CN112879168B - Engine overspeed protection control method, control device and vehicle - Google Patents

Engine overspeed protection control method, control device and vehicle Download PDF

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Publication number
CN112879168B
CN112879168B CN202110109779.0A CN202110109779A CN112879168B CN 112879168 B CN112879168 B CN 112879168B CN 202110109779 A CN202110109779 A CN 202110109779A CN 112879168 B CN112879168 B CN 112879168B
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Prior art keywords
engine
overspeed protection
rotating speed
protection system
protection control
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CN112879168A (en
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宋宇
胡西云
杨绍云
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Sany Automobile Hoisting Machinery Co Ltd
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Sany Automobile Hoisting Machinery Co Ltd
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/04—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation using engine as brake
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D31/00—Use of speed-sensing governors to control combustion engines, not otherwise provided for
    • F02D31/001—Electric control of rotation speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F02D9/06—Exhaust brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B60W2510/0652—Speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/101—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1012—Engine speed gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2250/00—Engine control related to specific problems or objectives
    • F02D2250/18—Control of the engine output torque
    • F02D2250/24—Control of the engine output torque by using an external load, e.g. a generator
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Abstract

The invention provides an engine overspeed protection control method, an engine overspeed protection control device and a vehicle, and relates to the technical field of engine overspeed protection. The invention discloses an engine overspeed protection control method, which is applied to an engine overspeed protection system and comprises the following steps: acquiring the rotating speed and the rotating speed acceleration of the engine; when the rotating speed is within a preset rotating speed range and the rotating speed acceleration is greater than or equal to a second rotating speed acceleration threshold value, acquiring detection data of a first position sensor at the position of an accelerator pedal; and determining whether to carry out overspeed protection control on the engine overspeed protection system according to the detection data. The engine overspeed protection control method can judge the reason of larger engine speed acceleration according to the detection data of the first position sensor at the position of the accelerator pedal to a certain extent, and can predict the overspeed of the engine to a certain extent so as to carry out overspeed protection on the engine.

Description

Engine overspeed protection control method, control device and vehicle
Technical Field
The invention relates to the technical field of engine overspeed protection, in particular to an engine overspeed protection control method, an engine overspeed protection control device and a vehicle.
Background
During the running process of a vehicle, the condition of engine overspeed may occur, the engine overspeed may not only cause damage to the engine and its accessories, such as damage to parts such as a valve train and a piston head, which affects the service life of the engine, but also may cause the vehicle to be out of control, and the like, thereby having great potential safety hazard.
For example, in a vehicle equipped with a manual transmission, the vehicle speed may be reduced by utilizing the drag torque generated by inertia and friction of a rotating member of the engine when the engine is dragged backwards (at this time, fuel injection from an engine injector is stopped, and fuel consumption can be reduced); meanwhile, because the reverse drag torque of the low gear is larger, in order to obtain a more obvious deceleration effect, the downshift operation is carried out, and the overspeed of the engine is easily caused in the process of gear shifting.
Accordingly, vehicles are typically equipped with an engine overspeed protection system. However, the existing engine overspeed protection still has disadvantages, such as that the determination to start the overspeed protection control is not reasonable and the normal running of the vehicle may be affected.
Disclosure of Invention
The invention aims to solve the technical problem of how to better realize the overspeed protection of the engine in the related technology to a certain extent.
To solve at least one of the above problems to at least some extent, one aspect of the present invention provides an engine overspeed protection control method, an engine overspeed protection control method applied to an engine overspeed protection system, the control method including the steps of:
acquiring the rotating speed and the rotating speed acceleration of the engine;
when the rotating speed is within a preset rotating speed range and the rotating speed acceleration is greater than or equal to a second rotating speed acceleration threshold value, acquiring detection data of a first position sensor at the position of an accelerator pedal; and determining whether to carry out overspeed protection control on the engine overspeed protection system according to the detection data.
Therefore, when the rotating speed of the engine is in the preset rotating speed range, but the engine is accelerated at a larger rotating speed acceleration, the reason why the rotating speed acceleration of the engine is larger can be judged to a certain extent according to the detection data of the first position sensor at the position of the accelerator pedal, so as to determine whether to carry out overspeed protection control on the engine overspeed protection system, and the judgment is reliable, so that the overspeed of the engine can be predicted to a certain extent, and the engine can be subjected to overspeed protection.
Optionally, the control method specifically further includes the following steps:
when the rotating speed is greater than or equal to a first rotating speed threshold value and the rotating speed acceleration is greater than or equal to a first rotating speed acceleration threshold value, carrying out overspeed protection control on the engine overspeed protection system, wherein the first rotating speed threshold value meets n 1 ≥n 2 ，n 1 Is the first rotational speed threshold, n 2 And the first rotation speed acceleration threshold is a second rotation speed threshold which is the upper limit value of the preset rotation speed range, and the first rotation speed acceleration threshold is greater than or equal to 0.
Therefore, the engine has a tendency of running at the rotating speed which is greater than or equal to the first rotating speed threshold value, or the engine is already in a high-speed running state (namely, running at the rotating speed which is greater than or equal to the first rotating speed threshold value) and the rotating speed of the engine has a further increasing tendency, the engine overspeed is high in risk, and the engine overspeed protection system is subjected to overspeed protection control, so that the rotating speed of the engine is reduced, the safe running of the engine and the vehicle is ensured, the reliability and the stability are high, and the practicability is strong.
Optionally, the determining whether to perform overspeed protection control on the engine overspeed protection system according to the detection data specifically includes the following steps:
determining instruction information corresponding to the action of the accelerator pedal according to the detection data of the first position sensor, wherein the instruction information comprises the fuel injection quantity information of the engine;
and determining whether to carry out overspeed protection control on the engine overspeed protection system according to the oil injection amount information.
Thus, the fuel injection amount information can more accurately reflect the driving force of the engine rotation, so that whether the change of the rotation speed (i.e. the rotation speed acceleration) is caused by the action of the accelerator pedal or not can be judged, whether the engine is in abnormal and about to overspeed or not can be judged, when the fuel injection amount is not enough to provide the driving force for driving the engine to operate to the rotation speed acceleration, the engine is provided with other external driving force which is large enough to drive the engine to operate to the rotation speed acceleration, the engine has the risk of overspeed and galloping (for example, the external driving force is provided when the vehicle body descends to cause the engine to drag back to overspeed) or the first position sensor at the accelerator pedal fails to have a safety hazard, and the overspeed protection control on the engine overspeed protection system in the two cases can help to increase the load of the engine, the speed of the engine is reduced, the occurrence of overspeed of the engine is avoided, damage to the engine caused by overspeed of the engine is avoided, the driving safety of the vehicle is improved, and the safety and the reliability are high.
Optionally, the determining whether to perform overspeed protection control on the engine overspeed protection system according to the fuel injection amount specifically includes the following steps:
determining the variable quantity of the fuel injection quantity in unit time according to the fuel injection quantity information;
and when the variation of the fuel injection quantity is smaller than or equal to a first threshold of the variation of the fuel injection quantity, carrying out overspeed protection control on the engine overspeed protection system.
From this, adopt the fuel injection quantity variable quantity to judge driver's driving intention, can simplify the judgement standard to a certain extent to can avoid the driver to trample the erroneous judgement that accelerator pedal dynamics control error leads to a certain extent, it judges reliably according to, and the practicality is strong.
Optionally, the first speed threshold is determined in dependence on at least one of a rated speed and a maximum idling speed of the engine.
Therefore, the maximum idling speed can effectively reflect the maximum speed of the engine when the vehicle is in a neutral position or the load is small, the rated speed can effectively reflect the maximum speed of the engine when the vehicle normally runs, and the difference of the speed of the engine relative to the maximum idling speed and/or the rated speed can accurately judge the state of the engine, so that the first speed threshold has a reliable determination basis, high reliability and strong practicability.
Optionally, the performing overspeed protection control on the engine overspeed protection system specifically includes controlling the engine overspeed protection system to enter a first deceleration mode in which at least one of the following operations is performed:
controlling the engine overspeed protection system to perform in-cylinder braking;
controlling the engine overspeed protection system to perform exhaust braking;
controlling power augmentation of a load device connected to the engine in the engine overspeed protection system, the load device including at least one of an air conditioning compressor, an air compressor, and a cooling fan.
Therefore, under the condition that the engine is possibly overspeed, the load of the engine operation can be increased by utilizing the structure on the vehicle or the engine, so that the rotating speed of the engine is reduced, the structure is simple, and the practicability is strong.
Optionally, the engine overspeed protection system further includes an auxiliary braking device, a service brake, and an electrically controlled actuator for controlling the service brake to act, and the overspeed protection control of the engine overspeed protection system specifically includes the following steps:
acquiring the running state of the vehicle in the first speed reduction mode;
when the vehicle is in a non-neutral running state, controlling at least one of the auxiliary brake device and the electric control actuator to act;
when the vehicle is in a neutral running state, controlling at most one action of the auxiliary brake device and the electric control actuator.
The arrangement has the advantages that the actions of the auxiliary brake device and the electric control actuator can be controlled according to the running state of the vehicle (for example, when the driver does not timely deal with the condition that the engine possibly runs at an overspeed), measures for reducing the rotating speed of the engine are selected according to different running states of the vehicle, the running of the engine is ensured on a safe and reliable basis, the damage to the engine and the vehicle caused by long-time overspeed running and possible damage are avoided, and the safety is high.
Optionally, the performing overspeed protection control on the engine overspeed protection system specifically includes the following steps:
and when the rotating speed acceleration is less than 0 and the rotating speed is less than or equal to a third rotating speed threshold value, ending overspeed protection control on the engine overspeed protection system, wherein the third rotating speed threshold value is less than or equal to the rotating speed of the engine when the vehicle runs at idle speed.
Therefore, when the rotating speed of the engine is reduced to a certain degree, the active speed reduction can be finished, and the normal running can be recovered.
Another aspect of the present invention provides a control apparatus comprising:
the acquisition unit is used for acquiring the rotating speed and the rotating speed acceleration of the engine;
the control unit is used for acquiring detection data of a first position sensor at the position of the accelerator pedal when the rotating speed is within a preset rotating speed range and the rotating speed acceleration is greater than or equal to a second rotating speed acceleration threshold value; and determining whether to carry out overspeed protection control on the engine overspeed protection system according to the detection data.
Therefore, when the control device is operated, when the rotating speed of the engine is in the preset rotating speed range, but the engine is accelerated at a larger rotating speed acceleration, the reason why the rotating speed acceleration of the engine is larger can be judged to a certain extent according to the detection data of the first position sensor at the position of the accelerator pedal, so that whether overspeed protection control is performed on the engine overspeed protection system or not can be determined, the judgment is reliable, the overspeed of the engine can be predicted to a certain extent, and the engine is subjected to overspeed protection, so that the reliability is high, and the practicability is strong.
Another aspect of the invention provides a vehicle comprising a computer readable storage medium storing a computer program, a processor, and an engine overspeed protection system, the computer program being read and executed by the processor to implement the engine overspeed protection control method as described above.
Therefore, when the vehicle runs, when the rotating speed of the engine is within the preset rotating speed range, but the engine accelerates at a larger rotating speed acceleration, the reason why the rotating speed acceleration of the engine is larger can be judged to a certain extent according to the detection data of the first position sensor at the position of the accelerator pedal, so that whether overspeed protection control is performed on the engine overspeed protection system or not is determined.
Drawings
FIG. 1 is a block flow diagram of an engine overspeed protection control method according to an embodiment of the present invention;
FIG. 2 is another block flow diagram of an engine overspeed protection control method according to an embodiment of the present invention.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; may be directly connected or indirectly connected through an intermediate. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the description herein, references to the terms "an embodiment," "one embodiment," "some embodiments," "exemplary" and "one embodiment," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or embodiment is included in at least one embodiment or embodiment of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or implementation. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or implementations.
The terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature.
As shown in FIG. 1, the embodiment of the invention provides an engine overspeed protection control method, which is applied to an engine overspeed protection system and comprises the following steps:
s1: acquiring the rotating speed and the rotating speed acceleration of the engine;
s2: when the rotating speed is within a preset rotating speed range and the rotating speed acceleration is greater than or equal to a second rotating speed acceleration threshold value, acquiring detection data of a first position sensor at the position of an accelerator pedal;
and determining whether to carry out overspeed protection control on the engine overspeed protection system according to the detection data.
Specifically, the engine overspeed protection system comprises an engine, a rotating speed sensor and a controller, wherein the rotating speed sensor is used for detecting the rotating speed of the engine in real time, the rotating speed sensor is electrically connected with the controller and transmits the detected rotating speed information of the engine to the controller, and the rotating speed sensor can be connected with a main shaft of the engine.
It should be noted that the engine overspeed protection system may include devices inside the engine or external to the engine, which do not limit the present invention, for example, the overspeed protection control may be a device operation for controlling the engine overspeed protection system, such as in-cylinder braking, exhaust braking, and the like, and will be described later.
For example, the controller is in communication connection with, e.g., electrically connected to, the accelerator pedal position sensor, and the detection data of the accelerator pedal position sensor can be used to preliminarily determine whether the rotation speed of the engine is within a preset range, determine whether the rotation speed acceleration is abnormal, and determine whether the driver has an intention to accelerate according to the detection data when the rotation speed acceleration is abnormal.
It should be noted that the upper limit value of the preset rotation speed range is a second rotation speed threshold, the lower limit value of the preset rotation speed range may be 0 or other values, a 2 The second rotational speed and acceleration threshold value is determined according to the state of the engine, such as the running state of the vehicle, for example, the running environment of the vehicle and/or the gear position of the gearbox of the vehicle, and the second rotational speed and acceleration threshold value can be different, for example, a 2 ≥2r/s 2 ，a 2 ≥3r/s 2 ，a 2 ≥3.5r/s 2 (where r represents revolutions and s represents seconds), taking the case that the rotation speed of the engine is increased from 0 to 100r/min (where min represents minutes) within 0.5s, at this time, the rotation speed acceleration a is 100/(60 × 0.5) to 3.33r/s 2 。
This is advantageous in that, when the engine speed is within the preset speed range (for example, less than or equal to the second speed threshold value), but the engine is accelerated at a relatively high speed acceleration, the reason why the engine speed acceleration is relatively high can be determined to some extent from the detection data of the first position sensor at the position of the accelerator pedal, so as to determine whether to perform overspeed protection control on the engine overspeed protection system, and the determination is reliable, so that the overspeed of the engine can be predicted to some extent, and the engine can be subjected to overspeed protection.
In an embodiment of the present invention, the control method further includes the steps of:
s3: when the rotating speed is greater than or equal to a first rotating speed threshold value and the rotating speed acceleration is greater than or equal to a first rotating speed acceleration threshold value, carrying out overspeed protection control on the engine overspeed protection system, wherein the first rotating speed is greater than or equal to a first rotating speed acceleration threshold valueA rotational speed threshold value satisfies n 1 ≥n 2 ，n 1 Is the first speed threshold, n 2 And the first rotation speed acceleration threshold is a second rotation speed threshold which is the upper limit value of the preset rotation speed range, and the first rotation speed acceleration threshold is greater than or equal to 0.
In particular, n is the rotational speed, a n For the rotational speed acceleration, a 1 Is the first rotational speed acceleration threshold. When the rotating speed satisfies n is more than or equal to n 1 And the rotational speed acceleration satisfies a n ≥a 1 The engine overspeed protection system is subjected to overspeed protection control, although, in general, the second rotational speed acceleration threshold value is greater than the first rotational speed acceleration threshold value, namely a 2 ＞a 1 。
It should be noted that the determination of the speed and the acceleration may be performed simultaneously or sequentially, and in this specification, if not specifically described, the following two determination conditions of the rotation speed and the acceleration are similar to each other, and the step S3 and the step S2 may be performed simultaneously or sequentially, which is not limited and will not be described in detail herein.
Illustratively, firstly, whether the rotating speed satisfies n ≧ n is judged 1 When n is satisfied, n is not less than n 1 Then, whether the rotating speed acceleration meets a or not is further judged n ≥a 1 When said satisfies a n ≥a 1 When the engine is determined to have a high possibility of overspeed, overspeed protection control is performed on the engine overspeed protection system, and the rotation speed of the engine is reduced by various operations. Illustratively, the engine overspeed protection system is controlled to remain as it is when one of the two determination conditions is not satisfied.
It should be noted that the first rotation speed threshold and the first rotation speed acceleration threshold are set according to an actual operating condition or an artificial set value, and the first rotation speed threshold is exemplarily determined according to a maximum idling rotation speed of the engine, for example, the first rotation speed threshold is equal to the maximum idling rotation speed of the engine, for example, the first rotation speed threshold is 0.85-1 times of the maximum idling rotation speed, where the maximum idling rotation speed is understood as the rotation speed of the engine when the accelerator pedal is pressed to the bottom when the engine is unloaded (for example, in a neutral condition) in a specific operating condition, and in this case, the maximum rotation speed when the vehicle runs down a downhill neutral and the engine runs back can be simulated as much as possible.
Exemplarily, the first rotational speed and acceleration threshold value satisfies a 1 ≥0，a 1 ≥0.015r/s 2 ，a 1 ≥0.05r/s 2 (where r denotes revolution and s denotes second), etc., and will not be described in detail herein.
Exemplarily, when the rotational speed and the acceleration satisfy a 1 When the rotating speed acceleration satisfies a, the engine has the tendency of continuing to operate at the rotating speed 1 The rotational speed of the engine tends to increase further > 0.
The arrangement has the advantages that the engine has the tendency of running at the rotating speed which is greater than or equal to the first rotating speed threshold value, or the engine is already in a high-speed running state (namely running at the rotating speed which is greater than or equal to the first rotating speed threshold value) and the rotating speed of the engine has the tendency of further increasing, the engine is in overspeed, and the engine overspeed protection system is subjected to overspeed protection control, so that the rotating speed of the engine is reduced, the safe running of the engine and the vehicle is ensured, the reliability and stability are high, and the practicability is high.
In the above embodiments, the second rotation speed threshold is determined according to actual conditions, for example, the second rotation speed threshold is determined according to the first rotation speed threshold, for example, the second rotation speed threshold satisfies n 2 ＝(0.6-0.85)*n 1 And will not be described in detail herein.
In the above embodiment, the determining whether to perform the overspeed protection control on the engine overspeed protection system according to the detection data specifically includes the following steps:
determining instruction information corresponding to the action of the accelerator pedal according to the detection data of the first position sensor, wherein the instruction information comprises the oil injection amount information of the engine;
and determining whether to carry out overspeed protection control on the engine overspeed protection system according to the oil injection amount information.
This has the advantage that the fuel injection amount information can more accurately reflect the driving force of the engine rotation, so that it can be determined whether the change of the rotation speed (i.e. the rotation speed acceleration) is caused by the action of the accelerator pedal, whether the engine is in an abnormal and about to overspeed state, when the fuel injection amount is not enough to provide the driving force for driving the engine to operate to reach the rotation speed acceleration, it indicates that the engine has other external driving force which is large enough to drive the engine to operate to reach the rotation speed acceleration, the engine has the risk of overspeed and runaway (for example, the external driving force is provided by the vehicle body when going down a slope, so that the engine drags the overspeed) or the first position sensor at the accelerator pedal fails, so that the engine overspeed protection system has a potential safety hazard, and in both cases, the overspeed protection control of the engine overspeed protection system can be helpful to increase the driving force of the engine And the load is used for reducing the speed of the engine, so that the occurrence of overspeed of the engine is avoided, the damage of the overspeed of the engine to the engine is avoided, the driving safety of the vehicle is improved, and the safety and the reliability are high.
In this embodiment, the determining whether to perform overspeed protection control on the engine overspeed protection system according to the fuel injection amount specifically includes the following steps:
determining the variable quantity of the fuel injection quantity in unit time according to the fuel injection quantity information;
and when the variation of the fuel injection quantity is smaller than or equal to a first threshold of the variation of the fuel injection quantity, carrying out overspeed protection control on the engine overspeed protection system.
Exemplarily, Δ p Is the amount of change, Delta, in the fuel injection quantity p1 The first injection quantity variation threshold value is used, wherein the injection quantity of the engine can be understood as the volume of injection per stroke of a single cylinder. When delta p When the pressure is higher than 0, the movement of the accelerator pedal can be understood asMaking corresponding instruction information including an instruction for increasing the fuel injection quantity of the engine so as to increase the rotating speed of the engine; when delta p If the engine speed is less than 0, the instruction information corresponding to the action of the accelerator pedal can be understood to comprise an instruction for reducing the fuel injection quantity of the engine so as to reduce the rotating speed of the engine.
It should be noted that the first threshold of variation of fuel injection amount may be determined according to actual conditions, and in general, the first threshold of variation of fuel injection amount satisfies Δ p1 However, the first injection quantity variation threshold satisfies Δ 0 in consideration of the influence of vibration during the running of the vehicle and the like on the injection quantity variation amount that may be caused p1 > 0, e.g. Δ p1 ≥0.003mm 3 /st，Δ p1 ≥0.01mm 3 And/st, which will not be described in detail herein.
The benefit that sets up like this lies in, adopts the volume of spouting fuel to judge driver's driving intention, can simplify the judgement standard to a certain extent to can avoid the driver to trample the erroneous judgement that accelerator pedal dynamics control error leads to a certain extent, it judges reliably according to, and the practicality is strong.
Specifically, the method for determining whether to carry out overspeed protection control on the engine overspeed protection system according to the fuel injection quantity further includes the following steps:
and when the variation of the injected fuel quantity is larger than a first threshold of variation of the injected fuel quantity and smaller than a second threshold of variation of the injected fuel quantity, controlling the overspeed protection system of the engine to maintain the original state, wherein the second threshold of variation of the injected fuel quantity is larger than or equal to the first threshold of variation of the injected fuel quantity.
That is, such a rotational speed acceleration may be caused by the driver's active acceleration, and the vehicle is in a normal running state.
Specifically, the method for determining whether to carry out overspeed protection control on the engine overspeed protection system according to the fuel injection quantity further includes the following steps:
and when the variation of the fuel injection quantity is greater than or equal to a third threshold of variation of the fuel injection quantity, carrying out overspeed protection control on the engine overspeed protection system, wherein the third threshold of variation of the fuel injection quantity is greater than the second threshold of variation of the fuel injection quantity. In this case, the amount of change in the fuel injection amount is large, and there is a possibility that overspeed of the engine will be caused after a certain period of time, so overspeed protection control is possible, and at this time, warning information may be sent for warning before overspeed protection.
In an embodiment of the present invention, the first rotation speed threshold is determined according to at least one of a rated rotation speed of the engine, a maximum idling rotation speed, and a vehicle speed limit set by a traffic control department or a driver (at this time, the controller should be able to acquire the vehicle speed limit).
Generally, the limit speed is less than the credit rotational speed, which is less than the maximum no-load rotational speed. Specifically, the situation that the first rotation speed threshold is determined according to the maximum idling rotation speed has been described in detail above, and is not described herein again. When the vehicle is in a normal power range, the reference significance of the rated rotating speed on the rotating speed of the engine is larger, at this time, the first rotating speed threshold value can be 0.9-1 times of the rated rotating speed, the two conditions have larger influence on the performance of the engine, and the influence of the limiting vehicle speed on the safety performance of the vehicle corresponding to the rotating speed of the engine is larger, and the detailed description is omitted here.
The advantage of such an arrangement is that the maximum no-load rotation speed can effectively reflect the maximum rotation speed of the engine when the vehicle is in a neutral position or under a condition of a small load, the rated rotation speed can effectively reflect the maximum rotation speed of the engine when the vehicle normally runs, and the difference between the rotation speed of the engine and the maximum no-load rotation speed and/or the rated rotation speed can accurately judge the state of the engine, so that the first rotation speed threshold has a reliable determination basis, high reliability and strong practicability.
Based on the above-described embodiments, in some implementations, the first speed threshold is determined according to a rated speed of the engine, a maximum idling speed, and an operating mode of the vehicle.
When the vehicle is in a neutral state, the first rotation speed threshold is less than or equal to the maximum idling rotation speed, and the first rotation speed threshold is greater than or equal to the rated rotation speed; when the vehicle is in a non-neutral state, the first speed threshold is 0.85-1 times the rated speed, and will not be described in detail here.
The advantage of setting up like this is that when the vehicle is under different operating modes (for example different gears), first rotational speed threshold value probably is different, engine overspeed protection control method accords with the actual operating mode of engine operation more, and its protection effect is better, and the practicality is strong.
In an embodiment of the present invention, the performing overspeed protection control on the engine overspeed protection system specifically includes controlling the engine overspeed protection system to enter a first deceleration mode, where at least one of the following operations is performed:
controlling the engine overspeed protection system to perform in-cylinder braking;
controlling the engine overspeed protection system to perform exhaust braking;
controlling power augmentation of a load device connected to the engine in the engine overspeed protection system, the load device including at least one of an air conditioning compressor, an air compressor, and a cooling fan.
Specifically, the controller is communicatively, e.g., electrically, connected to the engine and the load device, respectively. The specific arrangement mode can adopt the existing related technology, and the detailed description is not provided here.
The arrangement has the advantages that under the condition that the engine is possibly overspeed, the load of the operation of the engine can be increased by utilizing the structure on the vehicle or the engine, so that the rotating speed of the engine is reduced, the structure is simple, and the practicability is strong.
In this embodiment, optionally, in the first deceleration mode, at least one of the above operations is determined to be performed according to the rotation speed and/or the acceleration. Taking the rotating speed as a judgment basis as an example, the following steps are described:
at least one of the above operations is performed when the rotation speed is less than a fourth rotation speed threshold and greater than a third rotation speed threshold, which is less than or equal to the rotation speed of the engine at the vehicle running idle speed, of course, the third rotation speed threshold is less than or equal to the lower limit of the preset rotation speed range, which is the fifth rotation speed threshold. For example, controlling the engine overspeed protection system to perform at least one of in-cylinder braking and exhaust braking, wherein the fourth speed threshold is determined based on actual sensed data, illustratively, the fourth speed threshold is determined based on the second speed threshold, e.g., the fourth speed threshold satisfies n 4 ＝(0.6-0.85)*n 2 Wherein n is 4 Is the fourth rotational speed threshold.
Illustratively, at least two of the operations described above are performed when the rotational speed is greater than or equal to the fourth rotational speed threshold and less than the second rotational speed threshold. For example, the engine overspeed protection system is controlled to perform in-cylinder braking and exhaust braking; or controlling the engine overspeed protection system to perform in-cylinder braking or exhaust braking, and controlling power increase of a load device connected with the engine in the engine overspeed protection system.
Illustratively, at least two of the above operations, e.g., all of the above operations, are performed when the rotation is greater than or equal to the first rotational speed threshold.
This has the advantage that, when the speed of the engine is substantially controllable (for example, when the speed is less than the second speed threshold), fewer braking measures are taken to restore the normal speed of the engine; when the rotating speed of the engine is over-speed (for example, the rotating speed is greater than or equal to the first rotating speed threshold), a larger braking measure is adopted, different braking measures are adopted according to different rotating speeds, the rotating speed of the engine is reduced under the condition of ensuring safety and stability, and the safety and the reliability are high.
In an embodiment of the present invention, the engine overspeed protection system further includes an auxiliary braking device, and the overspeed protection control of the engine overspeed protection system specifically includes the following steps:
and acquiring the running state of the vehicle in the first deceleration mode, and controlling the action of the auxiliary braking device according to the running state of the vehicle.
The auxiliary braking device comprises a hydraulic retarder, an eddy current retarder and the like, and is controlled to perform auxiliary braking when the vehicle is in a non-neutral running state, for example, all the auxiliary braking devices are controlled to perform auxiliary braking; and when the vehicle is in a neutral running state, performing auxiliary braking control on at most one of all the auxiliary automatic control devices.
This provides the advantage that the operation of the auxiliary braking device can be controlled in accordance with the operating state of the vehicle (i.e. the load condition of the engine), and measures for reducing the rotational speed of the engine can be selected for different operating states of the vehicle, thereby ensuring the operation of the engine on a safe and reliable basis.
In an embodiment of the invention, the engine overspeed protection system further comprises a service brake and an electric control actuator for controlling the action of the service brake; the overspeed protection control of the engine overspeed protection system specifically comprises the following steps:
and under the first speed reduction mode, acquiring the running state of the vehicle, and controlling the electric control actuator according to the running state of the vehicle so as to control the action of the service brake.
Or acquiring the running state of the vehicle, and controlling the electric control actuator according to the running state of the vehicle, the rotating speed and the rotating speed acceleration so as to control the action of the service brake.
Specifically, the service brake may include a brake and a brake pedal, or performs braking in another manner, and the electric control actuator controls or steps on the brake pedal to drive the brake to operate.
When the vehicle runs in a non-neutral position, the electric control actuator is controlled to act, so that the service brake is driven to act to brake; when the vehicle runs in a neutral position, the electric control actuator does not act.
For example, when the vehicle is in neutral operation, the rotation speed satisfies or is equal to a first rotation speed threshold value, and the rotation speed acceleration is greater than or equal to a first rotation speed acceleration threshold value, the electrically controlled actuator is controlled so that the braking force of the service brake is increased, for example, the opening degree of the brake pedal is increased by a first opening degree value.
When the vehicle runs in a neutral position, the rotating speed is smaller than or equal to a second rotating speed threshold value, and the rotating speed acceleration is larger than or equal to a second rotating speed acceleration threshold value, the electronic control actuator is controlled to enable the braking force of the service brake to be increased, for example, the opening degree of the brake pedal is increased by a second opening value, wherein the second opening value is smaller than the first opening value.
When the vehicle is in non-neutral operation, the rotating speed is greater than or equal to a first rotating speed threshold value, and the rotating speed acceleration is greater than or equal to a first rotating speed acceleration threshold value, the electronic control actuator is controlled to enable the braking force of the service brake to be increased, for example, the opening degree of the brake pedal is increased by a third opening degree value, and the third opening degree value is greater than the first opening degree value.
When the vehicle is in non-neutral operation, the rotating speed meets the condition that the rotating speed is less than or equal to a second rotating speed threshold value, and the rotating speed acceleration is greater than or equal to the second rotating speed acceleration threshold value, the electronic control actuator is controlled to enable the braking force of the service brake to be increased, for example, the opening degree of the brake pedal is increased by a fourth opening value which is smaller than the third opening value, and the fourth opening value is larger than the second opening value (the electronic control actuator is suitable for the condition that the rotating speed and the rotating speed acceleration value are fixed).
For example, when the gear position of the vehicle is kept unchanged, the rotating speed meets or is equal to a first rotating speed threshold value, and the acceleration is increased, the opening degree of the brake pedal is increased by a fifth opening value; and when the gear of the vehicle is kept unchanged, the rotating speed is less than or equal to a second rotating speed threshold value, and the rotating speed acceleration is greater than or equal to a second rotating speed acceleration threshold value, the opening degree of the brake pedal is increased by a sixth opening value, and the sixth opening value is smaller than the fifth opening value.
The first opening value, the second opening value, the third opening value, the fourth opening value, the fifth opening value and the sixth opening value are determined according to the actual working condition, and detailed description is omitted here.
The electric control actuator is controlled to act when a driver does not timely deal with the situation that the engine is possibly overspeed, so that the service brake acts to actively reduce the speed of the vehicle, the damage to the engine and the vehicle caused by long-time overspeed operation and possible damage are avoided, and the safety is high.
In some embodiments, the performing overspeed protection control on the engine overspeed protection system specifically includes the following steps:
acquiring the running state of the vehicle in the first speed reduction mode;
and controlling the actions of the auxiliary brake device and the electric control actuator according to the vehicle running state and the rotating speed.
When the vehicle is in a non-neutral running state and the rotating speed is smaller than the first rotating speed threshold value, controlling the auxiliary brake device or the electric control actuator to act; and when the rotating speed is greater than or equal to the first rotating speed threshold value, controlling the auxiliary braking device and the electric control actuator to act.
When the vehicle is in a neutral running state and the rotating speed is lower than the first rotating speed threshold value, controlling the auxiliary brake device and the electric control actuator to be not actuated; when the rotating speed is greater than or equal to the first rotating speed threshold value, the auxiliary braking device or the electric control actuator is controlled to act.
The arrangement has the advantages that the strength of the measure for reducing the rotating speed of the engine can be determined according to the running state and the rotating speed of the vehicle, the running of the engine is ensured on a safe and reliable basis, the damage to the engine and the vehicle caused by long-time overspeed running is avoided, the possible damage is avoided, and the safety is high.
In the above embodiment, the overspeed protection control of the engine overspeed protection system further includes sending warning information to inform the driver of overspeed information and impending braking.
When the rotating speed meets the rotating speed threshold value or more and the rotating speed acceleration is greater than or equal to the first rotating speed acceleration threshold value, warning information is sent and overspeed protection control is immediately conducted on the engine overspeed protection system.
In the above embodiment, the performing overspeed protection control on the engine overspeed protection system specifically further includes the following steps:
when the rotating speed acceleration is smaller than 0 and the rotating speed is smaller than or equal to a third rotating speed threshold value, the engine overspeed protection system exits overspeed protection control, and the third rotating speed threshold value is smaller than or equal to the rotating speed of the engine when the vehicle runs at idle speed. And will not be described in detail herein.
Thus, when the rotational speed of the engine is reduced and there is no risk of overspeed, the normal use state can be restored.
It should be noted that although the engine overspeed protection system of a vehicle equipped with a diesel engine and a vehicle equipped with a gasoline engine is slightly different, the engine overspeed protection control method of the present invention is applicable to both a vehicle equipped with a diesel engine and a vehicle equipped with a gasoline engine without conflicting with the concept of the present invention, and will not be described in detail herein.
The following describes the specific contents of the control method in the present invention with reference to fig. 2:
first, the vehicle is started, and the control method starts to acquire the rotating speed and the rotating speed acceleration of the engine in real time.
Judging whether the rotating speed acceleration meets or is equal to a first rotating speed acceleration threshold value, wherein the first rotating speed acceleration threshold value is greater than or equal to 0; if yes, executing the next step, otherwise, returning to the previous step;
judging whether the rotating speed is greater than or equal to a first rotating speed threshold value, if so, carrying out overspeed protection control on the engine overspeed protection system, otherwise, judging whether the rotating speed is within a preset rotating speed range (namely judging whether the rotating speed meets a fifth rotating speed threshold value which is greater than or equal to a second rotating speed threshold value which is less than or equal to the fifth rotating speed threshold value in fig. 2, namely the fifth rotating speed threshold value is 0, and the second rotating speed threshold value is the first rotating speed threshold value), and judging whether the rotating speed acceleration is greater than or equal to a second rotating speed acceleration threshold value;
when the rotating speed is within a preset rotating speed range or not and the rotating speed acceleration is larger than or equal to a second rotating speed acceleration threshold value, acquiring detection data of a first position sensor at the position of an accelerator pedal, determining instruction information corresponding to the action of the accelerator pedal according to the detection data, wherein the instruction information comprises oil injection quantity information of an engine, determining the oil injection quantity variation in unit time according to the oil injection quantity information, and performing overspeed protection control on an engine overspeed protection system when the oil injection quantity variation is smaller than or equal to a first oil injection quantity variation threshold value.
And returning to the first step when the rotating speed is not in the preset rotating speed range or the rotating speed acceleration is smaller than a second rotating speed acceleration threshold value.
The overspeed protection control of the engine overspeed protection system specifically comprises the steps of controlling the engine overspeed protection system to enter a first deceleration mode, and controlling the engine overspeed protection system to perform in-cylinder braking, exhaust braking, power increase of a load device connected with the engine and send warning information in the first deceleration mode.
Acquiring the running state of the vehicle in the first speed reduction mode; judging whether the vehicle is in a non-neutral operating state, and controlling the auxiliary brake device and the electric control actuator to act and enter a second speed reduction mode when the vehicle is in the non-neutral operating state; otherwise, the next step is performed.
Under the overspeed protection control, judging whether the rotating speed acceleration is less than 0 or not and whether the rotating speed is less than or equal to the rotating speed of the engine when the vehicle runs and idles, and when the condition is met, ending the overspeed protection control of the engine overspeed protection system, namely, exiting the first deceleration mode and returning to the first step; otherwise, continuing to carry out overspeed protection control on the engine overspeed protection system.
In addition, the control method may be manually started or stopped, for example, the use of the control method may be manually stopped after the warning message is sent, thereby avoiding abnormal deceleration.
The effects of the control method are described in detail above and will not be described in detail here.
Another embodiment of the present invention provides a control apparatus including:
the acquisition unit is used for acquiring the rotating speed and the rotating speed acceleration of the engine;
the control unit is used for acquiring detection data of a first position sensor at the position of an accelerator pedal when the rotating speed is within a preset rotating speed range and the rotating speed acceleration is greater than or equal to a second rotating speed acceleration threshold; and determining whether to carry out overspeed protection control on the engine overspeed protection system according to the detection data.
In some embodiments, the obtaining unit is further configured to obtain an operation state of the vehicle, such as whether the operation mode is neutral or non-neutral, and a vehicle speed limit set on a road segment where the vehicle is located, and will not be described in detail herein.
The advantage of this arrangement is that when the control device is running, when the rotation speed of the engine is within the preset rotation speed range (for example, less than or equal to the second rotation speed threshold), but the engine is accelerated at a greater rotation speed acceleration, the reason why the engine rotation speed acceleration is greater can be determined to some extent according to the detection data of the first position sensor at the position of the accelerator pedal, so as to determine whether to perform overspeed protection control on the engine overspeed protection system, and the determination is reliable, so that the overspeed of the engine can be predicted to some extent, so as to perform overspeed protection on the engine, and the control device has high reliability and strong practicability.
Another embodiment of the present invention provides a vehicle including a computer readable storage medium storing a computer program, a processor, and an engine overspeed protection system, the computer program being read and executed by the processor to implement the engine overspeed protection control method as described above.
The advantage of this setting is that, when the vehicle is running, when the rotational speed of the engine is within the preset rotational speed range (for example, less than or equal to the second rotational speed threshold), but the engine accelerates with a greater rotational speed acceleration, the reason why the rotational speed acceleration of the engine is greater can be determined to some extent according to the detection data of the first position sensor at the position of the accelerator pedal, so as to determine whether to perform overspeed protection control on the engine overspeed protection system.
Although the present disclosure has been described above, the scope of the present disclosure is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present disclosure, and such changes and modifications will fall within the scope of the present invention.

Claims (10)

1. An engine overspeed protection control method is applied to an engine overspeed protection system, and is characterized by comprising the following steps:
acquiring the rotating speed and the rotating speed acceleration of the engine;
when the rotating speed is within a preset rotating speed range and the rotating speed acceleration is greater than or equal to a second rotating speed acceleration threshold value, acquiring detection data of a first position sensor at the position of an accelerator pedal; determining whether to carry out overspeed protection control on the engine overspeed protection system according to the detection data;
the method for determining whether to carry out overspeed protection control on the engine overspeed protection system according to the detection data specifically comprises the following steps:
determining instruction information corresponding to the action of the accelerator pedal according to the detection data of the first position sensor, wherein the instruction information comprises the oil injection amount information of the engine;
and determining whether to carry out overspeed protection control on the engine overspeed protection system according to the oil injection amount information.
2. The engine overspeed protection control method according to claim 1, characterized by specifically further comprising the steps of:
when the rotating speed is greater than or equal to a first rotating speed threshold value and the rotating speed acceleration is greater than or equal to a first rotating speed acceleration threshold value, carrying out overspeed protection control on the engine overspeed protection system, wherein the first rotating speed threshold value meets n 1 ≥n 2 ，n 1 Is the first rotational speed threshold, n 2 The first rotation speed acceleration threshold is a second rotation speed threshold which is the upper limit value of the preset rotation speed range, and the first rotation speed acceleration threshold is greater than or equal to 0.
3. The engine overspeed protection control method according to claim 1, characterized in that determining whether to perform overspeed protection control on the engine overspeed protection system according to the fuel injection amount information specifically includes the steps of:
determining the variable quantity of the fuel injection quantity in unit time according to the fuel injection quantity information;
and when the variation of the fuel injection quantity is smaller than or equal to a first threshold of the variation of the fuel injection quantity, carrying out overspeed protection control on the engine overspeed protection system.
4. The engine overspeed protection control method according to claim 3, wherein the step of determining whether to perform overspeed protection control on the engine overspeed protection system according to the fuel injection quantity further includes any of the following steps:
when the variation of the injected fuel quantity is larger than a first threshold of variation of the injected fuel quantity and smaller than a second threshold of variation of the injected fuel quantity, controlling the overspeed protection system of the engine to maintain the original state, wherein the second threshold of variation of the injected fuel quantity is larger than or equal to the first threshold of variation of the injected fuel quantity;
and when the variation of the fuel injection quantity is greater than or equal to a third variation threshold of the fuel injection quantity, carrying out overspeed protection control on the engine overspeed protection system, wherein the third variation threshold of the fuel injection quantity is greater than a second variation threshold of the fuel injection quantity.
5. The engine overspeed protection control method of claim 2, wherein said first speed threshold is determined as a function of at least one of a rated speed and a maximum idling speed of said engine.
6. The engine overspeed protection control method according to any one of claims 1 to 5, characterized in that said overspeed protection control of said engine overspeed protection system specifically includes controlling said engine overspeed protection system into a first deceleration mode in which at least one of the following operations is performed:
controlling the engine overspeed protection system to perform in-cylinder braking;
controlling the engine overspeed protection system to perform exhaust braking;
controlling power augmentation of a load device connected to the engine in the engine overspeed protection system, the load device including at least one of an air conditioning compressor, an air compressor, and a cooling fan.
7. The engine overspeed protection control method according to claim 6, characterized in that said engine overspeed protection system further comprises an auxiliary brake device, a service brake and an electrically controlled actuator for controlling the action of said service brake, said overspeed protection control of said engine overspeed protection system further comprising the steps of:
acquiring the running state of the vehicle in the first speed reduction mode;
when the vehicle is in a non-neutral running state, controlling at least one of the auxiliary brake device and the electric control actuator to act;
controlling at most one of the auxiliary brake device and the electrically controlled actuator to act when the vehicle is in a neutral operating state.
8. The engine overspeed protection control method according to any one of claims 1 to 5, characterized in that said overspeed protection control of said engine overspeed protection system, specifically further comprises the steps of:
and when the rotating speed acceleration is less than 0 and the rotating speed is less than or equal to a third rotating speed threshold value, ending the overspeed protection control of the engine overspeed protection system, wherein the third rotating speed threshold value is less than or equal to the rotating speed of the engine when the vehicle runs and idles.
9. A control device, comprising:
the acquisition unit is used for acquiring the rotating speed and the rotating speed acceleration of the engine;
the control unit is used for acquiring detection data of a first position sensor at the position of an accelerator pedal when the rotating speed is within a preset rotating speed range and the rotating speed acceleration is greater than or equal to a second rotating speed acceleration threshold; determining whether to carry out overspeed protection control on an engine overspeed protection system according to the detection data;
the method for determining whether to carry out overspeed protection control on the engine overspeed protection system according to the detection data specifically comprises the following steps:
determining instruction information corresponding to the action of the accelerator pedal according to the detection data of the first position sensor, wherein the instruction information comprises the oil injection amount information of the engine;
and determining whether to carry out overspeed protection control on the engine overspeed protection system according to the oil injection amount information.
10. A vehicle characterized by comprising a computer readable storage medium storing a computer program, a processor, and an engine overspeed protection system, the computer program being read and executed by the processor to implement the engine overspeed protection control method according to any one of claims 1 to 8.
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