CN114194171A - Method for controlling running speed of engineering truck - Google Patents

Method for controlling running speed of engineering truck Download PDF

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Publication number
CN114194171A
CN114194171A CN202111675208.XA CN202111675208A CN114194171A CN 114194171 A CN114194171 A CN 114194171A CN 202111675208 A CN202111675208 A CN 202111675208A CN 114194171 A CN114194171 A CN 114194171A
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vehicle
period
load
speed
average
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CN114194171B (en
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夏自升
雷震宇
肖伟伟
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Guizhou Jonyang Kinetics Co Ltd
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Guizhou Jonyang Kinetics Co Ltd
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    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W30/02—Control of vehicle driving stability
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/11—Pitch movement
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • B60W2040/1307—Load distribution on each wheel suspension
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/16—Pitch
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • 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
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged

Abstract

The invention discloses a method for controlling the running speed of an engineering truck, which comprises the steps of collecting the load of a front axle, the load of a rear axle and the dip angle of a truck body in real time, setting a period T, calculating the average deviation value of the front axle, the alternating amplitude of the front axle, the average deviation value of the rear axle, the alternating amplitude of the rear axle and the average load in the period of the front axle in the proportion coefficient K of the whole truckqThe average load in the rear axle period accounts for the specific gravity coefficient K of the whole vehiclebAnd calculating the cycle by combining the average value of the inclination angles of the horizontal plane of the vehicle body in the cycle with the average load deviation coefficient K of the whole vehicleThe highest speed of the vehicle during the period, the highest gear and engine speed that the vehicle is allowed to operate per cycle are obtained. The method achieves the purposes of automatic speed regulation of an engine and automatic gear shifting of a gearbox and dynamically adjusts the speed of a vehicle by optimizing the control mode of the wheel type multipurpose engineering vehicle, taking operation as a main mode and vehicle speed as an auxiliary mode and reasonably distributing the optimal safe running speed according to different operation modes.

Description

Method for controlling running speed of engineering truck
Technical Field
The invention relates to a vehicle speed control method of a construction vehicle.
Background
The wheel type multipurpose engineering vehicle uses a transmission mode combining hydraulic pressure and machinery, and realizes speed change by controlling the speed regulation of an engine and the gear shifting of a gearbox, so that the running speed of the vehicle is controlled.
The speed control of the existing wheel type multipurpose engineering vehicle is completely controlled manually, the rotating speed of an engine is controlled through an accelerator knob and/or an accelerator pedal, and the gear of a gearbox is controlled through a gear shifting handle, so that the speed control of the vehicle is realized. In the operation process, a driver (person) needs to control the speed of the vehicle in real time besides operating the vehicle, and dynamically make the vehicle speed well cooperate with the operation, so that the driver needs to do two tasks simultaneously: driving and working, the phasing increases the operating intensity and distraction of the driver. This is also the root cause of mechanical accidents in similar vehicles.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the problem of complex control of the speed of the engineering vehicle, the invention positively provides a set of solution and a universal method which are universal to the engineering vehicles with similar characteristics.
The technical scheme of the invention is as follows:
a method for controlling the running speed of engineering truck includes such steps as real-time collecting the load of front axle, the load of back axle and the inclination angle of truck body, setting the period T, calculating the average deviation value of front axle, the alternative amplitude of front axle, the average deviation value of back axle, the alternative amplitude of back axle and the specific weight coefficient K of the average load to whole truckqThe average load in the rear axle period accounts for the specific gravity coefficient K of the whole vehiclebAnd calculating the highest speed of the vehicle in the period by combining the average value of the inclination angles of the horizontal plane of the vehicle body in the period with the average load deviation coefficient K of the whole vehicle, and obtaining the highest gear and the engine speed of the vehicle allowed to run in each period.
Maximum travel speed of vehicle per cycle
Figure BDA0003450977460000011
d1＝(|Kq-Kb|+1)3×(0.5Lq·K·Hq+0.5Kb·K·Hb) X tan (θ +1) x 100+ e; wherein the average load deviation coefficient in the whole vehicle period
Figure BDA0003450977460000012
Average load of front axle period accounts for the proportion coefficient of the whole vehicle
Figure BDA0003450977460000013
Average load of the rear axle in period accounts for the specific gravity coefficient of the whole vehicle
Figure BDA0003450977460000014
Load alternation frequency H in front axle periodqLoad alternation frequency H in the rear axle periodbAnd the inclination angle theta of the horizontal plane of the vehicle body in the period.
The set speed n of the engine is calculated as follows
Figure BDA0003450977460000015
n _ e is the rated rotating speed of the engine of the vehicle, n is the actual maximum rotating speed, the total gear number of the vehicle is C, the speed range corresponding to each gear is set, and V 'is used as the basis'maxGet the corresponding gear Cd。
Further:
d1＝(|Kq-Kb|+1)3×(e1·Kq·K·Hq+e2·Kb·K·Hb) X tan (theta +1) x M + e, where e1、e2The correction coefficient is a set calculation coefficient, the sum of the coefficients is 1 and is a positive number, and M is a correction coefficient corresponding to different operation modes of the vehicle.
Nominal static load Fq of front axle, nominal static load Fb of rear axle, nominal total load F of whole vehicle being Fq + Fb, average deviation value of front axle
Figure BDA0003450977460000021
Mean load offset within rear axle period
Figure BDA0003450977460000022
Mean load deviation value in whole vehicle cycle
Figure BDA0003450977460000023
Comparing V 'calculated at two or more successive periods'maxIf equal, the corresponding gear C under the value is determineddAnd feeding back to the gear controller for storage and serving as the upper limit gear of the vehicle. Calculating the maximum allowable engine speed n by comparing two or more continuous periods, and taking the minimum value nT-minStored in an engine speed controller, the engine speed not exceeding n during operation of the vehicleT-min。
Signals are acquired in real time through a front axle load sensor, a rear axle load sensor and a vehicle body pitch angle sensor, and after being calculated by a vehicle central processing unit, an engine control signal and a gearbox control signal are sent to an engine control and gearbox controller to realize vehicle speed control.
The process principle of the control method is that a vehicle central processing unit 4 collects signals of a front axle load sensor 1, a rear axle load sensor 2 and a vehicle body pitch angle sensor 3 in real time, then digitalizes the collected signals and executes functional relation processing to obtain an optimal engine speed section and an adaptive gearbox gear, including whether two-wheel drive/four-wheel drive switching is carried out or not, and finally, clear control signals are sent to an engine controller 5 and a gearbox controller 6.
The invention has the beneficial effects that:
the method achieves the purposes of automatic speed regulation of an engine and automatic gear shifting of a gearbox and dynamically adjusts the speed of a vehicle by optimizing the control mode of the wheel type multipurpose engineering vehicle, taking operation as a main mode and vehicle speed as an auxiliary mode and reasonably distributing the optimal safe running speed according to different operation modes.
The invention adopts a high-efficiency controllable system built-in control method, and can effectively solve the problem of control of the running speed of the engineering machinery. The main machine automatically performs speed matching under different operation conditions, so that the labor load of operators is effectively reduced, the running stability of the vehicle is improved, the failure rate of the vehicle is indirectly reduced, the reliability of the vehicle is improved, and the service life of the vehicle is prolonged.
Drawings
Fig. 1 is a schematic diagram of the control structure of the present invention.
Fig. 2 is a control flow diagram.
FIG. 3 is a schematic diagram of the logic of the algorithm.
Fig. 4 is a schematic diagram of the load shift in each period T.
Detailed Description
Example (b):
the principle of the method of the invention is explained as follows: the front axle load sensor, the rear axle load sensor and the vehicle body pitch angle sensor feed back signals to a vehicle central processing unit, and the central processing unit processes the signals immediately after receiving the signals: reading front axle and rear axle load data and vehicle body inclination angle data, calculating front axle load deviation value (distinguishing positive and negative), rear axle load deviation value (distinguishing positive and negative) and average total load according to the front axle nominal load built-in data (static constant) and rear axle nominal load built-in data (static constant), further calculating front axle load specific gravity and rear axle load specific gravity, buffering the above-mentioned data, setting period time length T, further obtaining front axle average deviation value, front axle alternative frequency amplitude (positive and negative deviation frequency and deviation limit amplitude), rear axle average deviation value and rear axle alternative frequency amplitude in the period, then reading in vehicle body horizontal plane inclination angle average value and operation mode conversion value in the period, finally calculating a group of packed data according to preset solving formula and buffering, at this time, the program is transferred into a balanced filtering evaluation stage, and the operation program can read the above-mentioned packed data, and receiving the packed data of the next (or two or more) period (the comparison period number is preset by the program), then carrying out comparison of multiple groups (two or more groups) of data, if the multiple groups of data are the same, activating and executing the driving speed control program, and if the multiple groups of data are different, emptying the cache data and executing the complete process again. After the running speed control program is activated, the running speed control program sends a running speed control signal to an engine controller and/or a gearbox controller to carry out serial action control on the engine and the gearbox, so that the expected effect of running speed control is achieved.
The specific calculation process is as follows:
in a set period T, it is assumed that data are received n times, a front axle nominal static load Fq, a rear axle nominal static load Fb and a whole vehicle nominal total load F is Fq + Fb
The instantaneous load data received in the front bridge period is F'q1……F′qnThe instantaneous load data received in the rear axle period is sequentially F'b1……F’bn
Instantaneous load deviation values in the front axle period are delta F'q1……ΔF’qnAnd the instantaneous load deviation values in the rear axle period are delta F'b1……ΔF′bn
ΔF′qn＝F′qn-Fq
ΔF′bn＝F′bn-Fb
The average load deflection value in the front axle period is
Figure BDA0003450977460000031
The average load deflection value in the rear axle period is
Figure BDA0003450977460000032
Figure BDA0003450977460000033
Figure BDA0003450977460000041
The average load deviation value in the whole vehicle period is
Figure BDA0003450977460000042
Figure BDA0003450977460000043
The average load in the whole vehicle period is
Figure BDA0003450977460000044
Figure BDA0003450977460000045
Mean load deviation coefficient K in whole vehicle period
Figure BDA0003450977460000046
Average load in the front axle period is
Figure BDA0003450977460000047
Average load in the rear axle period is
Figure BDA0003450977460000048
Figure BDA0003450977460000049
Figure BDA00034509774600000410
Average load of the front axle period accounts for the specific gravity coefficient K of the whole vehicleqThe average load in the rear axle period accounts for the specific gravity coefficient K of the whole vehicleb
Figure BDA00034509774600000411
Figure BDA00034509774600000412
The load frequency is counted by the system according to the alternation times of the deviation value, and furtherCalculating the frequency: load alternation frequency H in front axle periodqLoad alternation frequency H in the rear axle periodb。
The inclination angle theta (absolute value) of the horizontal plane of the vehicle body in the period is considered to be constant because the inclination angle theta of the vehicle body in the period is hardly changed because one period T is short and the inclination angle of the vehicle body in the period is not changed.
Correction factor M (program setting) corresponding to different operation modes of vehicle (mainly different vehicle body suspension)
The analytical formula is as follows
d1＝f(Kq，Kb，K，Hq，Hb，θ，M)
The complete calculation formula is as follows
d1＝(|Kq-Kb|+1)3×(e1·Kq·K·Hq+e2·Kb·K·Hb)×tan(θ+1)×M+e
Wherein d is1Analytical values for subsequent carry-over calculations, e1、e2Respectively programmed calculation coefficients, the sum of which is 1 and all positive numbers (programmed), wherein e is a constant and has a value of 2.7182818 (about 2.72), and the vehicle speed control formula is as follows
Figure BDA0003450977460000051
V 'in formula'maxTo calculate the maximum speed of the vehicle, VmaxThe highest speed that can be achieved by the vehicle.
And calculating the value according to the formula to obtain the highest running speed of the vehicle in the period, and then carrying out equalization filtering evaluation to analyze the highest gear allowed to run by the vehicle. The equalizing filtering is to bring the speed range back to the gear speed range according to the calculated speed value, analyze the gear speed range of the speed and extract the gear value.
And then the vehicle collects data of the next period for calculation, analyzes the highest gear of the vehicle operation, compares the highest gear with the gear value obtained in the previous step, and if the values are the same (according to program setting, comparison of more periods can be carried out, only two periods of values are used in the description), the values can be directly fed back to the gear controller for storage and serve as the upper limit gear of the vehicle, and the gear cannot be exceeded during manual or automatic gear shifting of the vehicle.
If the total gear number of the vehicle is C, the gear number calculated by the system is CdThen the set speed n of the engine is calculated as follows
Figure BDA0003450977460000052
In the formula, neThe rated speed of the vehicle engine and n is the actual maximum allowable speed.
Calculating the maximum allowable engine speed n in different periods, and taking the minimum value nT-minInto the engine speed controller, and also during vehicle operation, the engine speed is limited to this speed range.
Through the calculation, the gear of the gearbox and the rotating speed of the engine are determined, so that a good vehicle speed control effect is achieved.
Examples are: the maximum running speed of a vehicle is 120km/h, and the calculation coefficients e1 and e2 are 0.52 and 0.48 respectively. The program executes the comparison values of two cycles to determine whether the highest gear is set, the measured values are as the following table (M is given by the program, the values are different in different working modes, and generally 100 is taken), and the following table is calculated for each parameter in two consecutive cycles:
Figure BDA0003450977460000053
the corresponding value ranges of the gears are shown in the following table.
Gear speed limit Number of gear
101-120 6
81-100 5
61-80 4
41-60 3
21-40 2
0-20 1

Claims (8)

1. A method for controlling the running speed of a engineering truck is characterized by comprising the following steps: acquiring front axle load, rear axle load and vehicle body inclination angle in real time, setting a period T, and calculating the average deviation value of the front axle, the alternate frequency amplitude of the front axle, the average deviation value of the rear axle, the alternate frequency amplitude of the rear axle and the average load in the period of the front axle in each period to account for the proportion coefficient K of the whole vehicleqThe average load in the rear axle period accounts for the specific gravity coefficient K of the whole vehiclebAnd calculating the highest speed of the vehicle in the period by combining the average value of the inclination angles of the horizontal plane of the vehicle body in the period with the average load deviation coefficient K of the whole vehicle, and obtaining the highest gear and the engine speed of the vehicle allowed to run in each period.
2. The method for controlling the traveling speed of the construction vehicle according to claim 1, wherein: maximum travel speed of vehicle per cycle
Figure FDA0003450977450000011
d1＝(|Kq-Kb|+1)3×(0.5Kq·K·Hq+0.5Kb·K·Hb) X tan (θ +1) x 100+ e; wherein the average load deviation coefficient in the whole vehicle period
Figure FDA0003450977450000012
Average load of front axle period accounts for the proportion coefficient of the whole vehicle
Figure FDA0003450977450000013
Average load of the rear axle in period accounts for the specific gravity coefficient of the whole vehicle
Figure FDA0003450977450000014
Load alternation frequency H in front axle periodqLoad alternation frequency H in the rear axle periodbAnd the inclination angle theta of the horizontal plane of the vehicle body in the period.
3. The method for controlling the traveling speed of the construction vehicle according to claim 1, wherein: the set speed n of the engine is calculated as follows
Figure FDA0003450977450000015
n _ e is the rated rotating speed of the engine of the vehicle, n is the actual maximum rotating speed, the total gear number of the vehicle is C, the speed range corresponding to each gear is set, and V 'is used as the basis'maxGet the corresponding gear Cd。
4. The method for controlling the traveling speed of a construction vehicle according to claim 3, wherein:
d1＝(|Kq-Kb|+1)3×(e1·Kq·K·Hq+e2·Kb·K·Hb) X tan (theta +1) x M + e, where e1、e2Is a set calculation coefficient, the sum of the coefficients is 1 and is a positive number, M is corresponding to different operation modes of the vehicleAnd (5) correcting the coefficient.
5. The method for controlling the traveling speed of the construction vehicle according to claim 4, wherein: nominal static load Fq of front axle, nominal static load Fb of rear axle, nominal total load F of whole vehicle being Fq + Fb, average deviation value of front axle
Figure FDA0003450977450000016
Mean load offset within rear axle period
Figure FDA0003450977450000017
Mean load deviation value in whole vehicle cycle
Figure FDA0003450977450000018
6. The traveling speed control method of the construction vehicle according to any one of claims 1 to 5, wherein: comparing V 'calculated at two or more successive periods'maxIf equal, the corresponding gear C under the value is determineddAnd feeding back to the gear controller for storage and serving as the upper limit gear of the vehicle.
7. The traveling speed control method of the construction vehicle according to any one of claims 1 to 5, wherein: calculating the maximum allowable engine speed n by comparing two or more continuous periods, and taking the minimum value nT-minStored in an engine speed controller, the engine speed not exceeding n during operation of the vehicleT-min。
8. The traveling speed control method of the construction vehicle according to any one of claims 1 to 5, wherein: signals are acquired in real time through a front axle load sensor, a rear axle load sensor and a vehicle body pitch angle sensor, and after being calculated by a vehicle central processing unit, an engine control signal and a gearbox control signal are sent to an engine control and gearbox controller to realize vehicle speed control.
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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1217264A (en) * 1997-11-14 1999-05-26 株式会社丰田自动织机制作所 Control device for drive-axle tilt of industrial vehicles
JP2000142183A (en) * 1998-11-17 2000-05-23 Shimadzu Corp Traveling cargo handling vehicle
CN107938746A (en) * 2016-10-13 2018-04-20 迪尔公司 System and method for the available productivity for obtaining working truck
CN109649163A (en) * 2018-12-29 2019-04-19 长沙中联重科环境产业有限公司 Vehicle to run system and its control method, environmental sanitation vehicles
CN111332275A (en) * 2020-04-01 2020-06-26 西安主函数智能科技有限公司 Engineering vehicle distributed control system and control method

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1217264A (en) * 1997-11-14 1999-05-26 株式会社丰田自动织机制作所 Control device for drive-axle tilt of industrial vehicles
JP2000142183A (en) * 1998-11-17 2000-05-23 Shimadzu Corp Traveling cargo handling vehicle
CN107938746A (en) * 2016-10-13 2018-04-20 迪尔公司 System and method for the available productivity for obtaining working truck
CN109649163A (en) * 2018-12-29 2019-04-19 长沙中联重科环境产业有限公司 Vehicle to run system and its control method, environmental sanitation vehicles
CN111332275A (en) * 2020-04-01 2020-06-26 西安主函数智能科技有限公司 Engineering vehicle distributed control system and control method

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