Energy-saving control methods, devices and electronic equipment for excavator loaders

Abstract

This application provides a method, device, and electronic equipment for energy-saving control of an excavator loader engine, relating to the field of excavator control technology. The method includes: calculating the real-time load rate of the excavator loader engine; comparing the real-time load rate with preset load rate segments to determine the load rate sub-interval in which the real-time load rate falls; repeating the following steps until the engine's real-time load rate falls within the target load rate sub-interval, based on the load rate sub-interval and using a preset torque switching rule to switch the initial output torque curve pre-set for the engine, and determining the switched output torque curve; and recalculating the engine's real-time load rate based on the output torque curve, and determining the load rate sub-interval in which the engine's real-time load rate falls. The method of this application enables precise energy-saving control of the engine.

Description

Technical Field

[0001] This application relates to the field of excavator control technology, and in particular to an engine energy-saving control method, device and electronic equipment for an excavator loader. Background Technology

[0002] Backhoe loaders, as a typical type of construction machinery, are widely used in earthmoving, building demolition, pipeline laying, and other engineering scenarios. Under complex and varied working conditions, the performance matching of the backhoe loader's engine directly determines its operating efficiency and fuel economy. Therefore, achieving optimal fuel consumption performance of the engine under complex working conditions is a major research direction for those skilled in the art.

[0003] In existing technologies, the controller determines the current operating mode of the excavator loader by collecting operating parameters such as gear position, vehicle speed, and number of boom movements. Then, based on the determined current operating mode, it selects the corresponding output torque curve from preset economic mode, standard mode, and power mode, and controls the engine to output the corresponding torque according to the selected output torque curve.

[0004] However, the selection of the output torque curve in existing technologies relies solely on the static combination of operating parameters, which makes it impossible to adjust the output torque curve in real time, thus making the engine prone to being in a suboptimal fuel consumption state. Summary of the Invention

[0005] This application provides a method, device, and electronic equipment for energy-saving control of an excavator loader engine, in order to solve the technical problem that the prior art cannot achieve precise energy-saving control of the engine.

[0006] In a first aspect, this application provides an energy-saving control method for the engine of an excavator loader, comprising:

[0007] Calculate the real-time load rate of the excavator loader's engine; compare the real-time load rate with a preset load rate segment interval to determine the load rate sub-interval in which the real-time load rate is located;

[0008] If the load rate sub-interval is not the target load rate sub-interval, repeat the following steps until the real-time load rate of the engine is within the target load rate sub-interval: Combine the load rate sub-interval, use a preset torque switching rule to switch the initial output torque curve set for the engine in advance, and determine the output torque curve after the switch; based on the output torque curve, recalculate the real-time load rate of the engine, and determine the load rate sub-interval in which the real-time load rate of the engine is located;

[0009] The output torque curve corresponding to the real-time load rate of the engine when it is within the target load rate sub-range is used to control the engine to output the corresponding torque.

[0010] In one possible design, the load rate sub-interval includes a first sub-interval, a second sub-interval, a third sub-interval, or a fourth sub-interval; wherein, the second sub-interval is the target load rate sub-interval;

[0011] Based on the aforementioned load rate sub-range, a preset torque switching rule is used to switch the initial output torque curve pre-set for the engine, determining the switched output torque curve, including:

[0012] If the load rate sub-interval is the first sub-interval, then the initial output torque curve preset for the engine will be switched to the first preset output torque curve.

[0013] If the load rate sub-interval is the second sub-interval, then the initial output torque curve will not be switched;

[0014] If the load rate sub-interval is the third sub-interval, then the initial output torque curve is switched to the third preset output torque curve;

[0015] If the load rate sub-interval is the fourth sub-interval, then the initial output torque curve is switched to the third preset output torque curve;

[0016] The switched output torque curve includes either the first preset output torque curve or the third preset output torque curve.

[0017] In one possible design, the initial output torque curve includes a first preset output torque curve, a second preset output torque curve, or a third preset output torque curve;

[0018] If the load rate sub-interval is the first sub-interval, then the initial output torque curve preset for the engine will be switched to the first preset output torque curve, including:

[0019] If the load rate sub-interval is the first sub-interval, and the initial output torque curve is the first preset output torque curve, then the initial output torque curve will not be switched.

[0020] If the initial output torque curve is the second preset output torque curve, then the initial output torque curve is switched to the first preset output torque curve;

[0021] If the initial output torque curve is the third preset output torque curve, then the initial output torque curve is switched to the second preset output torque curve; based on the second preset output torque curve, the real-time load rate of the engine is recalculated; if the real-time load rate of the engine and the load rate sub-interval it is in are still the first sub-interval, then the second preset output torque curve is switched to the first preset output torque curve.

[0022] In one possible design, if the load rate sub-interval is the third sub-interval, then the initial output torque curve is switched to the third preset output torque curve, including:

[0023] If the load rate sub-interval is the third sub-interval, and the initial output torque curve is the third preset output torque curve, then the initial output torque curve will not be switched.

[0024] If the initial output torque curve is the second preset output torque curve, then the initial output torque curve is switched to the third preset output torque curve;

[0025] If the initial output torque curve is the first preset output torque curve, then the initial output torque curve is switched to the second preset output torque curve; based on the second preset output torque curve, the real-time load rate of the engine is recalculated; if the real-time load rate of the engine and the load rate sub-interval it is in are still the third sub-interval, then the second preset output torque curve is switched to the third preset output torque curve.

[0026] In one possible design, the real-time load rate of the excavator loader's engine is calculated, including:

[0027] The fuel injection quantity of the electronically controlled fuel injection pump included in the engine of the excavator loader is obtained, as well as the rail pressure information collected by the rail pressure sensor included in the engine; based on the fuel injection quantity and the rail pressure information, the actual output power of the engine is calculated; wherein, the rail pressure information represents the fuel pressure in the common rail of the engine;

[0028] Obtain the initial output torque curve pre-set for the engine; calculate the first upper limit of the engine's output power based on the initial output torque curve;

[0029] The ratio of the actual output power to the first upper limit of output power is determined as the real-time load rate of the engine.

[0030] In one possible design, based on the output torque curve, the real-time load rate of the engine is recalculated, including:

[0031] Based on the output torque curve, calculate the second upper limit of the engine's output power;

[0032] The actual output power is divided by the second upper limit of output power to recalculate the real-time load rate of the engine.

[0033] In one possible design, the method further includes:

[0034] When the load rate sub-interval is the target load rate sub-interval, the engine is controlled to output the target torque according to the corresponding output torque curve.

[0035] Secondly, this application provides an engine energy-saving control device for an excavator loader, comprising:

[0036] The calculation module is used to calculate the real-time load rate of the excavator loader's engine;

[0037] The comparison module is used to compare the real-time load rate with a preset load rate segmentation interval to determine the load rate sub-interval in which the real-time load rate is located.

[0038] The processing module is configured to repeatedly execute the following steps when the load rate sub-interval is not the target load rate sub-interval, until the real-time load rate of the engine is within the target load rate sub-interval: combining the load rate sub-interval, using a preset torque switching rule, switching the initial output torque curve pre-set for the engine, and determining the switched output torque curve; based on the output torque curve, recalculating the real-time load rate of the engine, and determining the load rate sub-interval in which the real-time load rate of the engine is located;

[0039] The output torque curve corresponding to the real-time load rate of the engine when it is within the target load rate sub-range is used to control the engine to output the corresponding torque.

[0040] In one possible design, the load rate sub-interval includes a first sub-interval, a second sub-interval, a third sub-interval, or a fourth sub-interval; wherein, the second sub-interval is the target load rate sub-interval;

[0041] The processing module includes: a switching submodule, used for:

[0042] If the load rate sub-interval is the first sub-interval, then the initial output torque curve preset for the engine will be switched to the first preset output torque curve.

[0043] If the load rate sub-interval is the second sub-interval, then the initial output torque curve will not be switched;

[0044] If the load rate sub-interval is the third sub-interval, then the initial output torque curve is switched to the third preset output torque curve;

[0045] If the load rate sub-interval is the fourth sub-interval, then the initial output torque curve is switched to the third preset output torque curve;

[0046] The switched output torque curve includes either the first preset output torque curve or the third preset output torque curve.

[0047] In one possible design, the initial output torque curve includes a first preset output torque curve, a second preset output torque curve, or a third preset output torque curve;

[0048] The switching submodule includes:

[0049] Switching components, used for:

[0050] If the load rate sub-interval is the first sub-interval, and the initial output torque curve is the first preset output torque curve, then the initial output torque curve will not be switched.

[0051] If the initial output torque curve is the second preset output torque curve, then the initial output torque curve is switched to the first preset output torque curve;

[0052] If the initial output torque curve is the third preset output torque curve, then the initial output torque curve is switched to the second preset output torque curve;

[0053] A calculation component is used to recalculate the real-time load rate of the engine based on the second preset output torque curve;

[0054] The switching component is further configured to switch the second preset output torque curve to the first preset output torque curve if the real-time load rate of the engine and the load rate sub-interval it is in are still the first sub-interval.

[0055] In one possible design, the switching component is further used for:

[0056] If the load rate sub-interval is the third sub-interval, and the initial output torque curve is the third preset output torque curve, then the initial output torque curve will not be switched.

[0057] If the initial output torque curve is the second preset output torque curve, then the initial output torque curve is switched to the third preset output torque curve;

[0058] If the initial output torque curve is the first preset output torque curve, then the initial output torque curve is switched to the second preset output torque curve;

[0059] The calculation component is also used to recalculate the real-time load rate of the engine based on the second preset output torque curve;

[0060] The switching component is further configured to switch the second preset output torque curve to the third preset output torque curve if the real-time load rate of the engine and the load rate sub-interval it is in are still the third sub-interval.

[0061] In one possible design, the computing module includes:

[0062] The acquisition submodule is used to acquire the fuel injection quantity of the electronically controlled fuel injection pump included in the engine of the excavator loader, as well as the rail pressure information collected by the rail pressure sensor included in the engine.

[0063] The first calculation submodule is used to calculate the actual output power of the engine based on the fuel injection quantity and the rail pressure information; wherein, the rail pressure information represents the fuel pressure in the common rail of the engine;

[0064] The acquisition submodule is also used to acquire the initial output torque curve that has been pre-set for the engine;

[0065] The first calculation submodule is further configured to calculate the first upper limit of the engine's output power based on the initial output torque curve;

[0066] The determination submodule is used to determine the ratio of the actual output power to the first upper limit of output power, which is the real-time load rate of the engine.

[0067] In one possible design, the processing module further includes: a second computing submodule, used for:

[0068] Based on the output torque curve, calculate the second upper limit of the engine's output power;

[0069] The actual output power is divided by the second upper limit of output power to recalculate the real-time load rate of the engine.

[0070] In one possible design, the engine energy-saving control device of the excavator loader further includes: a control module for:

[0071] When the load rate sub-interval is the target load rate sub-interval, the engine is controlled to output the target torque according to the corresponding output torque curve.

[0072] Thirdly, this application provides an electronic device comprising: at least one processor and a memory; the memory storing computer-executable instructions; the at least one processor executing the computer-executable instructions stored in the memory, causing the at least one processor to perform the method described in the first aspect above and various possible designs.

[0073] Fourthly, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the methods described in the first aspect above and various possible designs.

[0074] Fifthly, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the method described in the first aspect and various possible designs of the first aspect.

[0075] This application provides a method, device, and electronic equipment for energy-saving control of an excavator loader engine. The method calculates the real-time load rate of the excavator loader engine and then compares the real-time load rate with preset load rate segments to determine the sub-interval of the load rate. If the sub-interval is not within the target load rate sub-interval, the following steps are repeated until the engine's real-time load rate falls within the target sub-interval: Based on the load rate sub-interval, a preset torque switching rule is used to switch the initial output torque curve pre-set for the engine, determining the switched output torque curve; based on the output torque curve, the real-time load rate of the engine is recalculated, and the sub-interval of the engine's real-time load rate is determined. By using the real-time load rate as the core control parameter, a closed-loop control link is constructed: "calculating the real-time load rate, comparing load rate segments, switching the output torque curve, recalculating the real-time load rate, until the target load rate sub-interval is reached." This allows the engine's torque output to be dynamically corrected directly around the actual load state, thereby improving the accuracy of output torque curve switching in complex operating environments and high-frequency load change scenarios, achieving precise energy-saving control of the engine. Attached Figure Description

[0076] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0077] Figure 1 A schematic diagram illustrating a scenario for an energy-saving control method for the engine of an excavator loader provided by existing technology;

[0078] Figure 2 A flowchart illustrating the energy-saving control method for the engine of an excavator loader provided in this application embodiment. Figure 1 ;

[0079] Figure 3 A schematic diagram illustrating a scenario for the energy-saving control method for the engine of an excavator loader provided in an embodiment of this application;

[0080] Figure 4 A flowchart illustrating the energy-saving control method for the engine of an excavator loader provided in this application embodiment. Figure 2 ;

[0081] Figure 5 This is a schematic diagram of the structure of the engine energy-saving control device for an excavator loader provided in an embodiment of this application;

[0082] Figure 6 This is a hardware structure diagram of the electronic device provided in the embodiments of this application.

[0083] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0084] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0085] The terms "first," "second," "third," "fourth," etc. (if present) in the specification, claims, and accompanying drawings of this invention 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 so that embodiments of the invention described herein can be implemented, for example, in orders other than those illustrated or described herein.

[0086] In this application, the terms "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0087] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with relevant laws, regulations and standards, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0088] Backhoe loaders are typical pieces of construction machinery, widely used in mining, infrastructure construction, material handling, and on-site transportation. During actual operation, these machines often need to frequently switch between various working conditions, including excavation, lifting, transporting, unloading, and unloaded travel, resulting in significant fluctuations in engine output power. To balance operational efficiency and fuel economy, the engine's output torque is typically dynamically adjusted to maintain optimal performance under different load levels.

[0089] To address this need, Figure 1 A schematic diagram illustrating a scenario for an existing energy-saving control method for the engine of a backhoe loader, such as... Figure 1 As shown, existing loader engine control systems generally consist of an engine controller, instruments, and external input units such as gear position signals, vehicle speed signals, and work action signals. These external input units collect operating parameters such as gear position, vehicle speed, and boom movement frequency. The engine controller then determines the current operating mode of the backhoe loader. Based on the determined operating mode (e.g., excavation, transport, no-load), the engine controller selects the corresponding output torque curve from preset economic, standard, and power modes via the instruments, and controls the engine to output the corresponding torque according to the selected output torque curve.

[0090] For example, when low vehicle speed, frequent lifting, or excessive bucket movement is detected, the excavator is considered to be in heavy-duty digging condition, and the torque curve with stronger power output is switched. When the excavator loader enters high-speed driving or unloaded transport mode, it switches to a more economical output torque curve to reduce fuel consumption.

[0091] However, external signals can only reflect the surface movement characteristics of the excavator loader and cannot directly reflect the actual load demand of the engine, resulting in a disconnect between the control logic and the engine's actual load state. Especially when soil resistance changes, the degree of bucket loading varies, road slope changes, or engine speed fluctuates rapidly, the operating condition judgment made by the engine controller often lags behind the actual changes in engine load.

[0092] Furthermore, the switching of the output torque curve is based on fixed rules and cannot be adjusted in real time according to the dynamic changes of the engine's actual load conditions. This can easily lead to insufficient output torque under high load and excessive output torque under low load, thus causing the engine to be in a suboptimal fuel consumption state.

[0093] It is evident that existing technologies cannot achieve precise energy-saving control of engines.

[0094] To address the aforementioned technical problems, and considering that existing technologies for energy-saving engine control rely on external signals collected by external input units, which can easily lead to a lack of direct correlation between external signals and the engine's actual load state, the inventors propose using the engine load rate as the core control parameter. By constructing a closed-loop regulation relationship through load rate segmentation intervals and torque switching rules, the output torque can be continuously corrected according to changes in the actual load, thus providing a more precise control logic foundation for the engine's energy-saving control.

[0095] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0096] This application provides an energy-saving control method for the engine of an excavator loader. Figure 2 A flowchart illustrating the energy-saving control method for the engine of an excavator loader provided in this application embodiment. Figure 1 .like Figure 2 As shown, the engine energy-saving control method of the excavator loader includes:

[0097] S201. Calculate the real-time load rate of the excavator loader's engine; compare the real-time load rate with the preset load rate segment intervals to determine the load rate sub-interval in which the real-time load rate is located.

[0098] Explanatoryly, "real-time load rate" represents the engine's current actual load, relative to the degree of utilization of available output capacity at that moment, directly reflecting the engine's load level under current operating conditions. "Preset load rate segment intervals" refer to multiple load rate ranges pre-divided according to control objectives, each corresponding to a specific engine operating state determination result. "Load rate sub-intervals" refer to the specific load rate range into which the real-time load rate falls after comparing it with the preset load rate segment intervals, providing a basis for subsequent output torque curve adjustments.

[0099] Explanatory Figure 3 This is a schematic diagram of a scenario for the energy-saving control method for the engine of an excavator loader provided in an embodiment of this application, such as... Figure 3As shown, this step can be executed by the engine controller alone or by the engine controller and the vehicle controller in conjunction. In practice, the engine controller periodically collects engine operating parameters, and the sampling period can be set from 10 milliseconds to 200 milliseconds. In application scenarios where the load of construction machinery fluctuates rapidly, a sampling period of about 50 milliseconds can be used to balance response speed and computational stability.

[0100] The parameters collected include at least fuel injection quantity and rail pressure information, with rail pressure referring to the fuel pressure within the engine's common rail. The fuel injection quantity is provided by the electronically controlled fuel injection pump included in the engine, and the rail pressure information can be collected by a rail pressure sensor deployed within the engine. In one possible implementation, one or more parameters, including engine speed, intake air pressure, exhaust temperature, throttle opening, and turbocharger status, are also collected simultaneously to improve the accuracy of real-time load rate calculation.

[0101] After obtaining the above parameters, the actual output power of the engine is calculated based on a preset power estimation model. The power estimation model can employ the conversion relationship between fuel injection quantity and lower heating value of fuel, and engine effective thermal efficiency, or it can use a calibration lookup method based on fuel injection quantity, rail pressure information, and engine speed. It is worth noting that rail pressure information has a very strong correlation with engine effective thermal efficiency; generally, the higher the rail pressure, the greater the engine's effective thermal efficiency. The specific form of the power estimation model is not limited here.

[0102] In one possible implementation, the power estimation model is as follows:

[0103]

[0104] In the formula, This indicates the engine's actual output power, measured in kW. This indicates the lower heating value of fuel oil, typically taken as 42,500 kJ / kg. This indicates the total fuel injection volume per hour cycle, expressed in kg / h. This indicates the engine's effective thermal efficiency.

[0105] Furthermore, an initial output torque curve pre-set for the engine is obtained, and based on the initial output torque curve, the first upper limit of the engine's output power is calculated. The initial output torque curve characterizes the torque output boundary of the engine under preset calibration conditions, and the first upper limit of output power is obtained by mapping the initial output torque curve at the corresponding speed.

[0106] It should be noted that the engine's real-time load rate is obtained by dividing the actual output power by the first output power limit, and can be converted into a percentage form to facilitate subsequent matching with the preset load rate segment intervals.

[0107] As can be seen, this step characterizes the real-time load rate by using the engine's internal fuel injection quantity and rail pressure information, avoiding reliance on external operating condition signals. This makes the calculation of the real-time load rate closer to the actual power output state. Furthermore, as a fundamental parameter for subsequent output torque curve switching, the real-time load rate can improve the accuracy of load judgment and reduce fuel waste and power response lag caused by excessive or insufficient output torque.

[0108] After calculating the real-time load rate, the controller compares this real-time load rate with preset load rate segments segment by segment. The preset load rate segments can be stored in the engine controller's non-volatile memory or issued by the vehicle controller. For example, the load rate can be divided into low load rate sub-intervals, low-to-medium load rate sub-intervals, target load rate sub-intervals, medium-to-high load rate sub-intervals, and high load rate sub-intervals, corresponding to ranges such as 0-30%, 30%-50%, 50%-75%, 75%-90%, and 90%-100% or higher, respectively. These values ​​are for illustrative purposes only and are not limiting; in actual applications, they can be recalibrated based on the engine model, overall engine operating characteristics, and fuel-efficient zone distribution.

[0109] In this embodiment, the preset load rate segmentation interval is divided into a first sub-interval, a second sub-interval, a third sub-interval, and a fourth sub-interval. The load rate of the first sub-interval is greater than the load rate of the second sub-interval, which is greater than the load rate of the third sub-interval, which is greater than the load rate of the fourth sub-interval.

[0110] During the comparison between the real-time load rate and the preset load rate segments, the controller performs threshold judgments according to the interval boundaries and outputs the identifier of the load rate sub-interval to which the real-time load rate belongs. For example, it generates state variables such as "low load", "target interval" or "high load" for subsequent closed-loop switching logic to call.

[0111] Based on the above analysis, it is clear that this step does not rely on external indirect information such as vehicle speed, gear position, or operating actions. Instead, it directly establishes the basis for load state recognition using parameters obtainable from the engine itself. This improves the consistency between load judgment and actual torque demand, reduces control lag caused by misjudgment of operating conditions, and provides reliable input for accurate switching of the subsequent output torque curve.

[0112] S202. If the load rate sub-interval is not the target load rate sub-interval, repeat the following steps until the engine's real-time load rate is within the target load rate sub-interval: Combine the load rate sub-interval, use the preset torque switching rule to switch the initial output torque curve set for the engine in advance, and determine the output torque curve after the switch; based on the output torque curve, recalculate the engine's real-time load rate, and determine the load rate sub-interval in which the engine's real-time load rate is located.

[0113] Explanatoryly, "target load rate sub-interval" refers to a preset target range for load rate control that balances fuel economy and power output. "Preset torque switching rule" refers to a pre-defined curve switching logic used to select a more suitable output torque curve based on the direction and degree of deviation from the real-time load rate. "Initial output torque curve" refers to the output torque curve currently used by default or retained from the previous stable operation when the system enters the current control cycle. "Switched output torque curve" refers to the new curve obtained by adjusting the original initial output torque curve according to the load rate sub-interval where the real-time load rate is located. "Repeated execution" represents a closed-loop iterative control mechanism, where the engine's real-time load rate is reassessed after each switch until it reaches the target load rate sub-interval.

[0114] In one possible implementation, the target load rate sub-interval is set within a range where the engine's fuel consumption is relatively low and its power response is stable, thereby allowing the engine to operate as close as possible to its economic operating range. In this embodiment, the second sub-interval included in the preset load rate segmentation interval is set as the target load rate sub-interval.

[0115] In this step, after determining that the real-time load rate is not within the target load rate sub-range, the output torque curve correction process immediately begins. For ease of deployment, the engine controller can pre-store multiple sets of output torque curves, specifically including a first preset output torque curve, a second preset output torque curve, and a third preset output torque curve. At the same engine speed, the upper limit of the torque of the first preset output torque curve > the upper limit of the torque of the second preset output torque curve > the upper limit of the third preset output torque curve.

[0116] Explanatoryly, the first preset output torque curve can be considered an enhanced curve, the second preset output torque curve can be considered a standard curve, and the third preset output torque curve can be considered an economic curve. The enhanced curve is used to increase the engine's output torque capability under high load conditions; the standard curve serves as an intermediate transition curve, suitable for most routine operating conditions; and the economic curve is used to limit unnecessary high torque output, suitable for light load or no-load conditions.

[0117] Based on the positional relationship between the real-time load rate within its sub-interval and the target load rate sub-interval, a preset torque switching rule is executed. When the real-time load rate is higher than the target load rate sub-interval, it indicates that the engine is currently under heavy load under the initial output torque curve, posing a risk of insufficient power or prolonged high-load operation. In this case, the initial output torque curve is switched towards a higher output capability, i.e., the torque upper limit of the corresponding speed range is increased, enabling the engine to have stronger output capability in the next control cycle, thereby reducing the load rate calculated according to the new output torque curve. When the real-time load rate is lower than the target load rate sub-interval, it indicates that the engine's current output capability is relatively excessive, with the possibility of excessive output torque and fuel waste. In this case, the initial output torque curve is switched towards a lower output capability to reduce unnecessary torque supply and encourage the engine to return to the economic operating range.

[0118] The preset torque switching rules can adopt a step-by-step switching method or a cross-level switching method. For example, when the real-time load rate is in a load rate sub-interval that deviates from the target load rate sub-interval by only one sub-interval, the level of the output torque curve will be adjusted up or down by one level. When the real-time load rate is in a load rate sub-interval that crosses multiple sub-intervals from the target load rate sub-interval and the deviation is large, the corresponding output torque curve will be switched directly to shorten the convergence time.

[0119] In actual control, after obtaining the real-time load rate of the engine, it is compared with the preset load rate segment interval to determine the load rate sub-interval in which the real-time load rate is located. Figure 4 A flowchart illustrating the energy-saving control method for the engine of an excavator loader provided in this application embodiment. Figure 2 ,like Figure 4 As shown, when the determination result is the first sub-interval, the initial output torque curve is switched to the first preset output torque curve to improve the engine's response to higher load demands. When the determination result is the second sub-interval, the initial output torque curve remains unchanged to reduce control disturbances caused by frequent switching. When the determination result is the third or fourth sub-interval, the initial output torque curve is switched to the third preset output torque curve, thereby matching the engine output torque with the current load state.

[0120] It should be noted that the initial output torque curve includes a first preset output torque curve, a second preset output torque curve, or a third preset output torque curve. The first preset output torque curve, the second preset output torque curve, and the third preset output torque curve can all be obtained through bench testing, calibration testing, or fitting of historical operating condition data, and written into the memory of the engine control unit.

[0121] It should be understood that by setting differentiated torque switching rules for different load rate sub-ranges, the engine can promptly correct its output torque when deviating from the target load rate sub-range, and maintain stable control when approaching the target load rate sub-range. This allows the engine's output torque to maintain a higher consistency with actual load changes, reducing ineffective torque output and unnecessary curve switching, thereby improving the fuel economy and operational smoothness of the backhoe loader, and reducing control deviations under complex working conditions.

[0122] It is worth noting that in this embodiment, after determining that the load rate sub-interval is the first sub-interval, if the initial output torque curve is already the first preset output torque curve, the original calibration remains unchanged. If the initial output torque curve is the second preset output torque curve, it directly switches to the first preset output torque curve. If the initial output torque curve is the third preset output torque curve, it first switches to the second preset output torque curve and recalculates the real-time load rate based on the second preset output torque curve. It then determines again whether the real-time load rate still falls within the first sub-interval. If it is still within the first sub-interval, it further switches to the first preset output torque curve, thereby completing the smooth convergence from high torque to low torque.

[0123] It should be understood that by setting a hierarchical switching relationship for the initial output torque curve, the engine can differentiate its processing based on the current curve state when entering the first sub-range, avoiding unnecessary repeated switching. Simultaneously, using the second preset output torque curve as an intermediate transition state, and combining it with the recalculated real-time load rate, it determines whether to continue converging to the first preset output torque curve, thus forming a closed-loop adjustment mechanism based on load feedback.

[0124] In this way, the adjustment process of engine output torque is smoother, which can reduce the impact and response delay caused by the switching of output torque curve, improve load matching accuracy, and reduce fuel consumption caused by excessive power output, thereby improving the economy and operational stability of the excavator loader under complex working conditions.

[0125] Furthermore, after determining that the load rate sub-interval is the third sub-interval, if the initial output torque curve is already the third preset output torque curve, the original calibration remains unchanged. If the initial output torque curve is the second preset output torque curve, it directly switches to the third preset output torque curve. If the initial output torque curve is the first preset output torque curve, it first switches to the second preset output torque curve and recalculates the real-time load rate based on the second preset output torque curve. It then determines again whether the real-time load rate still falls within the third sub-interval; if it still satisfies the condition, it further switches to the third preset output torque curve.

[0126] Similarly, the torque switching logic described above, through tiered switching and intermediate curve verification, ensures that the engine's torque adjustment within the third sub-range does not produce excessive instantaneous shocks, and that the recalculated real-time load rate reflects the engine's true operating state after the torque switch. This, in turn, suppresses torque fluctuations caused by a single large adjustment while maintaining power output matching, thereby improving engine running smoothness and the accuracy of fuel-saving control.

[0127] Explanatory, in Figure 4 In the flowchart shown, "Real-time load rate > A" indicates that the real-time load rate is in the first sub-interval, "B ≤ Real-time load rate ≤ A" indicates that the real-time load rate is in the second sub-interval, "C < Real-time load rate < B" indicates that the real-time load rate is in the third sub-interval, and "Real-time load rate ≤ C" indicates that the real-time load rate is in the fourth sub-interval. The curve number of the first preset output torque curve is 1, the curve number of the second preset output torque curve is 2, and the dashed line number of the third preset output torque curve is 3.

[0128] It should be noted that, in one possible implementation, the rate of change of the real-time load rate can also be calculated, i.e., the slope of the real-time load rate change over multiple adjacent sampling periods. When the rate of change exceeds a preset threshold, a larger switching step size is used. When the rate of change is small and in a state of slight deviation, a single-stage gradual switching is used to reduce torque abrupt changes and mechanical shocks caused by rapid curve switching. To enhance smoothness, the output torque curve switching does not take effect instantaneously, but is gradually completed within a preset transition time through ramp limiting, torque interpolation transition, or time constant filtering. For example, the transition from the old curve to the new curve can occur within 200 milliseconds to 1000 milliseconds. This processing helps to avoid significant jerking during loading, lifting, or transferring operations of the backhoe loader.

[0129] After determining the output torque curve after the switch, use it as the new reference benchmark to recalculate the engine's real-time load rate.

[0130] Specifically, the maximum power boundary of the switched output torque curve is read from the calibration table, function model, or power mapping relationship corresponding to the switched output torque curve, and this maximum power boundary is used as the second output power upper limit. The second output power upper limit characterizes the maximum permissible output capability corresponding to the switched output torque curve, and it can be updated according to changes in curve type, engine speed range, and calibration parameters to ensure that the switched output torque curve is consistent with the engine's current output capability.

[0131] Subsequently, the actual output power of the engine is divided by the second upper limit of output power to obtain a normalized load value, which can be further converted into a percentage as the engine's real-time load rate. The actual output power of the engine can still be calculated based on the current fuel injection quantity and rail pressure information. This processing can be performed by the arithmetic unit in the engine controller, which can be implemented by a microprocessor and memory. The memory pre-stores the power boundary data corresponding to each output torque curve. In practical applications, other models of engine controllers can also be selected; this embodiment does not limit this.

[0132] By redetermining the second output power upper limit based on the switched output torque curve, the real-time load rate can synchronously reflect the engine's load capacity under the current output torque curve, avoiding deviations caused by using the old output power upper limit. Therefore, the calculated real-time load rate is consistent with the engine's current control state, facilitating subsequent judgment on whether the real-time load rate has entered the target load rate sub-range. Simultaneously, it enables closed-loop correction of the engine output characteristics around the actual load, thereby improving power matching accuracy and reducing energy consumption.

[0133] Next, the updated real-time load rate is compared again with the preset load rate segmentation interval to form a new sub-interval judgment result. If the updated real-time load rate still does not enter the target load rate sub-interval, it means that the current output torque curve has not yet matched the actual load state. The same logic should be followed to execute a new round of curve switching and load rate recalculation until the real-time load rate enters the target load rate sub-interval.

[0134] It is worth noting that, in order to prevent frequent switching under extreme operating conditions, this embodiment sets a preset cycle limit. For example, the maximum number of iterations in a single closed loop is set to 3-10. If the preset cycle limit is reached and the real-time load rate has not yet entered the target load rate sub-range, the output torque curve that is currently closer to the target load rate sub-range can be maintained, and an abnormal recording or protection mode can be entered.

[0135] Explained, the target load rate sub-range can be understood as the operating range where the engine's overall efficiency is relatively high. For example, in a certain engine calibration, a load rate range of 50%-75% corresponds to a relatively optimal specific fuel consumption area. Simultaneously, within this load rate range, the engine exhibits good transient response and thermal load levels. Therefore, setting this load rate range as the target load rate sub-range allows the backhoe loader to maintain an operating state that balances power and economy as much as possible when switching between various working conditions.

[0136] Furthermore, the target load rate sub-range can also be adjusted according to the operating mode. For example, in continuous digging mode, it can be appropriately shifted upwards to 60%-85% to ensure stronger output reserve. In on-site transfer or light-load driving mode, it can be shifted downwards to 40%-65% to further reduce fuel consumption. It should be understood that the above examples are merely illustrative and not limiting. Any method that can implement stable control using the corresponding output torque curve after the real-time load rate reaches the target load rate sub-range can be included in the scope of this embodiment.

[0137] Once the real-time load rate has entered the target load rate sub-range, it is determined that the current closed-loop regulation has reached the control target. The upgrading or downgrading of the output torque curve is stopped, and the current output torque curve is used as the stable control curve. At this point, the current output torque curve is used to control the engine to output the corresponding torque; that is, the engine is controlled to output the target torque according to the current output torque curve.

[0138] "Current output torque curve" refers to the output torque curve that, after initial judgment or multiple rounds of iterative switching, brings the real-time load rate into the target load rate sub-range. This output torque curve has formed a matching relationship with the engine's current load state. "Controlling the engine output target torque" refers to adjusting the fuel injection quantity, rail pressure information, and related execution parameters based on the target torque value corresponding to the current speed point of this output torque curve, so that the engine outputs the target torque required for the current operation.

[0139] Specifically, based on the real-time engine speed, the target torque value at the corresponding speed point on the stable control curve is retrieved, and torque control is then executed in conjunction with intake air conditions, rail pressure conditions, and emission constraints. For example, the injection quantity per cycle can be controlled by adjusting the injection pulse width, combustion efficiency can be improved by adjusting the injection advance angle, atomization quality can be enhanced by adjusting the common rail pressure, and the intake air charge can be adjusted in conjunction with the turbocharger system when necessary, so that the engine output approaches the target torque required by the curve. Furthermore, if there is still an error between the actual engine output torque and the target torque, a proportional-integral control loop can be superimposed on the torque closed loop to improve target tracking accuracy.

[0140] It should be understood that, in order to maintain system stability, real-time load rate monitoring continues during the stable control phase, i.e., when the engine's real-time load rate is within the target load rate sub-range. The monitoring results are mainly used to determine whether it is necessary to re-enter the iterative correction process of S101 and S102. When the external load changes again, causing the real-time load rate to deviate from the target load rate sub-range, the system can restart the aforementioned closed-loop adjustment process.

[0141] As can be seen, this step achieves dynamic tracking of engine output capacity to real load changes through a closed-loop iterative relationship of "load rate sub-interval deviation identification—output torque curve correction—real-time load rate recalculation—re-judgment of load rate sub-intervals." Since each adjustment of the output torque curve is based on real-time load rate feedback, the system can gradually converge to the target load rate sub-interval, forming an energy-saving control closed loop centered on the engine's own state, thereby improving fuel economy and maintaining operational efficiency.

[0142] This application provides an energy-saving control method for the engine of a backhoe loader. The method calculates the real-time load rate of the backhoe loader's engine and then compares the real-time load rate with preset load rate segments to determine the load rate sub-interval in which the real-time load rate falls. The load rate sub-interval includes a first sub-interval, a second sub-interval, a third sub-interval, or a fourth sub-interval. If the load rate sub-interval is not a target load rate sub-interval, the following steps are repeated until the engine's real-time load rate falls within the target load rate sub-interval: If the load rate sub-interval is the first sub-interval, the initial output torque curve preset for the engine is switched to a first preset output torque curve. If the load rate sub-interval is the second sub-interval, the initial output torque curve is not switched. If the load rate sub-interval is the third or fourth sub-interval, the initial output torque curve is switched to a third preset output torque curve. Based on the switched output torque curve, the engine's real-time load rate is recalculated, and the load rate sub-interval in which the engine's real-time load rate falls is determined. When the load rate sub-interval falls within the target load rate sub-interval, the engine is controlled to output the target torque according to the corresponding output torque curve. By using real-time load rate as the core control parameter, a closed-loop control chain is constructed, which involves "calculating real-time load rate, comparing load rate segments, switching the output torque curve, recalculating the real-time load rate, and finally reaching the target load rate sub-interval." This allows the engine's torque output to be dynamically corrected directly around the actual load state, thereby improving the accuracy of output torque curve switching in complex operating environments and high-frequency load change scenarios, and achieving precise energy-saving control of the engine.

[0143] Figure 5 This is a schematic diagram of the structure of the engine energy-saving control device for an excavator loader provided in an embodiment of this application, as shown below. Figure 5 As shown, the engine energy-saving control device 500 of the excavator loader includes: a calculation module 501, a comparison module 502, and a processing module 503.

[0144] Among them, the calculation module 501 is used to calculate the real-time load rate of the excavator loader's engine;

[0145] The comparison module 502 is used to compare the real-time load rate with the preset load rate segment intervals to determine the load rate sub-interval in which the real-time load rate is located.

[0146] The processing module 503 is used to repeatedly execute the following steps when the load rate sub-interval is not the target load rate sub-interval, until the real-time load rate of the engine is in the target load rate sub-interval: combining the load rate sub-interval, using a preset torque switching rule, switching the initial output torque curve set for the engine in advance, and determining the output torque curve after switching; based on the output torque curve, recalculating the real-time load rate of the engine, and determining the load rate sub-interval in which the real-time load rate of the engine is located;

[0147] Among them, the output torque curve corresponding to the engine's real-time load rate when it is within the target load rate sub-range is used to control the engine to output the corresponding torque.

[0148] In one possible design, the load rate sub-interval includes a first sub-interval, a second sub-interval, a third sub-interval, or a fourth sub-interval; wherein, the second sub-interval is the target load rate sub-interval;

[0149] Processing module 503 includes: a switching submodule 5031, used for:

[0150] If the load rate sub-interval is the first sub-interval, then the initial output torque curve preset for the engine will be switched to the first preset output torque curve.

[0151] If the load rate sub-interval is the second sub-interval, then the initial output torque curve will not be switched;

[0152] If the load rate sub-interval is the third sub-interval, then the initial output torque curve will be switched to the third preset output torque curve;

[0153] If the load rate sub-interval is the fourth sub-interval, then the initial output torque curve will be switched to the third preset output torque curve;

[0154] The output torque curve after switching includes either a first preset output torque curve or a third preset output torque curve.

[0155] In one possible design, the initial output torque curve includes a first preset output torque curve, a second preset output torque curve, or a third preset output torque curve;

[0156] Switching submodule 5031 includes:

[0157] Switching components, used for:

[0158] If the initial output torque curve is the first preset output torque curve when the load rate sub-interval is the first sub-interval, then the initial output torque curve will not be switched.

[0159] If the initial output torque curve is the second preset output torque curve, then the initial output torque curve is switched to the first preset output torque curve.

[0160] If the initial output torque curve is the third preset output torque curve, then the initial output torque curve will be switched to the second preset output torque curve.

[0161] A calculation component is used to recalculate the engine's real-time load rate based on a second preset output torque curve;

[0162] The switching component is also used to switch the second preset output torque curve to the first preset output torque curve if the engine's real-time load rate and the load rate sub-interval it is in are still the first sub-interval.

[0163] In one possible design, switching components is also used for:

[0164] If the initial output torque curve is the third preset output torque curve when the load rate sub-interval is the third sub-interval, then the initial output torque curve will not be switched.

[0165] If the initial output torque curve is the second preset output torque curve, then the initial output torque curve will be switched to the third preset output torque curve.

[0166] If the initial output torque curve is the first preset output torque curve, then the initial output torque curve is switched to the second preset output torque curve.

[0167] The calculation component is also used to recalculate the engine's real-time load rate based on a second preset output torque curve;

[0168] The switching component is also used to switch the second preset output torque curve to the third preset output torque curve if the engine's real-time load rate and the load rate sub-interval it is in are still the third sub-interval.

[0169] In one possible design, the computing module 501 includes:

[0170] The acquisition submodule 5011 is used to acquire the fuel injection quantity of the electronically controlled fuel injection pump included in the engine of the excavator loader, as well as the rail pressure information collected by the rail pressure sensor included in the engine.

[0171] The first calculation submodule 5012 is used to calculate the actual output power of the engine based on the fuel injection quantity and rail pressure information; wherein, the rail pressure information represents the fuel pressure in the common rail of the engine.

[0172] The acquisition submodule 5011 is also used to acquire the initial output torque curve that has been pre-set for the engine;

[0173] The first calculation submodule 5012 is also used to calculate the first upper limit of the engine's output power based on the initial output torque curve;

[0174] The determination submodule 5013 is used to determine the ratio of the actual output power to the first upper limit of the output power, which is the real-time load rate of the engine.

[0175] In one possible design, the processing module 503 further includes: a second calculation submodule 5032, used for:

[0176] Calculate the engine's second upper limit of output power based on the output torque curve;

[0177] The actual output power is divided by the second upper limit of output power to recalculate the engine's real-time load rate.

[0178] In one possible design, the engine energy-saving control device 500 of the excavator loader further includes: a control module 504 for:

[0179] When the load rate sub-range is the target load rate sub-range, control the engine to output the target torque according to the corresponding output torque curve.

[0180] The engine energy-saving control device for excavators and loaders provided in this application embodiment can be used to execute the engine energy-saving control method for excavators and loaders in any of the above embodiments. Its implementation principle and technical effect are similar, and will not be described again here.

[0181] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules can be implemented entirely in software via processing element calls; they can be fully implemented in hardware; or some modules can be implemented in software via processing element calls, while others are implemented in hardware. Additionally, these modules can be fully or partially integrated together, or implemented independently. The processing element here can be an integrated circuit with signal processing capabilities. During implementation, each step of the above method or each of the above modules can be completed through the integrated logic circuits in the hardware of the processor element or through software instructions.

[0182] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 6 As shown, the electronic device may include: a transceiver 61, a processor 62, and a memory 63.

[0183] Processor 62 executes computer execution instructions stored in memory, causing processor 62 to perform the scheme in the above embodiments. Processor 62 can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0184] The memory 63 is connected to the processor 62 via the system bus and completes communication between them. The memory 63 is used to store computer program instructions.

[0185] Transceiver 61 can be used to communicate and interact with other devices.

[0186] The system bus can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The system bus can be divided into address bus, data bus, control bus, etc. For ease of representation, only one thick line is used in the diagram, but this does not indicate that there is only one bus or one type of bus. Transceivers are used to enable communication between database access devices and other computers (e.g., clients, read-write libraries, and read-only libraries). Memory may include random access memory (RAM) and may also include non-volatile memory.

[0187] The electronic device provided in this application embodiment can be used to execute the method provided in any of the above embodiments. Its implementation principle and technical effect are similar, and will not be described again here.

[0188] This application also provides a computer-readable storage medium storing computer-executable instructions that, when executed on a computer, cause the computer to perform the method provided in any of the above embodiments.

[0189] This application also provides a computer program product, which includes a computer program stored in a computer-readable storage medium. At least one processor can read the computer program from the computer-readable storage medium, and when the at least one processor executes the computer program, it can implement the method provided in any of the above embodiments.

[0190] In the several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative; for instance, the division of modules is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple modules may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or modules, and may be electrical, mechanical, or other forms.

[0191] The modules described as separate components may or may not be physically separate. The components shown as modules may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to implement the solution of this embodiment according to actual needs.

[0192] Furthermore, the functional modules in the various embodiments of this application can be integrated into one processing unit, or each module can exist physically separately, or two or more modules can be integrated into one unit. The unit composed of the above modules can be implemented in hardware or in the form of hardware plus software functional units.

[0193] The integrated modules described above, implemented as software functional modules, can be stored in a computer-readable storage medium. These software functional modules, stored in a storage medium, include several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute some steps of the methods of the various embodiments of this application.

[0194] It should be understood that the aforementioned processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly manifested as execution by a hardware processor, or execution by a combination of hardware and software modules within the processor.

[0195] The memory may include high-speed RAM, and may also include non-volatile storage (NVM), such as at least one disk storage device, and may also be a USB flash drive, external hard drive, read-only memory, disk or optical disc, etc.

[0196] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0197] The aforementioned storage medium 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 storage, flash memory, magnetic disk, or optical disk. The storage medium can be any available medium that can be accessed by a general-purpose or special-purpose computer.

[0198] An exemplary storage medium is coupled to a processor, enabling the processor to read information from and write information to the storage medium. Alternatively, the storage medium can be an integral part of the processor. The processor and storage medium can reside in application-specific integrated circuits (ASICs). Alternatively, the processor and storage medium can exist as discrete components in an electronic control unit or main control device.

[0199] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0200] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A method for energy-saving control of an excavator loader engine, characterized in that, include: Calculate the real-time load rate of the excavator loader's engine; compare the real-time load rate with a preset load rate segment interval to determine the load rate sub-interval in which the real-time load rate is located; If the load rate sub-interval is not the target load rate sub-interval, repeat the following steps until the real-time load rate of the engine is within the target load rate sub-interval: Combine the load rate sub-interval, use a preset torque switching rule to switch the initial output torque curve set for the engine in advance, and determine the output torque curve after the switch; based on the output torque curve, recalculate the real-time load rate of the engine, and determine the load rate sub-interval in which the real-time load rate of the engine is located; The output torque curve corresponding to the real-time load rate of the engine when it is within the target load rate sub-range is used to control the engine to output the corresponding torque.

2. The method according to claim 1, characterized in that, The load rate sub-interval includes a first sub-interval, a second sub-interval, a third sub-interval, or a fourth sub-interval; wherein, the second sub-interval is the target load rate sub-interval; Based on the aforementioned load rate sub-range, a preset torque switching rule is used to switch the initial output torque curve pre-set for the engine, determining the switched output torque curve, including: If the load rate sub-interval is the first sub-interval, then the initial output torque curve preset for the engine will be switched to the first preset output torque curve. If the load rate sub-interval is the second sub-interval, then the initial output torque curve will not be switched; If the load rate sub-interval is the third sub-interval, then the initial output torque curve is switched to the third preset output torque curve; If the load rate sub-interval is the fourth sub-interval, then the initial output torque curve is switched to the third preset output torque curve; The switched output torque curve includes either the first preset output torque curve or the third preset output torque curve.

3. The method according to claim 2, characterized in that, The initial output torque curve includes a first preset output torque curve, a second preset output torque curve, or a third preset output torque curve. If the load rate sub-interval is the first sub-interval, then the initial output torque curve preset for the engine will be switched to the first preset output torque curve, including: If the initial output torque curve is the first preset output torque curve when the load rate sub-interval is the first sub-interval, then the initial output torque curve will not be switched. If the initial output torque curve is the second preset output torque curve, then the initial output torque curve is switched to the first preset output torque curve; If the initial output torque curve is the third preset output torque curve, then the initial output torque curve is switched to the second preset output torque curve; based on the second preset output torque curve, the real-time load rate of the engine is recalculated; if the real-time load rate of the engine and the load rate sub-interval it is in are still the first sub-interval, then the second preset output torque curve is switched to the first preset output torque curve.

4. The method according to claim 2, characterized in that, If the load rate sub-interval is the third sub-interval, then the initial output torque curve is switched to the third preset output torque curve, including: If the load rate sub-interval is the third sub-interval, and the initial output torque curve is the third preset output torque curve, then the initial output torque curve will not be switched. If the initial output torque curve is the second preset output torque curve, then the initial output torque curve is switched to the third preset output torque curve; If the initial output torque curve is the first preset output torque curve, then the initial output torque curve is switched to the second preset output torque curve; based on the second preset output torque curve, the real-time load rate of the engine is recalculated; if the real-time load rate of the engine and the load rate sub-interval it is in are still the third sub-interval, then the second preset output torque curve is switched to the third preset output torque curve.

5. The method according to claim 1, characterized in that, Calculate the real-time load rate of the excavator loader's engine, including: The fuel injection quantity of the electronically controlled fuel injection pump included in the engine of the excavator loader is obtained, as well as the rail pressure information collected by the rail pressure sensor included in the engine; based on the fuel injection quantity and the rail pressure information, the actual output power of the engine is calculated; wherein, the rail pressure information represents the fuel pressure in the common rail of the engine; Obtain the initial output torque curve pre-set for the engine; calculate the first upper limit of the engine's output power based on the initial output torque curve; The ratio of the actual output power to the first upper limit of output power is determined as the real-time load rate of the engine.

6. The method according to claim 5, characterized in that, Based on the output torque curve, the real-time load rate of the engine is recalculated, including: Based on the output torque curve, calculate the second upper limit of the engine's output power; The actual output power is divided by the second upper limit of output power to recalculate the real-time load rate of the engine.

7. The method according to any one of claims 1 to 6, characterized in that, The method further includes: When the load rate sub-interval is the target load rate sub-interval, the engine is controlled to output the target torque according to the corresponding output torque curve.

8. An energy-saving control device for the engine of an excavator loader, characterized in that, include: The calculation module is used to calculate the real-time load rate of the excavator loader's engine; The comparison module is used to compare the real-time load rate with a preset load rate segmentation interval to determine the load rate sub-interval in which the real-time load rate is located. The processing module is configured to repeatedly execute the following steps when the load rate sub-interval is not the target load rate sub-interval, until the real-time load rate of the engine is within the target load rate sub-interval: combining the load rate sub-interval, using a preset torque switching rule, switching the initial output torque curve pre-set for the engine, and determining the switched output torque curve; based on the output torque curve, recalculating the real-time load rate of the engine, and determining the load rate sub-interval in which the real-time load rate of the engine is located; The output torque curve corresponding to the real-time load rate of the engine when it is within the target load rate sub-range is used to control the engine to output the corresponding torque.

9. An electronic device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the engine energy-saving control method for the excavator loader as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the engine energy-saving control method for the excavator loader as described in any one of claims 1 to 7.

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