A control method and calibration fitting method for engineering vehicles

Abstract

The present application provides a control method and calibration fitting method for an engineering vehicle, the method comprising: obtaining electrical parameters of the hydraulic system of the engineering vehicle at multiple movement speeds of the actuator of the engineering vehicle, the electrical parameters at multiple movement speeds being stored when calibrating each movement speed; fitting multiple movement speeds and electrical parameters at multiple movement speeds to obtain a fitting curve; obtaining the expected movement speed of the actuator, and controlling the actuator according to the expected movement speed and the fitting curve. In the implementation process of the above scheme, by sampling the electrical parameters at multiple movement speeds when calibrating each movement speed, this multi-point calibration sampling method can more accurately reflect the actual working conditions, avoid the error accumulation problem that may occur in the global calibration, and effectively improve the accuracy of the movement of the control actuator of the engineering vehicle.

Description

Technical Field

[0001] The present application relates to the technical field of automatic control systems and hydraulic system control, and in particular, to an engineering vehicle control method and a calibration fitting method. Background Art

[0002] At present, the mathematical model describing the characteristics of the hydraulic system is mainly established through system identification technology (such as the least squares method). When the hydraulic system mathematical model obtained by the system identification method such as the least squares method is used to control the bulldozer blade, it is easy to transmit the excitation signal applied to the hydraulic system or the small error in the mathematical model, and the error may be amplified or accumulated in the transmission process, resulting in low accuracy of the movement of the engineering vehicle control actuator. Summary of the invention

[0003] The purpose of the embodiments of the present application is to provide an engineering vehicle control method and a calibration fitting method, which are used to improve the problem of low precision in the movement of an engineering vehicle control actuator.

[0004] The embodiment of the present application provides a method for controlling an engineering vehicle, including: obtaining electrical parameters of the hydraulic system of the engineering vehicle at multiple movement speeds of the actuator of the engineering vehicle, the hydraulic system is used to drive the actuator to move, and the electrical parameters at multiple movement speeds are stored when each movement speed is calibrated; fitting multiple movement speeds and electrical parameters at multiple movement speeds to obtain a fitting curve; obtaining the expected movement speed of the actuator, and controlling the actuator according to the expected movement speed and the fitting curve. In the implementation process of the above scheme, the sampling method of storing the electrical parameters at multiple movement speeds when calibrating each movement speed can more accurately reflect the actual working conditions, avoid the error accumulation problem that may occur in the global calibration, and more accurately match the relationship between the electrical parameters of the hydraulic system and the movement speed of the actuator through the fitting curve, effectively improving the accuracy of the engineering vehicle control actuator to move.

[0005] Optionally, in an embodiment of the present application, before obtaining the electrical parameters of the hydraulic system of the engineering vehicle at multiple movement speeds of the actuator of the engineering vehicle, it also includes: dividing the movement speed range of the actuator into multiple small segments; for each of the multiple small segments, when calibrating the movement speed in the small segment, storing the electrical parameters at the movement speed. In the implementation process of the above scheme, multi-segment calibration can better adapt to the nonlinear characteristics under different working conditions. For example, due to factors such as temperature and load, different nonlinear characteristics are exhibited. This multi-segment calibration method can better capture these characteristics, thereby improving the accuracy of the engineering vehicle control actuator to move.

[0006] Optionally, in an embodiment of the present application, the hydraulic system includes: a solenoid valve; electrical parameters include: a coil current and / or a driving voltage of the solenoid valve; fitting multiple movement speeds and electrical parameters at multiple movement speeds, including: fitting multiple movement speeds and the coil current of the solenoid valve at multiple movement speeds to obtain a coil current-movement speed fitting curve; and / or fitting multiple movement speeds and the driving voltage of the solenoid valve at multiple movement speeds to obtain a driving voltage-movement speed fitting curve. In the implementation process of the above scheme, the relationship between the solenoid valve driving voltage signal and the cylinder movement state under different external temperature environments is improved by fitting the coil current-movement speed fitting curve and the driving voltage-movement speed fitting curve, thereby effectively improving the consistency of the calibration results.

[0007] Optionally, in an embodiment of the present application, the actuator is controlled according to the expected movement speed and the fitting curve, including: calculating the expected movement speed according to the coil current-movement speed fitting curve to obtain the target expected current value of the solenoid valve; obtaining the real-time current of the solenoid valve, and adjusting the real-time current of the solenoid valve to control the real-time current to reach the target expected current value. In the implementation process of the above scheme, the relationship between the solenoid valve coil current and the movement speed of the actuator can be more accurately matched through the coil current-movement speed fitting curve, so that the solenoid valve current value required to achieve the expected movement speed can be more accurately calculated, thereby improving the control accuracy of the entire actuator.

[0008] Optionally, in an embodiment of the present application, the real-time current of the solenoid valve is adjusted, including: calculating the expected movement speed according to the driving voltage-movement speed fitting curve to obtain the ideal driving voltage value of the solenoid valve; adjusting the real-time current of the solenoid valve according to the ideal driving voltage value of the solenoid valve. In the implementation process of the above scheme, by controlling the driving voltage-movement speed fitting curve, the speed can be accurately adjusted within a smaller voltage variation range, thereby achieving more precise motion control. Since the driving voltage is directly adjusted, the current fluctuation can be more effectively controlled, reducing the impact on the solenoid valve and the entire system, and improving the stability and reliability of the system.

[0009] Optionally, in an embodiment of the present application, controlling the real-time current to reach the target expected current value includes: obtaining the real-time voltage of the solenoid valve, and estimating the real-time resistance of the solenoid valve based on the real-time voltage and the real-time current; determining the calibration resistance of the solenoid valve when it is calibrated based on the coil current and the driving voltage of the solenoid valve; determining the resistance change of the solenoid valve based on the calibration resistance and the real-time resistance; and performing closed-loop control on the real-time current based on the resistance change of the solenoid valve so that the real-time current reaches the target expected current value. In the implementation process of the above scheme, the real-time current is closed-loop controlled by the resistance change of the solenoid valve, which can quickly respond to the resistance change, and can more accurately adjust the real-time current so that the real-time current matches the target expected current value, thereby improving the control accuracy of the entire system. In addition, by monitoring the resistance change and adjusting the current accordingly, the solenoid valve can be prevented from being damaged due to overheating or overload, thereby extending its service life. Real-time monitoring of the resistance change can help to timely discover possible problems with the solenoid valve, so as to take measures to prevent failures and reduce the system failure rate.

[0010] The embodiment of the present application also provides a calibration fitting method, including: obtaining the electrical parameters of the hydraulic system of the engineering vehicle at multiple movement speeds of the actuator of the engineering vehicle, the hydraulic system is used to drive the actuator to move, and the electrical parameters at multiple movement speeds are stored when calibrating each movement speed; fitting multiple movement speeds and electrical parameters at multiple movement speeds to obtain a fitting curve, and the fitting curve is used to control the actuator. In the implementation process of the above scheme, through the sampling method of storing the electrical parameters at multiple movement speeds when calibrating each movement speed, this multi-point calibration sampling method can more accurately reflect the actual working conditions, avoid the error accumulation problem that may occur in the global calibration, and more accurately match the relationship between the electrical parameters of the hydraulic system and the movement speed of the actuator through the fitting curve, effectively improving the accuracy of the engineering vehicle control actuator to move.

[0011] An embodiment of the present application also provides an engineering vehicle control device, including: an electrical parameter acquisition module, used to acquire the electrical parameters of the hydraulic system of the engineering vehicle at multiple movement speeds of the actuator of the engineering vehicle, the hydraulic system is used to drive the actuator to move, and the electrical parameters at multiple movement speeds are stored when each movement speed is calibrated; a fitting curve acquisition module, used to fit multiple movement speeds and electrical parameters at multiple movement speeds to obtain a fitting curve; an actuator control module, used to acquire the expected movement speed of the actuator, and control the actuator according to the expected movement speed and the fitting curve.

[0012] Optionally, in an embodiment of the present application, the engineering vehicle control device also includes: a speed range division module, used to divide the movement speed range of the actuator into multiple small segments; an electrical parameter storage module, used to store the electrical parameters at the movement speed for each of the multiple small segments when calibrating the movement speed within the small segment.

[0013] Optionally, in an embodiment of the present application, the hydraulic system includes: a solenoid valve; electrical parameters include: a coil current and / or a driving voltage of the solenoid valve; a fitting curve acquisition module, including: a current-speed curve fitting submodule, used to fit the coil current of the solenoid valve at multiple movement speeds and multiple movement speeds to obtain a coil current-movement speed fitting curve; and / or a voltage-speed curve fitting submodule, used to fit multiple movement speeds and the driving voltage of the solenoid valve at multiple movement speeds to obtain a driving voltage-movement speed fitting curve.

[0014] Optionally, in an embodiment of the present application, the actuator control module includes: a target current acquisition submodule, which is used to calculate the expected movement speed according to the coil current-movement speed fitting curve to obtain the target expected current value of the solenoid valve; a real-time current control submodule, which is used to obtain the real-time current of the solenoid valve and adjust the real-time current of the solenoid valve to control the real-time current to reach the target expected current value.

[0015] Optionally, in an embodiment of the present application, the real-time current control submodule includes: an ideal voltage acquisition unit, used to calculate the expected movement speed according to the driving voltage-movement speed fitting curve to obtain the ideal driving voltage value of the solenoid valve; a real-time flow adjustment unit, used to adjust the real-time current of the solenoid valve according to the ideal driving voltage value of the solenoid valve.

[0016] Optionally, in an embodiment of the present application, the real-time current control submodule includes: a real-time resistance estimation unit, used to obtain the real-time voltage of the solenoid valve, and estimate the real-time resistance of the solenoid valve based on the real-time voltage and the real-time current; a calibration resistance determination unit, used to determine the calibration resistance of the solenoid valve when it is calibrated according to the coil current and the driving voltage of the solenoid valve; a resistance change determination unit, used to determine the resistance change of the solenoid valve according to the calibration resistance and the real-time resistance; a current closed-loop control unit, used to perform closed-loop control on the real-time current according to the resistance change of the solenoid valve, so that the real-time current reaches the target expected current value.

[0017] An embodiment of the present application also provides a calibration and fitting device, including: an electrical parameter calibration module, used to obtain the electrical parameters of the hydraulic system of an engineering vehicle at multiple movement speeds of the actuator of the engineering vehicle, the hydraulic system is used to drive the actuator to move, and the electrical parameters at multiple movement speeds are stored when calibrating each movement speed; a speed curve fitting module, used to fit multiple movement speeds and electrical parameters at multiple movement speeds to obtain a fitting curve, and the fitting curve is used to control the actuator.

[0018] An embodiment of the present application further provides an electronic device, including: a processor and a memory, wherein the memory stores machine-readable instructions executable by the processor, and the machine-readable instructions execute the method described above when executed by the processor.

[0019] An embodiment of the present application further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the method described above is executed.

[0020] An embodiment of the present application also provides an engineering vehicle, comprising: the electronic device described above, or the computer-readable storage medium described above.

[0021] The embodiment of the present application also provides a computer program product, including: a computer program or a computer instruction, and the computer program or the computer instruction executes the method described above when executed by a processor. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the embodiments of the present application will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 A schematic diagram of the structure of an engineering vehicle control system provided by an embodiment of the present application is shown;

[0024] Figure 2 A schematic flow chart of an engineering vehicle control method provided in an embodiment of the present application is shown;

[0025] Figure 3 A schematic diagram of a flow chart of a calibration fitting method provided in an embodiment of the present application is shown;

[0026] Figure 4 A schematic diagram of the structure of an engineering vehicle control device provided in an embodiment of the present application is shown;

[0027] Figure 5 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0028] To make the purpose, technical scheme and advantages of the embodiment of the present application clearer, the technical scheme in the embodiment of the present application will be clearly and completely described below in conjunction with the drawings in the embodiment of the present application. It should be understood that the drawings in the embodiment of the present application only serve the purpose of explanation and description, and are not used to limit the protection scope of the embodiment of the present application. In addition, it should be understood that the schematic drawings are not drawn in real proportion. The flowchart used in the embodiment of the present application shows the operation implemented according to some embodiments of the embodiment of the present application. It should be understood that the operation of the flowchart can be implemented out of order, and the steps without logical context can be reversed in order or implemented simultaneously. In addition, those skilled in the art can add one or more other operations to the flowchart under the guidance of the content of the embodiment of the present application, or remove one or more operations from the flowchart.

[0029] In addition, the described embodiments are only a part of the embodiments of the present application, rather than all embodiments. The components of the embodiments of the present application described and shown in the drawings generally here can be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the embodiments of the present application claimed, but merely represents the selected embodiments of the embodiments of the present application.

[0030] It is understandable that the "first" and "second" in the embodiments of the present application are used to distinguish similar objects. Those skilled in the art will understand that the words "first" and "second" do not limit the quantity and execution order, and the words "first" and "second" do not necessarily limit the difference. In the description of the embodiments of the present application, the term "and / or" is merely a description of the association relationship of associated objects, indicating that three relationships may exist, such as A and / or B, which can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the objects associated with each other are in an "or" relationship. The term "multiple" refers to more than two (including two). Similarly, "multiple points" refers to more than two points (including two points).

[0031] It should be noted that the engineering vehicle control method provided in the embodiment of the present application can be executed by an electronic device, where the electronic device refers to a device terminal or server with the function of executing a computer program, such as a smart phone, a personal computer, a tablet computer, a personal digital assistant or a mobile Internet device. A server refers to a device that provides computing services through a network, such as an x86 server and a non-x86 server, and a non-x86 server includes a mainframe, a minicomputer and a UNIX server.

[0032] The following is an example of an application scenario to which the engineering vehicle control method is applicable: the engineering vehicle control method can be used to automatically control the actuator of the engineering vehicle (such as the blade of a bulldozer or the bucket of an excavator), so as to complete operations such as shoveling, transporting, and unloading in the early stage of construction. Similarly, the engineering vehicle control method can also be used to complete engineering operations such as leveling the construction surface in the middle or late stages of construction, thereby improving construction efficiency. It can be understood that the above-mentioned actuators are different depending on the engineering vehicle. For example, the actuator of a bulldozer can be a blade, while the actuator of an excavator can be a bucket. Therefore, for ease of understanding and explanation, the following description will be made using the blade of a bulldozer as an example. The implementation principle of controlling the bucket of an excavator is the same or similar to this, so it will not be repeated.

[0033] See also Figure 1 A structural schematic diagram of an engineering vehicle control system provided in an embodiment of the present application is shown; before introducing the engineering vehicle control method, the engineering vehicle control system is first introduced below, which includes: a controller, a global navigation satellite system (Global Navigation Satellite System, GNSS) antenna, a display, an inertial measurement unit (Inertial Measurement Unit, IMU), a handle, a current sensor, a solenoid valve and its drive module, etc.; wherein the controller can communicate with the above-mentioned solenoid valve, solenoid valve drive module, IMU, handle, current sensor and display through a CAN bus, and the controller can communicate with the GNSS antenna through a feeder.

[0034] The above-mentioned controller can be installed inside the cab, and a GNSS board and / or a central processing unit can be provided inside the controller. Among them, the central processing unit can obtain the data fed back by the GNSS board and / or the IMU, and the IMU can be installed on the back of the bulldozer's blade, and can also obtain the real-time elevation information of the two shovel tips and the posture information of the blade through a combined navigation algorithm. Optionally, after obtaining the real-time elevation information of the two shovel tips and the posture information of the blade, the central processing unit can also calculate the pre-planned construction surface design data, the real-time elevation information of the two shovel tips and the posture information of the blade to obtain the calculated target value of the hydraulic system (such as the target expected voltage value or the target expected current value). Then, the central processing unit can send the calculated target value to the solenoid valve drive module through the CAN bus, and send the target value to the solenoid valve through the solenoid valve drive module, and the solenoid valve completes the control execution according to the target value.

[0035] The above-mentioned solenoid valve can communicate with the solenoid valve drive module and the current sensor through the CAN bus, and the solenoid valve can be installed near the hydraulic oil circuit on the left, right or rear side of the cab. The basic principle of the solenoid valve is that after the current passes through the energized coil in the solenoid valve, the magnetic field attracts the iron core, so that the iron core overcomes the tension of the return spring and moves. The greater the magnetic field intensity, the greater the displacement of the valve core. The movement speed of the cylinder can be controlled by controlling the flow rate of the hydraulic oil in the hydraulic system (i.e., the hydraulic oil flow rate). Specifically, under the same pressure condition of the hydraulic system, the greater the hydraulic oil flow rate, the faster the movement speed of the cylinder piston, and thus the faster the movement speed of the shovel driven by it, so the fitted linear relationship can be used to control the movement speed of the shovel.

[0036] The above-mentioned display and / or handle can be installed inside the cab, and the handle can perform at least four functions, including: allowing the bulldozer blade to enter the automatic control state, exit the automatic control state, and move upward or downward according to the construction surface design data.

[0037] The above-mentioned GNSS antenna is also called a satellite antenna, and there may be two antennas. These two antennas may be installed on brackets on both sides of the bulldozer blade. The receiver corresponding to the GNSS antenna may be used to receive differential information sent by a base station or server via a 4G signal or a GPRS signal.

[0038] Optionally, the above-mentioned engineering vehicle control system may further include a battery, which may be used as a power source for the engineering vehicle control system, and the battery may be connected to a controller to power other components in the engineering vehicle control system through the controller. Of course, the battery may also be directly powered by the component, for example, the battery may be connected to an IMU and a display to directly power the IMU and the display.

[0039] In the specific practice of using the engineering vehicle control system for control, it is found that when the external environment temperature of the solenoid valve or the hydraulic oil temperature in the hydraulic system changes drastically, the coil resistance of the solenoid valve will change, causing the relationship between the calibrated drive voltage and the blade movement speed data to change (for example, using a system identification method such as least squares to identify the hydraulic system mathematical model). In other words, this relationship is inconsistent with the current state of the engineering vehicle control system. For example, a specific first blade movement speed should be generated under the originally calibrated drive voltage. However, the change in the coil resistance of the solenoid valve destroys this relationship, resulting in a second blade movement speed, and the difference between the first blade movement speed and the second blade movement speed may be relatively large, which in turn affects the control accuracy of the engineering vehicle control system on the blade.

[0040] For the above questions, please see Figure 2 The flowchart of the engineering vehicle control method provided by the embodiment of the present application is shown. The main idea of ​​the engineering vehicle control method is to store the sampling method of the electrical parameters at multiple movement speeds when calibrating each movement speed. This multi-point calibration sampling method can more accurately reflect the actual working conditions and avoid the error accumulation problem that may occur in the global calibration, thereby improving the control accuracy of the engineering vehicle control system on the blade. The implementation method of the above engineering vehicle control method may include:

[0041] Step S110: obtaining electrical parameters of the hydraulic system of the engineering vehicle at multiple movement speeds of the actuator of the engineering vehicle, the hydraulic system is used to drive the actuator to move, and the electrical parameters at multiple movement speeds are stored when calibrating each movement speed.

[0042] Engineering vehicles refer to vehicles whose actuators need to be controlled to move in engineering, such as bulldozers, excavators or graders, etc. The actuators mentioned above are different according to different engineering vehicles, for example, the actuator of a bulldozer may be a blade, and the actuator of an excavator may be a bucket. The hydraulic system of the above-mentioned engineering vehicle may be the hydraulic system used by the valve-controlled cylinder of the bulldozer, and the hydraulic system used by the valve-controlled cylinder is used to drive the blade of the bulldozer to perform movements such as lifting and tilting.

[0043] Electrical parameters refer to electrical parameters of the hydraulic system of the engineering vehicle, such as coil current and / or drive voltage of the solenoid valve.

[0044] An optional implementation of the above step S110 is, for example: the electrical parameters at the above multiple motion speeds may be stored in a storage medium such as a hard disk, a USB flash drive (U disk) or a memory database, so the electrical parameters of the hydraulic system of the engineering vehicle at the multiple motion speeds of the actuator of the engineering vehicle may be directly read from the storage medium such as a hard disk, a USB flash drive (U disk) or a memory database. If the electrical parameters at the above multiple motion speeds are stored in a network cloud disk or a cloud server, they may be downloaded from the network cloud disk or the cloud server to obtain the electrical parameters of the hydraulic system of the engineering vehicle at the multiple motion speeds of the actuator of the engineering vehicle.

[0045] Step S120: fitting multiple movement speeds and electrical parameters at multiple movement speeds to obtain a fitting curve.

[0046] It is understandable that, since the electrical parameters include the coil current and / or driving voltage of the solenoid valve, etc., the fitting method between the movement speed and the coil current, and the fitting method between the movement speed and the driving voltage will be introduced below respectively.

[0047] Step S130: acquiring the expected movement speed of the actuator, and controlling the actuator according to the expected movement speed and the fitting curve.

[0048] An implementation method for obtaining the expected movement speed of the actuator in the above-mentioned step S130 is, for example: assuming that the actuator is a bulldozer blade, and the controller in the bulldozer may have a built-in central processing unit, and the central processing unit may obtain the real-time elevation information of the two shovel tips and the posture information of the blade through the combined navigation algorithm in the upper-level control algorithm, and then calculate the pre-planned construction surface design data, the real-time elevation information of the two shovel tips and the posture information of the blade to obtain the expected movement speed of the blade.

[0049] In the process of implementing the above scheme, the electrical parameters at multiple movement speeds are sampled and stored when calibrating each movement speed. This multi-point calibration sampling method can more accurately reflect the actual working conditions and avoid the error accumulation problem that may occur in the global calibration. It also more accurately matches the relationship between the electrical parameters of the hydraulic system and the movement speed of the actuator by fitting the curve, effectively improving the accuracy of the movement of the engineering vehicle control actuator.

[0050] As an optional implementation of the above-mentioned engineering vehicle control method, before obtaining the electrical parameters of the hydraulic system of the engineering vehicle at multiple movement speeds of the actuator of the engineering vehicle, multi-point calibration is also performed in a segmented manner. This implementation may include:

[0051] Step S101: Divide the motion speed range of the actuator into multiple small segments.

[0052] It is understandable that the above-mentioned actuator can be a bulldozer blade, and the movement speed range of the blade can be adjusted according to different types of movement scenes. For example, the bulldozer blade can perform different types of movements such as rising, falling, clockwise rotation in the vertical plane, counterclockwise rotation in the vertical plane, clockwise rotation in the horizontal plane when viewed from above, and counterclockwise rotation. Since these different movement modes are controlled by different valve groups and different movement directions, each movement speed range and the expected calibration accuracy are different. Therefore, each movement speed range of the blade can be divided according to the expected calibration accuracy.

[0053] The implementation of the above step S101 is, for example: a certain motion speed range is divided into n=S / (2*S0) small segments; wherein n is a positive integer, representing the number of the above multiple small segments, S0 represents the calibration accuracy, S represents the motion speed range, and the ideal motion speed in each small segment can be represented as Sn=0, 2S0, 4S0, ..., S. Through the above process, multiple small segments of each motion speed range of the blade can be obtained, and such a small segment represents a small range in the speed range.

[0054] Step S102: for each of the multiple small segments, when calibrating the movement speed within the small segment, store the electrical parameters at the movement speed.

[0055] It is understandable that before calibrating the movement speed in the small section, it is possible to first check and determine whether the hydraulic system drive signal and the hardware oil circuit connection are correct. If the hydraulic system drive signal and the hardware oil circuit connection are incorrect, the hydraulic system drive signal and the hardware oil circuit connection can be repaired correctly before starting the segmented calibration. Before calibrating the movement speed in the small section, the dead zone characteristics of the bulldozer's hydraulic system can also be determined. The dead zone characteristics refer to the fact that before the drive voltage of the solenoid valve and the solenoid valve coil current reach a certain threshold, the blade will not produce any actual movement (that is, the blade has no movement speed or the speed is 0). In other words, the dead zone characteristics describe the situation that the hydraulic system will not respond before the input signal (such as the drive voltage or the solenoid valve coil current) reaches a certain minimum value. For example: when the drive voltage of the solenoid valve is lower than a certain threshold, the solenoid valve will not generate enough magnetic field to drive the hydraulic system, and the blade will not move. When the gradually increasing drive voltage reaches or exceeds this threshold, the solenoid valve starts to work, the hydraulic system starts to respond, and the blade starts to move.

[0056] The implementation method of the above step S102 is, for example: assuming that the movement speed range of the actuator is divided into multiple small segments, the multiple small segments here can be divided evenly or in an uneven manner according to specific scenarios. On the basis of determining the dead zone characteristics of the hydraulic system, gradually increase the driving voltage in the first small segment (for example, the movement speed is in the range of 0 to 1 m / s) so that the movement speed of the shovel reaches the first movement speed (for example, the shovel just starts to move to 0.01 m / s), and then record the first movement speed, driving voltage, solenoid valve coil current and / or resistance value at this time. Then, repeat the above process to calibrate the next small segment in the multiple small segments (for example, the movement speed is in the range of 1 to 2 m / s) until all the small segments are calibrated, and multiple movement speeds and electrical parameters corresponding to the multiple movement speeds can be obtained.

[0057] As an optional implementation of the above step S120, the above hydraulic system may include: a solenoid valve; the above electrical parameters may include: a coil current and / or a driving voltage of the solenoid valve; the above implementation of fitting multiple movement speeds and electrical parameters at multiple movement speeds may include:

[0058] Step S121: fitting a plurality of movement speeds and the coil current of the solenoid valve at a plurality of movement speeds to obtain a coil current-movement speed fitting curve.

[0059] And / or, the above-mentioned implementation of fitting multiple movement speeds and electrical parameters at multiple movement speeds may include:

[0060] Step S122: fitting a plurality of movement speeds and the driving voltage of the solenoid valve at a plurality of movement speeds to obtain a driving voltage-movement speed fitting curve.

[0061] Optionally, another optional implementation of the above step S120 can be to fit the electrical parameters of all two adjacent motion speeds in the multiple motion speeds by linear fitting. The fitting process of the electrical parameters at any two motion speeds is, for example: when calibrating the first motion speed of the blade, the data of the blade's upward motion X1 cm / s, the driving voltage Y1 and the electromagnetic valve coil current Z1 are stored; when calibrating the second motion speed of the blade, the data of the blade's upward motion X2 cm / s, the driving voltage Y2 and the electromagnetic valve coil current Z2 are stored. If the first motion speed and the second motion speed are calibrated in a time-adjacent situation, then when the blade's motion speed can change linearly between X1-X2, the driving voltage can change linearly between Y1-Y2, and the electromagnetic valve coil current can change linearly between Z1-Z2. At this time, the first motion speed and its electrical parameters (X1, Y1, Z1) and the second motion speed and its electrical parameters (X2, Y2, Z2) can be linearly fitted. If the above fitting process is performed on the electrical parameters at all two adjacent motion speeds in the multiple motion speeds, a fitting curve can be obtained.

[0062] As an optional implementation of the above step S130, the above implementation of controlling the actuator according to the expected motion speed and the fitting curve may include:

[0063] Step S131: Calculate the expected movement speed according to the coil current-movement speed fitting curve to obtain the target expected current value of the solenoid valve.

[0064] The implementation method of the above-mentioned step S131 is, for example: It can be understood that the above-mentioned coil current-movement speed fitting curve can reflect the fitting relationship between the coil current of the solenoid valve and the movement speed of the blade. Therefore, through the coil current-movement speed fitting curve and the expected movement speed of the blade, the target expected current value of the solenoid valve can be reversely calculated, and the target expected current value can be represented by B.

[0065] Step S132: acquiring the real-time current of the solenoid valve, and adjusting the real-time current of the solenoid valve to control the real-time current to reach the target expected current value.

[0066] As an optional implementation of the above step S132, the above implementation of adjusting the real-time current of the solenoid valve may include:

[0067] Step S132a: Calculate the expected movement speed according to the driving voltage-movement speed fitting curve to obtain the ideal driving voltage value of the solenoid valve.

[0068] The implementation method of the above-mentioned step S132a is, for example: It can be understood that the above-mentioned driving voltage-movement speed fitting curve can reflect the fitting relationship between the driving voltage of the solenoid valve and the movement speed of the blade. Therefore, through the driving voltage-movement speed fitting curve and the expected movement speed of the blade, the ideal driving voltage value of the solenoid valve can be reversely calculated. The ideal driving voltage value here can be represented by A0, which means the voltage driving signal when the coil resistance of the solenoid valve remains unchanged.

[0069] Step S132b: adjusting the real-time current of the solenoid valve according to the ideal driving voltage value of the solenoid valve.

[0070] The implementation of the above step S132b is, for example: obtaining the pre-calculated resistance change of the solenoid valve, and calculating the voltage compensation amount of the solenoid valve in the ideal state according to the resistance change amount and the above-mentioned target expected current value, where the voltage compensation amount can be represented by A1. Then, the target voltage (A=A0+A1) to be applied to the coil of the solenoid valve is calculated according to the ideal driving voltage value (i.e. A0 above) and the voltage compensation amount (A1) here, and finally the target voltage (A=A0+A1) is applied to the coil of the solenoid valve.

[0071] Furthermore, after applying the target voltage, the error current signal obtained by comparing the real-time current of the solenoid valve with the target expected current value can be detected in real time, and the real-time current can be closed-loop controlled according to the error current signal so that the real-time current of the solenoid valve reaches the target expected current value. The closed-loop control process will be described in detail below.

[0072] As an optional implementation of the above step S132, the above implementation of controlling the real-time current to reach the target expected current value may include:

[0073] Step S132c: Acquire the real-time voltage of the solenoid valve, and estimate the real-time resistance of the solenoid valve according to the real-time voltage and the real-time current.

[0074] Step S132d: Determine the calibration resistance of the solenoid valve when it is calibrated based on the coil current and drive voltage of the solenoid valve.

[0075] Step S132e: Determine the resistance change of the solenoid valve according to the calibration resistance and the real-time resistance.

[0076] An implementation example of the above-mentioned steps S132c to S132e is as follows: obtaining the real-time voltage of the solenoid valve, and estimating the real-time resistance of the coil on the solenoid valve based on the real-time voltage and the real-time current; then, determining the calibration resistance of the coil on the solenoid valve when it is calibrated based on the coil current and the driving voltage of the solenoid valve; and finally, determining the resistance change of the solenoid valve based on the calibration resistance and the real-time resistance. The resistance change here can be represented by C.

[0077] Step S132f: Perform closed-loop control on the real-time current according to the resistance change of the solenoid valve so that the real-time current reaches the target expected current value.

[0078] An implementation method of the above-mentioned step S132f is, for example: using a closed-loop control algorithm such as a PID algorithm to perform closed-loop control (such as compensation or adjustment) on the real-time current of the solenoid valve according to the change in the resistance of the solenoid valve, so that the real-time current of the solenoid valve can continuously and stably reach the target expected current value. Here, by using algorithms such as PID control, the overshoot and oscillation of the system can be effectively reduced, and the stability and reliability of the system can be improved.

[0079] See also Figure 3 The flowchart of the calibration fitting method provided in the embodiment of the present application is shown; the embodiment of the present application provides a calibration fitting method, including:

[0080] Step S210: Acquire electrical parameters of the hydraulic system of the engineering vehicle at multiple movement speeds of the actuator of the engineering vehicle. The hydraulic system is used to drive the actuator to move. The electrical parameters at multiple movement speeds are stored when calibrating each movement speed.

[0081] Step S220: Fitting multiple movement speeds and electrical parameters at multiple movement speeds to obtain a fitting curve, and the fitting curve is used to control the actuator.

[0082] It can be understood that the implementation of the above steps S210 to S220 is the same as the implementation of the above steps S110 to S120. If there are any unclear points, please refer to the implementation of the above steps S110 to S120, which will not be repeated here.

[0083] In the process of implementing the above scheme, the electrical parameters at multiple movement speeds are sampled and stored when calibrating each movement speed. This multi-point calibration sampling method can more accurately reflect the actual working conditions and avoid the error accumulation problem that may occur in the global calibration. It also more accurately matches the relationship between the electrical parameters of the hydraulic system and the movement speed of the actuator by fitting the curve, effectively improving the accuracy of the movement of the engineering vehicle control actuator.

[0084] See also Figure 4 The schematic diagram of the structure of the engineering vehicle control device provided in the embodiment of the present application is shown; the embodiment of the present application provides an engineering vehicle control device 300, including:

[0085] The electrical parameter acquisition module 310 is used to acquire the electrical parameters of the hydraulic system of the engineering vehicle at multiple movement speeds of the actuator of the engineering vehicle. The hydraulic system is used to drive the actuator to move, and the electrical parameters at multiple movement speeds are stored when each movement speed is calibrated.

[0086] The fitting curve obtaining module 320 is used to fit multiple movement speeds and electrical parameters under multiple movement speeds to obtain a fitting curve.

[0087] The actuator control module 330 is used to obtain the expected movement speed of the actuator and control the actuator according to the expected movement speed and the fitting curve.

[0088] As an optional implementation of the above device, the engineering vehicle control device further includes:

[0089] The speed range division module is used to divide the motion speed range of the actuator into multiple small segments.

[0090] The electrical parameter storage module is used for storing the electrical parameters at the movement speed for each of the multiple small segments when the movement speed in the small segment is calibrated.

[0091] As an optional implementation of the above device, the hydraulic system includes: a solenoid valve; the electrical parameters include: the coil current and / or the driving voltage of the solenoid valve; the fitting curve acquisition module includes:

[0092] The current speed curve fitting submodule is used to fit multiple movement speeds and the coil current of the solenoid valve under multiple movement speeds to obtain a coil current-movement speed fitting curve.

[0093] and / or,

[0094] The voltage-speed curve fitting submodule is used to fit multiple movement speeds and the driving voltage of the solenoid valve under multiple movement speeds to obtain a driving voltage-movement speed fitting curve.

[0095] As an optional implementation of the above device, the actuator control module includes:

[0096] The target current acquisition submodule is used to calculate the expected movement speed according to the coil current-movement speed fitting curve to obtain the target expected current value of the solenoid valve.

[0097] The real-time current control submodule is used to obtain the real-time current of the solenoid valve and adjust the real-time current of the solenoid valve to control the real-time current to reach the target expected current value.

[0098] As an optional implementation of the above device, the real-time current control submodule includes:

[0099] The ideal voltage obtaining unit is used to calculate the expected movement speed according to the driving voltage-movement speed fitting curve to obtain the ideal driving voltage value of the solenoid valve.

[0100] The real-time flow adjustment unit is used to adjust the real-time current of the solenoid valve according to the ideal driving voltage value of the solenoid valve.

[0101] As an optional implementation of the above device, the real-time current control submodule includes:

[0102] The real-time resistance estimation unit is used to obtain the real-time voltage of the solenoid valve and estimate the real-time resistance of the solenoid valve according to the real-time voltage and the real-time current.

[0103] The calibration resistance determination unit is used to determine the calibration resistance of the solenoid valve when it is calibrated according to the coil current and the driving voltage of the solenoid valve.

[0104] The resistance change determination unit is used to determine the resistance change amount of the solenoid valve according to the calibration resistance and the real-time resistance.

[0105] The current closed-loop control unit is used to perform closed-loop control on the real-time current according to the resistance change of the solenoid valve so that the real-time current reaches the target expected current value.

[0106] The present application also provides a calibration fitting device, including:

[0107] The electrical parameter calibration module is used to obtain the electrical parameters of the hydraulic system of the engineering vehicle at multiple movement speeds of the actuator of the engineering vehicle. The hydraulic system is used to drive the actuator to move. The electrical parameters at multiple movement speeds are stored when calibrating each movement speed.

[0108] The speed curve fitting module is used to fit multiple movement speeds and electrical parameters under multiple movement speeds to obtain a fitting curve, and the fitting curve is used to control the actuator.

[0109] It should be understood that the device corresponds to the above-mentioned engineering vehicle control method embodiment and can execute the various steps involved in the above-mentioned method embodiment. The specific functions of the device can be found in the above description, and the detailed description is appropriately omitted here. The device includes at least one software function module that can be stored in a memory in the form of software or firmware or solidified in the operating system (OS) of the device.

[0110] See also Figure 5 An electronic device 400 provided in an embodiment of the present application includes: a processor 410 and a memory 420, wherein the memory 420 stores machine-readable instructions executable by the processor 410, and when the machine-readable instructions are executed by the processor 410, the above method is executed.

[0111] The embodiment of the present application also provides a computer-readable storage medium 430, on which a computer program is stored, and the computer program is executed by the processor 410 to execute the above method. The computer-readable storage medium 430 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, disk or optical disk.

[0112] An embodiment of the present application also provides an engineering vehicle, comprising: the electronic device described above, or the computer-readable storage medium described above.

[0113] The embodiment of the present application also provides a computer program product, including: a computer program or a computer instruction, and the computer program or the computer instruction executes the method described above when executed by a processor.

[0114] It should be noted that each embodiment in this specification is described in a progressive manner, and each embodiment focuses on the differences from other embodiments, and the same or similar parts between the embodiments can be referred to each other. For the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0115] In several embodiments provided by the embodiments of the present application, it should be understood that the disclosed device and method can also be implemented in other ways. The device embodiments described above are only schematic, for example, the flowcharts and block diagrams in the accompanying drawings show the possible implementation architecture, functions and operations of the devices, methods and computer program products according to the multiple embodiments of the embodiments of the present application. In this regard, each box in the flowchart or block diagram can represent a part of a module, a program segment or a code, and a part of a module, a program segment or a code includes one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also be different from the order of occurrence marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, which is mainly determined by the functions involved.

[0116] In addition, each functional module of each embodiment in the embodiment of the present application can be integrated together to form an independent part, or each module can exist separately, or two or more modules can be integrated to form an independent part. In addition, in the description of this specification, the description of reference terms "one embodiment", "some embodiments", "example", "specific example", "some examples", etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the embodiment of the present application. In this specification, the schematic representation of the above terms does not necessarily target the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples without contradiction.

[0117] The above description is only an optional implementation manner of the embodiments of the present application, but the protection scope of the embodiments of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or replacements within the technical scope disclosed in the embodiments of the present application, which should be covered within the protection scope of the embodiments of the present application.

Claims

1. A method for controlling an engineering vehicle, characterized in that: include: Acquiring electrical parameters of a hydraulic system of an engineering vehicle at multiple movement speeds of an actuator of the engineering vehicle, wherein the hydraulic system is used to drive the actuator to move, and the electrical parameters at the multiple movement speeds are stored when each movement speed is calibrated; Fitting the multiple movement speeds and the electrical parameters at the multiple movement speeds to obtain a fitting curve; The expected movement speed of the actuator is obtained, and the actuator is controlled according to the expected movement speed and the fitting curve.

2. The method according to claim 1, characterized in that Before acquiring the electrical parameters of the hydraulic system of the engineering vehicle at multiple movement speeds of the actuator of the engineering vehicle, the method further includes: Dividing the motion speed range of the actuator into a plurality of small segments; For each of the plurality of small segments, when the movement speed within the small segment is calibrated, the electrical parameters at the movement speed are stored.

3. The method according to claim 1, characterized in that The hydraulic system includes: a solenoid valve; the electrical parameters include: a coil current and / or a driving voltage of the solenoid valve; the fitting of the multiple movement speeds and the electrical parameters at the multiple movement speeds includes: Fitting the multiple movement speeds and the coil current of the solenoid valve at the multiple movement speeds to obtain a coil current-movement speed fitting curve; and / or, The multiple movement speeds and the driving voltage of the electromagnetic valve at the multiple movement speeds are fitted to obtain a driving voltage-movement speed fitting curve.

4. The method according to claim 3, characterized in that The controlling the actuator according to the expected motion speed and the fitting curve comprises: Calculating the expected movement speed according to the coil current-movement speed fitting curve to obtain a target expected current value of the solenoid valve; The real-time current of the solenoid valve is obtained, and the real-time current of the solenoid valve is adjusted to control the real-time current to reach the target expected current value.

5. The method according to claim 4, characterized in that The adjusting the real-time current of the solenoid valve includes: Calculating the desired movement speed according to the driving voltage-movement speed fitting curve to obtain an ideal driving voltage value of the solenoid valve; Adjusting the real-time current of the solenoid valve according to the ideal driving voltage value of the solenoid valve; And / or, controlling the real-time current to reach the target expected current value includes: Acquiring a real-time voltage of the solenoid valve, and estimating a real-time resistance of the solenoid valve according to the real-time voltage and the real-time current; determining a calibration resistance of the solenoid valve when it is calibrated according to the coil current and the driving voltage of the solenoid valve; determining a resistance change of the solenoid valve according to the calibration resistance and the real-time resistance; The real-time current is closed-loop controlled according to the resistance change of the solenoid valve so that the real-time current reaches the target expected current value.

6. A calibration fitting method, characterized in that: include: Acquiring electrical parameters of a hydraulic system of an engineering vehicle at multiple movement speeds of an actuator of the engineering vehicle, wherein the hydraulic system is used to drive the actuator to move, and the electrical parameters at the multiple movement speeds are stored when calibrating each movement speed; The multiple movement speeds and the electrical parameters at the multiple movement speeds are fitted to obtain a fitting curve, and the fitting curve is used to control the actuator.

7. An electronic device, characterized in that: include: A processor and a memory, wherein the memory stores machine-readable instructions executable by the processor, and the machine-readable instructions are executed by the processor to perform any method according to claims 1 to 6.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 6 is executed.

9. An engineering vehicle, characterized in that: include: The electronic device of claim 7, or the computer-readable storage medium of claim 8.

10. A computer program product, characterized in that include: A computer program or a computer instruction, wherein when the computer program or the computer instruction is executed by a processor, the method according to any one of claims 1 to 6 is executed.

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