Strategy for interactive control of engine speed by instrument and throttle

Abstract

The present invention discloses a strategy for controlling the engine speed by interactively taking over the instrument and the throttle, which relates to the field of engine control and solves the technical problem that the existing engine instrument does not play the role of speed regulation, resulting in low engine economy. The strategy includes obtaining the engine speed control mode, and when the engine speed control mode is the instrument mode, triggering the instrument speed control method to control the engine speed; when the engine speed control mode is the engine mode, triggering the throttle speed control method to control the engine speed. The present invention realizes the intercommunication of the two control modes and improves the economy of the engine.

Description

Technical Field

[0001] The invention relates to the field of engine control, and more specifically, to a strategy for controlling engine speed by interactively taking over between an instrument and a throttle. Background Art

[0002] The speed control technology of diesel engines is mainly achieved through mechanical or electronic speed governors. Mechanical speed governors include flyweights and hydraulic speed governors, while electronic speed governors rely on electronic control units (ECUs) to adjust the injection volume in real time to ensure a stable speed under different loads. Instrument control technology involves sensors monitoring key parameters such as speed, temperature and pressure, and presenting them through digital displays or liquid crystal displays (LCDs) to provide real-time data visualization. Control units (such as integrated control units ICU) perform data processing and command execution, and achieve collaborative work among multiple modules through communication protocols such as CAN bus. The comprehensive technical solution includes intelligent control, remote monitoring and modular design to improve the efficiency, reliability and environmental performance of the engine, and is widely used in automobiles, ships, generator sets and other fields.

[0003] The continuous development of these technologies has made the operation of diesel engines more efficient, precise and environmentally friendly. For example, the electronic speed governor can quickly respond to speed changes and optimize fuel injection through real-time monitoring and feedback mechanisms, thereby improving fuel efficiency and reducing emissions. Intelligent control combined with artificial intelligence and big data analysis can realize intelligent diagnosis and predictive maintenance of engines, reduce the occurrence of failures, and extend the life of equipment. Remote monitoring technology enables operators to monitor the engine status in real time, perform remote fault diagnosis and maintenance through wireless communication, and improve the convenience and response speed of operation. Modular design makes engine components easier to replace and upgrade, adapting to different application scenarios and market needs. These technological innovations have jointly promoted the advancement of diesel engine technology and enabled it to play an important role in modern industry and transportation. However, most traditional marine engines use throttle switches to control speed or oil volume, and the instrument does not play the role of speed regulation, and cannot accurately control the speed or oil volume, resulting in low engine economy. Summary of the invention

[0004] The technical problem to be solved by the present invention is to provide a strategy for interactively controlling the engine speed by an instrument and a throttle in view of the deficiencies in the prior art, so as to solve the technical problem that the existing engine instrument does not play a role in speed regulation, resulting in low engine economy.

[0005] The strategy of interactively controlling the engine speed by the instrument and the throttle described in the present invention includes obtaining the engine speed control mode, and when the engine speed control mode is the instrument mode, triggering the instrument speed control method to control the engine speed; when the engine speed control mode is the engine mode, triggering the throttle speed control method to control the engine speed.

[0006] As a further improvement, the speed control method of the instrument is:

[0007] The average engine speed within a preset acquisition time is obtained, and the average engine speed is compared with the speed corresponding to the knob scale of the instrument. When the average engine speed is inconsistent with the speed corresponding to the knob scale, a sending cycle is preset, and the speed slope of the change of the average engine speed within the sending cycle is obtained, and a step speed is generated according to the speed slope;

[0008] Compare the step speed with the average speed of the engine, and when the step speed is equal to the average speed of the engine, send the step speed to the ECU in the form of a message, and use the step speed as the engine speed;

[0009] When the step speed is not equal to the average speed of the engine, the step speed continues to be generated according to the speed slope.

[0010] Furthermore, the throttle speed control method is:

[0011] The average engine speed within a preset acquisition time is obtained, and the average engine speed is compared with the speed corresponding to the throttle opening. When the average engine speed is inconsistent with the speed corresponding to the throttle opening, a sending cycle is preset, and a speed slope of the change of the average engine speed within the sending cycle is obtained, and a step speed is generated according to the speed slope;

[0012] Compare the step speed with the average speed of the engine, and when the step speed is equal to the average speed of the engine, send the step speed to the ECU in the form of a message, and use the step speed as the engine speed;

[0013] When the step speed is not equal to the average speed of the engine, the step speed continues to be generated according to the speed slope.

[0014] Furthermore, the method for obtaining the speed corresponding to the throttle opening is to obtain the throttle opening in the throttle state, and calibrate the speed corresponding to the throttle opening according to the throttle opening.

[0015] Furthermore, the method for obtaining the step speed is:

[0016] An engine speed change curve is formulated according to the time points within the sending cycle and the average engine speed within the sending cycle, and the speed slope is obtained according to the engine speed change curve. A speed change expression is obtained according to the speed slope and the engine speed change curve, and the average speed of the next sending cycle is calculated according to the speed expression, and the average speed of the next sending cycle is used as the step speed.

[0017] Furthermore, the speed change expression is:

[0018]

[0019] Among them, V2 is the step speed, k is the speed change rate, V1 is the average speed in the sending cycle, and V0 is the average speed in the previous sending cycle.

[0020] Beneficial Effects

[0021] The advantages of the present invention are:

[0022] The present invention obtains the engine speed control mode. When the engine speed control mode is the instrument mode, the instrument speed control method is triggered to control the engine speed; when the engine speed control mode is the engine mode, the throttle speed control method is triggered to control the engine speed. This function of switching the speed control mode adds a link between the engine speed control modes. By adding a physical switch, the control mode is switched from being controlled by the engine throttle to being controlled by the instrument sending a message, and vice versa, from being controlled by the instrument sending a message to being switched to being controlled by the engine throttle, thereby realizing the intercommunication of the two control modes and improving the economy of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 This is a flow chart of the strategy of controlling the engine speed by the interaction between the instrument and the throttle of the present invention. DETAILED DESCRIPTION

[0024] The present invention will be further described below in conjunction with the embodiments, but it does not constitute any limitation to the present invention. Any limited number of modifications made by anyone within the scope of the claims of the present invention are still within the scope of the claims of the present invention.

[0025] See also Figure 1 The instrument and throttle interactively control the engine speed strategy of the present invention. The premise for the implementation of this strategy is: the engine throttle function is available; the engine can receive the message sent by the instrument; the instrument adds a switch to switch the throttle state and the instrument state; and the instrument speed knob is added. When the engine is in normal operation.

[0026] The strategy includes obtaining the engine speed control mode, and when the engine speed control mode is the instrument mode, triggering the instrument speed control method to control the engine speed; when the engine speed control mode is the engine mode, triggering the throttle speed control method to control the engine speed.

[0027] The instrument controls the speed by:

[0028] The average engine speed within the preset collection time is obtained, and the average engine speed is compared with the speed corresponding to the knob scale of the instrument. When the average engine speed is inconsistent with the speed corresponding to the knob scale, the sending cycle is preset, and the speed slope of the average engine speed change within the sending cycle is obtained, and the step speed is generated according to the speed slope.

[0029] The step speed is compared with the average speed of the engine. When the step speed is equal to the average speed of the engine, the step speed is sent to the ECU in the form of a message.

[0030] When the step speed is not equal to the average speed of the engine, the step speed will continue to be generated according to the speed slope. After receiving the message, the controller controls the speed to run according to the speed recorded in the message content, and the throttle switch will not work at this time.

[0031] The throttle speed control method is:

[0032] Get the average engine speed within the preset acquisition time, and compare the average engine speed with the speed corresponding to the throttle opening. When the average engine speed is inconsistent with the speed corresponding to the throttle opening, preset the sending cycle, get the speed slope of the average engine speed change within the sending cycle, and generate the step speed according to the speed slope. Compare the step speed with the average engine speed. When the step speed is equal to the average engine speed, send the step speed to the ECU in the form of a message. When the step speed is not equal to the average engine speed, continue to generate the step speed according to the speed slope. The engine activates the throttle, and the instrument no longer sends messages at this time, and the instrument speed knob cannot adjust the speed.

[0033] The method for obtaining the speed corresponding to the throttle opening is to obtain the throttle opening in the throttle state, and calibrate the speed corresponding to the throttle opening according to the throttle opening.

[0034] The method for obtaining the step speed is:

[0035] An engine speed change curve is formulated according to the time point in the sending cycle and the average engine speed in the sending cycle, the speed slope is obtained according to the engine speed change curve, the speed change expression is obtained according to the speed slope and the engine speed change curve, the average speed of the next sending cycle is calculated according to the speed expression, and the average speed of the next sending cycle is used as the step speed.

[0036] The expression of speed change is:

[0037]

[0038] Among them, V2 is the step speed, k is the speed change rate, V1 is the average speed in the sending cycle, and V0 is the average speed in the previous sending cycle.

[0039] This function of switching speed control modes adds a link between engine speed control modes. By adding a physical switch, the control mode is switched from engine throttle control to instrument message control, and vice versa, from instrument message control to engine throttle control, thereby achieving intercommunication between the two control modes.

[0040] The above is only a preferred embodiment of the present invention. It should be pointed out that for those skilled in the art, several modifications and improvements can be made without departing from the structure of the present invention, which will not affect the effect of the implementation of the present invention and the practicality of the patent.

Claims

1. The strategy of interactively controlling the engine speed by the instrument and the throttle is characterized by: The strategy includes obtaining an engine speed control mode, and when the engine speed control mode is an instrument mode, triggering the instrument speed control method to control the engine speed; when the engine speed control mode is an engine mode, triggering the throttle speed control method to control the engine speed.

2. The strategy of controlling the engine speed by interactively taking over the instrument and the throttle according to claim 1 is characterized in that: The speed control method of the instrument is: The average engine speed within a preset acquisition time is obtained, and the average engine speed is compared with the speed corresponding to the knob scale of the instrument. When the average engine speed is inconsistent with the speed corresponding to the knob scale, a sending cycle is preset, and the speed slope of the change of the average engine speed within the sending cycle is obtained, and a step speed is generated according to the speed slope; Compare the step speed with the average speed of the engine, and when the step speed is equal to the average speed of the engine, send the step speed to the ECU in the form of a message, and use the step speed as the engine speed; When the step speed is not equal to the average speed of the engine, the step speed continues to be generated according to the speed slope.

3. The strategy of controlling the engine speed by interactively taking over the instrument and the throttle according to claim 1 is characterized in that: The throttle speed control method is: The average engine speed within a preset acquisition time is obtained, and the average engine speed is compared with the speed corresponding to the throttle opening. When the average engine speed is inconsistent with the speed corresponding to the throttle opening, a sending cycle is preset, and a speed slope of the change of the average engine speed within the sending cycle is obtained, and a step speed is generated according to the speed slope; Compare the step speed with the average speed of the engine, and when the step speed is equal to the average speed of the engine, send the step speed to the ECU in the form of a message, and use the step speed as the engine speed; When the step speed is not equal to the average speed of the engine, the step speed continues to be generated according to the speed slope.

4. The strategy of controlling the engine speed by interactively taking over the instrument and the throttle according to claim 3 is characterized in that: The method for obtaining the speed corresponding to the throttle opening is to obtain the throttle opening in the throttle state, and calibrate the speed corresponding to the throttle opening according to the throttle opening.

5. The strategy of controlling the engine speed by interactively taking over the instrument and the throttle according to claim 3 is characterized in that: The method for obtaining the step speed is: An engine speed change curve is formulated according to the time points within the sending cycle and the average engine speed within the sending cycle, and the speed slope is obtained according to the engine speed change curve. A speed change expression is obtained according to the speed slope and the engine speed change curve, and the average speed of the next sending cycle is calculated according to the speed expression, and the average speed of the next sending cycle is used as the step speed.

6. The strategy of controlling the engine speed by interactively taking over the instrument and the throttle according to claim 5 is characterized in that: The speed change expression is: Among them, V2 is the step speed, k is the speed change rate, V1 is the average speed in the sending cycle, and V0 is the average speed in the previous sending cycle.

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