CN106647837B - Method for controlling a hydraulic system, controller and machine - Google Patents
Method for controlling a hydraulic system, controller and machine Download PDFInfo
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- CN106647837B CN106647837B CN201710048215.4A CN201710048215A CN106647837B CN 106647837 B CN106647837 B CN 106647837B CN 201710048215 A CN201710048215 A CN 201710048215A CN 106647837 B CN106647837 B CN 106647837B
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- G05D13/00—Control of linear speed; Control of angular speed; Control of acceleration or deceleration, e.g. of a prime mover
- G05D13/62—Control of linear speed; Control of angular speed; Control of acceleration or deceleration, e.g. of a prime mover characterised by the use of electric means, e.g. use of a tachometric dynamo, use of a transducer converting an electric value into a displacement
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Abstract
The application relates to the field of advanced manufacturing equipment and discloses a method, a controller and a machine for controlling a hydraulic system. The method comprises the following steps: acquiring the rotating speed of an engine; determining a control mode for controlling power of the hydraulic system according to the engine speed, wherein the control mode comprises a limit load control mode and a torque matching control mode; judging whether the current control mode is consistent with the determined control mode; if the current control mode is judged to be consistent with the determined control mode, continuing to use the current control mode to control the power of the hydraulic system; and if the current control mode is judged to be inconsistent with the determined control mode, smoothly transitioning from the current control mode to the determined control mode. The method adopts a rotation speed and torque composite control method, solves the problem of flameout of the engine under the extreme load state, and realizes power matching between the hydraulic system and the engine under the non-extreme load state.
Description
Technical Field
The present invention relates to the field of advanced manufacturing equipment, and in particular, to a method, controller and machine for controlling a hydraulic system.
Background
When some engineering machinery (such as a rotary drilling rig) bears sudden load, the power matching control process of an engine-hydraulic system of the engineering machinery is divided into a first part transient process and a second part steady-state process. In the first part of transient process, the engine speed fluctuates, when the sudden change load is close to 100% of the rated load of the engine (called as power limit load working condition), the variable main pump displacement or the opening of a hydraulic main valve is controlled through a strategy, the flow required by a hydraulic system is changed, the sudden change gradient of the engine load is further changed, and the engine is prevented from flameout and black smoke emission, and the process is called as limit load control; and in the second part of steady state process, the rotating speed of the engine is stable, and the variable main pump displacement or the opening of the hydraulic main valve is controlled at the moment to change the flow required by the hydraulic system, so that the load of the engine is changed, the engine works in the optimal oil consumption state under the current rotating speed, and the steady state power matching is realized.
Chinese patent application publication No. CN101857175A discloses a control system and a control method for limit load of a container reach stacker, which uses the load percentage of the current speed of an engine as a feedback quantity to build a limit load control system, and the control object is the opening of a hydraulic main valve of a hydraulic system. When the load percentage of the current speed is smaller than a set value, the opening degree of a hydraulic main valve is increased; when the current speed load percentage is greater than the set value, the hydraulic main valve opening is decreased in order to control the current speed load percentage to be near the set value.
Chinese patent application publication No. CN102021925A discloses a power matching control system and method for an excavator. Chinese patent application publication No. CN102505996A discloses a power matching system and method for an electric control engine and a variable hydraulic main pump. The two patent applications adopt the rotating speed of an engine as a feedback quantity to build a power matching control system, and a control object is variable main pump displacement. When the difference value between the actual rotating speed of the engine and the no-load rotating speed is large, the control current of the main pump is increased, and the absorption power of the main pump is reduced; when the difference value between the actual rotating speed of the engine and the idling rotating speed is small, the control current of the main pump is reduced, and the absorbed power of the main pump is increased.
The Chinese patent application with the application publication number of CN105402039A discloses a rotary drilling rig power matching method based on torque and rotating speed composite control, wherein a power matching control system is built by adopting the rotating speed and the torque of an engine as feedback quantities, and when the difference between the actual rotating speed and the actual torque of the engine and a target value is larger, the control current of a main pump is increased to reduce the absorption power of the main pump; the engine does not shut down and smoke.
However, the prior art has the following disadvantages.
Firstly, in the transient process, the torque index (current speed load percentage) of the engine cannot accurately reflect the torque response characteristics of the engine, so that the torque response problem is ignored in the limit load control according to the current speed load percentage of the engine, and the ideal control effect cannot be achieved.
FIG. 1 is a graph of engine torque versus speed throughout the load of a machine. As shown in fig. 1, the interval formed by B and C is a stable time (occurring in a transient process), when the whole interval C is reached, the engine speed line rapidly decreases and then rapidly increases, it is obvious that the required load of the engine is much greater than the output power demand in the region where the engine speed rapidly decreases, and the current speed load percentage is always maintained at about 100% at this stage, and it is obvious that the speed load percentage cannot accurately and truly reflect the difference between the required torque and the actual torque, so that the power matching control performed only according to the current speed load percentage of the engine cannot necessarily achieve an ideal control effect.
Secondly, in a steady state process, the engine speed cannot accurately reflect the load state of the engine, so that the power matching control according to the engine speed ignores the load state and cannot really enable the engine to work near a load matching point.
As shown in fig. 1, the interval D is a steady-state process, during the whole interval D, the engine speed is consistent with the interval a (no-load state) and is maintained at a certain value (1000rpm), and the current speed load percentage is changed from about 20% of the interval a to about 84%, so that it is obvious that the engine speed cannot accurately and truly reflect the load size of the required engine in the interval D, and therefore, the power matching control is performed only according to the speed of the engine during the steady-state process, and the engine cannot necessarily be accurately operated near the load matching point.
Therefore, CN101857175A, CN102021925A and CN102505996A only focus on one of the transient and steady-state processes, or expect to use a single variable as the feedback quantity of the whole strategy in the transient and steady-state processes, neglecting the difference between the transient and steady-state processes, and inevitably resulting in poor control effect.
Disclosure of Invention
The application aims to provide a method, a controller and a machine for controlling a hydraulic system, which can solve the problem of flameout of an engine in a transient process and realize power matching of the hydraulic system and the engine in a steady-state process.
To achieve the above object, a first aspect of the present application provides a method for controlling a hydraulic system, the method comprising: acquiring an engine speed, and determining a control mode for controlling the power of the hydraulic system according to the engine speed, wherein the control mode comprises a limit load control mode and a torque matching control mode; judging whether the current control mode is consistent with the determined control mode; if the current control mode is judged to be consistent with the determined control mode, continuing to use the current control mode to control the power of the hydraulic system; and if the current control mode is judged to be inconsistent with the determined control mode, smoothly transitioning from the current control mode to the determined control mode.
Alternatively, in the limit load control mode, a first control amount for controlling the power of the hydraulic system is generated in accordance with the engine speed and a set target value of the engine speed, and the first control amount is output to the hydraulic system to control the power of the hydraulic system; and in the torque matching control mode, generating a second control quantity for controlling the power of the hydraulic system according to the current speed load percentage of the engine and the set target value of the current speed load percentage of the engine, and outputting the second control quantity to the hydraulic system to control the power of the hydraulic system.
Optionally, the method further comprises adding an offset value to the control quantity output to the hydraulic system.
Optionally, the offset value is determined from a main pump pressure of the hydraulic system, a hydraulic main valve pilot pressure, a main pump pressure-flow curve and an output power of the engine.
Optionally, the determining the control mode comprises: comparing the engine speed to a first speed threshold; determining that the control mode is the torque-matching control mode if the engine speed is greater than the first speed threshold; comparing the engine speed to a second speed threshold if the engine speed is less than or equal to the first speed threshold, wherein the first speed threshold is greater than the second speed threshold; determining that the control mode is the limit load control mode if the engine speed is greater than the second speed threshold.
Optionally, the determining the control mode further comprises: comparing the engine speed to the set target value of engine speed if the engine speed is less than or equal to the first speed threshold, wherein the set target value of engine speed is less than the first speed threshold and greater than the second speed threshold; and if the engine speed is greater than the set target value of the engine speed and the torque matching control mode is used in the last control period, determining that the control mode is the limit load control mode and obtaining a result of switching the control mode.
Optionally, the control mode further includes a low rotation speed control mode, and the determining the control mode further includes: determining the control mode as the low rotation speed control mode if the engine rotation speed is less than or equal to the second rotation speed threshold.
Alternatively, in a case where the determined control mode is the low rotation speed control mode, the maximum control amount is output to the hydraulic system.
Optionally, the smoothly transitioning from the current control mode to the determined control mode comprises: calculating a first control quantity for controlling the power of the hydraulic system in the current control mode; calculating a second control quantity for controlling the power of the hydraulic system in the determined control mode;
determining a control amount output to the hydraulic system at each control cycle according to the following formula:
wherein y (i) represents a control amount output to the hydraulic system in the ith control cycle, a represents the first control amount, B represents the second control amount, tiTo representThe length of the ith control period, G, represents the maximum output control amount reduction rate that the engine and hydraulic system can withstand.
Optionally, the engine has a power mode and a PTO speed governing function, the set target value of engine speed being set based on a PTO gear of the engine; and the set target value for the percentage of the current speed load of the engine is set based on the power mode of the engine, the PTO gear of the engine, and the table of all characteristics of the engine.
A second aspect of the present application provides a controller for controlling a hydraulic system, the controller comprising: a control mode determination module configured to obtain an engine speed and determine a control mode for controlling power of the hydraulic system according to the engine speed, wherein the control mode includes a limit load control mode and a torque matching control mode; and a control amount output module configured to: receiving the control mode determined by the control mode determining module; judging whether the current control mode is consistent with the determined control mode; if the current control mode is judged to be consistent with the determined control mode, continuing to use the current control mode to control the power of the hydraulic system; and if the current control mode is judged to be inconsistent with the determined control mode, smoothly transitioning from the current control mode to the determined control mode.
Optionally, the controller further comprises: a limit load control module configured to acquire the engine speed and generate a first control amount for controlling power of the hydraulic system according to the engine speed and a set target value of the engine speed; the torque matching control module is configured to acquire the current speed load percentage of the engine and generate a second control quantity for controlling the power of the hydraulic system according to the current speed load percentage of the engine and a set target value of the current speed load percentage of the engine; the control amount output module is further configured to: outputting the first control amount to the hydraulic system to control the power of the hydraulic system in the limit load control mode; outputting the second control amount to the hydraulic system to control the power of the hydraulic system in the torque matching control mode; and determining a control amount for controlling the power of the hydraulic system, which is output to the hydraulic system, according to the first control amount and the second control amount during a smooth transition from the current control mode to the determined control mode.
Optionally, the controller further comprises an offset setting module configured to: acquiring main pump pressure and hydraulic main valve pilot pressure of the hydraulic system and output power of the engine; determining an offset value as a function of a main pump pressure of the hydraulic system, the hydraulic main valve pilot pressure, a main pump pressure-flow curve, and an output power of the engine; the control amount output module is further configured to output one of the first control amount, the second control amount, and the control amount to be output to the hydraulic system plus the offset value to the hydraulic system.
Optionally, the control mode determination module is configured to: comparing the engine speed to a first speed threshold; determining that the control mode is the torque-matching control mode if the engine speed is greater than the first speed threshold; comparing the engine speed to a second speed threshold if the engine speed is less than or equal to the first speed threshold, wherein the first speed threshold is greater than the second speed threshold; and determining the control mode to be the limit load control mode if the engine speed is greater than the second speed threshold.
Optionally, the control mode determination module is further configured to: comparing the engine speed to the set target value of engine speed if the engine speed is less than or equal to the first speed threshold, wherein the set target value of engine speed is less than the first speed threshold and greater than the second speed threshold; and if the engine speed is greater than the set target value of the engine speed and the torque matching control mode is used in the last control period, determining that the control mode is the limit load control mode and obtaining the result that the control mode needs to be switched.
Optionally, the control mode determination module is further configured to: determining that the control mode is the low rotational speed control mode if the engine rotational speed is less than or equal to the second rotational speed threshold; and the control quantity output module is also configured to receive the low rotation speed control mode and output a maximum power control value to the hydraulic system.
Optionally, the engine has a power mode and a PTO speed governing function, the limit load control module further configured to set a target value for the set engine speed based on a PTO gear of the engine; and the torque matching control module is further configured to set the set target value for the current speed load percentage of the engine based on a power mode of the engine, a PTO gear of the engine, and an all-characteristic data table of the engine.
A third aspect of the present application provides a machine including the controller for controlling a hydraulic system described above.
Through the technical scheme, the rotating speed and torque composite control method is adopted, so that the flameout problem of the engine in the extreme load state is solved, and the power matching between the hydraulic system and the engine in the non-extreme load state is realized.
Additional features and advantages of the invention will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention. In the drawings:
FIG. 1 is a graph of engine torque versus speed throughout the load of a machine;
FIG. 2 illustrates the relationship between the drop rate, the current speed load percentage, and the settling time;
FIG. 3 is a block diagram of a controller for controlling a hydraulic system provided in accordance with an embodiment of the present application;
FIG. 4 is a schematic diagram of a first application scenario in which a controller provided according to an embodiment of the present application may be applied;
FIG. 5 is a schematic diagram of a control strategy of a controller provided in accordance with an embodiment of the present application, applied in the application scenario of FIG. 4;
FIG. 6 is a schematic diagram of a second application scenario in which a controller provided according to an embodiment of the present application may be applied;
FIG. 7 is a schematic diagram of a third application scenario in which a controller provided in accordance with an embodiment of the present application may be applied;
FIG. 8 is a flow chart of a method for controlling a hydraulic system provided in accordance with an embodiment of the present application;
FIG. 9 is a flowchart of the determine control mode steps in the method for controlling a hydraulic system provided in accordance with an embodiment of the present application illustrated in FIG. 8; and
fig. 10 is a flowchart of steps of determining a control amount according to a control mode in the method for controlling a hydraulic system provided according to the embodiment of the present application shown in fig. 8.
Description of the reference numerals
10 controller 11 controls the mode determination module
12 control quantity output module 13 limit load control module
14 torque match control module 15 offset setting module
20 main pump 30 hydraulic main valve
41 engine 42ECU
50 pressure sensor 60 hydraulic actuator
70 power mode and PTO gear selection switch
Detailed Description
The following detailed description of embodiments of the invention refers to the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present invention, are given by way of illustration and explanation only, not limitation.
The term "drop rate" referred to in this application refers to the percentage of the ratio of the difference between the maximum speed (or minimum speed) at the engine under sudden load and the rated speed before the sudden load change to the rated speed.
The term "current speed load percentage" referred to in this application refers to the ratio of actual engine torque (indicated torque) to the maximum available indicated torque at the current engine speed.
The term "stabilization time" referred to in the present application means a period of time from when the engine speed abruptly changes until the engine speed is again stabilized within a prescribed speed instability range.
Fig. 2 shows the relationship between the drop rate, the current speed load percentage, and the settling time.
The engine stall, black smoke, or stall is essentially a malfunction of the engine due to a mismatch between the output torque of the engine and the torque demanded of the load, which is generally greater than the output torque of the engine over a period of time. Two reasons generally manifest themselves:
(1) the maximum increase rate of the output torque of the engine is not matched with the increase rate of the load demand torque, and the increase rate of the demand torque is generally larger than the maximum increase rate of the output torque within a period of time, so that the engine stalls, emits black smoke or has a larger speed drop phenomenon.
(2) The torque required by the hydraulic system is larger than the maximum torque which can be output by the engine, so that the engine is flamed out, and black smoke or the falling speed is large.
In order to prevent the occurrence of phenomena such as flameout and the like and enable the engine to work in an economic working area for a long time, the engine or the parameters of a hydraulic system are controlled in real time, so that the engine is not flameout, black smoke is emitted or the speed is not high under the working condition of large load change; when the load is relatively stable, the engine can work in the optimal economic working interval. The whole process is called power matching of the engine and the hydraulic system.
According to the above description, there are two ways to achieve power matching of the engine-hydraulic system, one way to adjust the engine parameters in real time, but if the engine is an electronic injection engine with an automatic electronic governor, generally an engine with PTO governor function (i.e. the engine has a certain ability to keep the engine speed constant with the load when the load changes), this way is not applicable considering the self-contained governor capability of the engine itself. In view of a wider range of applications, the embodiments of the present application adopt another method: the output capacity of the engine is matched in real time by controlling parameters of a hydraulic system, so that the engine is not flameout, black smoke is emitted or the falling speed is large under the working condition of large load change; when the load is relatively stable, the engine can work in the optimal economic working interval.
Therefore, the embodiment of the application can enable the torque of the engine and the torque of the hydraulic system to be matched in real time by adjusting the parameters of the hydraulic system (for example, the control current of the main pump), so as to protect the engine from stalling, black smoke or large speed drop when the power required by the hydraulic system changes violently; when the power required by the hydraulic system is relatively stable, the engine can work in the optimal economic working interval.
Fig. 3 is a block diagram of a controller 10 for controlling a hydraulic system according to an embodiment of the present application. Referring to fig. 3, in an embodiment of the present application, there is provided a controller 10 for controlling a hydraulic system, the controller 10 may include:
a control mode determination module 11, which may be configured to obtain an engine speed and determine a control mode for controlling power of the hydraulic system according to the engine speed, wherein the control mode may include a limit load control mode and a torque matching control mode; and
the control amount output module 12 may be configured to:
receiving the control mode determined by the control mode determination module 11;
judging whether the current control mode is consistent with the determined control mode;
if the current control mode is judged to be consistent with the determined control mode, the power of the hydraulic system is continuously controlled by using the current control mode;
and if the current control mode is judged to be inconsistent with the determined control mode, smoothly transitioning from the current control mode to the determined control mode.
In a further embodiment of the present application, the controller 10 may further include:
a limit load control module 13, which may be configured to acquire an engine speed and generate a first control amount for controlling power of the hydraulic system according to the engine speed and a set target value of the engine speed;
a torque matching control module 14, which may be configured to obtain a current engine speed load percentage and generate a second control amount for controlling power of the hydraulic system according to the current engine speed load percentage and a set target value of the current engine speed load percentage;
the control amount output module 12 may be further configured to:
outputting a first control quantity to the hydraulic system to control the power of the hydraulic system in the limit load control mode;
outputting a second control quantity to the hydraulic system to control the power of the hydraulic system in the torque matching control mode; and
a control amount for controlling the power of the hydraulic system (i.e., a transition control amount) output to the hydraulic system is determined from the first control amount and the second control amount during a smooth transition from the current control mode to the determined control mode.
In the present embodiment, the limit load control module 13 and the torque matching control module 14 may employ conventional PID control, but those skilled in the art will appreciate that other feedback controls may be used.
Specifically, the control amount output module 12 may determine the control amount output to the hydraulic system at each control cycle according to the following equation:
whereinY (i) represents a control amount output to the hydraulic system in the ith control cycle, a represents a first control amount, B represents a second control amount, and tiThe length of the ith control period is shown, and G is the maximum output control amount reduction rate that the system can bear.
In one embodiment of the present application, the controller 10 may further include an offset setting module 15 configured to:
acquiring main pump pressure and hydraulic main valve pilot pressure of a hydraulic system and output power of the engine 41;
determining an offset value from the main pump pressure of the hydraulic system, the hydraulic main valve pilot pressure, the pressure-flow curve of the main pump 20 and the output power of the engine 41;
the control amount output module 12 may also be configured to add an offset value to one of the first control amount, the second control amount, and the control amount to be output to the hydraulic system before outputting to the hydraulic system.
In further embodiments of the present application, the control mode determination module 11 may be configured to:
comparing the engine speed to a first speed threshold;
if the engine speed is greater than the first speed threshold, determining that the control mode is a torque matching control mode;
if the engine speed is less than or equal to a first speed threshold, comparing the engine speed with a second speed threshold, wherein the first speed threshold is greater than the second speed threshold; and
and if the engine speed is greater than the second speed threshold, determining that the control mode is the limit load control mode.
In further embodiments of the present application, the control mode determination module 11 may be further configured to:
if the engine speed is less than or equal to the first speed threshold, comparing the engine speed with a set target value of the engine speed, wherein the set target value of the engine speed is less than the first speed threshold and greater than the second speed threshold; and
and if the engine speed is greater than the set target value of the engine speed and the torque matching control mode is used in the last control period, determining that the control mode is the limit load control mode and obtaining the result that the control mode needs to be switched.
In a further embodiment of the present application, the control mode determination module 11 may be further configured to: if the engine speed is less than or equal to the second speed threshold, determining the control mode to be a low speed control mode; and
the control amount output module 12 may also be configured to receive the low rotation speed control mode and output a maximum power control value to the hydraulic system.
In embodiments of the application, the engine 41 referred to may have a power mode and PTO speed governing functionality, in which case the limit load control module 13 may also be configured to set the target value of the set engine speed based on the PTO gear of the engine 41; and the torque matching control module 14 may be further configured to set the set target value for the current engine speed load percentage based on the power mode of the engine 41, the PTO gear of the engine 41, and the table of proprietary characteristics of the engine 41. The proprietary characteristic data table of the engine 41 may be known and may be pre-stored in the controller 10 (e.g., in a memory (not shown) of the controller 10).
The control mode determination module 11, the control amount output module 12, the limit load control module 13, the torque matching control module 14, and the offset setting module 15 in the controller 10 may be implemented by software, hardware, firmware, or any combination of these. Examples of controller 10 may include, but are not limited to, a general purpose processor, a special purpose processor, a conventional processor, a Digital Signal Processor (DSP), a plurality of microprocessors, one or more microprocessors in association with a DSP core, a controller, a microcontroller, Application Specific Integrated Circuits (ASICs), Field Programmable Gate Arrays (FPGAs) circuits, any other type of Integrated Circuit (IC), a state machine, and the like.
Fig. 4 is a schematic diagram of a first application scenario in which the controller 10 provided according to an embodiment of the present application may be applied. Fig. 5 is a schematic diagram of a control strategy of the controller 10 provided according to an embodiment of the present application applied in the application scenario in fig. 4. In this first application scenario, the engine 41 is connected to the main pump 20 of the hydraulic system for outputting power to the main pump 20. The main pump 20 communicates with the hydraulic actuator 60 through a hydraulic main valve 30. The pressure sensor 50 is used to detect the main pump 20 outlet pressure and the pilot pressure of the hydraulic main valve 30. If the main hydraulic valve 30 is an electro-proportional pilot valve, a pilot control current may be used instead of the pilot pressure. The controller 10 may be connected to the ECU 42 of the engine 41 through a CAN bus. The controller 10 may be connected to the ECU 42 of the engine 41 through a CAN bus, for example, and may obtain the state parameters of the engine speed, the current speed load percentage, the output power of the engine 41, and the like in real time. In this application scenario, the engine 41 may have a power mode and a PTO speed governing function. The controller 10 may acquire the power mode and PTO range set manually (e.g., via the power mode and PTO range select switch 70 of fig. 4), for example, via the switching value input pathway. The controller 10 may acquire the main pump outlet pressure value and the hydraulic main valve pilot pressure value measured by the pressure sensor 50, for example, through an analog input channel. The controller 10 may implement hydraulic system torque modulation by outputting a pump control current to the main pump 20, for example, via a PWM output channel. In this application scenario, the control amount (output control amount) for controlling the power of the hydraulic system is the pump current output to the main pump 20. The limit load control block of fig. 5 may correspond to the limit load control amount output block 12 of fig. 3, the block for adjusting the main pump preset current of fig. 5 may correspond to the offset setting block 15 of fig. 3, the system transient and steady state automatic determination block of fig. 5 may correspond to the control mode determination block 11 of fig. 3, the torque matching control block of fig. 5 may correspond to the torque matching control block 14 of fig. 3, and the autonomous selection and smooth transition block of fig. 5 may correspond to the control amount output block 12 of fig. 3.
In the limit load control block shown in fig. 5, for example, the limit load control module 13 of the controller 10 shown in fig. 3 may receive the PTO range signal from the power mode and PTO range selection switch 70, calculate a target rotation speed value of the engine 41 corresponding to the selected range, compare the difference with the actual rotation speed, and the limit load control module 13 may calculate a corresponding control current value for output to the main pump 20 of the hydraulic system based on the engine rotation speed signal acquired from the ECU 42 and the target rotation speed value. In the embodiment of the present application, the limit load control target value may be set, for example, at 94% to 98% of the rotation speed value set by the engine PTO, and the higher the PTO gear, the lower the target value; the lower the PTO gear, the higher the target value. The control target is not too high or too low, the setting is too high, and the rotational speed is easily overshot due to the simultaneous action of PTO speed regulation and limit load control; the control target is set too low, and the rotating speed of the engine is too high, so that the control quality is poor and even the engine is flameout. When the actual engine speed is lower than the control target (target value), the conventional PID control may be started, and the output control amount is the pump current value.
In adjusting the main pump preset current block shown in fig. 5, for example, the offset setting module 15 of the controller 10 shown in fig. 3 may calculate an appropriate preset current value from the main pump pressure and the hydraulic main valve pilot pressure information obtained from the pressure sensor 50. The predetermined current value is typically empirically determined to correspond to a percentage, such as 50%, of the full output current value at the pump load pressure. The function of adjusting the preset current of the main pump is to enable the control starting point to be close to the target control value quickly, shorten the control interval and improve the control precision. The main pump preset current is adjusted by receiving a main pump pressure signal, a hydraulic main valve pilot pressure signal and the like, and taking a current value when a percentage (for example, half load (50%)) of the load of the engine-hydraulic system is output as the preset current of the main pump 20 according to the pressure-flow curve of the main pump 20 and the output power of the engine 41. The pressure-flow curve of the main pump 20 is known. However, it will be appreciated by those skilled in the art that the control scheme provided by the embodiments of the present application may be implemented without such adjustment of the preset current (offset value) of the main pump 20.
In the torque matching control block shown in FIG. 5, the torque matching control module 14 of the controller 10, such as that shown in FIG. 3, may set the current speed load percentage of the engine 41 based on information such as the power mode, PTO gear, and engine ownership characteristics data table. The torque matching control module 14 may calculate a corresponding control current value for output to the main pump 20 of the hydraulic system based on the set current speed load percentage of the engine and the actual engine speed load percentage information. The torque matching control herein may employ a suitable conventional PID control strategy to output a control current for the main pump 20 based on the difference between the actual engine speed load percentage and the current speed load percentage of the engine being set.
In the system transient steady state determination block shown in fig. 5, the control mode determination module 11 of the controller 10 shown in fig. 3, for example, may acquire the engine speed from the ECU 42, for example, and analyze to determine whether the response state in which the engine 41 is in is a transient state or a steady state.
Specifically, in the embodiment of the present application, the control mode determination module 11 may perform the following operations:
acquiring engine rotating speed information, judging whether the actual rotating speed of the engine 41 is smaller than or equal to a high rotating speed threshold value, and if the judgment result is that the actual rotating speed is not smaller than or equal to the high rotating speed threshold value, determining that the required control mode is a torque matching control mode; wherein the high rotation speed threshold can generally be about 98% of the PTO set rotation speed, and the low rotation speed threshold below can generally be 80% of the PTO set rotation speed.
If the judgment result is yes, comparing the actual rotating speed of the engine with the target rotating speed of the engine, and if the actual rotating speed is greater than the target rotating speed and the last period is the torque matching control mode, judging that the control mode needs to be switched and carrying out limit load control. It is determined in this case that the required control mode is the limit load control mode.
And if the actual rotating speed of the engine is less than or equal to the target rotating speed of the engine and the actual rotating speed is greater than the low rotating speed threshold value, judging that the rotating speed is taken as a target for control, namely, carrying out limit load control. It is determined in this case that the required control mode is the limit load control mode.
If the actual engine speed is less than or equal to the low speed threshold, it is judged to enter the low speed mode, and it is determined that the required control mode is the low speed control mode in which the control current of the main pump 20 is set to the maximum.
The required control mode determined above is output to the control amount output module 12.
In the autonomous selection and smooth transition block shown in fig. 5, for example, the control quantity output module 12 of the controller 10 shown in fig. 3 may receive the control results and determination results from the limit load control module 13, the offset setting module 15 (adjusting the main pump preset current), the control mode determination module 11 (system transient, steady state automatic determination), and the torque matching control module 14, and generate a pump current output for smooth control of the main pump 20.
Specifically, in the embodiment of the present application, the control amount output module 12 may perform the following operations:
receiving the determination result output by the control mode determination module 11 (at the transient steady state determination block), determining whether the current control mode is consistent with the determined control mode, and if so, calculating the pump current value output to the main pump 20 in the current control mode (the limit load control mode or the torque matching control mode), i.e. superimposing the control quantity (current value) generated or output by the limit load control module 13 or the torque matching control module 14 on the preset current value calculated by the main pump preset current adjustment block and then outputting to the main pump 20.
If the current control mode is not identical to the determined control mode, the control mode needs to be switched, and at this time, the output current value output to the main pump 20 in the current control mode and the output current value output to the main pump 20 in the determined control mode are calculated.
According to the current values output in the current control mode and the determined control mode, the reduction rate of the current is controlled so that the current output to the main pump 20 does not suddenly change to realize smooth transition, with the aim that the current change rate is not greater than the system requirement.
Specifically, the control amount (i.e., the transient control amount) output to the hydraulic system at each control cycle may be determined by applying the above equation (1):
in this application scenario, y (i) may represent the current value output to the main pump 20 in the i-th control cycle, a may represent the current value output to the main pump 20 in the present control mode, B may represent the current value output to the main pump 20 in the determined control mode, and t (i) may represent the current value output to the main pump 20 in the i-th control cycleiIndicates the length of the i-th control period, and G indicates the maximum current reduction rate that the system (the system constituted by the engine 41 and the hydraulic system) can withstand.
For example, assuming that the length of the control period is 10ms, the current control mode is the torque matching control and the control amount of the torque matching control module 14 is 500mA, and the determined control mode is the limit load control mode and the limit load control mode control amount is 400mA, the current value output to the main pump 20 in this control period is 500-G10 (mA), where G is the maximum current reduction rate that the system can withstand and the unit thereof may be mA/ms. This current value may then be output to the main pump 20 together (i.e., 500-G × 10+ the preset current value) after being superimposed on the preset current value calculated by the adjust main pump preset current block.
By adopting smooth transition, system oscillation caused by sudden change of control quantity when the control mode is switched can be avoided, and poor control effect caused by system jitter is avoided.
Fig. 6 is a schematic diagram of a second application scenario in which the controller 10 provided according to an embodiment of the present application may be applied. The application scenario shown in fig. 6 is substantially the same as the control strategy in the first application scenario shown in fig. 4 and 5, except that the application scenario shown in fig. 6 is applicable to a case where the power of the hydraulic system can be controlled by controlling the hydraulic main valve 30, in which the control target of the controller 10 may be the opening amount of the hydraulic main valve 30, and thus the control amount output by the controller 10 (the control amount output module 12) is the valve control current output to the hydraulic main valve 30, which can also achieve the same or similar control effect as that of controlling the current of the main pump 20 shown in fig. 4 and 5.
Fig. 7 is a schematic diagram of a third application scenario in which the controller 10 provided according to an embodiment of the present application may be applied. The application scenario shown in fig. 7 is substantially the same as the control strategy in the first application scenario shown in fig. 4 and 5, except that the application scenario shown in fig. 7 is applicable in the case that the main pump 20 of the hydraulic system is a power control pump, by controlling the power of which the power of the hydraulic system can be controlled. In this application scenario, the control target of the controller 10 may be the power control signal of the main pump 20, and thus the control amount output by the controller 10 (control amount output module 12) is the power control signal output to the main pump 20, which can also achieve the same or similar control effect as that of controlling the current of the main pump 20 shown in fig. 4 and 5 or the control valve control current shown in fig. 6.
FIG. 8 is a flow chart of a method for controlling a hydraulic system provided in accordance with an embodiment of the present application. As shown in fig. 8, according to an embodiment of the present application, there is provided a method for controlling a hydraulic system, which may include:
acquiring the rotating speed of an engine;
determining a control mode for controlling power of the hydraulic system according to the engine speed, wherein the control mode comprises a limit load control mode and a torque matching control mode;
judging whether the current control mode is consistent with the determined control mode;
if the current control mode is judged to be consistent with the determined control mode, the power of the hydraulic system is continuously controlled by using the current control mode;
and if the current control mode is judged to be inconsistent with the determined control mode, smoothly transitioning from the current control mode to the determined control mode.
Wherein in the limit load control mode, a first control amount for controlling the power of the hydraulic system is generated in accordance with the engine speed and a set target value of the engine speed, and the first control amount is output to the hydraulic system to control the power of the hydraulic system; and
in the torque matching control mode, a second control amount for controlling the power of the hydraulic system is generated according to the current speed load percentage of the engine and the set target value of the current speed load percentage of the engine, and the second control amount is output to the hydraulic system to control the power of the hydraulic system.
The limit load control mode and the torque matching control mode may employ PID control.
In an alternative embodiment of the present application, the method may further comprise using an offset value to control the power of the hydraulic system. That is, an offset value is added to the control amount output to the hydraulic system. The offset value may be, for example, the preset current value for adjusting the main pump 20 described above with reference to fig. 4 and 5, the preset current value for adjusting the hydraulic main valve 30 described with reference to fig. 6, or the power control signal value for adjusting the main pump 20 described with reference to fig. 7.
In the embodiment of the present application, the offset value may be determined according to the main pump pressure of the hydraulic system, the hydraulic main valve pilot pressure, the pressure-flow curve of the main pump 20, which may be known, and the output power of the engine 41.
Fig. 9 is a flowchart of the determine control mode steps in the method for controlling a hydraulic system provided according to an embodiment of the present application shown in fig. 8. As shown in fig. 9, the determining of the control mode may include:
comparing the engine speed with a first speed threshold (high speed threshold);
if the engine speed is greater than the first speed threshold, determining that the control mode is a torque matching control mode;
if the engine speed is less than or equal to a first speed threshold, comparing the engine speed to a second speed threshold (low speed threshold), wherein the first speed threshold is greater than the second speed threshold; and
determining that the control mode is the limit load control mode if the engine speed is greater than the second speed threshold.
In the process of comparing the engine speed with the first speed threshold and the second speed threshold, a step of comparing the engine speed with a set target value of the engine speed may be added. Specifically, if the engine speed is less than or equal to a first speed threshold, the engine speed is compared with a set target value of the engine speed, wherein the set target value of the engine speed is less than the first speed threshold and greater than a second speed threshold; and
and if the engine speed is greater than the set target value of the engine speed and the torque matching control mode is used in the last control period, determining that the control mode is the limit load control mode and obtaining the result that the control mode needs to be switched.
Determining the control mode further comprises: if the engine speed is less than or equal to the second speed threshold, the control mode is determined to be the low speed control mode.
In the case where the determined control mode is the low rotation speed control mode, a maximum power control value (for example, a pump current value, a valve control current value, or a pump power control signal value) is output to the hydraulic system.
In the method, the smooth transition from the current control mode to the determined control mode may include:
calculating a first control quantity for controlling the power of the hydraulic system in the current control mode;
calculating a second control quantity for controlling the power of the hydraulic system in the determined control mode;
the control amount (i.e., the transient control amount) output to the hydraulic system at each control cycle is determined according to the above formula (1):
wherein y (i) represents a control amount output to the hydraulic system in the ith control cycle, A represents a first control amount, B represents a second control amount, tiThe length of the i-th control period is shown, and G shows the maximum output control amount reduction rate that the system (the system constituted by the engine and the hydraulic system) can withstand.
By adopting smooth transition, system oscillation caused by sudden change of control quantity when the control mode is switched can be avoided, and poor control effect caused by system jitter is avoided.
Fig. 10 is a flowchart of steps of determining a control amount according to a control mode in the method for controlling a hydraulic system provided according to the embodiment of the present application shown in fig. 8. As shown in fig. 10, after the control mode is determined, it is determined whether the current control mode coincides with the determined control mode; if the control parameters are consistent with the control parameters, calculating a first control quantity for controlling the power of the hydraulic system in the current control mode; if the current control mode is not identical to the determined control mode, a first control amount for controlling the power of the hydraulic system in the current control mode is calculated, a second control amount for controlling the power of the hydraulic system in the determined control mode is calculated, and a control amount (i.e., a transient control amount) to be output to the hydraulic system at each control cycle is determined according to equation (1). Here, in the case where the offset value (for example, the preset current value) described above is applied, if the offset value is not considered in calculating the first control amount a and the second control amount B in the formula (1), the control amount is superimposed on the offset value after the control amount is calculated, and then output to the hydraulic system. If the offset value has been taken into account in calculating the first control amount a and the second control amount B, the offset value is not superimposed after the control amount is calculated.
In addition, in some embodiments of the present application, the engine 41 may have a power mode and a PTO speed regulation function, and the target value of the set engine speed may be set based on the PTO gear position of the engine 41; and the set target value of the percentage of the engine current speed load may be set based on the power mode of the engine 41, the PTO gear of the engine 41, and the table of all characteristics of the engine 41.
It will be appreciated by those skilled in the art that the method provided by the embodiment described with reference to fig. 8 to 10 in the present application may be performed by the controller 10 provided by the embodiment described with reference to fig. 3, and may be applied in the three application scenarios described with reference to fig. 4 to 7.
In one embodiment of the present application, there is also provided a machine that may include the controller for controlling the hydraulic system provided in the above embodiment.
Embodiments of the present application provide the above-described solution with any one or more of the following advantages:
1. by adopting a rotation speed and torque composite control method, the flameout problem under the power limit load state (transient process) is solved, and the power matching of the hydraulic system and the engine under the non-limit load state (steady process) is realized.
2. The PTO speed regulation function of the engine is not interfered, the override control is not applied to the accelerator, and the control dead zone generated by the coupling of the accelerator control and the PTO speed regulation is avoided.
3. The power matching control (steady-state process) and the power limit load (transient process) are integrated into a complete control strategy, so that the control program is simplified, and the control reliability is improved.
In addition, the scheme provided by the embodiment of the application has wide adaptability, is applicable to different types of machines adopting the electric control pump, such as agricultural machines, fire-fighting machines, other special vehicles and the like, and can obtain equivalent control performance as long as the control parameters are reasonably configured according to the parameters of the host machine.
The preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, however, the present invention is not limited to the specific details of the above embodiments, and various simple modifications can be made to the technical solution of the present invention within the technical idea of the present invention, and these simple modifications are within the protective scope of the present invention.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. The invention is not described in detail in order to avoid unnecessary repetition.
In addition, any combination of the various embodiments of the present invention is also possible, and the same should be considered as the disclosure of the present invention as long as it does not depart from the spirit of the present invention.
Claims (18)
1. A method for controlling a hydraulic system, the method comprising:
acquiring the rotating speed of an engine;
determining a control mode for controlling power of the hydraulic system according to the engine speed, wherein the control mode comprises a limit load control mode and a torque matching control mode;
judging whether the current control mode is consistent with the determined control mode;
if the current control mode is judged to be consistent with the determined control mode, continuing to use the current control mode to control the power of the hydraulic system; and
if the current control mode is determined to be inconsistent with the determined control mode, smoothly transitioning from the current control mode to the determined control mode,
wherein the determining a control mode for controlling the power of the hydraulic system comprises:
comparing the engine speed to a first speed threshold and a second speed threshold, wherein the first speed threshold is greater than the second speed threshold; and
and determining that the control mode is the limit load control mode or the torque matching control mode according to the comparison result.
2. The method according to claim 1, characterized in that in the limit load control mode, a first control amount for controlling the power of the hydraulic system is generated in accordance with the engine speed and a set target value of the engine speed, and the first control amount is output to the hydraulic system to control the power of the hydraulic system; and
in the torque matching control mode, a second control amount for controlling the power of the hydraulic system is generated according to the current speed load percentage of the engine and a set target value of the current speed load percentage of the engine, and the second control amount is output to the hydraulic system to control the power of the hydraulic system.
3. The method of claim 2, further comprising adding an offset value to the control quantity output to the hydraulic system.
4. A method according to claim 3, characterized in that the offset value is determined from the main pump pressure of the hydraulic system, the hydraulic main valve pilot pressure, the pressure-flow curve of the main pump and the output power of the engine.
5. The method of claim 1, wherein the determining a control mode comprises:
determining that the control mode is the torque-matching control mode if the engine speed is greater than the first speed threshold;
determining the control mode to be the limit load control mode if the engine speed is less than or equal to the first speed threshold and greater than the second speed threshold.
6. The method of claim 5, wherein the determining a control mode further comprises:
if the engine speed is less than or equal to the first speed threshold, comparing the engine speed to a set target value of engine speed, wherein the set target value of engine speed is less than the first speed threshold and greater than the second speed threshold; and
and if the engine speed is greater than the set target value of the engine speed and the torque matching control mode is used in the last control period, determining that the control mode is the limit load control mode and obtaining a result of switching the control mode.
7. The method of claim 5, wherein the control mode further comprises a low speed control mode, and wherein determining the control mode further comprises:
determining the control mode as the low rotation speed control mode if the engine rotation speed is less than or equal to the second rotation speed threshold.
8. The method according to claim 7, characterized in that in the case where the determined control mode is the low rotation speed control mode, the maximum control amount is output to the hydraulic system.
9. The method of claim 1, wherein the smoothly transitioning from the current control mode to the determined control mode comprises:
calculating a first control quantity for controlling the power of the hydraulic system in the current control mode;
calculating a second control quantity for controlling the power of the hydraulic system in the determined control mode;
determining a control amount output to the hydraulic system at each control cycle according to the following formula:
wherein y (i) represents a control amount output to the hydraulic system in the ith control cycle, a represents the first control amount, B represents the second control amount, tiThe length of the i-th control period is indicated, and G indicates the maximum output control amount reduction rate that the engine and the hydraulic system can withstand.
10. A method according to claim 2, characterised in that the engine has a power mode and a PTO speed governing function, and that the set target value for the engine speed is set on the basis of the PTO gear of the engine; and the set target value for the percentage of the current speed load of the engine is set based on the power mode of the engine, the PTO gear of the engine, and the table of all characteristics of the engine.
11. A controller for controlling a hydraulic system, the controller comprising:
a control mode determination module configured to obtain an engine speed and determine a control mode for controlling power of the hydraulic system according to the engine speed, wherein the control mode includes a limit load control mode and a torque matching control mode; and
a control amount output module configured to:
receiving the control mode determined by the control mode determining module;
judging whether the current control mode is consistent with the determined control mode;
if the current control mode is judged to be consistent with the determined control mode, continuing to use the current control mode to control the power of the hydraulic system; and
if the current control mode is determined to be inconsistent with the determined control mode, smoothly transitioning from the current control mode to the determined control mode,
wherein the control mode determination module is configured to:
comparing the engine speed to a first speed threshold and a second speed threshold, wherein the first speed threshold is greater than the second speed threshold; and
and determining that the control mode is the limit load control mode or the torque matching control mode according to the comparison result.
12. The controller of claim 11, further comprising:
a limit load control module configured to acquire the engine speed and generate a first control amount for controlling power of the hydraulic system according to the engine speed and a set target value of the engine speed;
the torque matching control module is configured to acquire the current speed load percentage of the engine and generate a second control quantity for controlling the power of the hydraulic system according to the current speed load percentage of the engine and a set target value of the current speed load percentage of the engine;
the control amount output module is further configured to:
outputting the first control amount to the hydraulic system to control the power of the hydraulic system in the limit load control mode;
outputting the second control amount to the hydraulic system to control the power of the hydraulic system in the torque matching control mode; and
determining a control quantity for controlling the power of the hydraulic system output to the hydraulic system in accordance with the first control quantity and the second control quantity during a smooth transition from the current control mode to the determined control mode.
13. The controller of claim 12, further comprising an offset setting module configured to:
acquiring main pump pressure and hydraulic main valve pilot pressure of the hydraulic system and output power of the engine; and
determining an offset value as a function of a main pump pressure of the hydraulic system, the hydraulic main valve pilot pressure, a main pump pressure-flow curve, and an output power of the engine;
the control amount output module is further configured to output one of the first control amount, the second control amount, and the control amount to be output to the hydraulic system plus the offset value to the hydraulic system.
14. The controller of claim 11, wherein the control mode determination module is configured to:
determining that the control mode is the torque-matching control mode if the engine speed is greater than the first speed threshold;
determining the control mode to be the limit load control mode if the engine speed is less than or equal to the first speed threshold and greater than the second speed threshold.
15. The controller of claim 14, wherein the control mode determination module is further configured to:
if the engine speed is less than or equal to the first speed threshold, comparing the engine speed to a set target value of engine speed, wherein the set target value of engine speed is less than the first speed threshold and greater than the second speed threshold; and
and if the engine speed is greater than the set target value of the engine speed and the torque matching control mode is used in the last control period, determining that the control mode is the limit load control mode and obtaining a result of switching the control mode.
16. The controller of claim 14, wherein the control mode determination module is further configured to: determining that the control mode is a low speed control mode if the engine speed is less than or equal to the second speed threshold; and
the control amount output module is further configured to receive the low rotation speed control mode and output a maximum power control value to the hydraulic system.
17. The controller of claim 12, wherein engine has a power mode and a PTO speed governing function, the limit load control module further configured to set the set target value of engine speed based on a PTO gear of the engine; and the torque matching control module is further configured to set the set target value for the current speed load percentage of the engine based on a power mode of the engine, a PTO gear of the engine, and an all-characteristic data table of the engine.
18. A machine comprising a controller for controlling a hydraulic system according to any one of claims 11 to 17.
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| CN110375916A (en) * | 2019-08-14 | 2019-10-25 | 广西玉柴机器股份有限公司 | The test method of digger operating device and engine load |
| CN113090248B (en) * | 2019-12-23 | 2023-03-14 | 中联重科股份有限公司 | Control method and device of rotary drilling rig and rotary drilling rig |
| CN114167753A (en) * | 2021-12-02 | 2022-03-11 | 中联重科股份有限公司 | Drilling machine energy-saving control semi-physical simulation test method, system and storage medium |
| CN114182780B (en) * | 2021-12-17 | 2023-10-20 | 潍柴动力股份有限公司 | Dig machine control method, device, system and storage medium |
| CN117027650B (en) * | 2023-10-09 | 2024-01-23 | 江苏谷登重型机械科技股份有限公司 | Small and medium-sized automatic drilling horizontal directional drilling machine |
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