Fault Diagnosis and Control Method, Device, and Electronic Equipment for Power Take-off System

Abstract

The present application provides a fault diagnosis and control method, device, and electronic device for a power take-off system, which relates to the technical field of vehicle control. The method includes: when the power take-off system meets the power take-off condition, obtaining the power take-off state of the power take-off system, where the power take-off state includes a parking power take-off state and a driving power take-off state; controlling the power take-off system to perform a parking power take-off process in the parking power take-off state and obtaining first operation information during the parking power take-off process, or controlling the power take-off system to perform a driving power take-off process in the driving power take-off state and obtaining second operation information during the driving power take-off process; and outputting a fault diagnosis result according to the first operation information and a first preset fault detection condition, or according to the second operation information and a second preset fault detection condition. The present application can output a fault diagnosis result in a timely manner, improving the stability and safety of the power take-off system and the entire vehicle.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and particularly to a fault diagnosis and control method, device, and electronic device for a power take-off system. Background Art

[0002] With the development of new energy vehicles, many vehicles with specific functions such as cleaning vehicles, mixer trucks, fire trucks, and refrigerated trucks also adopt pure electric vehicles, which makes there a need for a power take-off system in pure electric vehicles.

[0003] Currently, for the design of the power take-off system of pure electric vehicles, most are mechanical structure connections and the realization of power take-off methods. However, when a fault occurs or the load is too large at the rear end of the power take-off of the power take-off system, on the one hand, it will affect the operation of the power take-off system, and on the other hand, it will cause damage to the power take-off system, affecting driving safety and stability. Summary of the Invention

[0004] In view of this, the purpose of this application is to propose a fault diagnosis and control method, device, and electronic device for a power take-off system, and this application can specifically solve the problem of low safety and stability of the power take-off system of existing vehicles.

[0005] Based on the above purpose, in the first aspect, this application proposes a fault diagnosis and control method for a power take-off system, including: when the power take-off system meets the power take-off condition, obtaining the power take-off state of the power take-off system, where the power take-off state includes a parking power take-off state and a driving power take-off state; controlling the power take-off system to execute a parking power take-off process in the parking power take-off state and obtaining first operation information during the parking power take-off process, or controlling the power take-off system to execute a driving power take-off process in the driving power take-off state and obtaining second operation information during the driving power take-off process; outputting a fault diagnosis result according to the first operation information and a first preset fault detection condition, or according to the second operation information and a second preset fault detection condition.

[0006] Optionally, obtaining the power take-off state of the power take-off system includes: obtaining the gear information of the vehicle, where the gear information includes at least one of the following information: parking gear, neutral gear, forward gear, reverse gear, and sports mode gear; when the gear information is in the parking gear or neutral gear, determining that the power take-off system is in the parking power take-off state, and when the gear information is in the forward gear, reverse gear, or sports mode gear, determining that the power take-off system is in the driving power take-off state.

[0007] Optionally, controlling the power take-off system to perform a parking power take-off process in the parking power take-off state includes: controlling the first clutch to disengage, where the first clutch is the clutch between the drive motor of the power take-off system and the vehicle drive axle; when the handbrake is pulled up, controlling the second clutch to reach a preset torque position, where the preset torque position is the clutch position corresponding to when the second clutch conducts a preset torque, and the second clutch is the clutch between the drive motor of the power take-off system and the power take-off; controlling the speed of the drive motor to reach a preset motor speed; obtaining the first speed of the power take-off after a first preset time, and when the first speed is greater than the preset power take-off speed, controlling the second clutch to fully engage; obtaining the transmission ratio of the second speed of the power take-off and the speed of the drive motor, and when the transmission ratio is within a preset range, controlling the power take-off system to drive the load to work.

[0008] Optionally, controlling the power take-off system to perform a driving power take-off process in the driving power take-off state includes: obtaining the current vehicle speed; when the value of the current vehicle speed is non-zero, controlling the second clutch to reach a preset torque position; obtaining the third speed of the power take-off after a second preset time, and when the third speed is greater than zero, controlling the second clutch to fully engage; obtaining the transmission ratio of the fourth speed of the power take-off and the speed of the drive motor, and when the transmission ratio is within a preset range, controlling the power take-off system to drive the load to work.

[0009] Optionally, controlling the power take-off system to perform a driving power take-off process in the driving power take-off state further includes: when the value of the current vehicle speed is zero, controlling the second clutch to reach a preset torque position; continuously obtaining the throttle pedal opening, and when the throttle pedal opening is greater than a preset opening, obtaining the fifth speed of the power take-off after a third preset time; when the fifth speed is greater than zero, controlling the second clutch to fully engage; obtaining the transmission ratio of the sixth speed of the power take-off and the speed of the drive motor, and when the transmission ratio of the sixth speed and the speed of the drive motor is within a preset range, controlling the power take-off system to drive the load to work.

[0010] Optionally, the first operation information includes at least one of the handbrake state, the first speed, the second speed, and the transmission ratio of the speed of the drive motor. Outputting a fault diagnosis result according to the first operation information and a first preset fault detection condition includes: when the handbrake is not pulled up; or when the first speed is less than or equal to the preset power take-off speed; or when the transmission ratio of the second speed and the speed of the drive motor exceeds a preset range, outputting a fault diagnosis result of a power take-off fault.

[0011] Optionally, the second operating information includes at least one of a third rotational speed, a fifth rotational speed, a transmission ratio of a fourth rotational speed to a rotational speed of the drive motor, and a transmission ratio of a sixth rotational speed to a rotational speed of the drive motor. Outputting a fault diagnosis result according to the second operating information and a second preset fault detection condition includes: when the third rotational speed is less than or equal to zero; or, when the fifth rotational speed is less than or equal to zero; or, when the transmission ratio of the fourth rotational speed to the rotational speed of the drive motor exceeds a preset range, outputting a fault diagnosis result of power take-off fault; or, when the transmission ratio of the sixth rotational speed to the rotational speed of the drive motor exceeds a preset range, outputting a fault diagnosis result of power take-off fault.

[0012] Optionally, the power take-off condition of the power take-off system includes: the power take-off system is under a preset voltage and receives a power take-off control signal sent by a vehicle driver.

[0013] In a second aspect, a fault diagnosis and control device for a power take-off system is further provided. The device includes: a state acquisition module, configured to acquire a power take-off state of the power take-off system when the power take-off system meets the power take-off condition, where the power take-off state includes a parking power take-off state and a driving power take-off state; a control module, configured to control the power take-off system to perform a parking power take-off process in the parking power take-off state and acquire first operating information during the parking power take-off process, or control the power take-off system to perform a driving power take-off process in the driving power take-off state and acquire second operating information during the driving power take-off process; a fault diagnosis module, configured to output a fault diagnosis result according to the first operating information and a first preset fault detection condition, or according to the second operating information and a second preset fault detection condition.

[0014] In a third aspect, an electronic device is further provided, including a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that the processor runs the computer program to implement the method described in the first aspect.

[0015] Generally speaking, the present application has at least the following beneficial effects:

[0016] A fault diagnosis and control method for a power take-off system is provided. By acquiring the power take-off state of the power take-off system and classifying the power take-off state, fault judgment and control can be respectively performed on the power take-off states under two different working conditions of parking and driving. By controlling the power take-off system under different working conditions, when a vehicle fails, a fault diagnosis result can be timely output, which can improve the stability and safety of the power take-off system and the whole vehicle. Description of the Drawings

[0017] In the accompanying drawings, unless otherwise specified, the same reference numerals throughout the several views denote the same or similar components or elements. These drawings are not necessarily drawn to scale. It should be understood that these drawings depict only some embodiments disclosed in accordance with the present application and should not be regarded as limiting the scope of the present application.

[0018] Figure 1 Flowchart showing the fault diagnosis and control method of the power take-off system of the present application;

[0019] Figure 2 Another flowchart showing the fault diagnosis and control method of the power take-off system of the present application;

[0020] Figure 3 Schematic diagram showing the structure of the fault diagnosis and control device of the present application;

[0021] Figure 4 Schematic diagram showing the structure of an electronic device provided by an embodiment of the present application;

[0022] Figure 5 Schematic diagram showing a storage medium provided by an embodiment of the present application. Detailed implementation manners

[0023] The present application will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the related invention and are not intended to limit the invention. Additionally, it should be noted that for the sake of description, only parts related to the relevant invention are shown in the drawings.

[0024] It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other. The present application will be described in detail below with reference to the drawings and embodiments.

[0025] Figure 1 Flowchart showing the steps of the fault diagnosis and control method of the power take-off system of the present application. Refer to Figure 1 , in the embodiments of the present application, the fault diagnosis and control method of the power take-off system includes the following steps S101 to S103:

[0026] S101. When the power take-off system meets the power take-off condition, obtain the power take-off state of the power take-off system.

[0027] In this embodiment, the power take-off system is a system provided on a vehicle that takes power from the vehicle power system to provide power for adding equipment with specific functions to the vehicle. The power take-off system includes a power take-off, and the power take-off is a set of one or more speed-changing gears, also known as a power output device, which is generally mainly composed of a gearbox, a clutch, and a controller. The power take-off is mainly used to effectively output power to an external working device.

[0028] In this embodiment, the power take-off states of the power take-off system include the power take-off state when the vehicle is stationary and the power take-off state when the vehicle is moving. Among them, the power take-off state when the vehicle is stationary means the power take-off state when the vehicle is stationary, and the power take-off state when the vehicle is moving means the power take-off state when the vehicle is moving.

[0029] In one example, the power take-off of the vehicle can be achieved only when the power take-off system is in an environment where the high-voltage system has been energized. Therefore, in this embodiment, the power take-off conditions satisfied by the power take-off system include: the power take-off system is under a preset voltage and receives a power take-off control signal issued by the vehicle driver.

[0030] The preset voltage in this embodiment can be the operating voltage allowed by the power take-off system of the vehicle, and the power take-off control signal in this embodiment can be the operation of the vehicle driver on the power take-off control button. For example, when the voltage of the power take-off system reaches the preset voltage at this time and the vehicle driver presses the power take-off control button, it can be considered that the power take-off system satisfies the power take-off conditions, and the power take-off state of the power take-off system is obtained at this time.

[0031] It can be understood that at any moment, the gear in which the vehicle is located can only be one of the vehicle gears, and the gear information of the vehicle can be determined according to different vehicle models. In this embodiment, the gear information of the vehicle includes at least one of the following information: parking gear, neutral gear, forward gear, reverse gear, and sports mode gear. In this embodiment, the power take-off state of the power take-off system can be determined according to the gear information of the vehicle.

[0032] Specifically, obtaining the power take-off state of the power take-off system includes: obtaining the gear information of the vehicle. When the gear information is in the parking gear or the neutral gear, it is determined that the power take-off system is in the power take-off state when the vehicle is stationary. When the gear information is in the forward gear, reverse gear, or sports mode gear, it is determined that the power take-off system is in the power take-off state when the vehicle is moving.

[0033] In this embodiment, the power take-off states are classified, and fault judgments can be respectively performed on the power take-off states under two different working conditions of parking and driving, improving the safety and stability of the vehicle.

[0034] S102. Control the power take-off system to execute the power take-off process in the power take-off state when the vehicle is stationary, and obtain the first operation information during the power take-off process when the vehicle is stationary, or control the power take-off system to execute the power take-off process in the power take-off state when the vehicle is moving, and obtain the second operation information during the power take-off process when the vehicle is moving.

[0035] In this embodiment, the power take-off system executing the power take-off process when the vehicle is stationary includes the power take-off system outputting power in the vehicle stationary state. For example, in the case of a sprinkler truck, the sprinkler truck sprays water while stationary. The power take-off system executing the power take-off process when the vehicle is moving includes the power take-off system outputting power in the vehicle moving state. For example, in the case of a sprinkler truck, the sprinkler truck sprays water while moving forward.

[0036] In this embodiment, the power take-off system includes a first clutch, a second clutch, a drive motor, and a power take-off. Among them, the first clutch is the clutch between the drive motor of the power take-off system and the vehicle drive axle. The drive motor is used to provide driving force, and the vehicle drive axle is used to increase the torque and reasonably distribute the power to the drive wheels. In addition, it also bears the vertical force, longitudinal force, and lateral force acting between the road surface and the frame or body. The second clutch is the clutch between the drive motor of the power take-off system and the power take-off.

[0037] In this embodiment, the device for controlling the power take-off system can be a motor controller MCU or a vehicle controller VCU, which controls the power take-off system to execute the power take-off process in the parking power take-off state, including: controlling the first clutch to disengage to achieve the energy transfer between the drive motor and the vehicle drive axle; when the handbrake is pulled up, controlling the second clutch to reach a preset torque position, where the preset torque position is the clutch position corresponding to when the second clutch conducts a preset torque; controlling the speed of the drive motor to reach a preset motor speed; obtaining the first speed of the power take-off after a first preset time. If the first speed is greater than the preset power take-off speed, it indicates that there is no power take-off failure at the rear end of the power take-off. At this time, control the second clutch to fully close; obtain the transmission speed ratio between the second speed of the power take-off and the speed of the drive motor. The transmission speed ratio is the ratio of the speed of the power take-off to the speed of the drive motor. If the transmission speed ratio is within the preset range, it indicates that the load at the rear end of the power take-off is normal and the power take-off system can work normally. At this time, control the power take-off system to drive the load to work.

[0038] In this embodiment, the first speed is the speed of the power take-off after the first preset time, and the second speed is the speed of the power take-off after the second clutch is fully closed during the parking power take-off process. The first preset time can be artificially set according to the time required for the power take-off to start and reach a stable operation. For example, the first preset time is 5S so that the obtained first speed is the stable speed of the power take-off.

[0039] In this embodiment, the preset torque can be 200 Nm, the preset motor speed can be 60 r / min, and the preset power take-off speed can be the speed at which the power take-off can normally drive the load when the drive motor reaches the preset motor speed. For example, the preset power take-off speed is 10 r / min.

[0040] Figure 2 Another flow schematic diagram showing a fault diagnosis and control method for a power take-off system is shown in reference Figure 2 , and the method includes the following steps:

[0041] S201. Determine whether the power take-off system is under a preset voltage. If so, execute step S202; if not, continuously determine whether the power take-off system is under a preset voltage.

[0042] S202. Determine whether the power take-off control button is pressed. If so, execute step S203; if not, continuously determine whether the power take-off control button is pressed.

[0043] S203. Detect whether the gear position information is in the parking gear or neutral gear. If so, execute step S204; if not, execute step S211.

[0044] S204. Control the first clutch to disengage.

[0045] S205. Detect whether the handbrake is pulled up. If so, execute step S206; if not, it indicates that there is a fault, and output the fault diagnosis result.

[0046] S206. Control the second clutch to reach the preset torque position. For example, drive the second clutch from the Kp position to the K1 position, where the Kp position is the clutch position corresponding to the moment when the second clutch just starts to slip, and the K1 position is the clutch position corresponding to when the second clutch can transmit the preset torque.

[0047] S207. Control the speed of the drive motor to reach the preset motor speed.

[0048] S208. Determine whether the first speed of the power take-off after the first preset time is greater than the preset power take-off speed. If so, execute step S208; if not, it indicates that there is a fault, and output the fault diagnosis result.

[0049] S209. Control the second clutch to close completely. For example, control the second clutch from the K1 position to the K2 position, where the K2 position is the position corresponding to when the second clutch is completely closed.

[0050] S210. Detect whether the transmission speed ratio between the second speed of the power take-off and the speed of the drive motor is within the preset range. If so, control the power take-off system to drive the load to work; if not, it indicates that there is a fault, and output the fault diagnosis result.

[0051] The above steps S204 - S210 are the fault diagnosis and control methods of the power take-off system in the parking power take-off state. By controlling the first clutch, second clutch, drive motor, and power take-off under the parking condition, the power take-off is controlled to reach the K1 position from the Kp position, and then to the K2 position, realizing a staged increase in torque transmission instead of directly pulling the torque to the full. When a fault occurs, the fault diagnosis result is output in a timely manner, which can improve the stability and safety of the power take-off system and the whole vehicle.

[0052] In this embodiment, when the gear position information is not in the parking gear or neutral gear, it indicates that the vehicle may be about to start or is in the process of driving. Then, the power take-off system is controlled to perform the power take-off process in the driving power take-off state, including: obtaining the current vehicle speed; when the value of the current vehicle speed is non-zero, controlling the second clutch to reach the preset torque position; obtaining the third speed of the power take-off after the second preset time, and when the third speed is greater than zero, controlling the second clutch to close completely; obtaining the transmission ratio of the fourth speed of the power take-off to the driving motor speed, and when the transmission ratio is within the preset range, controlling the power take-off system to drive the load to work.

[0053] In this embodiment, the third speed is the speed of the power take-off after the second preset time, and the fourth speed is the speed of the power take-off after the second clutch closes completely during the driving power take-off process.

[0054] Reference Figure 2 , in step S203, it is detected whether the gear position information is in the parking gear or neutral gear. If the gear position information is not in the parking gear or neutral gear, step S211 is executed.

[0055] S211. Detect whether the current vehicle speed is zero. If it is, step S216 is executed. If not, step S212 is executed.

[0056] S212. Control the second clutch to reach the preset torque position. For example, drive the second clutch from the Kp position to the K1 position, where the Kp position is the clutch position corresponding to the moment when the second clutch just starts to slip, and the K1 position is the clutch position corresponding to when the second clutch can transmit the preset torque.

[0057] S213. Detect whether the third speed of the power take-off after the second preset time is greater than zero. If it is, step S214 is executed. If not, it indicates that there is a fault, and the fault diagnosis result is output.

[0058] S214. Control the second clutch to close completely. For example, control the second clutch from the K1 position to the K2 position, where the K2 position is the position corresponding to when the second clutch is completely closed.

[0059] S215. Detect whether the transmission ratio of the fourth speed of the power take-off to the driving motor speed is within the preset range. If it is, control the power take-off system to drive the load to work. If not, it indicates that there is a fault, and the fault diagnosis result is output.

[0060] In this embodiment, controlling the power take-off system to perform the power take-off process in the driving power take-off state further includes: when the current vehicle speed value is zero, controlling the second clutch to reach a preset torque position; continuously obtaining the throttle pedal opening, and when the throttle pedal opening is greater than the preset opening, obtaining the fifth speed of the power take-off after a third preset time; when the fifth speed is greater than zero, controlling the second clutch to fully close; obtaining the transmission ratio of the sixth speed of the power take-off to the driving motor speed, and when the transmission ratio of the sixth speed to the driving motor speed is within the preset range, controlling the power take-off system to drive the load to work.

[0061] In this embodiment, the fifth speed is the speed of the power take-off after a second preset time when the throttle pedal opening is greater than the preset opening during the driving power take-off process, and the sixth speed is the speed of the power take-off after the second clutch is fully closed when the throttle pedal opening is greater than the preset opening during the driving power take-off process.

[0062] Reference Figure 2 , when the current vehicle speed is zero, step S216 is executed.

[0063] S216. Control the second clutch to reach the preset torque position. For example, drive the second clutch from the Kp position to the K1 position, where the Kp position is the clutch position corresponding to the moment when the second clutch just starts to slip, and the K1 position is the clutch position corresponding to when the second clutch can transmit the preset torque.

[0064] S217. Detect whether the throttle pedal opening is greater than the preset opening. In this embodiment, the preset opening is, for example, 5%. When the throttle pedal opening is greater than the preset opening, step S218 is executed; otherwise, continuously obtain the throttle pedal opening.

[0065] S218. Detect whether the fifth speed of the power take-off after a third preset time is greater than zero. If so, step S218 is executed; if not, it indicates that there is a fault, and the fault diagnosis result is output.

[0066] S219. Control the second clutch to fully close. For example, control the second clutch from the K1 position to the K2 position, where the K2 position is the position corresponding to when the second clutch is fully closed.

[0067] S220. Detect whether the transmission ratio of the sixth speed of the power take-off to the driving motor speed is within the preset range. If so, control the power take-off system to drive the load to work; if not, it indicates that there is a fault, and the fault diagnosis result is output.

[0068] The above steps S211 - S220 are the fault diagnosis and control methods of the power take-off system in the driving power take-off state. By controlling the first clutch, the second clutch, the drive motor and the power take-off in the driving condition, the power take-off is controlled to reach the K1 position from the Kp position, and then reach the K2 position from the K1 position, realizing a staged increase in torque transmission, rather than directly pulling the torque to the full. When a fault occurs, the fault diagnosis result is output in a timely manner, which can improve the stability and safety of the power take-off system and the whole vehicle.

[0069] S103. Output a fault diagnosis result according to the first operation information and the preset fault detection conditions, or according to the second operation information and the preset fault detection conditions.

[0070] In this embodiment, the first operation information includes at least one of the handbrake state, the first rotational speed, the second rotational speed, and the transmission speed ratio between the second rotational speed and the drive motor rotational speed. Outputting a fault diagnosis result according to the first operation information and the first preset fault detection conditions includes: when the handbrake is not pulled up; or, when the first rotational speed is less than or equal to the preset power take-off rotational speed; or, when the transmission speed ratio between the second rotational speed and the drive motor rotational speed exceeds the preset range, output the fault diagnosis result of power take-off failure.

[0071] It can be understood that the larger the transmission speed ratio, the greater the output speed of the power take-off, the greater the power transmitted to the load, and the power required for the load to work is positively correlated with the transmission speed ratio of the power take-off system. Therefore, the preset range of the transmission speed ratio in this embodiment can be determined according to the power range required for the load to work.

[0072] Such as Figure 2 shown, in step S205, if the handbrake is not pulled up, it indicates that there is a fault, and the fault diagnosis result is output. At this time, the fault result can be that there is a fault with the handbrake.

[0073] In step S207, if the first rotational speed of the power take-off after the first preset time is less than or equal to the preset power take-off rotational speed, it means that the rotational speed of the power take-off cannot reach the preset rotational speed, and the load may be too large, indicating that there is a fault, and the fault diagnosis result is output. At this time, the fault diagnosis result can be that the load is too large.

[0074] In step S209, if the detected transmission speed ratio between the second rotational speed of the power take-off and the drive motor rotational speed is not within the preset range, it means that the load at the power take-off end is too large, resulting in a situation of slip friction even when the second clutch is fully closed, which does not conform to the design theoretical value, and then the power take-off fault diagnosis result is output. At this time, the fault diagnosis result can be that the load is too large.

[0075] In this embodiment, the second operating information includes at least one of the third rotational speed, the fifth rotational speed, the transmission speed ratio between the fourth rotational speed and the rotational speed of the drive motor, and the transmission speed ratio between the sixth rotational speed and the rotational speed of the drive motor. According to the second operating information and the second preset fault detection conditions, a fault diagnosis result is output, including: when the third rotational speed is less than or equal to zero; or, when the fifth rotational speed is less than or equal to zero; or, when the transmission speed ratio between the fourth rotational speed and the rotational speed of the drive motor exceeds the preset range, a fault diagnosis result of power take-off fault is output; or, when the transmission speed ratio between the sixth rotational speed and the rotational speed of the drive motor exceeds the preset range, a fault diagnosis result of power take-off fault is output.

[0076] As Figure 2 shown, in step S205, if the handbrake is not pulled up, it indicates that there is a fault, and a fault diagnosis result is output. At this time, the fault result can be that there is a fault with the handbrake.

[0077] In step S213, at this time, the vehicle should be in the driving process. If the third rotational speed of the power take-off after detecting the second preset time is less than or equal to zero, it indicates that there is a power take-off fault in the power take-off at this time, and a fault diagnosis result is output. At this time, the fault diagnosis result can be a power take-off fault.

[0078] In step S215, if the transmission speed ratio between the fourth rotational speed of the power take-off and the rotational speed of the drive motor is not within the preset range, it means that the load at the power take-off end is too large, resulting in the situation of slip grinding even when the second clutch is fully closed, which does not conform to the designed theoretical value. Furthermore, a power take-off fault diagnosis result is output. At this time, the fault diagnosis result can be an overloaded load.

[0079] In step S218, at this time, the power take-off should have the ability to output power outward. If the fifth rotational speed of the power take-off after detecting the third preset time is less than or equal to zero, it indicates that there is a fault, and a fault diagnosis result is output. At this time, the fault diagnosis result can be a power take-off fault.

[0080] In step S220, if the transmission speed ratio between the sixth rotational speed of the power take-off and the rotational speed of the drive motor is not within the preset range, it means that the load at the power take-off end is too large, resulting in the situation of slip grinding even when the second clutch is fully closed, which does not conform to the designed theoretical value. Consequently, a power take-off fault diagnosis result is output. At this time, the fault diagnosis result can be an overloaded load.

[0081] The preset torque, the second clutch reaching the preset torque position, the preset motor speed, the first preset time, the second preset time, the preset rotational speed of the power take-off, and the preset opening degree of the accelerator pedal in this embodiment can all be set according to the load of the actual vehicle and the requirements of the working conditions.

[0082] In this embodiment, different faults are judged based on the operation information under different working conditions, and different fault diagnosis and discrimination methods are provided for different working conditions, which can fully ensure the vigilance against faults during the power take-off process of the vehicle and improve the safety and stability of the vehicle.

[0083] The above is the fault diagnosis and control method for the power take-off system provided by this embodiment. By obtaining the power take-off state of the power take-off system and classifying the power take-off state, fault judgment and control can be respectively carried out for the power take-off states under two different working conditions of parking and driving. By controlling the first clutch, the second clutch, the drive motor and the power take-off in different working conditions, the power take-off is controlled to reach the K1 position from the Kp position, and then reach the K2 position from the K1 position, realizing a staged increase in torque transfer, rather than directly pulling the torque to the full. When a fault occurs, the fault diagnosis result is output in time, which can improve the stability and safety of the power take-off system and the whole vehicle.

[0084] The application embodiment provides a fault diagnosis and control device for a power take-off system. The fault diagnosis and control device for the power take-off system is used to execute the fault diagnosis and control method for the power take-off system described in the above embodiment, as Figure 3 shown. The fault diagnosis and control device 300 for the power take-off system includes:

[0085] A state acquisition module 301, configured to acquire the power take-off state of the power take-off system when the power take-off system meets the power take-off condition, where the power take-off state includes a parking power take-off state and a driving power take-off state;

[0086] A control module 302, configured to control the power take-off system to execute a parking power take-off process in the parking power take-off state and acquire first operation information during the parking power take-off process, or control the power take-off system to execute a driving power take-off process in the driving power take-off state and acquire second operation information during the driving power take-off process;

[0087] A fault diagnosis module 303, configured to output a fault diagnosis result according to the first operation information and a first preset fault detection condition, or according to the second operation information and a second preset fault detection condition.

[0088] In one example, the state acquisition module 301 is further configured to acquire the gear information of the vehicle, and the gear information includes at least one of the following information: parking gear, neutral gear, forward gear, reverse gear, and sports mode gear; when the gear information is in the parking gear or the neutral gear, it is determined that the power take-off system is in the parking power take-off state, and when the gear information is in the forward gear, the reverse gear or the sports mode gear, it is determined that the power take-off system is in the driving power take-off state.

[0089] In one example, the control module 302 is configured to control the first clutch to disengage. The first clutch is the clutch between the drive motor of the power take-off system and the vehicle drive axle. When the handbrake is pulled up, the control module 302 is configured to control the second clutch to reach a preset torque position. The preset torque position is the clutch position corresponding to when the second clutch conducts a preset torque. The second clutch is the clutch between the drive motor of the power take-off system and the power take-off. The control module 302 is configured to control the rotational speed of the drive motor to reach a preset motor rotational speed. The control module 302 is configured to obtain the first rotational speed of the power take-off after a first preset time. When the first rotational speed is greater than the preset power take-off rotational speed, the control module 302 is configured to control the second clutch to fully engage. The control module 302 is configured to obtain the transmission ratio of the second rotational speed of the power take-off to the rotational speed of the drive motor. When the transmission ratio is within a preset range, the control module 302 is configured to control the power take-off system to drive the load to work.

[0090] In one example, the control module 302 is configured to obtain the current vehicle speed. When the value of the current vehicle speed is non-zero, the control module 302 is configured to control the second clutch to reach a preset torque position. The control module 302 is configured to obtain the third rotational speed of the power take-off after a second preset time. When the third rotational speed is greater than zero, the control module 302 is configured to control the second clutch to fully engage. The control module 302 is configured to obtain the transmission ratio of the fourth rotational speed of the power take-off to the rotational speed of the drive motor. When the transmission ratio is within a preset range, the control module 302 is configured to control the power take-off system to drive the load to work.

[0091] In one example, when the value of the current vehicle speed is zero, the control module 302 is configured to control the second clutch to reach a preset torque position. The control module 302 continuously obtains the throttle pedal opening. When the throttle pedal opening is greater than a preset opening, the control module 302 is configured to obtain the fifth rotational speed of the power take-off after a third preset time. When the fifth rotational speed is greater than zero, the control module 302 is configured to control the second clutch to fully engage. The control module 302 is configured to obtain the transmission ratio of the sixth rotational speed of the power take-off to the rotational speed of the drive motor. When the transmission ratio of the sixth rotational speed to the rotational speed of the drive motor is within a preset range, the control module 302 is configured to control the power take-off system to drive the load to work.

[0092] In one example, the first operating information includes at least one of the handbrake state, the first rotational speed, the second rotational speed, and the transmission ratio of the second rotational speed to the rotational speed of the drive motor. The fault diagnosis module 303 is configured to output a fault diagnosis result of a power take-off fault when the handbrake is not pulled up; or when the first rotational speed is less than or equal to the preset power take-off rotational speed; or when the transmission ratio of the second rotational speed to the rotational speed of the drive motor exceeds a preset range.

[0093] In one example, the second operating information includes at least one of a third rotational speed, a fifth rotational speed, a transmission speed ratio between a fourth rotational speed and a rotational speed of a drive motor, and a transmission speed ratio between a sixth rotational speed and the rotational speed of the drive motor. The fault diagnosis module 303 is configured to output a fault diagnosis result of a power take-off fault when the third rotational speed is less than or equal to zero; or when the fifth rotational speed is less than or equal to zero; or when the transmission speed ratio between the fourth rotational speed and the rotational speed of the drive motor exceeds a preset range; or when the transmission speed ratio between the sixth rotational speed and the rotational speed of the drive motor exceeds a preset range.

[0094] In this embodiment, the power take-off condition of the power take-off system includes: the power take-off system is under a preset voltage and receives a power take-off control signal sent by a vehicle driver.

[0095] The fault diagnosis and control device of the power take-off system provided in the above embodiment of the present application and the fault diagnosis and control method of the power take-off system provided in the embodiment of the present application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run or implemented by the application programs stored therein.

[0096] The embodiment of the present application further provides an electronic device corresponding to the fault diagnosis and control method of the power take-off system provided in the foregoing embodiment to execute the fault diagnosis and control method of the power take-off system. The embodiment of the present application does not make any limitation.

[0097] Please refer to Figure 4 , which shows a schematic diagram of an electronic device provided in some embodiments of the present application. As Figure 4 shown, the electronic device 20 includes: a processor 200, a memory 201, a bus 202, and a communication interface 203. The processor 200, the communication interface 203, and the memory 201 are connected through the bus 202. A computer program that can run on the processor 200 is stored in the memory 201. When the processor 200 runs the computer program, it executes the method provided in any foregoing embodiment of the present application.

[0098] Among them, the memory 201 may include a high-speed random access memory (RAM: Random Access Memory), and may also include a non-volatile memory, such as at least one disk memory. Through at least one communication interface 203 (which can be wired or wireless), a communication connection between the system network element and at least one other network element is realized, and the Internet, a wide area network, a local area network, a metropolitan area network, etc. can be used.

[0099] The bus 202 can be an ISA bus, a PCI bus, an EISA bus, or the like. The bus can be divided into an address bus, a data bus, a control bus, etc. Among them, the memory 201 is used to store programs. After receiving an execution instruction, the processor 200 executes the program. The fault diagnosis and control method of the power take-off system disclosed in any implementation manner of the embodiments of the present application can be applied to the processor 200 or implemented by the processor 200.

[0100] The processor 200 may be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method can be completed by the integrated logic circuit in the hardware of the processor 200 or the instructions in the form of software. The above-mentioned processor 200 can be a general-purpose processor, including a central processing unit (CPU for short), a network processor (NP for short), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. It can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present application. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in combination with the embodiments of the present application can be directly embodied as being executed by the hardware decoding processor, or executed by the combination of the hardware and software modules in the decoding processor. The software module can be located in a mature storage medium in the art such as a random access memory, a flash memory, a read-only memory, a programmable read-only memory, or an electrically erasable programmable memory, a register, etc. This storage medium is located in the memory 201, and the processor 200 reads the information in the memory 201 and combines its hardware to complete the steps of the above method.

[0101] The electronic device provided by the embodiments of the present application and the fault diagnosis and control method of the power take-off system provided by the embodiments of the present application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run, or implemented by them.

[0102] The embodiments of the present application also provide a computer-readable storage medium corresponding to the fault diagnosis and control method of the power take-off system provided in the foregoing embodiments. Please refer to Figure 5 which shows that the computer-readable storage medium is an optical disc 30, on which a computer program (i.e., a program product) is stored. When the computer program is run by the processor, it will execute the fault diagnosis and control method provided in any of the foregoing embodiments.

[0103] It should be noted that examples of the computer-readable storage medium may further include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory, or other optical and magnetic storage media, which will not be elaborated herein one by one.

[0104] The computer-readable storage medium provided by the above embodiments of the present application and the fault diagnosis and control method of the power take-off system provided by the embodiments of the present application are based on the same inventive concept and have the same beneficial effects as the methods adopted, run, or implemented by the application programs stored therein.

[0105] It should be noted that:

[0106] The algorithms and displays provided herein are not inherently related to any particular computer, virtual system, or other device. Various general-purpose systems can also be used in conjunction with the teachings herein. The structure required to construct such systems is apparent from the above description. In addition, the present application is not directed to any particular programming language. It should be understood that the content of the present application described herein can be implemented using various programming languages, and the description of the specific language above is for the purpose of disclosing the best mode of the present application.

[0107] In the specification provided herein, a large number of specific details are set forth. However, it can be understood that the embodiments of the present application can be practiced without these specific details. In some instances, well-known methods, structures, and techniques have not been shown in detail so as not to obscure the understanding of this specification.

[0108] Similarly, it should be understood that, in order to streamline the present application and assist in understanding one or more of the various inventive aspects, in the above description of the exemplary embodiments of the present application, the various features of the present application are sometimes grouped together into a single embodiment, figure, or description thereof. However, the disclosed method should not be construed as reflecting the intention that the claimed present application requires more features than are expressly recited in each claim. Rather, as reflected in the following claims, the inventive aspects lie in less than all the features of the single foregoing disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into the detailed description, with each claim standing on its own as a separate embodiment of the present application.

[0109] Those skilled in the art can understand that the modules in the devices in the embodiments can be adaptively changed and arranged in one or more devices different from the embodiments. The modules or units or components in the embodiments can be combined into one module or unit or component, and in addition, they can be divided into multiple sub-modules or sub-units or sub-components. Except that at least some of such features and / or processes or units are mutually exclusive, any combination can be adopted to combine all the features disclosed in this specification (including the accompanying claims, abstract and drawings) and all the processes or units of any method or device so disclosed. Unless otherwise explicitly stated, each feature disclosed in this specification (including the accompanying claims, abstract and drawings) can be replaced by an alternative feature that provides the same, equivalent or similar purpose.

[0110] In addition, those skilled in the art can understand that although some of the embodiments described herein include certain features included in other embodiments rather than other features, the combination of the features of different embodiments means that it is within the scope of this application and forms different embodiments. For example, in the following claims, any one of the claimed embodiments can be used in any combination.

[0111] The various component embodiments of the present application can be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. Those skilled in the art should understand that a microprocessor or a digital signal processor (DSP) can be used in practice to implement some or all of the functions of some or all of the components in the virtual machine creation system according to the embodiments of the present application. The present application can also be implemented as a device or system program (for example, a computer program and a computer program product) for executing part or all of the methods described herein. Such a program implementing the present application can be stored on a computer-readable medium, or can be in the form of one or more signals. Such signals can be downloaded from an Internet website, or provided on a carrier signal, or provided in any other form.

[0112] It should be noted that the above embodiments are illustrative of the present application rather than limiting the present application, and those skilled in the art can design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in the claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The present application can be implemented by means of hardware including several different elements and by means of a suitably programmed computer. In the unit claims enumerating several systems, several of these systems can be embodied by the same item of hardware. The use of the words first, second, and third, etc. does not denote any order. These words can be interpreted as names.

[0113] As described above, the above are only specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of various changes or substitutions, and these should all be covered by the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the said claims.

Claims

1. A fault diagnosis and control method for a power take-off system, characterized in that The method includes: When the power take-off system meets the power take-off condition, obtaining the power take-off state of the power take-off system, where the power take-off state includes a parking power take-off state and a driving power take-off state; Controlling the power take-off system to perform a parking power take-off process in the parking power take-off state and obtaining first operation information during the parking power take-off process, or controlling the power take-off system to perform a driving power take-off process in the driving power take-off state and obtaining second operation information during the driving power take-off process; Outputting a fault diagnosis result according to the first operation information and a first preset fault detection condition, or according to the second operation information and a second preset fault detection condition; The controlling the power take-off system to perform a parking power take-off process in the parking power take-off state includes: controlling a first clutch to disengage, where the first clutch is a clutch between the drive motor of the power take-off system and the vehicle drive axle; when the handbrake is pulled up, controlling a second clutch to reach a preset torque position, where the preset torque position is the clutch position corresponding to when the second clutch conducts a preset torque, and the second clutch is a clutch between the drive motor of the power take-off system and the power take-off; controlling the speed of the drive motor to reach a preset motor speed; obtaining a first speed of the power take-off after a first preset time, and when the first speed is greater than a preset power take-off speed, controlling the second clutch to fully close; obtaining a transmission ratio of a second speed of the power take-off to the speed of the drive motor, and when the transmission ratio is within a preset range, controlling the power take-off system to drive a load to work; The first operation information includes at least one of a handbrake state, a first speed, a second speed, and a transmission ratio of the second speed to the speed of the drive motor. The outputting a fault diagnosis result according to the first operation information and a first preset fault detection condition includes: when the handbrake is not pulled up; or when the first speed is less than or equal to the preset power take-off speed; or when the transmission ratio of the second speed to the speed of the drive motor exceeds the preset range, outputting a fault diagnosis result of a power take-off fault.

2. The fault diagnosis and control method of the power take-off system according to claim 1, characterized in that Obtaining the power take-off state of the power take-off system includes: Obtaining gear information of the vehicle, where the gear information includes at least one of the following: parking gear, neutral gear, forward gear, reverse gear, and sports mode gear; When the gear information is in the parking gear or the neutral gear, determining that the power take-off system is in the parking power take-off state, and when the gear information is in the forward gear, reverse gear, or sports mode gear, determining that the power take-off system is in the driving power take-off state.

3. The fault diagnosis and control method of the power take-off system according to claim 1, characterized in that, The controlling the power take-off system to perform a driving power take-off process in the driving power take-off state includes: Obtaining the current vehicle speed; When the value of the current vehicle speed is non-zero, controlling the second clutch to reach the preset torque position; Obtaining a third speed of the power take-off after a second preset time, and when the third speed is greater than zero, controlling the second clutch to fully close; Obtaining a transmission ratio of a fourth speed of the power take-off to the speed of the drive motor, and when the transmission ratio is within the preset range, controlling the power take-off system to drive the load to work.

4. The fault diagnosis and control method of the power take-off system according to claim 3, characterized in that, Controlling the power take-off system to perform the power take-off process in the driving power take-off state further includes: When the value of the current vehicle speed is zero, controlling the second clutch to reach a preset torque position; Continuously obtaining the throttle pedal opening. When the throttle pedal opening is greater than the preset opening, obtaining the fifth speed of the power take-off after a third preset time; When the fifth speed is greater than zero, controlling the second clutch to close completely; Obtaining the transmission ratio of the sixth speed of the power take-off to the driving motor speed. When the transmission ratio of the sixth speed to the driving motor speed is within a preset range, controlling the power take-off system to drive the load to work.

5. The fault diagnosis and control method of the power take-off system according to claim 3, characterized in that, The second operating information includes at least one of the third speed, the fifth speed, the transmission ratio of the fourth speed to the driving motor speed, and the transmission ratio of the sixth speed to the driving motor speed. Outputting a fault diagnosis result according to the second operating information and the second preset fault detection conditions includes: When the third speed is less than or equal to zero; or, when the fifth speed is less than or equal to zero; or, when the transmission ratio of the fourth speed to the driving motor speed exceeds the preset range, outputting a fault diagnosis result of power take-off fault; or, when the transmission ratio of the sixth speed to the driving motor speed exceeds the preset range, outputting a fault diagnosis result of power take-off fault.

6. The fault diagnosis and control method of the power take-off system according to claim 1, characterized in that, The power take-off conditions of the power take-off system include: The power take-off system is under a preset voltage and receives a power take-off control signal issued by the vehicle driver.

7. A fault diagnosis and control device for a power take-off system, characterized in that, The device includes: A state acquisition module, configured to acquire the power take-off state of the power take-off system when the power take-off system meets the power take-off conditions, where the power take-off state includes a parking power take-off state and a driving power take-off state; A control module, configured to control the power take-off system to perform the parking power take-off process in the parking power take-off state and acquire the first operating information during the parking power take-off process, or control the power take-off system to perform the driving power take-off process in the driving power take-off state and acquire the second operating information during the driving power take-off process; A fault diagnosis module, configured to output a fault diagnosis result according to the first operating information and the first preset fault detection conditions, or according to the second operating information and the second preset fault detection conditions Controlling the power take-off system to perform the parking power take-off process in the parking power take-off state includes: controlling the first clutch to disengage, where the first clutch is the clutch between the drive motor of the power take-off system and the vehicle drive axle; when the handbrake is pulled up, controlling the second clutch to reach a preset torque position, where the preset torque position is the clutch position corresponding to when the second clutch conducts a preset torque, and the second clutch is the clutch between the drive motor of the power take-off system and the power take-off; controlling the speed of the drive motor to reach a preset motor speed; obtaining the first speed of the power take-off after a first preset time, and when the first speed is greater than the preset power take-off speed, controlling the second clutch to fully engage; obtaining the transmission ratio of the second speed of the power take-off to the speed of the drive motor, and when the transmission ratio is within a preset range, controlling the power take-off system to drive the load to work; The first operating information includes at least one of the handbrake state, the first speed, the second speed, and the transmission ratio of the second speed of the power take-off to the speed of the drive motor. Outputting a fault diagnosis result according to the first operating information and the first preset fault detection condition includes: when the handbrake is not pulled up; or, when the first speed is less than or equal to the preset power take-off speed; or, when the transmission ratio of the second speed of the power take-off to the speed of the drive motor exceeds the preset range, outputting a fault diagnosis result of power take-off fault.

8. An electronic device, comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor runs the computer program to implement the method according to any one of claims 1-6.

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