Energy-saving control method and device of excavator, excavator and medium

Abstract

The present application relates to the technical field of excavator control, and discloses an energy-saving control method and device for an excavator, an excavator and a medium, and provides an energy-saving control method for an excavator, wherein the excavator comprises a hydraulic system and an engine, and the method comprises the following steps: collecting system running state information based on a plurality of sensors arranged on the excavator; generating a multi-dimensional control instruction based on the system running state information, wherein the multi-dimensional control instruction at least comprises a displacement adjustment instruction, a rotating speed adjustment instruction and a pressure difference adjustment instruction; and adjusting parameters of the hydraulic system and / or the engine based on the multi-dimensional control instruction. In this way, the pressure difference energy loss is significantly reduced, and the demand for energy saving and consumption reduction is met.

Description

Technical Field

[0001] This invention relates to the field of excavator loader control technology, specifically to an energy-saving control method, device, excavator loader, and medium for excavators loaders. Background Technology

[0002] A backhoe loader is a multi-functional engineering machine that integrates excavation and loading functions. The front of the backhoe loader is the loading end, and the rear is the excavation end. It can perform various operations such as excavation, loading, and backfilling. It is widely used in municipal engineering, construction and other fields. The hydraulic system is the core power transmission component of the backhoe loader, and its energy consumption accounts for 60% to 70% of the machine's fuel consumption.

[0003] Most current excavator loaders use constant power main hydraulic pumps or gear pumps in their hydraulic systems. The lack of dynamic matching between engine speed and hydraulic system results in significant pressure difference energy loss and fails to meet the requirements for energy saving and consumption reduction. Summary of the Invention

[0004] This invention provides an energy-saving control method, device, equipment, medium, and product for excavators and loaders to solve the problem of significant pressure differential energy loss and inability to meet energy-saving and consumption-reducing requirements.

[0005] In a first aspect, the present invention provides an energy-saving control method for an excavator loader, the excavator loader comprising: a hydraulic system and an engine, the method comprising: The system collects operating status information based on multiple sensors installed on the excavator loader; Based on the system operating status information, multi-dimensional control commands are generated. These multi-dimensional control commands include at least displacement adjustment commands, speed adjustment commands, and differential pressure adjustment commands. The parameters of the hydraulic system and / or engine are adjusted based on multi-dimensional control commands.

[0006] In this embodiment of the method, on the one hand, comprehensive, real-time and accurate system operating status data are obtained through multi-sensor fusion acquisition, and the parameters of the hydraulic system and / or engine are controlled by the acquired system operating status data, which can realize dynamic matching between the engine and the hydraulic system and significantly reduce pressure difference energy loss. On the other hand, the energy saving and consumption reduction level of the excavator loader is further improved through multi-parameter coordinated control.

[0007] In one optional implementation, the system operating status information includes at least the pump inlet pressure signal, the engine speed signal, and the pilot pressure signal; Based on system operating status information, multi-dimensional control commands are generated, including: Based on the pump inlet pressure signal and engine speed signal, a displacement adjustment command is generated; Based on the pilot pressure signal, the current operating condition is determined, and based on the current operating condition, a speed adjustment command is generated; Based on the pilot pressure signal, the current operating conditions are determined, and a differential pressure adjustment command is generated based on the current operating conditions.

[0008] In this embodiment of the method, the displacement adjustment command is determined by the pump port pressure signal and engine speed signal in the system operating status information, and the current operating status and current operating conditions are determined by the pilot pressure signal. This enables multi-parameter coupled power adaptive control, ensuring precise matching between the hydraulic system and the engine power.

[0009] In one optional implementation, a displacement adjustment command is generated based on the pump inlet pressure signal and the engine speed signal, including: Calculate the current hydraulic power based on the pump inlet pressure signal and the engine speed signal; The ratio of the current hydraulic power to the engine's rated power is used as the current load rate. It is then determined whether the current load rate is within the preset optimal range, and a displacement adjustment command is generated based on the determination result.

[0010] In this embodiment of the method, by determining whether the current load rate is within a preset optimal range, the displacement of the main hydraulic pump is adjusted according to the determination result, and a displacement adjustment command is generated so that the load rate is maintained within the preset optimal range, thereby achieving efficient and energy-saving operation of the hydraulic system.

[0011] In one optional implementation, the displacement adjustment command includes a first displacement adjustment command, a second displacement adjustment command, and a third displacement adjustment command; Determine whether the current load rate is within the preset optimal range, and generate displacement adjustment instructions based on the determination result, including: When the current load rate is within the preset optimal range, a first displacement adjustment command is generated. The first displacement adjustment command indicates that the displacement of the main hydraulic pump of the control hydraulic system remains unchanged. If the current load rate is not within the preset optimal range, obtain the comparison result between the current load rate and the first preset load threshold and the second preset load threshold; When the current load rate is greater than the first preset load threshold, a second displacement adjustment command is generated, which indicates a reduction in the displacement of the main hydraulic pump of the hydraulic system. When the current load rate is less than the second preset load threshold, a third displacement adjustment command is generated, wherein the third displacement adjustment command represents increasing the displacement of the main hydraulic pump of the hydraulic system, and the first preset load threshold is greater than the second preset load threshold.

[0012] In this embodiment of the method, by judging the current load rate, a corresponding displacement adjustment command can be generated in real time based on the current load rate. The displacement of the main hydraulic pump is adjusted based on the displacement adjustment command to match the load capacity of the engine, so that the engine and the hydraulic system can achieve dynamic matching and reduce pressure difference loss.

[0013] In one optional implementation, the speed adjustment command includes a first speed adjustment command and a second speed adjustment command; Based on the pilot pressure signal, the current operating condition is determined, and based on the current operating condition, a speed regulation command is generated, including: Determine the pilot pressure value for each pilot pressure channel corresponding to the pilot pressure signal; Pilot pressure channels with pilot pressure values ​​greater than a preset pressure threshold are identified as valid channels. If the duration of any valid channel is greater than the preset time threshold, the current working condition is determined to be a continuous working condition. If the duration of each valid channel is not greater than the preset time threshold, the current working condition is determined to be a non-continuous working condition. When the current working condition is continuous operation, a first speed adjustment command is generated. The first speed adjustment command indicates that the main hydraulic pump of the control hydraulic system is switched to a large displacement state, and the engine speed is reduced based on the current displacement of the main hydraulic pump. When the current operating condition is a non-continuous operation, a second speed adjustment command is generated, which indicates that the engine speed should be kept constant.

[0014] In this embodiment of the method, on the one hand, under continuous operating conditions, by increasing the displacement of the main hydraulic pump and reducing the engine speed, the fuel consumption rate of the engine is significantly reduced. Furthermore, the increased displacement ensures that the hydraulic system maintains sufficient flow output at low speeds, avoiding any impact on the engine's operating efficiency. On the other hand, maintaining constant speed and displacement under non-continuous operating conditions avoids interference with the engine's operating condition caused by frequent speed adjustments.

[0015] In one optional implementation, the differential pressure adjustment command includes a first differential pressure adjustment command and a second differential pressure adjustment command; Based on the pilot pressure signal, the current operating conditions are determined, and based on the current operating conditions, a differential pressure regulation command is generated, including: When there is only one effective channel, the actuator corresponding to the effective channel is taken as the first target actuator, and the current working condition is determined to be a single actuator working condition. Under the current operating condition of a single actuator, the actuator flow rate of the first target actuator is determined based on the pilot pressure value of the effective channel. If the flow rate of the actuator is less than the preset flow rate threshold, the current operating condition is determined to be a low-flow condition for a single actuator. When there are multiple effective channels, the execution mechanism corresponding to the effective channel is taken as the second target execution mechanism, and the current working condition is determined to be a multi-execution working condition; Under the current operating condition of a single actuator with a small flow rate, a first differential pressure regulation command is generated. The first differential pressure regulation command indicates that all valve ports corresponding to the first target actuator are opened. When the current operating condition is a single actuator operating condition and the actuator flow rate is not less than the preset flow rate threshold, or when the current operating condition is a multi-actuator operating condition, a second differential pressure adjustment command is generated. The second differential pressure adjustment command indicates that the valve port corresponding to the first target actuator or the second target actuator is opened according to the preset opening ratio.

[0016] In this embodiment of the method, by determining the current operating conditions, a corresponding differential pressure control command is generated based on the current operating conditions, thereby eliminating the high differential pressure loss in traditional throttling control, reducing energy waste, ensuring the precise controllability of the main hydraulic pump flow, and increasing work efficiency.

[0017] Secondly, the present invention provides an energy-saving control device for an excavator loader, the excavator loader comprising: a hydraulic system and an engine, the device comprising: The data acquisition module is used to collect working condition identification information and system operating status information based on multiple sensors installed on the excavator loader; The generation module is used to generate multi-dimensional control commands based on system operating status information. The multi-dimensional control commands include at least displacement adjustment commands, speed adjustment commands, and differential pressure adjustment commands. The adjustment module is used to adjust the parameters of the hydraulic system and / or engine based on multi-dimensional control commands.

[0018] Thirdly, the present invention provides an excavator loader, which includes a hydraulic system, an engine, and a controller. The controller includes a memory and a processor, which are interconnected. The memory stores computer instructions, and the processor executes the computer instructions to perform the energy-saving control method of the excavator loader described in the first aspect or any corresponding embodiment.

[0019] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to execute the energy-saving control method for an excavator loader according to the first aspect or any corresponding embodiment described above.

[0020] Fifthly, the present invention provides a computer program product, including computer instructions for causing a computer to execute the energy-saving control method for an excavator loader according to the first aspect or any corresponding embodiment described above. Attached Figure Description

[0021] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0022] Figure 1 This is a schematic flowchart of a first method for energy-saving control of an excavator loader according to an embodiment of the present invention; Figure 2 This is a schematic diagram of a second process for an energy-saving control method for an excavator loader according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the third process of the energy-saving control method for an excavator loader according to an embodiment of the present invention; Figure 4 This is a structural block diagram of an energy-saving control device for an excavator loader according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the hardware structure of the controller of the excavator loader according to an embodiment of the present invention. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0025] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0026] According to an embodiment of the present invention, an energy-saving control method for an excavator loader is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0027] Backhoe loaders combine digging and loading functions, allowing for flexible operation in confined spaces. Current hydraulic systems for backhoe loaders mainly fall into two technical categories: one is a throttling system consisting of a fixed-displacement pump and a throttling multi-way valve, simple in structure but with significant throttling losses; the other is a load-sensitive system consisting of a load-sensitive variable pump and a load-sensitive multi-way valve, which can reduce energy consumption to some extent, but is complex, costly, and prone to pump-valve resonance due to load signal fluctuations, affecting stability. Furthermore, it suffers from the following drawbacks in energy-saving control: 1) Low load-rate matching: Especially during some digging operations, the engine torque is in a "high redundancy" state, leading to higher fuel consumption. 2) Waste of differential pressure energy: In single-action, low-flow-rate demand scenarios, traditional control methods use valve core opening throttling control, causing differential pressure energy to be lost as heat. 3) Simple control logic: Lack of coordinated dynamic control of the main hydraulic pump displacement, engine speed, and valve core opening.

[0028] To address the aforementioned problems, this embodiment provides an energy-saving control method for an excavator loader, which can be used in the aforementioned excavator loader. Figure 1 This is a schematic flowchart of the first type of energy-saving control method for an excavator loader according to an embodiment of the present invention, as shown below. Figure 1 As shown, the process includes the following steps: Step S101: Collect system operating status information based on multiple sensors installed on the excavator loader.

[0029] Here, the multiple sensors installed on the excavator loader include at least: a pump port pressure sensor (installed on the main hydraulic pump outlet oil line), an engine speed sensor (installed on the engine flywheel housing), a load pressure sensor (installed on the working oil port of each actuator), and a pilot pressure sensor (installed on the pilot oil port of each valve plate of the multi-way valve).

[0030] System operating status information refers to a set of parameter signals collected by sensors that reflect the current actual operating status of the hydraulic system and engine. It includes at least the pump port pressure signal (characterizing the main hydraulic pump outlet pressure value), engine speed signal (characterizing the current actual engine speed value), load pressure signal (characterizing the pressure value at the working port of each actuator, reflecting the current external load on each actuator), and pilot pressure signal (characterizing the pressure value at the pilot port of each valve plate).

[0031] Step S102: Based on the system operating status information, generate multi-dimensional control commands, which include at least displacement adjustment commands, speed adjustment commands, and differential pressure adjustment commands.

[0032] Here, the displacement adjustment command refers to the electrical signal that controls the swashplate angle of the variable pump. The displacement of the variable pump is determined by the swashplate angle. The larger the angle, the longer the piston stroke, and the larger the volume of oil discharged per revolution. The vehicle controller drives the pump proportional solenoid valve through a pulse width modulation current signal. The solenoid valve controls the pilot oil pressure to push the variable piston to change the swashplate angle, thereby changing the displacement of the main hydraulic pump.

[0033] A speed adjustment command is an electrical signal that controls the engine speed. The vehicle controller sends a speed request command to the engine ECU (Electronic Control Unit) via the CAN bus. The ECU adjusts the fuel injection quantity of the high-pressure common rail system or the throttle lever position of the mechanical governor according to the request, thereby changing the actual engine speed.

[0034] The differential pressure regulation command refers to the electrical signal that controls the opening degree of the valve core of each valve plate in the multi-way valve. The vehicle controller drives the proportional electromagnet of the multi-way valve through the pulse width modulation current signal. The electromagnet pushes the valve core to move, changing the flow area of ​​the valve port. The opening degree of the valve port determines the flow rate through the valve and the differential pressure across the valve port.

[0035] Step S103: Adjust the parameters of the hydraulic system and / or engine based on multi-dimensional control commands.

[0036] Here, the hydraulic system includes at least a main hydraulic pump (i.e., a variable displacement piston pump, used to convert the mechanical energy output by the engine into hydraulic energy), a multi-way valve (used to distribute the hydraulic oil output by the main hydraulic pump to each actuator as needed), actuators (such as cylinders and motors, used to convert hydraulic energy into mechanical energy to perform external work), and an oil tank and pipeline accessories.

[0037] The engine refers to the prime mover of the excavator loader, which is usually an inline four-cylinder or six-cylinder diesel engine. It outputs mechanical energy to drive the main hydraulic pump to rotate. The speed can be adjusted by electronic control. The output flow of the main hydraulic pump is determined by the product of the engine speed and the displacement of the main hydraulic pump.

[0038] In some implementations, adjustable parameters of the engine and hydraulic system, such as the displacement of the main hydraulic pump, engine speed, and the opening degree of the multi-way valve, can be adjusted through multi-dimensional control commands.

[0039] In this embodiment, on the one hand, comprehensive, real-time and accurate system operation status data is obtained through multi-sensor fusion acquisition, and the parameters of the hydraulic system and / or engine are controlled by the acquired system operation status data, which can realize dynamic matching between the engine and the hydraulic system and significantly reduce pressure difference energy loss. On the other hand, the energy saving and consumption reduction level of the excavator loader is further improved through multi-parameter coordinated control.

[0040] This embodiment provides an energy-saving control method for an excavator loader, which can be used in the aforementioned excavator loader. Figure 2 This is a schematic diagram of a second type of energy-saving control method for an excavator loader according to an embodiment of the present invention, as shown below. Figure 2 As shown, the process includes the following steps: Step S201: Based on multiple sensors installed on the excavator loader, system operating status information is collected. For details, please refer to [link to relevant documentation]. Figure 1 Step S101 of the illustrated embodiment will not be described again here.

[0041] Step S202: Based on the system operating status information, generate multi-dimensional control commands, which include at least displacement adjustment commands, speed adjustment commands, and differential pressure adjustment commands.

[0042] Specifically, step S202 includes: Step S2021: Generate displacement adjustment command based on pump inlet pressure signal and engine speed signal.

[0043] In some optional implementations, step S2021 above includes: Step a1: Calculate the current hydraulic power based on the pump inlet pressure signal and the engine speed signal.

[0044] Here, the pump inlet pressure signal refers to the pump inlet pressure value obtained after analog-to-digital conversion from the electrical signal acquired in real time by the pressure sensor installed on the outlet oil line of the variable pump.

[0045] The engine speed signal refers to the current actual speed value of the engine crankshaft obtained by the electrical signal collected in real time by the magnetoelectric speed sensor installed at the engine, after signal conditioning and frequency counting.

[0046] Current hydraulic power refers to the hydraulic power output by the main hydraulic pump to the hydraulic system at the current moment, that is, the instantaneous power value of the engine converted into hydraulic energy by the main hydraulic pump.

[0047] In some implementations, the vehicle controller reads the voltage / current signal of the pump inlet pressure sensor at a fixed sampling period, converts it into the current pump inlet pressure value through a calibration curve, and at the same time reads the frequency signal of the engine speed sensor, converting it into the current engine speed value through a periodic measurement method or a frequency counting method.

[0048] The main hydraulic pump displacement is directly obtained from the current displacement control target value recorded in real time by the controller (or calculated through the feedback current of the pump proportional solenoid valve to confirm that the actual displacement is consistent with the target). Substituting the above parameters into the hydraulic power calculation formula, the current hydraulic power is obtained.

[0049] The formula for calculating hydraulic power is shown below:

[0050] in, For the current hydraulic power, This is the current pump inlet pressure value. The displacement of the main hydraulic pump. This is the current engine speed value. This represents the overall efficiency value.

[0051] Here, the overall efficiency value refers to the efficiency of the main hydraulic pump in converting the mechanical energy input from the engine into hydraulic energy. It takes into account the volumetric efficiency (internal leakage loss) and mechanical efficiency (friction loss) of the main hydraulic pump, as well as the pipeline loss from the pump outlet to the valve. Since the efficiency of different types and displacements of variable pumps varies, 0.85~0.90 is usually taken as an empirical value. The accurate value can be obtained through bench testing.

[0052] In some implementations, by reading the pump inlet pressure signal of 22MPa, the engine speed signal of 1850r / min, and the main hydraulic pump displacement of 78mL / r, and taking the total efficiency value of 0.88, the current hydraulic power is obtained as 60.1kw by substituting the above values ​​into the hydraulic power calculation formula.

[0053] Step a2: Use the ratio of the current hydraulic power to the engine's rated power as the current load rate, determine whether the current load rate is within the preset optimal range, and generate a displacement adjustment command based on the determination result.

[0054] Here, the engine rated power is the maximum effective power that the engine can continuously output at the rated operating point (usually the rated speed), which is the inherent performance parameter of the engine. Different models and different displacements of engines have different rated power.

[0055] The preset optimal range refers to the range in which the hydraulic pump operates at a high efficiency and the overall machine energy efficiency is optimal.

[0056] For example, if the engine's rated power is 75KW and the current hydraulic power is calculated to be 60.1KW, the current load rate is 80.1% by obtaining the ratio of the engine's rated power to the current hydraulic power. At this time, the preset optimal range is [80%, 90%], and the current load rate is 80.1%, which determines that the current load rate is within the preset optimal range.

[0057] In some alternative implementations, step a2 above includes: Step b1: When the current load rate is within the preset optimal range, generate a first displacement adjustment command. The first displacement adjustment command indicates that the displacement of the main hydraulic pump of the control hydraulic system should remain unchanged. Step b2: When the current load rate is not within the preset optimal range, obtain the comparison result between the current load rate and the first preset load threshold and the second preset load threshold.

[0058] Here, the preset optimal interval can be any suitable interval value, such as [80%, 90%], [81%, 93%], etc., and this method does not impose any restrictions on it.

[0059] In some implementations, when the current load rate is within a preset optimal range, the main hydraulic pump displacement can be kept constant by generating a first displacement adjustment command, thereby ensuring that the current load rate remains within the optimal range.

[0060] If the current load rate is not within the preset optimal range, the comparison results between the current load rate and the first preset load threshold and the second preset load threshold are further obtained. The first preset load threshold and the second preset threshold can be set according to the preset optimal range.

[0061] In some implementations, the upper limit of the preset optimal range can be used as the first preset load threshold, and the lower limit of the preset optimal range can be used as the second preset load threshold. For example, the preset optimal range is [80%, 90%], the first preset load threshold is set to 90%, and the second preset load threshold is set to 80%.

[0062] Step b3: When the current load rate is greater than the first preset load threshold, a second displacement adjustment command is generated. The second displacement adjustment command indicates a reduction in the displacement of the main hydraulic pump of the hydraulic system.

[0063] In this step, when the current load rate exceeds the first preset load threshold, the power consumed by the hydraulic system approaches or even exceeds the engine's rated power output capacity. The engine operating point is in the overload region (torque close to the limit of the external characteristic curve), posing a risk of stalling during long-term operation. Furthermore, the engine's fuel consumption rate increases sharply in this region. In other words, due to the excessive displacement of the main hydraulic pump, the hydraulic power exceeds the engine's safe output capacity at the current pump inlet pressure and engine speed.

[0064] In some implementations, the controller generates and sends a displacement reduction control command to the pump proportional solenoid valve. The control command reduces the opening of the pump proportional solenoid valve by decreasing the duty cycle (or current value) of the pulse width modulation signal. This reduces the pilot control oil pressure, causing the variable piston to push the swashplate to move in a smaller angle direction. As the displacement decreases, with the pump outlet pressure and engine speed remaining constant, the pump outlet flow rate decreases, the hydraulic power decreases accordingly, and the current load rate falls back to the preset effective range.

[0065] Step b4: When the current load rate is less than the second preset load threshold, a third displacement adjustment command is generated, wherein the third displacement adjustment command represents increasing the displacement of the main hydraulic pump of the hydraulic system, and the first preset load threshold is greater than the second preset load threshold.

[0066] In this step, when the current load rate is less than the second preset load threshold, the power consumed by the hydraulic system is far lower than the engine's rated power output capability. The engine operating point is in the low load region (the low torque region in the universal characteristic curve), and the fuel consumption rate in this region is significantly higher than the preset effective range. That is, due to the insufficient displacement of the main hydraulic pump, the hydraulic power fails to fully utilize the engine's power output capability at the current pump inlet pressure and engine speed.

[0067] In some implementations, the controller generates and sends a displacement reduction control command to the pump proportional solenoid valve. The control command reduces the opening of the pump proportional solenoid valve by decreasing the duty cycle (or current value) of the pulse width modulation signal. This reduces the pilot control oil pressure, causing the variable piston to push the swashplate to move in a smaller angle direction. As the displacement decreases, with the pump outlet pressure and engine speed remaining constant, the pump outlet flow rate decreases, the hydraulic power decreases accordingly, and the current load rate falls back to the preset effective range.

[0068] In some implementations, such as Figure 3 As shown, the adjusted main hydraulic displacement can be fed back, and the current hydraulic power can be recalculated based on the adjusted main hydraulic displacement to determine the current load rate.

[0069] In this embodiment of the method, by judging the current load rate, a corresponding displacement adjustment command can be generated in real time based on the current load rate. The displacement of the main hydraulic pump is adjusted based on the displacement adjustment command to match the load capacity of the engine, so that the engine and the hydraulic system can achieve dynamic matching and reduce pressure difference loss.

[0070] Step S2022: Based on the pilot pressure signal, determine the current operating condition and generate a speed adjustment command based on the current operating condition.

[0071] In some optional implementations, step S2022 above includes: Step c1: Determine the pilot pressure value for each pilot pressure channel corresponding to the pilot pressure signal. Step c2: Determine the pilot pressure channel whose pilot pressure value is greater than the preset pressure threshold as the valid channel.

[0072] Here, the pilot pressure signal refers to the pilot pressure value obtained by the pilot pressure sensor, which is installed at the pilot port of each valve plate of the multi-way valve, after analog-to-digital conversion. The pilot pressure is determined by the pilot control oil pressure generated when the operating handle is pushed. The greater the handle stroke, the higher the pilot pressure.

[0073] It should be noted that the pilot pressure signal directly reflects the operator's operational intent, such as the actuator currently being operated and the current operating pressure value. In a backhoe loader, each actuator (such as boom, stick, bucket, swing arm, loading boom, loading bucket, etc.) corresponds to one or more pilot pressure channels.

[0074] The pilot pressure channel refers to the pilot oil channel corresponding to each valve plate in a multi-way valve, which connects the pilot oil outlet of the operating handle to the pilot control port of that valve plate.

[0075] In some implementations, the effectiveness of the pilot pressure channel is determined by setting a preset pressure threshold. The preset pressure threshold can be any suitable value, such as 0.8MPa, 0.9MPa, etc. This method does not limit it.

[0076] In this step, the effective channel is the channel corresponding to the actuator that the operator is currently actively operating.

[0077] For example, the pilot pressure values ​​of each pilot pressure channel are sequentially compared with a preset pressure threshold of 0.8 MPa.

[0078] If the pilot pressure value of channel A is greater than 0.8 MPa, the status flag of channel A is set to "valid" (logic 1); if the pilot pressure value of channel A is less than or equal to 0.8 MPa, it is marked as "invalid" (logic 0).

[0079] Step c3: If the duration of any valid channel is greater than the preset time threshold, the current working condition is determined to be a continuous working condition; if the duration of each valid channel is not greater than the preset time threshold, the current working condition is determined to be a non-continuous working condition.

[0080] Here, the effective duration refers to the cumulative time from when a pilot pressure channel is marked as "effective" to the current moment. The preset time threshold can be any suitable value, such as 10 seconds, 8 seconds, etc., and this method does not impose any restrictions on it.

[0081] For example, when the pilot pressure value of channel B exceeds the preset pressure threshold of 0.8 MPa for the first time, the timer starts to accumulate from 0; if channel B remains in an effective state, the timer continues to increase until the timer value is greater than the preset time threshold of 10 seconds, thereby determining that the engine is currently in a continuous operation state; when the pilot pressure falls back below the threshold, the timer is immediately reset to zero.

[0082] Step c4: Under the condition of continuous operation, a first speed adjustment command is generated. The first speed adjustment command indicates that the main hydraulic pump of the control hydraulic system is switched to a large displacement state, and the engine speed is reduced based on the current displacement of the main hydraulic pump.

[0083] Here, switching to the large displacement state refers to the working state when the swashplate angle of the variable pump is adjusted to a larger angle (usually 90%~100% of the pump's rated displacement).

[0084] In some implementations, the controller sends an increased pulse width modulation signal to the pump proportional solenoid valve, causing the solenoid valve to open more, the pilot control oil pressure to rise, and the variable piston to push the swashplate angle to a larger displacement state (such as 95% of the rated displacement). In addition, the controller sends a target speed request value to the engine via the CAN bus, controlling the engine to reduce the engine speed to the target speed value based on the operating speed and the adjusted main hydraulic pump displacement.

[0085] The target speed can be determined based on the following deceleration formula:

[0086] in, The displacement of the main hydraulic pump. This is the current engine speed value. The displacement of the main hydraulic pump is used to switch to the large displacement mode, and V is the target speed value.

[0087] For example, if the current main hydraulic pump displacement is 80 mL / r and the operating speed is 2000 r / min, the target operating speed must remain unchanged. The controller calculates the target value: if the main hydraulic pump displacement is increased from 80 mL / r to 95 mL / r (reaching 100% of the rated displacement), then the target speed = 80 × 2000 / 95 ≈ 1684 r / min.

[0088] Step c5: When the current working condition is a non-continuous operation condition, a second speed adjustment command is generated. The second speed adjustment command indicates that the engine speed should be kept constant.

[0089] Here, non-continuous operation refers to an operation state in which the continuous effective time of all effective channels does not exceed the preset time threshold.

[0090] It should be noted that when the current operating condition is a non-continuous operation, a second speed control command is generated to control the engine speed to remain constant, thereby avoiding erroneous speed reduction during intermittent operation with frequently changing operating conditions, which would lead to operation response delay.

[0091] In discontinuous operations with frequent switching (such as completing multiple action switching within 2 seconds), reducing engine speed will decrease the response speed of the actuator (the rate of flow change slows down), affecting the user experience and work efficiency. Therefore, maintaining engine speed can reduce interference with engine operation.

[0092] In this embodiment of the method, on the one hand, under continuous operating conditions, by increasing the displacement of the main hydraulic pump and reducing the engine speed, the fuel consumption rate of the engine is significantly reduced. Furthermore, the increased displacement ensures that the hydraulic system maintains sufficient flow output at low speeds, avoiding any impact on the engine's operating efficiency. On the other hand, maintaining constant speed and displacement under non-continuous operating conditions avoids interference with the engine's operating condition caused by frequent speed adjustments.

[0093] Step S2023: Based on the pilot pressure signal, determine the current operating conditions and generate a differential pressure adjustment command based on the current operating conditions.

[0094] In some optional implementations, step S2023 above includes: Step d1: If there is only one effective channel, the actuator corresponding to the effective channel is taken as the first target actuator, and the current working condition is determined to be a single actuator working condition.

[0095] Here, the actuator refers to the working device in the hydraulic system of the backhoe loader that converts hydraulic energy into mechanical energy to perform external work, such as the boom cylinder, stick cylinder, bucket cylinder, and swing motor at the excavating end, and the boom cylinder and bucket cylinder at the loading end. Each actuator is controlled by a corresponding valve plate in a multi-way valve, and the pilot port of this valve plate is the corresponding pilot pressure channel.

[0096] The primary target actuator refers to the actuator corresponding to the only valid channel in a single actuator operating condition (i.e., only one valid channel exists). For example, if only the bucket pilot channel is valid, then the bucket cylinder is the primary target actuator.

[0097] Step d2: Under the condition of single actuator operation, determine the flow rate of the first target actuator based on the pilot pressure value of the effective channel. Step d3: If the flow rate is less than a preset flow rate threshold, determine that the current operating condition is a single actuator low-flow condition.

[0098] Here, mechanism flow refers to the hydraulic oil flow required by the first target actuator in its current operating state.

[0099] Institutional flow can be determined by any suitable method.

[0100] In some implementations, a correspondence between the pilot pressure value and the mechanism flow rate can be established in advance. Based on this correspondence, the current mechanism flow rate that matches the current pilot pressure value can be obtained.

[0101] In some implementations, the current pilot pressure value can be input into a pre-established flow calculation model to obtain the current mechanism flow rate. This flow calculation model can be any suitable neural network model capable of performing this function.

[0102] The preset flow threshold can be any suitable value, such as 30% of the rated flow of the main hydraulic pump, 32% of the rated flow of the main hydraulic pump, etc. This method does not impose any restrictions on this.

[0103] Step d4: When there are multiple effective channels, the actuator corresponding to the effective channel is designated as the second target actuator, and the current operating condition is determined to be a multi-actuator operating condition. Step d5: When the current operating condition is a single actuator low-flow operating condition, a first differential pressure adjustment command is generated. The first differential pressure adjustment command indicates that all valve ports corresponding to the first target actuator are opened.

[0104] In some implementations, under low-flow conditions with a single actuator, the vehicle controller generates and sends a first differential pressure adjustment command to the proportional solenoid of the multi-way valve. This controls the valve core solenoid corresponding to the first target actuator to obtain the maximum drive current, pushing the valve core to its maximum stroke, so that the valve port reaches a fully open state (100% opening area). At the same time, the excess flow is directly returned to the oil tank from the bypass oil circuit by controlling the bypass unloading valve.

[0105] Step d6: When the current operating condition is a single actuator operating condition and the actuator flow rate is not less than the preset flow rate threshold, or when the current operating condition is a multi-actuator operating condition, a second differential pressure adjustment command is generated. The second differential pressure adjustment command indicates that the valve port corresponding to the first target actuator or the second target actuator is opened according to the preset opening ratio.

[0106] In some implementations, when the current operating condition is a single actuator condition and the actuator flow rate is not less than a preset flow rate threshold, or when the current operating condition is a multi-actuator condition, the controller generates a second differential pressure adjustment command and outputs a drive current proportional to the handle stroke to the corresponding multi-way valve proportional solenoid via a pulse modulation signal.

[0107] In single-actuator non-low-flow conditions, it acts on the valve port corresponding to the first target actuator; in multi-actuator conditions, it acts on the valve ports corresponding to each second target actuator.

[0108] The valve opening is controlled according to a preset opening ratio. That is, the greater the handle stroke and the higher the pulse width modulation duty cycle, the greater the valve opening.

[0109] The preset opening ratio can be any suitable ratio value; this method does not impose any restrictions on it.

[0110] For example, the operator simultaneously operates the slewing motor (slewing to the left) and the boom cylinder (continuously lifting) to align the bucket with the unloading point. At this time, the pressure of the slewing pilot channel is collected as 2.0 MPa and the pressure of the boom pilot channel is 3.0 MPa. Both channels are effective (i.e., both are greater than 0.8 MPa), and the total number of effective channels N=2. The slewing motor and the boom cylinder are marked as the second target actuator set, and the current working condition is determined to be a multi-actuator working condition.

[0111] The controller generates a second differential pressure adjustment command, controlling the proportional solenoids of the slewing and boom linkages to open according to their respective handle stroke ratios (e.g., slewing opening approximately 50%, boom opening approximately 80%). Maintaining a pressure difference of approximately 2 MPa across each linkage valve port, the main hydraulic pump output flow is proportionally distributed, and the slewing motor and boom cylinder coordinate their actions to achieve precise alignment. If the total required flow exceeds the main hydraulic pump's supply capacity, anti-flow saturation control is implemented to ensure proportional distribution.

[0112] In this embodiment of the method, by determining the current operating conditions, a corresponding differential pressure control command is generated based on the current operating conditions, thereby eliminating the high differential pressure loss in traditional throttling control, reducing energy waste, ensuring the precise controllability of the main hydraulic pump flow, and increasing work efficiency.

[0113] Step S203: Adjust the parameters of the hydraulic system and / or engine based on multi-dimensional control commands. See details below. Figure 1 Step S103 of the illustrated embodiment will not be described again here.

[0114] The following is a detailed introduction to energy-saving control methods for excavators and loaders.

[0115] For example, an excavator loader is working at a municipal construction site. The driver is facing backwards and is currently making fine adjustments to the bucket. This involves operating only the bucket valve plate, pushing the handle to a small stroke, and slowly adjusting the bucket angle to align with the unloading position.

[0116] First, each sensor collects and transmits signals to the vehicle controller in real time. The pilot pressure sensor detects a pressure signal only in the bucket pilot channel, with an amplitude of 1.8 MPa; the pressure in the other pilot channels is close to 0 MPa (the residual pressure in the pipeline is approximately 0.2 MPa). The pump inlet pressure sensor measures the current main hydraulic pump outlet pressure as 20 MPa. The load pressure sensor measures the load chamber pressure in the bucket cylinder as 18 MPa. The engine speed sensor measures the current engine speed as 2000 r / min. The controller completes this round of data sampling and conversion in 20ms cycles.

[0117] Second, the controller counts the effective channels based on the collected pilot pressure signal. The effective threshold for the bucket channel is 1.8MPa > 0.8MPa, while the other channels are 0.2MPa < the preset pressure threshold, making them invalid channels. The total number of effective channels N = 1, indicating a single actuator operating condition. Based on the pilot pressure of 1.8MPa, the handle stroke is calculated to be approximately 15%, corresponding to a target flow rate of approximately 15% of the main hydraulic pump's rated flow rate (taking model A as an example, the main hydraulic pump's rated flow rate is 160L / min, so the target flow rate is approximately 24L / min). Since the target flow rate is < 30% × the main hydraulic pump's rated flow rate, the current operating state is determined to meet the single actuator low flow rate condition. The first differential pressure adjustment command is generated, which fully opens the bucket valve port, and the excess flow returns to the oil tank via the bypass.

[0118] Third, the controller simultaneously calculates the current load rate. At this time, the pump outlet pressure is 20MPa, the current displacement of the main hydraulic pump is 80mL / r, and the engine speed is 2000r / min. Therefore, the pump outlet flow rate = 80×2000 / 1000 = 160L / min. The current hydraulic power = 20×160 / (60×0.88)≈60.6kW. The engine rated power = 75kW, and the load rate ≈ 80.8%, which is within the optimal range [80%, 90%]. Therefore, the controller generates the first displacement adjustment command, which maintains the current displacement without adjustment.

[0119] Furthermore, the effective pilot pressure of the collected channels did not reach the preset time threshold (10s) for continuous operation, thus generating a second speed adjustment command to maintain the engine speed unchanged.

[0120] Fourth, the differential pressure adjustment command is output as a pulse width modulation signal to the proportional electromagnet of the multi-way valve bucket linkage, and the valve core is pushed to the fully open position by electromagnetic force. Of the 160L / min flow rate output from the main hydraulic pump, 24L / min enters the bucket cylinder through the fully open valve port to drive the bucket to slowly tilt, and the remaining 136L / min returns directly to the oil tank through the bypass oil circuit. With the valve port fully open, the original pressure difference ΔP across the valve port is measured to be equal to the pump outlet pressure (obtained by the pump port pressure sensor). Actuator load pressure (obtained by load pressure sensor) = 20 MPa 18MPa = 2MPa. After that, the pressure difference across the valve port is reduced to only include the inherent resistance of the pipeline and valve body, about 0.5MPa, which greatly reduces the throttling loss.

[0121] After the adjustment, the pump inlet pressure sensor and load pressure sensor continuously transmit measured ΔP values ​​of approximately 0.5 MPa, which is within the allowable range of the target threshold (0.6 MPa) and requires no correction. After the operator completes the fine-tuning of the bucket angle, they release the handle, the pilot pressure returns to zero, the valve closes, and the system returns to normal standby mode.

[0122] This embodiment also provides an energy-saving control device for an excavator loader, which is used to implement the above embodiments and preferred embodiments; details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0123] This embodiment provides an energy-saving control device for an excavator loader, such as... Figure 4 As shown, it includes: The acquisition module 401 is used to acquire system operating status information based on multiple sensors installed on the excavator loader.

[0124] The generation module 402 is used to generate multi-dimensional control commands based on system operating status information. The multi-dimensional control commands include at least displacement adjustment commands, speed adjustment commands, and differential pressure adjustment commands.

[0125] Adjustment module 403 is used to adjust the parameters of the hydraulic system and / or engine based on multi-dimensional control commands.

[0126] In some alternative implementations, the generation module 402 includes: The first generation submodule is used to generate displacement adjustment commands based on the pump inlet pressure signal and the engine speed signal.

[0127] The second generation submodule is used to determine the current operating condition based on the pilot pressure signal, and generate a speed adjustment command based on the current operating condition.

[0128] The third generation submodule is used to determine the current operating conditions based on the pilot pressure signal, and generate differential pressure adjustment commands based on the current operating conditions.

[0129] In some alternative implementations, the first generation submodule includes: The calculation unit is used to calculate the current hydraulic power based on the pump inlet pressure signal and the engine speed signal.

[0130] The judgment unit is used to take the ratio of the current hydraulic power to the engine's rated power as the current load rate, determine whether the current load rate is within the preset optimal range, and generate a displacement adjustment command based on the judgment result.

[0131] In some optional implementations, the displacement adjustment command includes a first displacement adjustment command, a second displacement adjustment command, and a third displacement adjustment command; the determination unit includes: The first generation subunit is used to generate a first displacement adjustment command when the current load rate is in the preset optimal range. The first displacement adjustment command indicates that the displacement of the main hydraulic pump of the control hydraulic system remains unchanged.

[0132] The acquisition sub-unit is used to obtain the comparison result between the current load rate and the first preset load threshold and the second preset load threshold when the current load rate is not in the preset optimal range.

[0133] The second generation subunit is used to generate a second displacement adjustment command when the current load rate is greater than the first preset load threshold. The second displacement adjustment command indicates a reduction in the displacement of the main hydraulic pump of the hydraulic system.

[0134] The third generation subunit is used to generate a third displacement adjustment command when the current load rate is less than the second preset load threshold. The third displacement adjustment command represents increasing the displacement of the main hydraulic pump of the hydraulic system, and the first preset load threshold is greater than the second preset load threshold.

[0135] In some optional implementations, the speed adjustment command includes a first speed adjustment command and a second speed adjustment command; the second generation submodule includes: The first determining unit is used to determine the pilot pressure value of each pilot pressure channel corresponding to the pilot pressure signal.

[0136] The second determining unit is used to determine the pilot pressure channel whose pilot pressure value is greater than the preset pressure threshold as the effective channel.

[0137] The third determining unit is used to determine the current working condition as a continuous working condition when the continuous effective time of any effective channel is greater than a preset time threshold, and to determine the current working condition as a non-continuous working condition when the continuous effective time of each effective channel is not greater than the preset time threshold.

[0138] The first generation unit is used to generate a first speed adjustment command when the current working condition is continuous operation. The first speed adjustment command indicates that the main hydraulic pump of the control hydraulic system is switched to a large displacement state and the engine speed is reduced based on the current displacement of the main hydraulic pump.

[0139] The second generation unit is used to generate a second speed adjustment command when the current working condition is a non-continuous operation condition. The second speed adjustment command indicates that the engine speed should be kept constant.

[0140] In some optional implementations, the differential pressure regulation command includes a first differential pressure regulation command and a second differential pressure regulation command; the third sub-module includes: The fourth determining unit is used to determine the current operating condition as a single-actuator condition when there is only one effective channel, and to identify the actuator corresponding to the effective channel as the first target actuator.

[0141] The fifth determining unit is used to determine the mechanism flow of the first target actuator based on the pilot pressure value of the effective channel when the current operating condition is a single actuator operating condition.

[0142] The sixth determining unit is used to determine the current operating condition as a single actuator low-flow condition when the flow rate of the actuator is less than the preset flow rate threshold.

[0143] The seventh determining unit is used to determine the current operating condition as a multi-execution condition when there are multiple effective channels, and to identify the actuator corresponding to the effective channel as the second target actuator.

[0144] The third generation unit is used to generate a first differential pressure adjustment command when the current operating condition is a single actuator with a small flow rate. The first differential pressure adjustment command indicates that all valve ports corresponding to the first target actuator are opened.

[0145] The fourth generation unit is used to generate a second differential pressure adjustment command when the current operating condition is a single actuator operating condition and the actuator flow rate is not less than the preset flow rate threshold, or when the current operating condition is a multi-actuator operating condition. The second differential pressure adjustment command indicates that the valve port corresponding to the first target actuator or the second target actuator is opened according to a preset opening ratio.

[0146] The energy-saving control device for the excavator loader provided in this embodiment of the invention can execute the energy-saving control method for the excavator loader provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects for executing the method. Further functional descriptions of the above modules and units are the same as those in the corresponding embodiments described above, and will not be repeated here.

[0147] Figure 5 This is a schematic diagram of the structure of a controller for an excavator loader provided in an embodiment of the present invention.

[0148] The following is a detailed reference. Figure 5This diagram illustrates a structural schematic of a controller suitable for implementing the excavator loader in an embodiment of the present invention. The controller may include a processor (e.g., a central processing unit, graphics processor, etc.) 501, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 502 or a program loaded from memory 508 into random access memory (RAM) 503. The RAM 503 also stores various programs and data required for controller operation. The processor 501, ROM 502, and RAM 503 are interconnected via a bus 504. An input / output (I / O) interface 505 is also connected to the bus 504.

[0149] Typically, the following devices can be connected to I / O interface 505: input devices 506 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 507 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 508 including, for example, magnetic tapes, hard disks, etc.; and communication devices 509. Communication device 509 allows the controller to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 5 A controller with various devices is shown, but it should be understood that it is not required to implement or have all of the devices shown, and may alternatively implement or have more or fewer devices.

[0150] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 509, or installed from a memory 508, or installed from a ROM 502. When the computer program is executed by the processor 501, it performs the functions defined in the energy-saving control method for the excavator loader according to embodiments of the present invention.

[0151] Figure 5 The controller shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

[0152] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the energy-saving control method for the excavator loader shown in the above embodiments is implemented.

[0153] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0154] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. An energy-saving control method for an excavator loader, the excavator loader comprising: Hydraulic system and engine, characterized in that the method comprises: The system operating status information is collected based on multiple sensors installed on the excavator loader; Based on the system operating status information, multi-dimensional control commands are generated, which include at least displacement adjustment commands, speed adjustment commands, and differential pressure adjustment commands. The parameters of the hydraulic system and / or the engine are adjusted based on the multi-dimensional control commands.

2. The method according to claim 1, characterized in that, The system operating status information includes at least the pump inlet pressure signal, engine speed signal, and pilot pressure signal; The generation of multi-dimensional control commands based on the system operating status information includes: The displacement adjustment command is generated based on the pump inlet pressure signal and the engine speed signal; Based on the pilot pressure signal, the current operating condition is determined, and based on the current operating condition, the speed adjustment command is generated. Based on the pilot pressure signal, the current operating conditions are determined, and based on the current operating conditions, the differential pressure adjustment command is generated.

3. The method according to claim 2, characterized in that, The step of generating the displacement adjustment command based on the pump inlet pressure signal and the engine speed signal includes: Calculate the current hydraulic power based on the pump inlet pressure signal and the engine speed signal; The ratio of the current hydraulic power to the engine's rated power is used as the current load rate. It is then determined whether the current load rate is within a preset optimal range, and the displacement adjustment command is generated based on the determination result.

4. The method according to claim 3, characterized in that, The displacement adjustment command includes a first displacement adjustment command, a second displacement adjustment command, and a third displacement adjustment command; The step of determining whether the current load rate is within a preset optimal range and generating the displacement adjustment command based on the determination result includes: When the current load rate is within the preset optimal range, a first displacement adjustment command is generated, which indicates that the displacement of the main hydraulic pump of the hydraulic system is kept constant. If the current load rate is not within the preset optimal range, obtain a comparison result between the current load rate and the first preset load threshold and the second preset load threshold; When the current load rate is greater than the first preset load threshold, a second displacement adjustment command is generated, which indicates a reduction in the displacement of the main hydraulic pump of the hydraulic system. When the current load rate is less than the second preset load threshold, the third displacement adjustment command is generated, wherein the third displacement adjustment command represents increasing the displacement of the main hydraulic pump of the hydraulic system, and the first preset load threshold is greater than the second preset load threshold.

5. The method according to claim 4, characterized in that, The speed adjustment command includes a first speed adjustment command and a second speed adjustment command; The step of determining the current operating condition based on the pilot pressure signal and generating the speed adjustment command based on the current operating condition includes: Determine the pilot pressure value of each pilot pressure channel corresponding to the pilot pressure signal; The pilot pressure channel whose pilot pressure value is greater than the preset pressure threshold is identified as the effective channel; If the duration of any of the effective channels is greater than a preset time threshold, the current working condition is determined to be a continuous working condition; if the duration of each of the effective channels is not greater than the preset time threshold, the current working condition is determined to be a non-continuous working condition. When the current working condition is the continuous working condition, the first speed adjustment command is generated. The first speed adjustment command indicates that the main hydraulic pump of the hydraulic system is switched to a large displacement state, and the engine speed is reduced based on the current displacement of the main hydraulic pump. When the current operating condition is the discontinuous operation condition, a second speed adjustment command is generated, which indicates that the engine speed should be kept constant.

6. The method according to claim 5, characterized in that, The differential pressure adjustment command includes a first differential pressure adjustment command and a second differential pressure adjustment command; The step of determining the current operating conditions based on the pilot pressure signal and generating the differential pressure adjustment command based on the current operating conditions includes: When there is only one effective channel, the actuator corresponding to the effective channel is taken as the first target actuator, and the current operating condition is determined to be a single actuator operating condition. When the current operating condition is a single actuator condition, the flow rate of the first target actuator is determined based on the pilot pressure value of the effective channel; If the flow rate of the actuator is less than a preset flow rate threshold, the current operating condition is determined to be a low-flow-rate operating condition for a single actuator. When there are multiple effective channels, the actuator corresponding to the effective channel is taken as the second target actuator, and the current working condition is determined to be a multi-execution working condition. When the current operating condition is the single actuator low flow condition, the first differential pressure adjustment command is generated. The first differential pressure adjustment command indicates that all valve ports corresponding to the first target actuator are opened. When the current operating condition is the single actuator condition and the actuator flow rate is not less than the preset flow rate threshold, or when the current operating condition is the multi-actuator condition, a second differential pressure adjustment command is generated. The second differential pressure adjustment command indicates that the valve port corresponding to the first target actuator or the second target actuator is opened according to a preset opening ratio.

7. An energy-saving control device for an excavator loader, the excavator loader comprising: Hydraulic system and engine, characterized in that the device comprises: The data acquisition module is used to collect working condition identification information and system operating status information based on multiple sensors installed on the excavator loader; The generation module is used to generate multi-dimensional control commands based on the system operating status information. The multi-dimensional control commands include at least displacement adjustment commands, speed adjustment commands, and differential pressure adjustment commands. An adjustment module is used to adjust the parameters of the hydraulic system and / or the engine based on the multi-dimensional control commands.

8. An excavator loader, the excavator loader comprising: The hydraulic system and engine are characterized in that the excavator loader includes: a controller, the controller comprising: The device includes a memory and a processor, which are interconnected and the memory stores computer instructions. The processor executes the computer instructions to perform the energy-saving control method for the excavator loader as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to execute the energy-saving control method for the excavator loader according to any one of claims 1 to 6.

10. A computer program product, characterized in that, Includes computer instructions for causing a computer to execute the energy-saving control method for the excavator loader according to any one of claims 1 to 6.

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