, introducing a thermal management correction factor to correct the first throttle upper limit to obtain a second throttle upper limit, adding a task correction factor to correct the second throttle upper limit to obtain a third throttle upper limit, and traversing all load categories, thermal management efficiency categories, and task type corresponding condition categories to obtain a preset control matrix.

4. The CAN-informed throttle detection system of claim 3, wherein, In the foot throttle control module, the formula for obtaining each element of the preset control matrix is: In the formula: For the element index of the preset control matrix, For the preset control matrix, the first The value of the third throttle limit in the condition corresponding to each element. This is the initial throttle limit. This is the load impact coefficient, with a value range of [0,1]. For the preset control matrix, the first The ratio of load to the engine's maximum load capacity in the conditions corresponding to each element. This is the thermal management efficiency impact coefficient, with a value range of [0,1]. For the preset control matrix, the first The ratio of the current engine thermal management efficiency to the maximum thermal management efficiency in the conditions corresponding to each element. The task impact coefficients are 0.1, 0.05, and 0.03 for impact tasks, climbing tasks, and dragging tasks, respectively. Let the control matrix be the first... The ratio of the current task priority to the highest task priority in the conditions corresponding to each element. The first throttle limit, This is the upper limit of the second throttle.

5. The CAN-informed throttle detection system of claim 2, wherein, In the foot throttle control module, the real-time vehicle load category, real-time engine thermal management efficiency category, and task state category are identified based on fuzzy clustering method, and the predefined load category membership function, engine thermal management efficiency category membership function, and task state category membership function are used to calculate the membership degree of each category of load, engine thermal management efficiency, and task state.

6. The CAN-informed throttle detection system of claim 5, wherein, In the foot throttle control module, the load category membership degree function includes low load membership function, medium load membership function, and high load membership function, and their formulas are respectively: where: is the normalized value of the real-time load ratio, is the low load membership function value; wherein: is the mid-load membership function value; wherein: is a high load membership function value.

7. The CAN-informatization-based accelerator detection system according to claim 6, characterized in that, In the foot throttle control module, the engine thermal management efficiency membership degree function includes high efficiency membership function, medium efficiency membership function, and low efficiency membership function, and their formulas are respectively: wherein: Teng is the engine coolant temperature, is the high efficiency membership function value; wherein: is the medium efficiency membership function value; wherein: is a low-efficiency membership function value.

8. The CAN-informed throttle detection system of claim 5, wherein, In the foot throttle control module, the task state category membership degree function includes impact task membership degree function, climbing task membership degree function, and dragging task membership degree function, and their formulas are respectively: wherein: is a task type representative value, denotes that the task type is an impulsive task, is an impulsive task membership function value; wherein: is the uphill slope membership function value, denotes that the task type is an uphill task; wherein: is a drag membership function value, indicates that the task type is a drag task.

9. The CAN-informed throttle detection system of claim 8, wherein, In the foot throttle control module, the foot throttle upper limit control correction formula is: In the formula: The upper limit adjustment amount of the foot accelerator is the preset throttle output amount corresponding to the upper limit of the pedal (2), which is used to control the upper limit of the throttle output of the hand accelerator. For the maximum permissible throttle output, For the first in the preset control matrix The comprehensive membership degree corresponding to each element's condition is equal to the weighted sum of the membership functions of all categories. The weights of each category's membership function value are dynamically adjusted according to task priority. The total number of elements in the preset control matrix, The throttle output ratio corresponding to the maximum travel of the foot accelerator pedal (2) As a coupling management correction factor, it is used to further correct the effect of coolant temperature on low efficiency and high load when the current thermal management efficiency is low and the load is high. The resulting coupling effect.

10. The CAN-informed throttle detection system of claim 9, wherein, In the foot throttle control module, when the engine thermal management efficiency is low efficiency and the load is high, the coupling management correction factor formula in the foot throttle upper limit control correction formula is: ； Otherwise, .

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