Motor anti-suck method, device and hydrostatic drive vehicle

Abstract

The application provides a motor anti-vacuum method and device and a hydrostatic drive vehicle. The hydrostatic drive system comprises a pump and a motor and is used for transmitting power between an engine and a driving wheel. The method comprises the following steps: in response to the operation of stepping on a brake pedal, an angle change rate of the brake pedal is obtained, the angle change rate being a ratio of a rotating angle of the brake pedal to a rotating time length of the brake pedal; and in the case that the angle change rate is greater than or equal to a predetermined threshold value, the displacement of the pump is controlled to be 0, and the motor is controlled to increase the displacement at a predetermined rate until the maximum displacement of the motor is reached, thereby solving the problem of high cost of an oil supplement pipeline for preventing the motor from being in a vacuum state in the prior art.

Description

Technical Field

[0001] This invention relates to the field of hydrostatic drives, and more specifically, to a method, apparatus, computer program product, and hydrostatic drive vehicle for preventing motor cavitation. Background Technology

[0002] Hydrostatic drive systems are widely used in the walking and working device drive fields of construction machinery and agricultural machinery. When an emergency braking situation occurs, the motor may be damaged due to cavitation, which will affect the normal use of the whole machine.

[0003] Currently, the oil replenishment line can be connected to the high-pressure oil port of the motor, and an accumulator and a check valve can be added. During motor braking, the replenishment oil can be directly supplied to the motor. However, this direct oil replenishment method requires additional components such as an accumulator, check valve, and pipeline, increasing costs. Furthermore, some equipment cannot be installed due to space constraints. In addition, for some applications, emergency braking conditions do not occur frequently. Summary of the Invention

[0004] The main objective of this application is to provide a method, device, computer program product, and hydrostatic drive vehicle for preventing motor cavitation, so as to at least solve the problem of high cost in the prior art for preventing motor cavitation using oil replenishment lines.

[0005] To achieve the above objectives, according to one aspect of this application, a method for preventing motor cavitation is provided. The hydrostatic drive system includes a pump and a motor, the hydrostatic drive system being used to transmit power between an engine and drive wheels. The method includes: in response to an operation of pressing a brake pedal, acquiring the angle change rate of the brake pedal, the angle change rate being the ratio of the rotation angle of the brake pedal to the rotation duration of the brake pedal; if the angle change rate is greater than or equal to a predetermined threshold, controlling the pump displacement to 0, and controlling the motor to increase the displacement at a predetermined rate until the maximum displacement of the motor is reached.

[0006] Optionally, when the rate of change of angle is greater than a predetermined threshold, controlling the motor to increase its displacement at a predetermined rate includes: when the rate of change of angle is greater than the predetermined threshold, controlling the displacement of the motor to remain constant and controlling the displacement of the pump to be 0; in response to the operation of releasing the brake pedal and not pressing the accelerator pedal, when the rotational speed of the motor is greater than a predetermined speed, controlling the motor to increase its displacement at the predetermined rate; or, in response to the operation of releasing the brake pedal and pressing the accelerator pedal, controlling the displacement of the motor to remain constant and controlling the pump to increase its displacement.

[0007] Optionally, in response to the operation of releasing the brake pedal and not pressing the accelerator pedal, after controlling the motor to increase its displacement at the predetermined rate when the motor speed is greater than a predetermined speed, the method further includes: in response to the operation of releasing the brake pedal and not pressing the accelerator pedal, controlling the motor to increase its displacement at the predetermined rate until the motor displacement equals the maximum displacement, and controlling the pump displacement to be 0; in response to the operation of releasing the brake pedal and pressing the accelerator pedal, controlling the motor displacement to remain unchanged, and controlling the pump to increase its displacement.

[0008] Optionally, after obtaining the rate of change of the brake pedal angle, the method further includes: if the rate of change of the angle is less than the predetermined threshold, controlling the displacement of the motor to the maximum displacement of the motor, and controlling the displacement of the pump to 0.

[0009] Optionally, after controlling the displacement of the motor to remain constant and controlling the displacement of the pump to increase in response to the operation of releasing the brake pedal and pressing the accelerator pedal, the method further includes: in response to the operation of not releasing the accelerator pedal, when the engine speed is equal to the maximum speed, controlling the displacement of the pump to increase to the maximum displacement of the pump and controlling the displacement of the motor to decrease to the minimum displacement of the pump.

[0010] Optionally, in response to the operation of not releasing the accelerator pedal, after controlling the pump displacement to increase to the pump's maximum displacement and controlling the motor displacement to decrease to the pump's minimum displacement, the method further includes: in response to the operation of releasing the accelerator pedal, controlling the motor displacement to the motor's maximum displacement and controlling the pump displacement to 0.

[0011] Optionally, obtaining the angle change rate of the brake pedal includes: obtaining the rotation angle of the brake pedal detected by the angle sensor on the brake pedal, obtaining the duration of the recorded change in the reading of the angle sensor, and obtaining the rotation duration of the brake pedal; calculating the ratio of the rotation angle of the brake pedal to the rotation duration of the brake pedal, and obtaining the angle change rate.

[0012] According to another aspect of this application, a motor anti-vacuum device is provided. The hydrostatic drive system includes a pump and a motor, the hydrostatic drive system being used to transmit power between an engine and drive wheels. The device includes: an acquisition unit, configured to acquire the angle change rate of the brake pedal in response to a brake pedal operation, the angle change rate being the ratio of the rotation angle of the brake pedal to the rotation duration of the brake pedal; and a first control unit, configured to, when the angle change rate is greater than or equal to a predetermined threshold, control the pump to have a displacement of 0 and control the motor to increase its displacement at a predetermined rate until the maximum displacement of the motor is reached.

[0013] According to another aspect of this application, a computer program product is provided, comprising a computer program that, when executed by a processor, implements any of the methods described.

[0014] According to another aspect of this application, a hydrostatic drive vehicle is provided, comprising: a hydrostatic drive system, one or more processors, a memory, and one or more programs, wherein the hydrostatic drive system includes a pump and a motor, the hydrostatic drive system being used to transmit power between an engine and drive wheels, the one or more programs being stored in the memory and configured to be executed by the one or more processors, the one or more programs including methods for performing any one of the methods described.

[0015] By applying the technical solution of this application, in the above-mentioned motor anti-vacuuming method, the angle change rate of the brake pedal is monitored when the brake pedal is pressed. If the angle change rate is greater than or equal to a predetermined threshold, it indicates that it is an emergency brake, and the motor displacement directly changes to the maximum displacement. The risk angle of motor vacuuming has already led to motor failure. Therefore, by controlling the motor to increase the displacement at a predetermined rate, the risk of motor vacuuming is greatly reduced. There is no need to add an oil replenishment line to avoid motor vacuuming, which solves the problem of high cost of using an oil replenishment line to prevent motor vacuuming in the prior art. Attached Figure Description

[0016] Figure 1 A schematic flowchart of a motor anti-vacuum method according to an embodiment of this application is shown;

[0017] Figure 2 A flowchart illustrating an emergency anti-air suction method under working conditions is shown according to an embodiment of this application.

[0018] Figure 3 A schematic diagram of a process for re-accelerating a motor during an increase in displacement under emergency operating conditions, according to an embodiment of this application, is shown.

[0019] Figure 4A schematic flowchart of another motor anti-vacuum method provided according to an embodiment of this application is shown.

[0020] The above figures include the following reference numerals:

[0021] 102. Processor; 104. Memory; 106. Transmission device; 108. Input / output device. Detailed Implementation

[0022] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0023] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0024] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate for the embodiments of this application described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0025] For ease of description, the following explains some of the nouns or terms used in the embodiments of this application:

[0026] Hydrostatic drive vehicles: Vehicles that use a closed hydraulic system consisting of a pump and a motor to drive their movement.

[0027] As described in the background section, the existing oil replenishment pipeline for preventing motor cavitation is costly. To solve this technical problem, embodiments of this application provide a method, apparatus, computer program product, and hydrostatic drive vehicle for preventing motor cavitation.

[0028] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention.

[0029] This embodiment provides a method for preventing motor cavitation in a mobile terminal, computer terminal, or similar computing device. The hydrostatic drive system includes a pump and a motor. The hydrostatic drive system is used to transmit power between the engine and the drive wheels. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0030] Figure 1 This is a flowchart of a motor anti-vacuum method according to an embodiment of this application. Figure 1 As shown, the method includes the following steps:

[0031] Step S201: In response to the operation of pressing the brake pedal, the angle change rate of the brake pedal is obtained, and the angle change rate is the ratio of the rotation angle of the brake pedal to the rotation time of the brake pedal.

[0032] In step S202, when the angle change rate is greater than or equal to a predetermined threshold, the pump displacement is controlled to be 0, and the motor is controlled to increase the displacement at a predetermined rate until the maximum displacement of the motor is reached.

[0033] In the above-mentioned method for preventing motor cavitation, the rate of change of the brake pedal angle is monitored when the brake pedal is pressed. If the rate of change of the angle is greater than or equal to a predetermined threshold, it indicates emergency braking, and the motor displacement directly changes to the maximum displacement. The risk angle of motor cavitation has already led to motor failure. Therefore, by controlling the motor to increase the displacement at a predetermined rate, the risk of motor cavitation is greatly reduced. There is no need to add an oil supply line to avoid motor cavitation, which solves the problem of high cost of using an oil supply line to prevent motor cavitation in the prior art.

[0034] It should be noted that for hydrostatically driven vehicles, the engine typically has two control methods: constant speed and variable speed. Constant speed control is suitable for vehicles with lower speeds, while variable speed control is suitable for vehicles with higher speeds. During emergency braking, the problem of motor cavitation usually occurs in vehicles with higher speeds. Therefore, the above-mentioned motor anti-cavitation method is applicable to vehicles with variable speed control. Of course, vehicles with constant speed control may also have the problem of motor cavitation, and the above-mentioned motor anti-cavitation method is also applicable.

[0035] To meet driving requirements, one alternative implementation method is as follows: Figure 2 As shown, step S202 above includes:

[0036] Step S2021: When the angle change rate is greater than a predetermined threshold, the displacement of the motor is kept constant and the displacement of the pump is controlled to be 0.

[0037] In step S2022, in response to the operation of releasing the brake pedal and not pressing the accelerator pedal, if the speed of the motor is greater than a predetermined speed, the motor is controlled to increase its displacement at the predetermined rate; or, in response to the operation of releasing the brake pedal and pressing the accelerator pedal, the displacement of the motor is controlled to remain unchanged, and the pump is controlled to increase its displacement.

[0038] In the above implementation, during braking, the original high-pressure side of the closed system becomes the low-pressure side, and the original low-pressure side becomes the high-pressure side. The pump switches to motor operation mode, and the motor switches to pump operation mode. The oil inlet of the motor changes from high pressure to low pressure. At this time, the motor inlet must maintain a minimum pressure. Under the premise of the same speed, the smaller the motor displacement, the smaller the required minimum inlet pressure, which is more beneficial to the motor. When the above angle change rate is greater than a predetermined threshold, it indicates that an emergency braking condition has been entered. The motor displacement maintains the current displacement, and the pump displacement quickly becomes zero. Without increasing the motor displacement, the required minimum inlet pressure will not increase rapidly. In this way, damage caused by motor cavitation can be avoided. According to driving needs, it is determined whether to release the brake pedal and accelerate again. If the brake pedal is released and acceleration is not performed, when the motor reaches the predetermined speed, the motor displacement begins to increase, and the vehicle speed gradually decreases to zero, completing the setting. If the brake pedal is released and acceleration is performed, the motor maintains the current displacement, and the pump displacement gradually increases to ensure vehicle acceleration. The required displacement values ​​of the pump and motor are recalculated according to driving needs, and the variables are completed until the target vehicle speed is reached.

[0039] To meet driving needs at any time, one optional implementation method is, such as Figure 3 As shown, in response to the operation of releasing the brake pedal and not pressing the accelerator pedal, when the speed of the motor is greater than a predetermined speed, after controlling the motor to increase the displacement at the predetermined rate, the method further includes:

[0040] Step S301: In response to the operation of releasing the brake pedal and not pressing the accelerator pedal, the motor is controlled to increase its displacement at the predetermined rate until the displacement of the motor is equal to the maximum displacement, and the displacement of the pump is controlled to be 0.

[0041] In step S302, in response to the operation of releasing the brake pedal and pressing the accelerator pedal, the displacement of the motor is kept constant, and the displacement of the pump is increased.

[0042] In the above implementation, as the motor displacement increases, it is determined again whether to release the brake pedal and accelerate again. If no acceleration is performed, the motor reaches its maximum displacement until the vehicle stops. If acceleration is performed again, the motor maintains its current displacement, the pump displacement gradually increases to ensure the vehicle accelerates, and the control logic of determining whether to release the accelerator pedal and accelerate again is executed again.

[0043] To achieve braking, in one optional embodiment, after obtaining the rate of change of the brake pedal angle, the method further includes:

[0044] In step S401, when the angle change rate is less than the predetermined threshold, the displacement of the motor is controlled to be the maximum displacement of the motor, and the displacement of the pump is controlled to be 0.

[0045] In the above embodiments, when the angle change rate does not reach the predetermined threshold, the pump and motor variable path are executed in normal state, the displacement of the motor is controlled to the maximum displacement of the motor, and the displacement of the pump is controlled to 0, so as to gradually reduce the vehicle speed to zero.

[0046] To achieve acceleration, in one optional embodiment, after controlling the displacement of the motor to remain constant and controlling the displacement of the pump to increase in response to the operations of releasing the brake pedal and pressing the accelerator pedal, the method further includes:

[0047] In step S501, in response to the operation of not releasing the accelerator pedal, when the engine speed is equal to the maximum speed, the displacement of the pump is controlled to increase to the maximum displacement of the pump, and the displacement of the motor is controlled to decrease to the minimum displacement of the pump.

[0048] In the above embodiment, in response to the operation of not releasing the accelerator pedal, during acceleration, as the engine speed increases and the pump displacement increases, the vehicle speed gradually increases. When the engine speed reaches the maximum speed, the pump displacement continues to increase to the maximum displacement. At this time, the motor needs to gradually change from the maximum displacement to the minimum displacement, and the vehicle speed gradually reaches the maximum.

[0049] To meet the idling condition, in one optional embodiment, in response to the operation of not releasing the accelerator pedal, when the engine speed is equal to the maximum speed, after controlling the pump displacement to increase to the pump's maximum displacement and controlling the motor displacement to decrease to the pump's minimum displacement, the method further includes:

[0050] In step S601, in response to the release of the accelerator pedal, the displacement of the motor is controlled to the maximum displacement of the motor, and the displacement of the pump is controlled to 0.

[0051] In the above implementation, when the accelerator pedal is released, the engine speed gradually decreases to idle speed, the motor changes from minimum displacement to maximum displacement, and then the pump displacement changes from maximum displacement to zero displacement, and the vehicle speed gradually decreases to zero.

[0052] In order to detect the rate of change of the brake pedal angle in real time, in one optional embodiment, step S201 above includes:

[0053] Step S2011: Obtain the rotation angle of the brake pedal detected by the angle sensor on the brake pedal, obtain the duration of the recorded change in the reading of the angle sensor, and obtain the rotation duration of the brake pedal.

[0054] Step S2012: Calculate the ratio of the rotation angle of the brake pedal to the rotation duration of the brake pedal to obtain the angle change rate.

[0055] In the above embodiment, the rotation angle of the brake pedal is detected by an angle sensor installed on the brake pedal, and the rotation duration is recorded synchronously. The angle change rate is obtained by calculating the ratio of the rotation angle of the brake pedal to the rotation duration of the brake pedal.

[0056] To enable those skilled in the art to better understand the technical solution of this application, the implementation process of the motor anti-vacuum method of this application will be described in detail below with reference to specific embodiments.

[0057] This embodiment relates to a specific method for preventing motor cavitation, such as... Figure 4 As shown, it includes the following steps:

[0058] Step S1: During braking, the original high-pressure side of the closed-loop system becomes the low-pressure side, and the original low-pressure side becomes the high-pressure side. The pump switches to motor operation, and the motor switches to pump operation. The motor's oil inlet changes from high pressure to low pressure. At this time, the motor inlet must maintain a minimum pressure. Under the same speed, the smaller the motor displacement, the smaller the required minimum inlet pressure, which is more beneficial to the motor. When an emergency braking situation occurs, the electronic controller can monitor the rate of change of the pedal angle and set a certain limit. When the rate of change of the angle reaches the set value, the pump and motor variable path is as follows: the motor displacement maintains the current displacement, and the pump displacement quickly becomes zero. This method can prevent the motor from being damaged by cavitation. When the rate of change of the angle does not reach the set value, the pump and motor variable path executes in normal mode.

[0059] Step S2: According to driving needs, determine whether to release the brake pedal and accelerate again. If the brake pedal is released and acceleration is not performed, the motor displacement will start to increase when the motor reaches a certain set speed value. If the brake pedal is released and acceleration is performed, the motor maintains the current displacement, and the pump displacement gradually increases to ensure the vehicle accelerates. The required displacement values ​​of the pump and motor are recalculated according to driving needs, and the variables are completed until the target vehicle speed is reached.

[0060] Step S3: As the motor displacement increases, it checks again whether to release the brake pedal and accelerate again. If no acceleration is performed, the motor reaches its maximum displacement until the vehicle stops. If acceleration is performed again, the motor maintains its current displacement, and the pump displacement gradually increases to ensure the vehicle accelerates. Then, the control logic of checking whether to release the accelerator pedal and accelerate again is executed.

[0061] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0062] This application also provides a motor anti-vacuum device. It should be noted that the motor anti-vacuum device of this application can be used to execute the motor anti-vacuum method provided in this application. This device is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0063] The following describes the motor anti-vacuum device provided in the embodiments of this application. The hydrostatic drive system includes a pump and a motor, and the hydrostatic drive system is used to transmit power between the engine and the drive wheels. The device includes:

[0064] The acquisition unit is used to acquire the angle change rate of the brake pedal in response to the operation of pressing the brake pedal, wherein the angle change rate is the ratio of the rotation angle of the brake pedal to the rotation duration of the brake pedal.

[0065] The first control unit is configured to control the pump to have a displacement of 0 and control the motor to increase its displacement at a predetermined rate when the angle change rate is greater than or equal to a predetermined threshold, until the maximum displacement of the motor is reached.

[0066] In the above-mentioned method for preventing motor cavitation, the rate of change of the brake pedal angle is monitored when the brake pedal is pressed. If the rate of change of the angle is greater than or equal to a predetermined threshold, it indicates emergency braking, and the motor displacement directly changes to the maximum displacement. The risk angle of motor cavitation has already led to motor failure. Therefore, by controlling the motor to increase the displacement at a predetermined rate, the risk of motor cavitation is greatly reduced. There is no need to add an oil supply line to avoid motor cavitation, which solves the problem of high cost of using an oil supply line to prevent motor cavitation in the prior art.

[0067] It should be noted that for hydrostatically driven vehicles, the engine typically has two control methods: constant speed and variable speed. Constant speed control is suitable for vehicles with lower speeds, while variable speed control is suitable for vehicles with higher speeds. During emergency braking, the problem of motor cavitation usually occurs in vehicles with higher speeds. Therefore, the above-mentioned motor anti-cavitation method is applicable to vehicles with variable speed control. Of course, vehicles with constant speed control may also have the problem of motor cavitation, and the above-mentioned motor anti-cavitation method is also applicable.

[0068] To meet driving requirements, one alternative implementation method is as follows: Figure 2 As shown, the first control unit includes:

[0069] The first control module is used to control the displacement of the motor to remain constant and the displacement of the pump to be 0 when the angle change rate is greater than a predetermined threshold.

[0070] The second control module is used to respond to the operation of releasing the brake pedal and not pressing the accelerator pedal, and when the speed of the motor is greater than a predetermined speed, to control the motor to increase its displacement at the predetermined rate, or, in response to the operation of releasing the brake pedal and pressing the accelerator pedal, to control the displacement of the motor to remain unchanged and to control the pump to increase its displacement.

[0071] In the above implementation, during braking, the original high-pressure side of the closed system becomes the low-pressure side, and the original low-pressure side becomes the high-pressure side. The pump switches to motor operation mode, and the motor switches to pump operation mode. The oil inlet of the motor changes from high pressure to low pressure. At this time, the motor inlet must maintain a minimum pressure. Under the premise of the same speed, the smaller the motor displacement, the smaller the required minimum inlet pressure, which is more beneficial to the motor. When the above angle change rate is greater than a predetermined threshold, it indicates that an emergency braking condition has been entered. The motor displacement maintains the current displacement, and the pump displacement quickly becomes zero. Without increasing the motor displacement, the required minimum inlet pressure will not increase rapidly. In this way, damage caused by motor cavitation can be avoided. According to driving needs, it is determined whether to release the brake pedal and accelerate again. If the brake pedal is released and acceleration is not performed, when the motor reaches the predetermined speed, the motor displacement begins to increase, and the vehicle speed gradually decreases to zero, completing the setting. If the brake pedal is released and acceleration is performed, the motor maintains the current displacement, and the pump displacement gradually increases to ensure vehicle acceleration. The required displacement values ​​of the pump and motor are recalculated according to driving needs, and the variables are completed until the target vehicle speed is reached.

[0072] To meet driving needs at any time, one optional implementation method is, such as Figure 3 As shown, the above-mentioned device also includes:

[0073] The second control unit is configured to, in response to the operation of releasing the brake pedal and not pressing the accelerator pedal, when the speed of the motor is greater than a predetermined speed, control the motor to increase its displacement at the predetermined rate, and then, in response to the operation of releasing the brake pedal and not pressing the accelerator pedal, control the motor to increase its displacement at the predetermined rate until the displacement of the motor equals the maximum displacement, and control the displacement of the pump to be 0.

[0074] The third control unit is configured to, in response to the operation of releasing the brake pedal and pressing the accelerator pedal, control the displacement of the motor to remain constant and control the displacement of the pump to increase.

[0075] In the above implementation, as the motor displacement increases, it is determined again whether to release the brake pedal and accelerate again. If no acceleration is performed, the motor reaches its maximum displacement until the vehicle stops. If acceleration is performed again, the motor maintains its current displacement, the pump displacement gradually increases to ensure the vehicle accelerates, and the control logic of determining whether to release the accelerator pedal and accelerate again is executed again.

[0076] To achieve braking, in one optional embodiment, the above-mentioned device further includes:

[0077] The fourth control unit is configured to, after acquiring the angle change rate of the brake pedal, control the displacement of the motor to the maximum displacement of the motor and control the displacement of the pump to 0 when the angle change rate is less than the predetermined threshold.

[0078] In the above embodiments, when the angle change rate does not reach the predetermined threshold, the pump and motor variable path are executed in normal state, the displacement of the motor is controlled to the maximum displacement of the motor, and the displacement of the pump is controlled to 0, so as to gradually reduce the vehicle speed to zero.

[0079] To achieve acceleration, in one optional embodiment, the above-mentioned device further includes:

[0080] The fifth control unit is configured to, in response to the operation of releasing the brake pedal and pressing the accelerator pedal, control the displacement of the motor to remain constant and control the displacement of the pump to increase, and in response to the operation of not releasing the accelerator pedal, control the displacement of the pump to increase to the maximum displacement of the pump and control the displacement of the motor to decrease to the minimum displacement of the pump when the engine speed is equal to the maximum speed.

[0081] In the above embodiment, in response to the operation of not releasing the accelerator pedal, during acceleration, as the engine speed increases and the pump displacement increases, the vehicle speed gradually increases. When the engine speed reaches the maximum speed, the pump displacement continues to increase to the maximum displacement. At this time, the motor needs to gradually change from the maximum displacement to the minimum displacement, and the vehicle speed gradually reaches the maximum.

[0082] To meet the requirements of idling conditions, in one optional embodiment, the above-mentioned device further includes:

[0083] The sixth control unit is configured to, in response to the operation of not releasing the accelerator pedal, control the pump displacement to increase to the pump's maximum displacement, control the motor displacement to decrease to the pump's minimum displacement, and then, in response to the operation of releasing the accelerator pedal, control the motor displacement to the motor's maximum displacement and control the pump displacement to 0.

[0084] In the above implementation, when the accelerator pedal is released, the engine speed gradually decreases to idle speed, the motor changes from minimum displacement to maximum displacement, and then the pump displacement changes from maximum displacement to zero displacement, and the vehicle speed gradually decreases to zero.

[0085] In order to detect the rate of change of the brake pedal angle in real time, in one optional embodiment, the acquisition unit includes:

[0086] The acquisition module is used to acquire the rotation angle of the brake pedal detected by the angle sensor on the brake pedal, acquire the duration of the recorded change in the reading of the angle sensor, and obtain the rotation duration of the brake pedal.

[0087] The calculation module is used to calculate the ratio of the rotation angle of the brake pedal to the rotation duration of the brake pedal, and to obtain the rate of change of the angle.

[0088] In the above embodiment, the rotation angle of the brake pedal is detected by an angle sensor installed on the brake pedal, and the rotation duration is recorded synchronously. The angle change rate is obtained by calculating the ratio of the rotation angle of the brake pedal to the rotation duration of the brake pedal.

[0089] The aforementioned motor anti-air suction device includes a processor and a memory. The acquisition unit and the first control unit, among others, are stored as program units in the memory. The processor executes these program units to achieve the corresponding functions. All of the above modules reside in the same processor; alternatively, the modules may be located in different processors in any combination.

[0090] The processor contains a kernel, which retrieves the corresponding program unit from memory. One or more kernels can be configured, and adjusting kernel parameters can address the high cost of preventing motor cavitation in existing oil supply lines.

[0091] This invention provides a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device containing the computer-readable storage medium to perform the motor anti-air suction method.

[0092] This invention provides a processor for running a program, wherein the program executes the motor anti-vacuum method during operation.

[0093] This invention provides a hydrostatic drive vehicle, which includes a hydrostatic drive system, a processor, a memory, and a program stored in the memory and executable on the processor. The hydrostatic drive system includes a pump and a motor, and is used to transmit power between the engine and the drive wheels. When the processor executes the program, it implements the motor anti-cavitation method.

[0094] This application also provides a computer program product that, when executed on a data processing device, is suitable for executing a program that initializes the above-described motor anti-vacuum method.

[0095] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0096] As can be seen from the above description, the embodiments of this application achieve the following technical effects:

[0097] 1) In the motor anti-vacuuming method of this application, the angle change rate of the brake pedal is monitored when the brake pedal is pressed. If the angle change rate is greater than or equal to a predetermined threshold, it indicates that it is an emergency brake and the motor displacement directly changes to the maximum displacement. The risk angle of motor vacuuming has already caused motor failure. Therefore, the motor is controlled to increase the displacement at a predetermined rate, which greatly reduces the risk of motor vacuuming. There is no need to add an oil replenishment line to avoid motor vacuuming, which solves the problem of high cost of oil replenishment line to prevent motor vacuuming in the prior art.

[0098] 2) In the motor anti-vacuum device of this application, the angle change rate of the brake pedal is monitored when the brake pedal is pressed. If the angle change rate is greater than or equal to a predetermined threshold, it indicates that it is an emergency brake and the motor displacement directly changes to the maximum displacement. The risk angle of motor vacuuming has already caused motor failure. Therefore, the motor is controlled to increase the displacement at a predetermined rate, which greatly reduces the risk of motor vacuuming. There is no need to add an oil replenishment line to avoid motor vacuuming, which solves the problem of high cost of oil replenishment line to prevent motor vacuuming in the prior art.

[0099] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for preventing motor from sucking air into the air, characterized in that, The hydrostatic drive system includes a pump and a motor, the hydrostatic drive system being used to transmit power between an engine and drive wheels, the method comprising: In response to the operation of pressing the brake pedal, the angle change rate of the brake pedal is obtained, wherein the angle change rate is the ratio of the rotation angle of the brake pedal to the rotation duration of the brake pedal; When the angle change rate is greater than or equal to a predetermined threshold, the pump displacement is controlled to be 0, and the motor is controlled to increase the displacement at a predetermined rate until the maximum displacement of the motor is reached. When the rate of change of angle is greater than a predetermined threshold, controlling the motor to increase its displacement at a predetermined rate includes: when the rate of change of angle is greater than the predetermined threshold, controlling the displacement of the motor to remain constant and controlling the displacement of the pump to be 0; in response to the operation of releasing the brake pedal and not pressing the accelerator pedal, when the rotational speed of the motor is greater than a predetermined speed, controlling the motor to increase its displacement at the predetermined rate, or, in response to the operation of releasing the brake pedal and pressing the accelerator pedal, controlling the displacement of the motor to remain constant and controlling the displacement of the pump to increase.

2. The method according to claim 1, characterized in that, In response to the release of the brake pedal and the depressing of the accelerator pedal, after controlling the motor to increase its displacement at the predetermined rate when the motor's rotational speed is greater than a predetermined speed, the method further includes: In response to the operation of releasing the brake pedal and not pressing the accelerator pedal, the motor is controlled to increase its displacement at the predetermined rate until the displacement of the motor equals the maximum displacement, and the displacement of the pump is controlled to be 0. In response to the actions of releasing the brake pedal and pressing the accelerator pedal, the displacement of the motor is kept constant, and the displacement of the pump is increased.

3. The method according to claim 1, characterized in that, After obtaining the rate of change of the brake pedal angle, the method further includes: When the rate of change of angle is less than the predetermined threshold, the displacement of the motor is controlled to be the maximum displacement of the motor, and the displacement of the pump is controlled to be 0.

4. The method according to claim 2, characterized in that, After controlling the motor displacement to remain constant and controlling the pump displacement to increase in response to releasing the brake pedal and pressing the accelerator pedal, the method further includes: In response to the operation of not releasing the accelerator pedal, when the engine speed is equal to the maximum speed, the pump displacement is controlled to increase to the pump's maximum displacement, and the motor displacement is controlled to decrease to the motor's minimum displacement.

5. The method according to claim 4, characterized in that, In response to the operation of not releasing the accelerator pedal, after controlling the pump displacement to increase to the pump's maximum displacement and controlling the motor displacement to decrease to the pump's minimum displacement while the engine speed is equal to the maximum speed, the method further includes: In response to the release of the accelerator pedal, the displacement of the motor is controlled to the maximum displacement of the motor, and the displacement of the pump is controlled to 0.

6. The method according to any one of claims 1 to 5, characterized in that, Obtaining the rate of change of the brake pedal angle includes: The rotation angle of the brake pedal detected by the angle sensor on the brake pedal is obtained, and the duration of the recorded change in the reading of the angle sensor is obtained to obtain the rotation duration of the brake pedal. The rate of change of the angle is obtained by calculating the ratio of the rotation angle of the brake pedal to the rotation duration of the brake pedal.

7. A motor anti-vacuum device, characterized in that, A hydrostatic drive system includes a pump and a motor, the hydrostatic drive system being used to transmit power between an engine and drive wheels, the device comprising: The acquisition unit is used to acquire the angle change rate of the brake pedal in response to the operation of pressing the brake pedal, wherein the angle change rate is the ratio of the rotation angle of the brake pedal to the rotation duration of the brake pedal. The first control unit is configured to, when the angle change rate is greater than or equal to a predetermined threshold, control the pump to have a displacement of 0 and control the motor to increase the displacement at a predetermined rate until the maximum displacement of the motor is reached. The first control unit includes: a first control module, configured to control the displacement of the motor to remain constant and control the displacement of the pump to be 0 when the angle change rate is greater than a predetermined threshold; and a second control module, configured to control the motor to increase its displacement at a predetermined rate when the motor speed is greater than a predetermined speed, in response to the operation of releasing the brake pedal and depressing the accelerator pedal, or to control the displacement of the motor to remain constant and control the displacement of the pump to increase, in response to the operation of releasing the brake pedal and depressing the accelerator pedal.

8. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the method described in any one of claims 1 to 6.

9. A hydrostatically driven vehicle, characterized in that, include: A hydrostatic drive system, one or more processors, a memory, and one or more programs, wherein the hydrostatic drive system includes a pump and a motor, the hydrostatic drive system being used to transmit power between an engine and drive wheels, the one or more programs being stored in the memory and configured to be executed by the one or more processors, the one or more programs including methods for performing any one of claims 1 to 6.

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