An electro-hydraulic combined control system for a loader

Abstract

The application relates to the field of engineering machinery control and discloses a loader electro-hydraulic combined control system, which comprises a signal acquisition and input module, a cooperative control module and the like. The signal acquisition and input module is used for collecting a driver intention input signal, a working device posture signal and a whole vehicle dynamic state signal. The cooperative control module is used for adaptively adjusting the control characteristic of a working device according to the whole vehicle dynamic state signal, wherein the working device comprises a boom and a bucket. The driver intention input signal and the working device posture signal are combined to cooperatively optimize the compound action control of the working device. Based on the analysis of the driver intention input signal, an engine power pre-request signal is predictively generated. Through multi-information fusion and predictive control, the application realizes the coordination of the compound action of the working device, the dynamic stability of the whole vehicle operation and the quick matching response of the power and hydraulic systems, and improves the whole machine operation efficiency and the operation performance.

Description

Technical Field

[0001] This invention relates to the field of engineering machinery control technology, and in particular to an electro-hydraulic combined control system for a loader. Background Technology

[0002] As an important type of construction machinery, the working efficiency and performance of loaders largely depend on the design of their electro-hydraulic control systems. Existing loader electro-hydraulic control systems typically send control commands to electro-hydraulic proportional valves via a controller based on the driver's input signals, thereby driving the boom, bucket, and other working devices to complete various actions.

[0003] However, the control mapping relationships in existing technologies are usually fixed, and they do not take into account the macroscopic dynamic state of the vehicle (such as driving speed and steering angle) into the scope of control logic. Therefore, when the loader is traveling at high speed or turning at a large angle, the same amount of input from the driver will cause the same magnitude of action response as in the stationary state. This response may be too violent under dynamic conditions, thus posing a challenge to the operational stability of the vehicle and increasing the operational risk under uncertain conditions.

[0004] Furthermore, when performing complex actions such as boom lifting and bucket retraction, existing systems typically rely on the operator to independently control each actuator by manipulating multiple axes of a single handle. Due to the linkage geometry of the loader's working device, a single degree of freedom movement often causes undesirable coupled movements in other degrees of freedom; for example, the bucket may spontaneously change its posture during boom lifting. To achieve the ideal complex motion trajectory and prevent material spillage, additional, compensatory fine-tuning operations are required from the operator. This places high demands on the operator's skill and attention allocation, increasing operational complexity and impacting work efficiency and accuracy.

[0005] Meanwhile, in terms of matching power and hydraulic systems, traditional control strategies are typically responsive. Specifically, the engine control system only adjusts power output based on detected load changes after the hydraulic system has generated an actual large load demand. This control method has an inherent time delay, causing the engine speed to drop significantly due to the sudden application of load in conditions requiring instantaneous high power (such as rapid digging), resulting in temporary power shortages. This not only affects the smoothness and continuity of operations but also reduces fuel economy.

[0006] Therefore, how to design a new electro-hydraulic combined control system that can comprehensively consider the dynamic stability of the whole vehicle, the coordination of compound actions, and the responsiveness of the power system has become a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0007] The purpose of this invention is to provide an electro-hydraulic combined control system for loaders, which solves the problem that existing electro-hydraulic control systems for loaders are difficult to coordinate and optimize the dynamic stability of the vehicle, the coordination of the composite actions of the working devices, and the transient response of the power system under complex working conditions.

[0008] To achieve the above objectives, the present invention provides the following technical solution: an electro-hydraulic combined control system for a loader, comprising: The signal acquisition and input module is used to acquire driver intention input signals, working device attitude signals, and vehicle dynamic status signals; The collaborative control module is used to adaptively adjust the control characteristics of the working device based on the dynamic status signal of the whole vehicle, wherein the working device includes a boom and a bucket; By combining the driver's intention input signal with the working device's attitude signal, the complex motion control of the working device is optimized in a coordinated manner. Based on the analysis of the driver's intention input signal, an engine power pre-request signal is generated in advance; Based on the results of adaptive adjustment and collaborative optimization, the final traffic command is generated. The power and execution module is used to receive the final flow command and the engine power pre-request signal, and drive the loader's working device and engine according to the final flow command and the engine power pre-request signal.

[0009] Preferably, the signal acquisition and input module includes: A driver intention input unit is used to convert the driver's operation into the driver intention input signal; The working device attitude sensing unit is used to measure the real-time angle of the working device and generate the attitude signal of the working device; the vehicle dynamic status sensing unit is used to monitor the driving speed and steering angle of the loader and generate the vehicle dynamic status signal.

[0010] Preferably, the step of the collaborative control module adaptively adjusting the control characteristics of the working device based on the vehicle dynamic status signal specifically includes: When the driving speed or steering angle contained in the vehicle dynamic status signal increases, adaptive adjustment is achieved by reducing the response intensity of the control characteristics.

[0011] Preferably, the step of the collaborative control module combining the driver's intention input signal and the working device's attitude signal to collaboratively optimize the composite motion control of the working device specifically includes: Based on the attitude signal of the working device and the basic flow command converted from the driver's intention input signal, a flow correction command for optimizing the compound action of the working device is calculated and generated. The traffic correction instruction is superimposed on the basic traffic instruction to form the final traffic instruction; The final flow command synchronously controls multiple actuators with different degrees of freedom in the power and execution module, thereby parsing and executing the driver's single or combined operational intentions into optimized multi-degree-of-freedom coordinated actions.

[0012] Preferably, the collaborative control module is further used for: When a lifting operation on the boom is detected, the compensating flow rate corresponding to the compensating bucket action used to maintain the bucket attitude is calculated based on the working device attitude signal, and the compensating flow rate is used as part of the flow correction command.

[0013] Preferably, the step of the cooperative control module generating the engine power pre-request signal specifically includes: The time change rate of the driver's intention input signal is calculated, and when the time change rate exceeds a preset threshold, the engine power pre-request signal is generated in advance.

[0014] Preferably, the power and execution module includes: A hydraulic actuator is used to directly drive the working device to produce action; An electro-hydraulic proportional valve assembly is used to receive the final flow command and control the actual flow rate entering the hydraulic actuator based on the final flow command; An engine electronic control unit is used to receive the engine power pre-request signal and adjust the engine power output based on the engine power pre-request signal.

[0015] Preferably, the electro-hydraulic proportional valve assembly is an electro-hydraulic proportional main valve or an electro-hydraulic servo main valve.

[0016] Preferably, the engine electronic control unit is further used for: Upon receiving the engine power pre-request signal, the power boosting program is executed first to increase the engine speed and torque.

[0017] Preferably, the collaborative control module is further used for: The driver's intention input signal is converted into a basic flow command through a nonlinear mapping curve, thereby optimizing the micro-motion control performance of the working device. In summary, the present invention has at least one of the following beneficial technical effects: 1. This invention uses a collaborative control module to adaptively adjust the control characteristics of the working device based on the received dynamic status signals of the vehicle (including driving speed and steering angle). During high-speed driving or large-angle steering, the system reduces the control gain, thereby decreasing the response amplitude of the driver's input to the working device's actions. This avoids vehicle instability caused by excessive operation at high speeds, improving the loader's operational stability during dynamic processes.

[0018] 2. This invention utilizes a collaborative control module that combines the driver's intention input signal with real-time feedback of the working device's attitude signal to calculate and generate a flow correction command. This command, superimposed with the basic flow command, forms the final flow command, which can synchronously control multiple actuators such as the boom and bucket. For example, during boom lifting, the system automatically generates and executes a compensatory bucket tilting motion to maintain the bucket's attitude. This technical solution transforms the delicate, complex operations requiring skilled driver input into precise, automated linkages, reducing operational complexity.

[0019] 3. This invention analyzes the time change rate of the driver's intention input signal through a collaborative control module to anticipate upcoming high load demands and sends an engine power pre-request signal to the engine electronic control unit in advance. Upon receiving this signal, the engine electronic control unit can proactively increase the engine's power output before the hydraulic system actually generates a high load. This feedforward power control method shortens the engine's response time to load changes, avoids the engine speed drop caused by a sudden increase in hydraulic load, and ensures the continuity of operation and the stability of power output. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the overall structure of the loader electro-hydraulic combined control system of the present invention; Figure 2 This is a schematic diagram of the internal functions of the collaborative control module of the present invention; Figure 3 This is a schematic diagram of the nonlinear mapping relationship of the present invention.

[0021] Among them, 100 is the signal acquisition and input module; 200 is the collaborative control module; 300 is the power and execution module; 110 is the driver intention input unit; 120 is the working device attitude sensing unit; 130 is the vehicle dynamic status sensing unit; 310 is the hydraulic actuator; 320 is the electro-hydraulic proportional valve group; and 330 is the engine electronic control unit. Detailed Implementation

[0022] See attached document Figure 1The present invention provides an electro-hydraulic combined control system for a loader, which may include: a signal acquisition and input module 100, a collaborative control module 200, and a power and execution module 300.

[0023] The collaborative control module 200 is electrically connected to the signal acquisition and input module 100 and the power and actuation module 300, respectively, for example, through data communication via a controller area network (CAN) bus.

[0024] In one specific embodiment of the present invention, the system's workflow is as follows: the signal acquisition and input module 100 is responsible for acquiring multi-source status information during the operation of the loader, converting the acquired information into digital signals, and sending them to the collaborative control module 200.

[0025] Specifically, the signals acquired by the signal acquisition and input module 100 include: driver intention input signal J. in θ, the attitude signal of the working device dev and the vehicle dynamic status signal S veh .

[0026] After receiving the above signal, the collaborative control module 200 performs parallel processing based on its internally integrated algorithm model. This processing includes: According to the vehicle dynamic status signal S veh (Including the actual driving speed of the vehicle V) v and articulated steering angle α s The control characteristics of the working device are adaptively adjusted. Combined with driver intention input signal J in and the attitude signal θ of the working device dev The combined actions of the working device are optimized in a coordinated manner; based on the driver's intention input signal J in The analysis predictively generates an engine power pre-request signal P. req . Based on the results of the aforementioned processing, the collaborative control module 200 generates two types of core control commands: the final flow command Q. final and engine power pre-request signal P req .

[0027] Among them, the final flow instruction Q final The generation is an integrated output of the results of adaptive adjustment and collaborative optimization, and its functional relationship can be expressed as: Q final =F integrate (Result adapt ,Result synergy ); Among them, Result adaptThe result is an adaptively adjusted processing result. synergy For the results of collaborative optimization, F integrate This is a pre-defined algorithm for integrating the results of two processing steps.

[0028] Engine power pre-request signal P req The generation of is independently based on the analysis of the driver's intention, and its functional relationship can be expressed as: P req =F predict (J in ); Among them, J in For the driver's intention input signal, F predict This is a predictive generation algorithm.

[0029] Finally, the collaborative control module 200 will generate the final flow command Q. final and engine power pre-request signal P req Send to Power and Execution Module 300.

[0030] Upon receiving the two command signals mentioned above, the power and execution module 300 executes the corresponding drive tasks. Specifically, it executes the drive tasks based on the final flow command Q. final The drive unit (including boom and bucket) produces precise single or combined movements; simultaneously, based on the engine power pre-request signal P... req The drive engine adjusts its power output to match the upcoming load changes. This completes the closed loop of the entire electro-hydraulic combined control process.

[0031] See attached document Figure 1 In one embodiment of the present invention, the signal acquisition and input module 100 may further include: a driver intention input unit 110, a working device posture sensing unit 120, and a vehicle dynamic status sensing unit 130. These units work together to provide the necessary, real-time status information to the collaborative control module 200.

[0032] The driver intention input unit 110 can be implemented as a multi-axis electrically controlled pilot handle. Each operating axis of the handle corresponds to a degree of freedom of the working device. For example, the forward and backward displacement of the handle controls the lifting and lowering of the boom, and the left and right displacement controls the tilting and retraction of the bucket. An angle or displacement sensor, such as a Hall effect sensor or potentiometer, is integrated inside the handle to accurately convert the physical displacement applied by the driver onto the handle into a voltage or current signal proportional to the displacement. These electrical signals together constitute the driver intention input signal J. in And it is sent to the collaborative control module 200.

[0033] The workpiece attitude sensing unit 120 comprises one or more angle sensors for real-time measurement of the absolute or relative angles of various components of the workpiece. In one specific embodiment, the unit includes a boom angle sensor mounted at the connection pin between the boom root and the chassis, and a bucket angle sensor mounted at the connection pin between the bucket and the boom. These sensors (e.g., rotary encoders or magnetoresistive angle sensors) respectively measure the boom lifting angle θ. b and the bucket's tilting angle θ t These angular measurements, after processing, form the attitude signal θ of the working device. dev It is output as a vector signal to the collaborative control module 200.

[0034] The vehicle dynamic state sensing unit 130 is used to monitor the macroscopic motion state of the loader itself. Specifically, this unit may include a vehicle speed sensor and a steering angle sensor. The vehicle speed sensor can be mounted on the gearbox output shaft or a wheel to measure the actual vehicle speed V. v The steering angle sensor can be installed at the central hinge point of the front and rear frames of the loader to measure the articulated steering angle α of the vehicle body. s The speed and steering angle signals collected by these two sensors are combined to form the vehicle's dynamic state signal S. veh This information is then provided to the collaborative control module 200 as a basis for adaptive adjustment of control characteristics.

[0035] In one specific embodiment of the present invention, the cooperative control module 200 may be implemented by a dedicated vehicle control unit (VCU). This controller may internally include: a microprocessor (MCU) or digital signal processor (DSP), non-volatile memory (such as Flash Memory) for storing preset algorithm programs and lookup table data, random access memory (RAM) for temporarily storing computational data, and input / output (I / O) interfaces and a CAN bus transceiver for exchanging data with other modules. The algorithms and logical judgments described later in this section are all stored as program code in the non-volatile memory of this controller and executed by the microprocessor (see attached figure). Figure 2 The collaborative control module 200 is the core calculation and decision-making unit of the electro-hydraulic combined control system of this invention. This module receives various signals from the signal acquisition and input module 100, and based on the internally integrated multi-layer algorithm model, processes them in parallel and generates the final flow command Q for control. final and engine power pre-request signal P req .

[0036] See attached document Figure 3 In one embodiment, the cooperative control module 200 receives the vehicle dynamic status signal. Then, adaptive control characteristics are adjusted. Specifically, the processing unit within the module continuously monitors the actual vehicle speed contained in the signal. and articulated steering angle The module pre-stores a two-dimensional lookup table or function, which defines the control gain coefficient. and and The relationship between them. When or When the value increases, it is obtained by looking up a table or calculating a function. The value decreases accordingly. This gain coefficient... This will be used in the calculation of subsequent flow commands, thereby reducing the actual operating device response intensity corresponding to the same amount of driver input under high-speed or large steering angle conditions. The functional relationship of this process can be expressed as: ; in, This represents the actual speed of the vehicle. For the articulated steering angle, This is a preset two-dimensional lookup table or decay function.

[0037] function f adapt It can be set as a decay function, and its specific form can be: K g =K g0 / (1+c v ·|V v |+c s ·|α s |); Among them, K g0 Based on the control gain coefficient (e.g., K when the vehicle is stationary). g0 =1),c v and c s These are the weighting coefficients for speed and steering angle with respect to gain, and their values ​​are calibrated based on experimental data.

[0038] At the same time, the cooperative control module 200 will receive the driver's intention input signal J in Convert to basic flow command Q base This transformation process is achieved through a nonlinear mapping curve, such as an sigmoid function curve.

[0039] Specifically, the S-shaped function curve can be approximated using a piecewise linear function, or directly implemented using the standard Sigmoid function (such as the logistic function).

[0040] The curve has a small slope in the initial segment of the input signal (corresponding to minor handle operations), which allows small handle displacements to generate small flow commands for precise micro-motion control of the working device; in the middle segment of the input signal, the curve has a large slope, which allows handle operations to be quickly converted into large flow commands for rapid response.

[0041] Based on this, the collaborative control module 200 performs collaborative optimization of the composite actions of the working device. The module determines the actions based on the working device's attitude signal θ. dev and the already generated basic flow command Q base Calculate and generate a flow correction instruction Q correct This correction command is vector-superimposed with the basic flow command to form the final flow command Q. final Q here base Q correct and Q final All are vectors, and their components correspond to the flow values ​​driving different degrees of freedom. For example, Q final =[Q b_final Q t_final ] T Q b_final and Q t_final These are the final flow commands for driving the boom and bucket, respectively; T represents the vector transpose operation. The final flow command Q... final It is sent to the power and actuation module 300 to synchronously control multiple hydraulic actuators and realize multi-degree-of-freedom linkage and coordinated action.

[0042] As a specific implementation of collaborative optimization, when the system detects that the driver is performing a boom lifting operation (i.e., the basic flow command Q corresponding to the boom), b_base If the value is not zero, the collaborative control module 200 will activate the bucket attitude compensation algorithm. This algorithm is based on the real-time collected boom lifting angle θ. b Bucket tilting angle θ t And boom basic flow command Q b_base Using a pre-defined kinematics-based compensation model, a compensatory bucket motion flow Q is calculated in real time to maintain the bucket's posture (e.g., keep it level) during lifting. t_correct This compensation flow is referred to as the flow correction command Q. correct One component. The functional relationship of this calculation process can be expressed as: Q t-correct =f comp (Q b_base ,θ b ,θ t ); Among them, Q b_base θ is the basic flow command corresponding to the boom movement.b θ is the real-time lifting angle of the boom. t f is used to adjust the bucket's tilt angle in real time. comp This is a pre-defined compensation algorithm model.

[0043] In addition, the cooperative control module 200 also performs predictive power request generation. The module receives the driver's intention input signal J. in Perform time differentiation on a vector signal to obtain the time rate of change d(J) of the signal. in The magnitude of the rate of change vector is then calculated and compared with a preset threshold. When the magnitude exceeds the threshold, it indicates that the driver is performing a rapid, large-amplitude operation, and the system anticipates an impending large power demand. At this point, an engine power pre-request signal P is immediately generated. req The functional relationship of this process can be expressed as: Among them, J in Input signal vector for driver intent, f is the magnitude of the rate of change of the vector over time. predict It is a step judgment function that includes a trigger threshold.

[0044] Specifically, the function f predict The judgment logic can be set as follows: when When, output P req =1 (or a specific power request level code); otherwise, output P req =0. Where J th The operating rate threshold is preset based on experimental data.

[0045] To ensure the accuracy and effectiveness of the engine power pre-request and to avoid unnecessary engine power boosting caused by invalid driver operations (such as momentary jitter of the lever or immediate return after rapid operation), the cooperative control module 200 employs a complex logic containing multiple judgment conditions when generating the engine power pre-request signal.

[0046] Specifically, the generation of a pre-request signal requires the following two core conditions to be met simultaneously: 1. Rate threshold judgment: As mentioned earlier, the time change rate d(J) of the driver's intended input signal. in The rate of operation (dt) needs to exceed the preset operating rate threshold. th_rate This condition is used to identify the speed of the operation.

[0047] 2. Amplitude threshold judgment: Simultaneously, the absolute value of the driver's intention input signal |J in It must also exceed a preset amplitude threshold J. th_magThis condition is used to identify the effective strength of the operation, ensuring that the driver's intention is not a minor, meaningless disturbance.

[0048] In a more preferred embodiment, to further enhance robustness, a time duration judgment can be introduced: that is, the two core conditions mentioned above must be met simultaneously and last for a preset, extremely short time length (e.g., 50 milliseconds). Only when the operation signal simultaneously exhibits the characteristics of being fast, powerful, and continuous will the system ultimately determine that this is a valid intention to generate a large load and send the engine power pre-request signal to the engine electronic control unit 330.

[0049] Through this composite judgment mechanism, the present invention can accurately filter out invalid operation signals and only respond to real and imminent operational needs in a predictive manner. This ensures instantaneous power responsiveness while minimizing unnecessary fuel consumption, truly achieving a balance between operational efficiency and fuel economy.

[0050] See attached document Figure 1 The power and execution module 300 is the physical execution end of the electro-hydraulic combined control system of the present invention, and is responsible for converting the electrical command signals from the cooperative control module 200 into the mechanical actions of the loader working device and the power response of the engine.

[0051] In one embodiment of the present invention, the power and execution module 300 specifically includes a hydraulic actuator 310, an electro-hydraulic proportional valve group 320, and an engine electronic control unit 330.

[0052] The hydraulic actuator 310 is a component that directly drives the working device to produce actions, and may specifically include one or more boom hydraulic cylinders and one or more bucket hydraulic cylinders. The function of these hydraulic cylinders is to convert hydraulic energy into linear mechanical work, and to realize the lifting and lowering of the boom, and the tilting and retraction of the bucket through their extension and retraction.

[0053] The electro-hydraulic proportional valve assembly 320 is the interface connecting the coordinated control module 200 and the hydraulic actuator 310. This valve assembly receives the final flow command Q from the coordinated control module 200. final The instruction is a vector electrical signal (such as a CAN message) containing multiple components, each component corresponding to the control of a flow rate of one degree of freedom. The electro-hydraulic proportional valve assembly 320, based on the values ​​of each component in the instruction, precisely regulates the flow rate and direction of the hydraulic oil entering each hydraulic actuator 310 by controlling the opening of the corresponding valve core, thereby controlling the speed and direction of the movement of each component of the working device. In a specific embodiment, the electro-hydraulic proportional valve assembly 320 can be a multi-way valve integrating an electro-hydraulic proportional pilot valve, or an electro-hydraulic servo main valve with higher response speed and control accuracy.

[0054] The engine control unit 330 is the engine management unit, and it communicates with the coordination control module 200 via a CAN bus. The engine control unit 330 receives the engine power pre-request signal P, which is predictively generated by the coordination control module 200. req In one specific configuration, when the engine control unit 330 receives this signal, its internal control logic treats this request as a high-priority event. At this time, the control unit immediately executes a preset power boosting program, which adjusts the injection quantity and duration of the fuel injection system and adjusts the target engine speed setting to increase the engine's output torque and speed in the shortest possible time, thereby preparing power reserves for the upcoming heavy load on the hydraulic system.

[0055] To further illustrate the technical solution of the present invention, the integrated working process of the loader electro-hydraulic combined control system provided by the present invention will be described below through two typical operating conditions.

[0056] Example 1: Taking a loader performing a V-shaped loading operation as an example, the process includes a series of continuous actions such as digging, lifting and turning, unloading, and retracting the bucket.

[0057] When the operator performs the digging action, they typically operate the operator intention input unit 110 quickly and significantly to allow the working device to rapidly cut into the material pile. The collaborative control module 200 receives this operator intention input signal J. in Then, the system calculates the rate of change over time using an internal algorithm. When this rate of change exceeds a preset threshold, the system determines that a large load is about to occur, and the cooperative control module 200 then generates an engine power pre-request signal P. req And it is sent to the engine electronic control unit 330 via bus.

[0058] The engine control unit 330 processes this signal as a high-priority command and actively executes a power-boosting program to increase engine speed and torque output. Simultaneously, the coordination control module 200 converts the driver's digging operation signal into a final flow command Q. final The signal is then sent to the electro-hydraulic proportional valve assembly 320 of the power and execution module 300. Because the engine power has been increased in advance, the loader can maintain a stable engine speed the moment the working device cuts into the material pile, avoiding insufficient power or engine stalling caused by a sudden increase in hydraulic load.

[0059] After excavating the material, the driver raises the boom and simultaneously articulates the steering to move the loader from the material pile towards the transport vehicle. During this process, the driver's primary intention is to raise the boom. Based on the received boom-raising command and combined with the real-time angles of the boom and bucket obtained from the working device attitude sensing unit 120, the cooperative control module 200 automatically calculates a compensatory bucket motion flow Q to maintain the bucket's attitude (e.g., keep it level) using an internal kinematic compensation algorithm. t-correct This compensated flow rate is used as a flow rate correction command, which is superimposed on the basic flow rate command input by the driver to form the final flow rate command Q. final .

[0060] During this lifting and turning phase, the vehicle dynamic status sensing unit 130 detects that the loader is traveling at a certain speed and making a large-angle turn. Based on these dynamic status signals, the cooperative control module 200 dynamically reduces the control gain coefficient K by querying a preset lookup table or function. g This gain factor is used in the calculation of the final flow command.

[0061] Ultimately, the actions executed by the power and execution module 300 are the result of a combination of the driver's lifting commands and the system's automatic compensation commands, after dynamic gain adjustment. This allows the bucket to automatically maintain a near-level position during boom lifting, effectively preventing material spillage; and the entire working device's action response remains smooth during vehicle steering, reducing vehicle sway caused by operation or uneven road surfaces, and improving dynamic operational stability.

[0062] Subsequently, the driver performs follow-up actions such as unloading, retracting the bucket, and reversing. During these stages, the cooperative control module 200 continuously translates the driver's operational intentions into precise final flow command Q. final By processing the input signal through nonlinear mapping, this system ensures micro-motion control performance when it is necessary to align the bucket with the truck bed or make small, precise adjustments.

[0063] Example 2 This embodiment will describe the application of the present invention in a more advanced hardware configuration and for long-distance loading and carrying operations.

[0064] In this embodiment, the collaborative control module 200 adopts a distributed architecture. The main controller is responsible for the calculation of core algorithms (such as predictive analysis and collaborative compensation), while an intelligent valve controller is integrated on the electro-hydraulic proportional valve group 320. This intelligent valve controller is responsible for receiving CAN message commands from the main controller and directly executing PWM drive and closed-loop feedback of valve status. In addition, the vehicle dynamic state sensing unit 130 additionally integrates an inertial measurement unit (IMU), which can detect the vehicle's pitch and roll angular velocities in real time.

[0065] In long-distance loading and transportation operations, after being fully loaded with materials, the loader needs to travel a certain distance at a relatively high speed. The specific process is as follows: Full-load start-up and acceleration phase: After the operator completes the digging, they quickly operate the handle to raise the boom to the carrying height. The collaborative control module 200 executes the boom and bucket linkage compensation algorithm in Example 1 to ensure that the bucket automatically maintains its posture during the lifting process, preventing material spillage during the start-up phase.

[0066] High-speed transport phase: The loader travels at high speed on potentially uneven work surfaces. At this time, the inertial measurement unit (IMU) detects vehicle pitch and sway caused by the uneven road surface. The cooperative control module 200, based on the high-speed signal fed back by the vehicle dynamic state sensing unit 130 and combined with the unstable vehicle posture detected by the IMU, adjusts the control gain coefficient K using an adaptive adjustment function. g Set it to a very low value. This prevents minor, unintentional wobbling of the driver's lever from being amplified into actual movement of the working device, greatly enhancing driving safety.

[0067] Furthermore, the collaborative control module 200 utilizes the IMU signal to actively generate a small boom cylinder flow command opposite to the vehicle's pitch direction, thereby achieving active vibration damping control of the boom through the electro-hydraulic proportional valve assembly 320. This significantly suppresses the swaying of the working device during transportation, further improving operational stability and material retention capabilities.

[0068] Deceleration and Unloading Phase: When the loader approaches the unloading point and begins to decelerate, the cooperative control module 200 detects the travel speed V. V The system then automatically and smoothly adjusts the control gain coefficient K. g Adjust back to a higher level. This ensures that when the vehicle is completely stationary or in a low-speed, micro-movement state, the driver can regain maximum control precision over the working device to easily and accurately align it with the truck bed and unload the material.

[0069] Through the technical solution of this embodiment, the present invention not only realizes the automatic switching of control characteristics at different vehicle speeds, but also achieves active intervention in the dynamic stability of the vehicle by introducing more advanced sensors and control strategies, which significantly improves the working efficiency, safety and operation comfort of the loader under long-distance transportation conditions.

Claims

1. A loader electro-hydraulic combined control system, characterized in that, include: The signal acquisition and input module is used to acquire driver intention input signals, working device attitude signals, and vehicle dynamic status signals; The collaborative control module is used for: Based on the vehicle dynamic status signal, the control characteristics of the working device are adaptively adjusted, wherein the working device includes a boom and a bucket; By combining the driver's intention input signal with the working device's attitude signal, the complex motion control of the working device is optimized in a coordinated manner. Based on the analysis of the driver's intention input signal, an engine power pre-request signal is generated in advance; Based on the results of adaptive adjustment and collaborative optimization, the final traffic command is generated. The power and execution module is used to receive the final flow command and the engine power pre-request signal, and drive the loader's working device and engine according to the final flow command and the engine power pre-request signal.

2. The loader electro-hydraulic combined control system according to claim 1, characterized in that, The signal acquisition and input module includes: A driver intention input unit is used to convert the driver's operation into the driver intention input signal; The working device attitude sensing unit is used to measure the real-time angle of the working device and generate the attitude signal of the working device. The vehicle dynamic status sensing unit is used to monitor the loader's travel speed and steering angle to generate the vehicle dynamic status signal.

3. The loader electro-hydraulic combined control system according to claim 1, characterized in that, The specific steps of the collaborative control module adaptively adjusting the control characteristics of the working device based on the vehicle dynamic status signal are as follows: When the driving speed or steering angle contained in the vehicle dynamic status signal increases, adaptive adjustment is achieved by reducing the response intensity of the control characteristics.

4. The loader electro-hydraulic combined control system according to claim 1, characterized in that, The specific steps of the collaborative control module in combining the driver's intention input signal and the working device's attitude signal to collaboratively optimize the composite motion control of the working device are as follows: Based on the attitude signal of the working device and the basic flow command converted from the driver's intention input signal, a flow correction command for optimizing the compound action of the working device is calculated and generated. The traffic correction instruction is superimposed on the basic traffic instruction to form the final traffic instruction; The final flow command synchronously controls multiple actuators with different degrees of freedom in the power and execution module, thereby parsing and executing the driver's single or combined operational intentions into optimized multi-degree-of-freedom coordinated actions.

5. The loader electro-hydraulic combined control system according to claim 4, characterized in that, The collaborative control module is also used for: When a lifting operation on the boom is detected, the compensating flow rate corresponding to the compensating bucket action used to maintain the bucket attitude is calculated based on the working device attitude signal, and the compensating flow rate is used as part of the flow correction command.

6. The loader electro-hydraulic combined control system according to claim 1, characterized in that, The specific steps of the cooperative control module in generating the engine power pre-request signal include: The time change rate of the driver's intention input signal is calculated, and when the time change rate exceeds a preset threshold, the engine power pre-request signal is generated in advance.

7. The loader electro-hydraulic combined control system according to claim 1, characterized in that, The power and execution module includes: A hydraulic actuator is used to directly drive the working device to produce action; An electro-hydraulic proportional valve assembly is used to receive the final flow command and control the actual flow rate entering the hydraulic actuator based on the final flow command; An engine electronic control unit is used to receive the engine power pre-request signal and adjust the engine power output based on the engine power pre-request signal.

8. The loader electro-hydraulic combined control system according to claim 7, characterized in that, The electro-hydraulic proportional valve assembly is an electro-hydraulic proportional main valve or an electro-hydraulic servo main valve.

9. The loader electro-hydraulic combined control system according to claim 7, characterized in that, The engine electronic control unit is also used for: Upon receiving the engine power pre-request signal, the power boosting program is executed first to increase the engine speed and torque.

10. The loader electro-hydraulic combined control system according to claim 4, characterized in that, The collaborative control module is also used for: The driver's intention input signal is converted into a basic flow command through a nonlinear mapping curve, thereby optimizing the micro-motion control performance of the working device.

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