Transmission, transfer power distribution coordination control method and vehicle

Abstract

The application discloses a kind of transmission, distributor power take-off coordination control method and vehicle, it is related to special vehicle technical field, it solves the problem that existing transmission, poor man-machine interaction ability of electronic control of separator power take-off process, guarantees equipment and personnel safety, specific scheme is as follows: starting engine as the first step transmission / distributor power take-off process, vehicle speed detection is sequentially carried out after the first step, transmission gear detection, engine speed detection, parking brake state detection, distributor power take-off state / transmission power take-off state detection, distributor empty gear and empty gear detection, transmission power take-off device / distributor power take-off device hang, power take-off device hang in place detection, transmission gear is detected to specified gear and is detected, engine speed rises to specified speed and maintains, engine constant speed detection until completing power take-off;When the detection of a process step after the first step appears abnormal, the whole power take-off process is paused and returns to the first step.

Description

Technical Field

[0001] This invention relates to the field of special vehicle technology, and in particular to a method for coordinated control of power take-off of a transmission and transfer case, and a vehicle thereof. Background Technology

[0002] Special vehicles are typically equipped with different power take-off (PTO) devices. To ensure the safety of personnel and equipment, various PTO conditions need to be set when the PTO device is in operation. In particular, special vehicles that use automatic multi-speed transmissions and multi-speed transfer cases have both transmission PTO drive devices and transfer case PTO drive devices. When the two types of PTO devices do not work simultaneously, the operation procedures of the transmission PTO and transfer case PTO are similar, making the operation procedures complex and prone to human error, which can cause abnormal operation or damage to the PTO device.

[0003] The inventors discovered that although existing technologies have achieved electronically controlled power take-off (PTO) processes, the human-machine interaction is poor. Specifically, the controller synchronously sends PTO commands to the transmission and transfer case, and each component performs its corresponding work according to the commands. When a component in the electronically controlled PTO process malfunctions, it is impossible to accurately determine the location of the fault, making it inconvenient for repair and testing. Even in existing operations that follow the sequence of process steps, when an abnormality occurs in the PTO operation, it usually pauses at the faulty step and returns to the previous step. During manual repairs, due to the uncertain repair time, automotive components that have not paused in the PTO process will run for an extended period of time, which can easily cause safety hazards to personnel and equipment. Summary of the Invention

[0004] To address the shortcomings of existing technologies, the purpose of this invention is to provide a power take-off coordination control method and vehicle for transmissions and transfer cases. The power take-off process is carried out sequentially according to a set step sequence. When a failure occurs in a certain step of the process, the entire automatic control process stops and returns to the first step, causing all normally started and running vehicle components to pause. This avoids injury to equipment and personnel during manual maintenance and solves the problem of poor human-machine interaction in the electronic control of power take-off processes for transmissions and separators.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0006] In a first aspect, the present invention provides a transmission and transfer case power take-off coordination control method, comprising: a transmission / transfer case power take-off process with starting the engine as the first step, followed by sequentially performing vehicle speed detection, transmission gear detection, engine speed detection, parking brake status detection, transfer case power take-off status / transmission power take-off status detection, transfer case shifting to neutral and neutral detection, transmission power take-off / transfer case power take-off engagement, power take-off engagement detection, transmission shifting to a specified gear and detection, engine speed rising to a specified speed and maintaining it, and engine constant speed detection until power take-off is completed; if an abnormality is detected in any process step after the first step, the entire power take-off process is paused and returns to the first step.

[0007] As a further implementation, the transfer case power take-off process also includes auxiliary air pressure detection, which is the next step in the transmission power take-off status detection, to ensure that the auxiliary air pressure meets the air pressure requirements of the transfer case power take-off.

[0008] As a further implementation, when the transmission takes power, the second power take-off solenoid valve is de-energized, and the first power take-off solenoid valve is energized, causing the transmission power take-off to engage and sending an engagement signal to the controller for detection; when the transfer case takes power, the first power take-off solenoid valve is de-energized, and the second power take-off solenoid valve is energized, causing the transfer case power take-off to engage and sending an engagement signal to the controller for detection.

[0009] As a further implementation, the detection results of each step of the power take-off process are transmitted to the human-machine interface and displayed through the human-machine interface.

[0010] As a further implementation, the transfer case power take-off coordination control method is characterized in that when the power take-off of the transmission / transfer case is paused, each working component takes its corresponding normal working state during its power take-off process as a waiting state. The waiting state is the first step of the pause process. Then, the following steps are performed in sequence: engine speed drops to idle speed, engine idle speed is detected, transmission is put into neutral and detected, power take-off of the transmission / transfer case is disconnected, and power take-off is disconnected in place and detected. If an abnormality occurs in any process step after the first step of the pause process, the entire pause process stops and returns to the first step of the pause process.

[0011] As a further implementation, the transfer case power take-off suspension process also includes auxiliary air pressure detection, which is the next step after the transmission neutral detection, to ensure that the auxiliary air pressure meets the air pressure required for the transfer case power take-off disconnection action.

[0012] As a further implementation, when an emergency automatic exit operation of the transmission power take-off / transfer drive power take-off is required, the controller identifies that the transmission power take-off / transfer drive power take-off process is currently in step Xi and takes the identification process as the first step of the emergency exit process. Then, the controller issues a command to return from step Xi of the transmission / transfer drive power take-off process to the first step of the corresponding power take-off process and checks. If the return fails, it restarts from the first step of the emergency exit process.

[0013] As a further implementation, when the emergency automatic disengagement process of the transmission power take-off / transfer drive power take-off cannot be successfully completed, the engine speed is canceled by manually operating the manual speed control switch, and the transmission is put into neutral by using the gear lever. Then, the corresponding power take-off solenoid valve of the transmission power take-off / transfer drive power take-off is de-energized by operating the manual power take-off switch to cancel the engagement.

[0014] Secondly, the present invention provides a vehicle comprising an engine system, a transmission system, a transfer case system, and a drive axle system connected in sequence via a drive shaft. The transmission system and the transfer case system are each connected to a superstructure via a power take-off unit. The transfer case system is also connected to an air circuit system. The engine system, transmission system, transfer case system, and air circuit system are all connected to a CAN bus communication platform. The CAN bus communication platform is also connected to a controller on the vehicle chassis. The controller is connected to a human-machine interface.

[0015] As a further implementation, the engine system, transmission system, and transfer case system are all equipped with temperature sensors and can all control gear positions. The engine system and transmission system are all equipped with speed sensors, the transfer case system is equipped with a vehicle speed sensor, and the power take-off units in the transmission system and transfer case system are all controlled by solenoid valves and manual switches.

[0016] The beneficial effects of the present invention are as follows:

[0017] (1) In this invention, each automatic control process is carried out in sequence according to the set steps. When a certain step fails, the entire automatic control process stops and returns to the first step, so that all vehicle components that have started and run normally are suspended, avoiding damage to equipment and personnel during manual maintenance.

[0018] (2) The control steps of the present invention are carried out in an orderly manner. When a fault occurs, the specific steps where the error occurred can be clearly displayed on the human-machine interface. The faulty automotive parts and their corresponding functional positions can be inspected in a targeted manner, which greatly reduces the difficulty of inspection and improves the efficiency of inspection.

[0019] (2) The automatic control process and manual operation of the present invention are redundant, which greatly improves the reliability of the power take-off condition of the vehicle superstructure equipment; and the power take-off of the transmission and the power take-off of the transfer case are redundant and safe, that is, when the transmission takes power, the transfer case does not take power, and when the transfer case takes power, the transmission does not take power, which effectively avoids the problem of damage to the superstructure equipment caused by the inconsistent speed requirements of the transmission and the transfer case. Attached Figure Description

[0020] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.

[0021] Figure 1 This is a schematic diagram of the structure of the coordination control system according to one or more embodiments of the present invention;

[0022] In the diagram: the spacing or dimensions between parts have been exaggerated to show their positions; the diagram is for illustrative purposes only.

[0023] Among them, 1. Engine system; 11. Engine body; 12. First speed sensor; 13. First temperature sensor; 14. Engine ECU; 15. Accelerator pedal; 16. Manual cruise control switch;

[0024] 2. Transmission system; 21. Transmission body; 22. Transmission power take-off; 23. Second speed sensor; 24. First gear position sensor; 25. Second temperature sensor; 26. First power take-off solenoid valve; 27. Transmission TCU; 28. Gear shift lever; 29. ​​First manual power take-off switch;

[0025] 3. Transfer case system; 31. Transfer case body; 32. Transfer case power take-off; 33. Vehicle speed sensor; 34. Second gear position sensor; 35. Third temperature sensor; 36. Neutral solenoid valve; 37. Second power take-off solenoid valve; 38. Manual neutral switch; 39. Second manual power take-off switch;

[0026] 41. First main drive shaft; 42. Second main drive shaft; 43. Third main drive shaft; 44. Fourth main drive shaft; 45. First power take-off drive shaft; 46. Second power take-off drive shaft;

[0027] 51. Front drive axle system; 52. Rear drive axle system;

[0028] 6. Controller; 7. Human-machine interface; 8. Data logger; 9. CAN bus communication platform;

[0029] 10. Air system; 101. Auxiliary air pressure sensor; 102. Air reservoir; 103. Parking brake sensor; 104. Parking brake switch;

[0030] A1, First upper-mount equipment; A2, Second upper-mount equipment; A3, Upper-mount equipment controller. Detailed Implementation

[0031] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0032] As described in the background section, existing electronically controlled power take-off (PTO) processes suffer from poor human-machine interaction. When a component in the PTO process malfunctions, the location of the fault cannot be accurately determined, making repair and testing difficult. Even with existing operations that follow the sequence of steps, when an abnormality occurs in the PTO operation, the process often pauses at the faulty step and returns to the previous step. During manual repairs, due to the uncertain repair time, automotive components that have not paused in the PTO process will run for an extended period, potentially causing safety hazards to personnel and equipment. To address these technical problems, this invention proposes a coordinated control method for the power take-off of a transmission and transfer case, as well as a vehicle.

[0033] Example 1

[0034] In a typical embodiment of the present invention, a method for coordinated control of the transmission and transfer case power take-off is proposed, which has the following operating conditions:

[0035] (1) When the driver needs to perform the transfer case power take-off operation, the vehicle is powered on and the engine is started according to the normal vehicle operation. Press the "One-click transfer case power take-off" button in the human-machine interface 7 to enter the automatic transfer case power take-off process. The display of the human-machine interface 7 shows the word "waiting". This is the first step of the automatic transfer case power take-off operation process.

[0036] The second step involves the controller 6 on the vehicle chassis detecting the vehicle speed signal through the vehicle speed sensor 33 and making a judgment. If the vehicle speed is less than 3 km / h, proceed to the next step; otherwise, return to the first step and display the message "Wait, vehicle speed exceeds 3 km / h" on the screen.

[0037] Third, the controller 6 on the vehicle chassis detects the transmission gear signal through the first gear position sensor 24 and makes a judgment. If the transmission gear is in neutral, proceed to the next step; otherwise, return to the first step and display the message "Wait, transmission is not in neutral" on the display.

[0038] Fourth step: The controller 6 on the vehicle chassis detects the engine speed signal through the first speed sensor 12 and makes a judgment. If the engine speed is less than 800 r / min, proceed to the next step; otherwise, return to the first step and display the message "Wait, engine speed exceeds 800 r / min" on the display.

[0039] Fifth step, the controller 6 on the vehicle chassis detects the parking brake signal through the parking brake sensor 103 and makes a judgment. If the parking brake is in the parking state, proceed to the next step; otherwise, return to the first step and display the message "Wait, the vehicle is not in the parking brake state" on the display.

[0040] Step 6: The controller 6 on the vehicle chassis detects the transmission power take-off signal and makes a judgment. If the transmission power take-off signal is in a non-working state, proceed to the next step; otherwise, return to step 1 and display the message "Wait, transmission power take-off is in working state" on the display.

[0041] Step 7: The controller 6 on the vehicle chassis detects the auxiliary air pressure value through the auxiliary air pressure sensor 101 and makes a judgment. If the auxiliary air pressure value meets the air pressure value required for the transfer case to take off, proceed to the next step; otherwise, return to step 1 and display the message "Wait, auxiliary air pressure value is low" on the display.

[0042] In the eighth step, the controller 6 on the vehicle chassis sends a transfer case neutral signal. Further, the neutral solenoid valve 36 on the transfer case body 31 is activated, the transfer case switches to neutral, and sends a transfer case neutral position signal.

[0043] In the ninth step, after receiving the transfer case neutral position signal, the controller 6 on the vehicle chassis detects and judges the position based on the second gear position sensor 34. If the transfer case is in neutral, proceed to the next step; otherwise, return to the first step and display "Wait, transfer case is not in neutral" on the display.

[0044] Step 10: The controller 6 on the vehicle chassis sends a transfer case power take-off signal and a first power take-off solenoid valve 26 de-energized signal. The first power take-off solenoid valve 26 is de-energized. At the same time, the second power take-off solenoid valve 37 is energized and activated, the transfer case power take-off 32 is engaged, and a transfer case power take-off 32 engagement signal is sent.

[0045] In the eleventh step, the controller 6 on the vehicle chassis receives the signal that the transfer case power take-off 32 is engaged and makes a judgment. If the transfer case power take-off 32 is engaged, proceed to the next step; otherwise, return to the first step and display the message "Wait, transfer case power take-off not engaged" on the display.

[0046] In the twelfth step, the controller 6 on the vehicle chassis sends a signal to engage the specified gear in the transmission. Further, the transmission gear selector moves to the specified gear and sends a signal indicating that the transmission gear is in position.

[0047] Step 13: The controller 6 on the vehicle chassis detects the gear position signal and makes a judgment. If the gear position is reached, proceed to the next step; otherwise, return to step 1 and display the message "Wait, gear position not reached" on the display.

[0048] Step 14: The controller 6 on the vehicle chassis sends an engine speed constant speed signal. Further, the engine speed rises to the specified speed and maintains the speed while sending a constant speed signal.

[0049] Step 15: After the controller 6 on the vehicle chassis detects the engine speed constant speed signal, it makes a judgment. If the engine speed reaches the constant speed state, it proceeds to the next step; otherwise, it returns to the first step and displays the message "Wait, engine speed not reached constant speed" on the display.

[0050] Step 16: The display on the human-machine interface 7 will show "Transfer drive power take-off successful", and the automatic power take-off process of the transfer case will end.

[0051] When the driver needs to disengage the transfer case power take-off (PTO), pressing the "Automatic Transfer Case Power Take-off Disengagement" button on the human-machine interface 7 will initiate the automatic PTO disengagement process. The display on the human-machine interface 7 will show "Waiting". At this time, each working component of the transfer case will be in its corresponding normal working state during the power take-off process as the waiting state. This is the first step of the automatic PTO disengagement process.

[0052] The second step is that the vehicle chassis controller sends a signal that the engine speed drops to idle speed, and the engine speed drops to idle speed and sends an idle speed signal.

[0053] The third step is for the vehicle chassis controller to receive and detect the engine speed idle signal and make a judgment. If the engine speed reaches the idle state, it will proceed to the next step; otherwise, it will return to the first step of the automatic exit process of the transfer case power take-off and display "Wait, engine has not reached idle" on the display.

[0054] Fourth, the vehicle chassis controller sends a signal to engage neutral gear in the transmission. Further, the transmission selects neutral gear and sends a neutral gear signal.

[0055] Fifth, the vehicle chassis controller detects and judges the signal that the transmission is in neutral. If the transmission is in neutral, it proceeds to the next step; otherwise, it returns to the first step of the automatic exit process of the transfer case power take-off and displays "Wait, transmission is not in neutral" on the display.

[0056] Step 6: The vehicle chassis controller detects and judges the vehicle's auxiliary air pressure value. If the auxiliary air pressure meets the air pressure value required for the power take-off disconnection action, it proceeds to the next step; otherwise, it returns to the first step of the automatic exit process of the transfer case power take-off and displays "Wait, auxiliary air pressure is low" on the display.

[0057] Step 7: The vehicle chassis controller sends a transfer case disconnect signal. Further, the second power take-off solenoid valve 37 is activated, the transfer case power take-off 32 disconnects power, and sends a transfer case power take-off 32 disconnection signal.

[0058] Step 8: The vehicle chassis controller detects and determines whether the transfer case power take-off (PTO) 32 is disconnected. If it confirms that the PTO 32 is disconnected, it proceeds to the next step; otherwise, it returns to the first step of the automatic exit process for the transfer case power take-off and displays "Wait, transfer case power take-off not disconnected" on the screen.

[0059] Step 9: The display shows "Transfer take-off successfully disengaged," and the automatic disengagement process of the transfer case ends.

[0060] (2) When the driver needs to perform the transmission power take-off operation, the vehicle is powered on and the engine is started according to the normal vehicle operation. Press the "One-click transmission power take-off" button on the human-machine interface 7 to enter the automatic transmission power take-off process. The display on the human-machine interface 7 shows the word "waiting". This is the first step of the automatic transmission power take-off operation process.

[0061] The second step involves the vehicle chassis controller detecting and judging the vehicle speed signal. If the speed is less than 3 km / h, it proceeds to the next step; otherwise, it returns to the first step and displays "Wait, vehicle speed exceeds 3 km / h" on the screen.

[0062] The third step involves the vehicle chassis controller detecting and determining the transmission gear position signal. If the transmission gear is in neutral, it proceeds to the next step; otherwise, it returns to the first step and displays "Wait, transmission is not in neutral" on the screen.

[0063] Fourth, the vehicle chassis controller detects the engine speed signal and makes a judgment. If the engine speed is less than 800 r / min, it proceeds to the next step; otherwise, it returns to the first step and displays "Wait, engine speed exceeds 800 r / min" on the display.

[0064] Fifth step: The vehicle chassis controller detects the parking brake signal and makes a judgment. If the parking brake is in the parking state, proceed to the next step; otherwise, return to the first step and display "Wait, the vehicle is not in the parking brake state" on the display.

[0065] Step 6: The vehicle chassis controller detects the transfer case power take-off signal and makes a judgment. If the transfer case power take-off signal is in a non-working state, proceed to the next step; otherwise, return to step 1 and display "Wait, transfer case power take-off is in working state" on the display.

[0066] Step 7: The vehicle chassis controller sends a transfer case neutral signal. Further, the neutral solenoid valve 36 on the transfer case is activated, the transfer case switches to neutral, and sends a transfer case neutral position signal.

[0067] Step 8: After receiving the transfer case neutral signal, the vehicle chassis controller detects and judges the transfer case through the second gear sensor 34. If the transfer case is in neutral, proceed to the next step; otherwise, return to step 1 and display "Wait, transfer case is not in neutral" on the display.

[0068] In the ninth step, the vehicle chassis controller sends a power take-off signal to the transmission and a power de-energization signal to the second power take-off solenoid valve 37. The second power take-off solenoid valve 37 is de-energized, and at the same time, the first power take-off solenoid valve 26 is energized and activated, the transmission power take-off 22 is engaged, and a signal indicating that the transmission power take-off 22 is engaged is sent.

[0069] Step 10: The vehicle chassis controller receives the signal that the transmission power take-off 22 is engaged and makes a judgment. If the transmission power take-off 22 is engaged, proceed to the next step; otherwise, return to step 1 and display "Wait, transmission power take-off not engaged" on the display.

[0070] In the eleventh step, the vehicle chassis controller sends a signal to engage the specified gear in the transmission. Further, the transmission gear selector moves to the specified gear and sends a signal indicating that the gear is engaged.

[0071] Step 12: The vehicle chassis controller detects the transmission gear position signal and makes a judgment. If the transmission gear has reached the specified gear, it proceeds to the next step; otherwise, it returns to step 1 and displays "Wait, transmission not in specified gear" on the display.

[0072] Step 13: The vehicle chassis controller sends an engine speed constant speed signal. Further, the engine speed rises to the specified speed and is maintained at that speed, and a constant speed signal is sent.

[0073] Step 14: The vehicle chassis controller detects and judges the engine speed constant speed signal. When the engine speed reaches the constant speed state, it proceeds to the next step; otherwise, it returns to the first step and displays "Wait, engine speed not reached constant speed" on the display.

[0074] Step 15: The display shows "Power take-off successful," and the automatic power take-off process of the transmission ends.

[0075] When the driver needs to disengage the power take-off from the transmission, pressing the "Automatic Power Take-off Disengagement" button on the display of the human-machine interface 7 will initiate the automatic power take-off disengagement process. The display on the human-machine interface 7 will show "Waiting". At this time, each working component of the transmission takes off power in its corresponding normal working state during the power take-off process as the waiting state. This is the first step of the automatic power take-off disengagement process.

[0076] The second step is that the vehicle chassis controller sends a signal that the engine speed drops to idle speed, and the engine speed drops to idle speed and sends an idle speed signal.

[0077] The third step involves the vehicle chassis controller detecting and judging the engine speed and idle speed signals. If the engine speed reaches the idle state, it proceeds to the next step; otherwise, it returns to the first step of the automatic exit process of the transmission power take-off and displays "Wait, engine has not reached idle speed" on the display.

[0078] Fourth, the vehicle chassis controller sends a signal to engage neutral gear in the transmission. Further, the transmission selects neutral gear and sends a neutral gear signal.

[0079] Fifth, the vehicle chassis controller detects and judges the signal that the transmission is in neutral. If the transmission is in neutral, it proceeds to the next step; otherwise, it returns to the first step of the automatic power take-off process and displays "Wait, transmission is not in neutral" on the display.

[0080] Step 6: The vehicle chassis controller sends a signal to disconnect the power take-off from the transmission. Further, the first power take-off solenoid valve 26 is activated, the power take-off unit 22 of the transmission disconnects from the power take-off, and sends a signal indicating that the power take-off unit 22 is disconnected.

[0081] Step 7: The vehicle chassis controller detects and determines whether the power take-off (PTO) 22 is fully disconnected. If it is confirmed that the PTO 22 is fully disconnected, it proceeds to the next step; otherwise, it returns to the first step of the automatic PTO disconnection process and displays "Wait, PTO not disconnected" on the screen.

[0082] Step 8: The display shows "Power take-off from transmission successfully disengaged," and the automatic disengagement process of the power take-off from transmission ends.

[0083] (3) The driver can also manually control the transmission power take-off and transfer case power take-off without using the one-button automatic process. The specific steps are as follows:

[0084] First, power on the vehicle, start the engine, and turn on the parking brake switch 104;

[0085] The second step is to turn on the manual neutral switch 38 to put the transfer case into neutral, and then use the gear lever 28 to engage the transmission to the specified gear.

[0086] The third step is to turn on the second manual power take-off switch 39 when selecting to engage the transfer case, press the accelerator pedal 15 until the engine speed reaches the specified speed, press the manual speed control switch 16 to make the engine speed work at the specified speed, and the transfer case power take-off is completed.

[0087] When selecting to engage the transmission power take-off, turn on the first manual power take-off switch 29, press the accelerator pedal 15 until the engine speed reaches the specified speed, press the manual speed control switch 16 to make the engine speed work at the specified speed, and the transmission power take-off is completed.

[0088] (4) When the tester needs to perform the transmission power take-off and transfer case power take-off test, press the “Function Test” button on the display of the human-machine interface, and the transmission power take-off and transfer case power take-off test process will be entered automatically. The display on the human-machine interface 7 will show “Wait, pay attention to safety during the test process”. This is the first step of the transmission power take-off and transfer case power take-off test process.

[0089] The second step involves displaying the following buttons on the monitor: "Cruise Test", "Idle Test", "Transmission Upshift Test", "Transmission Neutral Test", "Transfer Transfer Case Neutral Test", "Transfer Transfer Case Power Take-Off Test", "Transmission Power Take-Off Test", "Transmission Power Take-Off Disconnect Test", and "Transfer Transfer Case Power Take-Off Disconnect Test".

[0090] When the "Speed ​​Control Test" button on the display screen is pressed, the vehicle chassis controller sends an engine speed control signal, the test process ends, and the tester can observe the engine speed control status according to the actual vehicle conditions.

[0091] When the "Idle Speed ​​Test" button on the display screen is pressed, the vehicle chassis controller sends an engine speed idle signal, and the test process ends. The tester can observe the engine speed idle status according to the actual vehicle conditions.

[0092] When the "Transmission Upshift Test" button on the display screen is pressed, the vehicle chassis controller sends a signal that the transmission has shifted to the specified gear, and the test process ends. The tester can observe the transmission shift to the specified gear according to the actual situation of the vehicle.

[0093] When the "Transmission Neutral Test" button on the display screen is pressed, the vehicle chassis controller sends a signal for the transmission to enter neutral, and the test process ends. The tester can observe the transmission entering neutral based on the actual vehicle conditions.

[0094] When the “Transfer Drive Neutral Test” button on the display screen is pressed, the vehicle chassis controller sends a signal for the transfer drive to enter neutral, and the test process ends. The tester can observe the transfer drive entering neutral according to the actual situation of the vehicle.

[0095] When the "Transfer Take-Off Test" button on the display screen is pressed, the vehicle chassis controller sends a transfer case power take-off signal, the test process ends, and the tester can observe the transfer case power take-off engagement status according to the actual vehicle conditions.

[0096] When the "Transmission PTO Test" button on the display screen is pressed, the vehicle chassis controller sends a signal for the transmission to perform PTO, and the test process ends. The tester can observe the transmission PTO engagement status according to the actual vehicle conditions.

[0097] When the "Transmission PTO Disconnect Test" button on the display screen is pressed, the vehicle chassis controller sends a transmission PTO disconnect signal, and the test process ends. The tester can observe the transmission PTO disconnection status according to the actual vehicle conditions.

[0098] When the "Transfer Take-Off Disconnect Test" button on the display screen is pressed, the vehicle chassis controller sends a transfer take-off disconnect signal, and the test process ends. The tester can observe the transfer take-off disconnection status according to the actual vehicle conditions.

[0099] It is understandable that, except for the "transfer take-off test, transmission take-off test, transmission take-off disconnection test, and transfer take-off disconnection test", the above test processes are all conventional technical means. For the specific details of the "transfer take-off test, transmission take-off test, transmission take-off disconnection test, and transfer take-off disconnection test", please refer to the above processes (1) and (2), which will not be elaborated on here.

[0100] (5) When the operator needs to perform the emergency automatic exit operation of the transmission power take-off / transfer power take-off, press the "Emergency Exit" button on the human-machine interface 7 display, and enter the transmission power take-off / transfer power take-off emergency automatic exit process.

[0101] Furthermore, the vehicle chassis controller is currently in step Xi of the process of identifying the transmission power take-off / transfer drive power take-off, which is the first step of the "emergency exit" process;

[0102] The second step is for the vehicle chassis controller to issue a program to execute the "Step Xi - Step 1" instruction, which means returning from Step Xi of the power take-off process of the transmission / transfer drive to the first step of the corresponding power take-off process.

[0103] The third step is for the vehicle chassis controller to determine whether the power take-off process has reverted to the first step of each process. If the process has reverted to the corresponding first step, the automatic emergency exit process of the transmission power take-off / transfer power take-off ends; otherwise, it returns to the first step of the transmission power take-off / transfer power take-off "emergency exit" process.

[0104] If the automatic emergency disengagement process for the transmission power take-off / transfer drive fails to complete successfully, a manual emergency disengagement operation for the transmission power take-off / transfer drive can be performed. The specific steps are as follows:

[0105] First, manually turn off the manual cruise control switch 16 to cancel the engine cruise control.

[0106] The second step is to operate the gear lever 28 to engage the transmission in neutral.

[0107] The third step is to use the second manual power take-off switch 39 to control the second power take-off solenoid valve 37 to de-energize, thereby disconnecting the power take-off unit 32 from the power take-off unit and completing the power take-off disengagement operation.

[0108] When the power take-off from the transmission is cancelled, the first manual power take-off switch 29 is used to control the first power take-off solenoid valve 26 to be de-energized, thereby decoupling the power take-off unit 22 from the transmission and completing the power take-off disengagement operation.

[0109] Since the automatic engagement / disengagement of the transfer case power take-off (PTO) and transmission power take-off (PTO) are coordinated and controlled by the controller 6, when the vehicle is in a special environment where personnel cannot enter the cab to operate, personnel can send PTO or PTO commands to the controller 6 on the vehicle chassis via the CAN bus communication platform 9 from away from the vehicle using the superstructure equipment or remote equipment. The controller 6 on the vehicle chassis can automatically enter the aforementioned automatic PTO operation process, automatic PTO operation process, automatic PTO disengagement process, and automatic PTO disengagement process to achieve remote control of the vehicle's PTO and PTO engagement / disengagement.

[0110] In this embodiment, each automatic control process is carried out sequentially according to the set steps. When a failure occurs in a certain step, the entire automatic control process stops and returns to the initial step (first step), causing all vehicle components that have started and are running normally to pause. This avoids damage to equipment and personnel during manual maintenance. Moreover, each step is carried out in an orderly manner. When a failure occurs, the human-machine interface 7 can clearly show which step has an error. Targeted maintenance can be carried out on the faulty vehicle components and their corresponding functional locations, greatly reducing the difficulty of maintenance and improving maintenance efficiency.

[0111] In this embodiment, the automatic control process and manual operation are redundant, which greatly improves the reliability of the power take-off condition of the vehicle's superstructure equipment. Moreover, the power take-off of the transmission and the power take-off of the transfer case are redundant and safe. That is, when the transmission takes power, the transfer case does not take power, and when the transfer case takes power, the transmission does not take power. This effectively avoids the problem of damage to the superstructure equipment caused by the inconsistent speed requirements of the transmission and the transfer case.

[0112] Example 2

[0113] In another typical embodiment of the present invention, a vehicle is proposed, such as Figure 1 As shown, it includes a coordinated control system, which consists of an engine system 1, a transmission system 2, a transfer case system 3, a drive shaft system, a drive axle system, a controller 6, a human-machine interface 7, a data logger 8, a CAN bus communication platform 9, and an air circuit system 10.

[0114] The engine system 1 consists of an engine body 11, a first speed sensor 12, a first temperature sensor 13, an accelerator pedal 15, an engine ECU 14, and a manual speed control switch 16.

[0115] The manual speed control switch 16 and the accelerator pedal 15 are installed inside the vehicle's cab on the driver's side and are connected to the engine ECU 14 via electrical wiring; the first speed sensor 12 and the first temperature sensor 13 are both installed on the engine body 11 and are connected to the engine ECU 14 via electrical wiring; the engine ECU 14 and the CAN bus communication platform 9 achieve interconnection and data exchange through the CAN bus communication protocol.

[0116] The transmission system 2 consists of a transmission body 21, a second speed sensor 23, a first gear position sensor 24, a second temperature sensor 25, a first power take-off solenoid valve 26, a transmission power take-off unit 22, a transmission TCU 27, a first manual power take-off switch 29, and a gear lever 28.

[0117] The transmission power take-off (PTO) 22 is mounted on the transmission body 21. The first PTO solenoid valve 26 can be electrically controlled to control the on / off of the transmission's internal oil circuit, thereby enabling the PTO 22 to be engaged and disengaged. The second speed sensor 23, the first gear position sensor 24, the second temperature sensor 25, and the first PTO solenoid valve 26 are all mounted on the transmission body 21 and are connected to the transmission TCU 27 via electrical wiring. The gear lever 28 and the first manual PTO switch 29 are mounted on the driver's side inside the vehicle's cab and are connected to the transmission TCU 27 via electrical wiring. The transmission TCU 27 and the CAN bus communication platform 9 achieve interconnection and data exchange through the CAN bus communication protocol.

[0118] The transfer case system 3 consists of a transfer case body 31, a transfer case power take-off 32, a vehicle speed sensor 33, a second gear position sensor 34, a third temperature sensor 35, a neutral solenoid valve 36, a second power take-off solenoid valve 37, a manual neutral switch 38, and a second manual power take-off switch 39.

[0119] The transfer case power take-off (PTO) 32 is mounted on the transfer case body 31. It is electrically controlled via the second PTO solenoid valve 37, which in turn switches the internal air path of the transfer case to enable the PTO 32 to engage and disengage. The transfer case is also electrically controlled via the neutral solenoid valve 36, which switches the internal air path of the transfer case to enable the neutral engagement and disengagement. The second gear position sensor 34 and the third temperature sensor 35 are both mounted on the transfer case body 31 and are electrically connected to the controller 6 on the vehicle chassis. The manual neutral switch 38 and the second manual PTO switch 37 are both mounted inside the vehicle's cab on the driver's side and are electrically connected to the neutral solenoid valve 36, the second PTO solenoid valve 37, and the controller 6 on the vehicle chassis, respectively. The vehicle speed sensor 33 is mounted on the transfer case body 31 for detecting vehicle speed and is electrically connected to the controller 6.

[0120] The air circuit system 10 includes an auxiliary air pressure sensor 101, an air reservoir 102, a parking brake sensor 103, and a parking brake switch 104. The parking brake switch 104, the parking brake sensor 103, and the auxiliary air pressure sensor 101 are all connected to the controller 6 on the vehicle chassis via electrical wiring. The auxiliary air pressure sensor 101 is installed in the air circuit system 10 of the vehicle and is connected to the controller 6 on the vehicle chassis via electrical wiring. The air circuit system 10 provides power for engaging and disengaging the transfer case in neutral and engaging and disengaging the transfer case power take-off, and is controlled by the neutral solenoid valve 36 and the second power take-off solenoid valve 37.

[0121] In the vehicle, the engine body 11 and the transmission body 21 are connected by a first main drive shaft 41, the transmission body 21 and the transfer case body 31 are connected by a second main drive shaft 42, and the transfer case body 31 is connected to the front drive axle system 51 and the rear drive axle system 52 of the vehicle by a third main drive shaft 43 and a fourth main drive shaft 44, respectively.

[0122] The transmission power take-off 22 is connected to the first superstructure A1 via the first power take-off drive shaft 45, and the transfer case power take-off 32 is connected to the second superstructure A2 via the second power take-off drive shaft 46.

[0123] The CAN bus communication platform 9 is interconnected and exchanges data with the engine ECU 14, transmission TCU 27, controller 6, upper equipment controller A3, and data recorder 8 through the CAN bus communication protocol; the human-machine interface 7 is interconnected and exchanges data with the controller 6 through the CAN bus communication protocol.

[0124] Understandably, the human-computer interaction interface 7 includes a display screen and several touch buttons. These touch buttons can be physical buttons or virtual buttons, and the specific choice can be made according to actual needs. This is a conventional technical approach and will not be elaborated on here.

[0125] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A transmission, transfer case power take-off coordination control method characterized by, The transmission / differential power take-off process is started by starting the engine as the first step, and then vehicle speed detection, transmission gear detection, engine speed detection, parking brake state detection, differential power take-off state / transmission power take-off state detection, differential empty gear and empty gear detection, transmission power take-off / differential power take-off engagement, power take-off engagement detection, transmission gear engagement to the specified gear and detection, engine speed rising to the specified speed and maintaining, engine speed detection until the power take-off is completed; when an abnormality occurs in a certain process step after the first step, the entire power take-off process is paused and returns to the first step; When the transmission power take-off, the second power take-off electromagnetic valve is de-energized, and the first power take-off electromagnetic valve is energized to make the transmission power take-off engage and send an engagement signal to the controller for detection; when the differential power take-off, the first power take-off electromagnetic valve is de-energized, and the second power take-off electromagnetic valve is energized to make the differential power take-off engage and send an engagement signal to the controller for detection; When the transmission / differential power take-off is paused, each working component is in the corresponding normal working state in the respective power take-off process as the waiting state, and the waiting state is the first step of the pause process, and then the engine speed is lowered to idle, the engine idle speed is detected, the transmission is engaged in the empty gear and detected, the transmission power take-off / differential power take-off is disconnected, and the power take-off disconnection detection is performed, and when an abnormality occurs in a certain process step after the first step of the pause process, the entire pause process is stopped and returns to the first step of the pause process. The differential power take-off process also includes auxiliary air pressure value detection, which is the next step of the transmission power take-off state detection, to ensure that the auxiliary air pressure value meets the air pressure value required for the differential power take-off.

2. The method of coordinating control of a transmission and transfer case power takeoff according to claim 1, wherein, The detection results of each step of the power take-off process are transmitted to the human-machine interface and displayed through the human-machine interface.

3. The method of coordinating control of a transmission and transfer case power takeoff according to claim 1, wherein, The differential power take-off pause process also includes auxiliary air pressure value detection, which is the next step of the transmission empty gear detection, to ensure that the auxiliary air pressure value meets the air pressure value required for the differential power take-off disconnection action.

4. The method of coordinating control of a transmission and transfer case power takeoff according to claim 1, wherein, When the transmission power take-off / differential power take-off emergency automatic exit process cannot be successfully completed, the engine speed is canceled by manually operating the manual speed switch, the transmission is engaged in the empty gear by the gear handle, and then the transmission power take-off / differential power take-off corresponding power take-off electromagnetic valve is de-energized by operating the manual power take-off switch to cancel the engagement.

5. The method of coordinating control of a transmission and transfer case power takeoff according to claim 1, wherein, When an emergency automatic exit operation of the transmission power take-off / transfer power take-off is required, the controller recognizes that the transmission power take-off / transfer power take-off procedure is currently in step X i and proceeds with the recognition process as the first step of the emergency exit procedure, and then the controller issues an instruction to return from the transmission / transfer power take-off procedure step X i to the first step of the corresponding power take-off procedure and detects, and when the return fails, proceeds from the first step of the emergency exit procedure again.

6. The power transmission, distribution, and take-off coordination control method of claim 5, wherein, The transmission / differential power take-off process is started by starting the engine as the first step, and then vehicle speed detection, transmission gear detection, engine speed detection, parking brake state detection, differential power take-off state / transmission power take-off state detection, differential empty gear and empty gear detection, transmission power take-off / differential power take-off engagement, power take-off engagement detection, transmission gear engagement to the specified gear and detection, engine speed rising to the specified speed and maintaining, engine speed detection until the power take-off is completed; when an abnormality occurs in a certain process step after the first step, the entire power take-off process is paused and returns to the first step; 7. A vehicle employing the power transmission coordination control method according to any one of claims 1 to 6, characterized by When the transmission power take-off, the second power take-off electromagnetic valve is de-energized, and the first power take-off electromagnetic valve is energized to make the transmission power take-off engage and send an engagement signal to the controller for detection; when the differential power take-off, the first power take-off electromagnetic valve is de-energized, and the second power take-off electromagnetic valve is energized to make the differential power take-off engage and send an engagement signal to the controller for detection; 8. A vehicle as claimed in claim 7, characterised in that When the transmission / differential power take-off is paused, each working component is in the corresponding normal working state in the respective power take-off process as the waiting state, and the waiting state is the first step of the pause process, and then the engine speed is lowered to idle, the engine idle speed is detected, the transmission is engaged in the empty gear and detected, the transmission power take-off / differential power take-off is disconnected, and the power take-off disconnection detection is performed, and when an abnormality occurs in a certain process step after the first step of the pause process, the entire pause process is stopped and returns to the first step of the pause process. The differential power take-off process also includes auxiliary air pressure value detection, which is the next step of the transmission power take-off state detection, to ensure that the auxiliary air pressure value meets the air pressure value required for the differential power take-off. The detection results of each step of the power take-off process are transmitted to the human-machine interface and displayed through the human-machine interface.

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