Control system and method for heavy off-road vehicle power take-off

Abstract

The application relates to a control system and method of a heavy off-road vehicle power take-off, comprising the following steps: S100: when a single power take-off is operated, different control is executed according to a power take-off installation position; the power take-off installation position comprises a transmission power take-off and a transfer power take-off; when the power take-off installation position is determined, different control is executed according to a power take-off operation mode; the power take-off operation mode comprises a driving power take-off, a parking power take-off and a driving / parking power take-off; S200: when multiple power take-offs are operated, different control is executed according to whether an interlocking relationship exists; S300: when a remote control power take-off is operated, the driving / parking state of a vehicle is judged; if the vehicle is in a parking state, the engine state is judged; if the engine is not started, the engine is started by remote control; and the power take-off is controlled according to the steps S100 and S200.

Description

Control system and method for power take-off of heavy off-road vehicles Technical Field

[0001] This invention relates to the field of heavy vehicle technology, and in particular to a control system and method for a power take-off (PTO) device in a heavy off-road vehicle. Background Technology

[0002] Heavy-duty vehicles typically require a power take-off (PTO) mounted on the chassis to meet the power demands of their superstructure. However, due to structural limitations and varying functional requirements of the superstructure, the PTO's installation location, operating speed, and power take-off conditions for driving / parking differ. Furthermore, when multiple PTOs are present, the interlocking requirements between them also vary. Previously, to meet diverse user needs, complex circuit control logic was often designed using electronic components such as switches and relays. This resulted in complex wiring harness logic, increased potential failure points, low reliability, and low standardization. Moreover, PTO operation required manual judgment of power take-off conditions and sequential execution of power take-off operations, failing to meet the need for one-button power take-off. Summary of the Invention

[0003] The purpose of this invention is to address the shortcomings of existing technologies by providing a control system and method for a power take-off (PTO) device in heavy-duty off-road vehicles. This solution addresses issues such as complex circuit logic, poor versatility, poor reliability, and inability to meet one-button power take-off requirements due to differences in PTO installation location, operating speed, and interlocking requirements.

[0004] This invention is achieved using the following technical solution:

[0005] A power take-off control method for heavy-duty off-road vehicles, characterized by comprising:

[0006] S100: When a single power take-off (PTO) is working, different controls are executed according to the PTO's installation position; the aforementioned PTO installation positions include transmission PTO and transfer case PTO; once the PTO installation position is determined, different controls are executed according to the PTO's operating mode; the aforementioned PTO operating modes include driving PTO, parking PTO, and driving / parking PTO.

[0007] S200: When multiple power take-off units are working, different controls are executed depending on whether an interlocking relationship exists;

[0008] S300: When the power take-off is operated remotely, the vehicle driving / parking status is determined. If the vehicle is currently in driving status, a warning message is issued. If the vehicle is in parking status, the engine status is determined. If the engine is not started, the engine is started remotely. The power take-off is controlled according to S100 and S200 above.

[0009] Further explanation of the present invention: when the transmission takes power in S100, it specifically includes the following:

[0010] If the power take-off (PTO) is in driving mode: if the vehicle is currently parked, a warning message will be issued; if the vehicle is in driving mode, it will determine whether the engine speed is below the limit. If the engine speed exceeds the limit, a warning message will be issued; if the engine speed is below the limit, the PTO will be engaged.

[0011] If the power take-off (PTO) is in parking mode: if the vehicle is currently in driving mode, a warning message is issued; if the vehicle is in parking mode, the engine speed is checked; if the engine speed is higher than the limit, the engine speed is controlled to idle speed, and then the transfer case gear information is checked; if the transfer case gear is in neutral, the PTO is engaged; if it is not in neutral, the transfer case solenoid valve is controlled to put it in neutral before engaging the PTO; finally, it is determined whether the PTO requires a constant speed, and if so, the engine speed is controlled to the target speed.

[0012] If the power take-off (PTO) is set to take power for both driving and parking: if the vehicle is currently in driving mode, the PTO will take power for driving mode; if the vehicle is currently in parking mode, the PTO will take power for parking mode.

[0013] Further explanation of the present invention: when the transfer case takes power in S100, it specifically includes the following:

[0014] If the power take-off (PTO) is in driving mode: if the vehicle is currently in driving mode, a warning message is issued; if the vehicle is in parking mode, the transmission gear information is checked; if the transmission gear is not in neutral, a gear control command is sent via the CAN bus to put it into neutral, and then the transmission output shaft speed is checked; if the speed is lower than the limit, the PTO is engaged.

[0015] If the power take-off (PTO) is in parking mode: if the vehicle is currently in driving mode, a warning message is issued; if it is in parking mode, the transmission gear information is checked. If the transmission gear is not in neutral, a gear control command is sent via the CAN bus to put it into neutral, and then the transmission output shaft speed is checked. If the speed is lower than the limit, the transfer case gear information is checked. If the transfer case gear is in neutral, the PTO is engaged; if it is not in neutral, the transfer case solenoid valve is controlled to put it into neutral before engaging the PTO. After engaging the PTO, the transmission gear is controlled to lock it in a fixed speed ratio gear. Finally, it is determined whether the PTO requires a constant speed; if so, the engine speed is controlled to the target speed.

[0016] If the power take-off (PTO) is set to take power for both driving and parking: if the vehicle is currently in driving mode, the PTO will take power for driving mode; if the vehicle is currently in parking mode, the PTO will take power for parking mode.

[0017] Further explanation of the present invention: S200 specifically includes the following:

[0018] If an interlock relationship exists: If a power take-off unit with an interlock relationship is already in operation, a warning message will be issued; otherwise, control will be executed as if a single power take-off unit were in operation.

[0019] If there is no interlock relationship: control is performed according to the current position of the power take-off (PTO) and the engine speed is controlled according to the target speed of the highest priority PTO currently in operation.

[0020] Further explanation of the present invention: S300 specifically includes the following:

[0021] After receiving the PTO engagement command from the remote communication device via the CAN bus, the control unit issues a warning message if the vehicle is in driving mode, and checks the engine status if the vehicle is in parking mode. If the engine is not started, it sends a start signal to the engine control unit to start the engine. After the engine starts, the PTO is controlled according to the above steps S100 and S200.

[0022] The system used in the above-mentioned power take-off control method for heavy off-road vehicles includes a control unit, which is connected to a vehicle speed sensor, a power take-off switch, a power take-off signal switch, a power take-off solenoid valve, a transfer case control solenoid valve, a transfer case gear position signal switch, a parking signal switch, a transmission electronic control unit, an engine electronic control unit, diodes, and warning lights.

[0023] The engine electronic control unit is used to collect engine speed information and control engine speed;

[0024] The transmission electronic control unit is used to collect transmission gear and speed information and execute gear control;

[0025] The control unit is used to collect the status of the parking signal switch, power take-off switch, power take-off signal switch, transfer case gear position signal switch and vehicle speed sensor signals in real time; and to control the status of the power take-off solenoid valve and transfer case control solenoid valve by exchanging data and commands with the engine control unit and transmission control unit through the CAN bus network.

[0026] A further explanation of the present invention is that the parking signal switch is a pneumatic switch, which closes when the vehicle is parked.

[0027] As further explained in this invention, the vehicle speed sensor is a Hall effect sensor.

[0028] In a further description of the present invention, the transfer case solenoid valve is an electro-pneumatic solenoid valve used to control the gear position of the transfer case.

[0029] Compared with the prior art, the present invention has the following beneficial technical effects:

[0030] 1. It can automatically determine the vehicle status to ensure the safety of power take-off operation;

[0031] 2. The system has built-in power take-off configuration parameters, which determine the working logic of the power take-off through parameter configuration, providing strong flexibility and meeting the needs of different working conditions;

[0032] 3. It can automatically start the engine, control the transmission gear, transfer case gear, and engine speed to meet the one-button power take-off requirements. Attached Figure Description

[0033] The invention will be further described below with reference to the accompanying drawings:

[0034] Figure 1 is a logic diagram of the control method for the power take-off device of a heavy-duty off-road vehicle according to the present invention;

[0035] Figure 2 is a control system architecture diagram of the heavy-duty off-road vehicle power take-off device of the present invention.

[0036] Explanation of reference numerals in the attached figures

[0037] 1. Vehicle speed sensor; 2. Control unit; 3. Power take-off switch; 4. Power take-off signal switch; 5. Power take-off solenoid valve; 6. Transfer case control solenoid valve; 7. Transfer case gear position signal switch; 8. Parking signal switch; 9. Transmission electronic control unit; 10. Engine electronic control unit; 11. Diode. Detailed Implementation

[0038] To better understand the above-mentioned objectives, features, and advantages of the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that, unless otherwise explicitly specified and limited, the embodiments and features described in the embodiments of this application can be combined with each other. In the description of the present invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in the present invention based on the specific circumstances.

[0039] As shown in Figure 1, the control method for the power take-off (PTO) of a heavy-duty off-road vehicle includes:

[0040] S100: When a single power take-off (PTO) is working, different controls are executed according to the PTO's installation position; the aforementioned PTO installation positions include transmission PTO and transfer case PTO; once the PTO installation position is determined, different controls are executed according to the PTO's operating mode; the aforementioned PTO operating modes include driving PTO, parking PTO, and driving / parking PTO.

[0041] S200: When multiple power take-off units are working, different controls are executed depending on whether an interlocking relationship exists;

[0042] S300: When the power take-off is operated remotely, the vehicle driving / parking status is determined. If the vehicle is currently in driving status, a warning message is issued. If the vehicle is in parking status, the engine status is determined. If the engine is not started, the engine is started remotely. The power take-off is controlled according to S100 and S200 above.

[0043] When the transmission in S100 takes power, the specific steps include the following:

[0044] If the power take-off (PTO) is in driving mode: if the vehicle is currently parked, a warning message will be issued; if the vehicle is in driving mode, it will determine whether the engine speed is below the limit. If the engine speed exceeds the limit, a warning message will be issued; if the engine speed is below the limit, the PTO will be engaged.

[0045] If the power take-off (PTO) is in parking mode: if the vehicle is currently in driving mode, a warning message is issued; if the vehicle is in parking mode, the engine speed is checked; if the engine speed is higher than the limit, the engine speed is controlled to idle speed, and then the transfer case gear information is checked; if the transfer case gear is in neutral, the PTO is engaged; if it is not in neutral, the transfer case solenoid valve is controlled to put it in neutral before engaging the PTO; finally, it is determined whether the PTO requires a constant speed, and if so, the engine speed is controlled to the target speed.

[0046] If the power take-off (PTO) is set to take power for both driving and parking: if the vehicle is currently in driving mode, the PTO will take power for driving mode; if the vehicle is currently in parking mode, the PTO will take power for parking mode.

[0047] When the transfer case in S100 takes power, the specific steps include the following:

[0048] If the power take-off (PTO) is in driving mode: if the vehicle is currently in driving mode, a warning message is issued; if the vehicle is in parking mode, the transmission gear information is checked; if the transmission gear is not in neutral, a gear control command is sent via the CAN bus to put it into neutral, and then the transmission output shaft speed is checked; if the speed is lower than the limit, the PTO is engaged.

[0049] If the power take-off (PTO) is in parking mode: if the vehicle is currently in driving mode, a warning message is issued; if it is in parking mode, the transmission gear information is checked. If the transmission gear is not in neutral, a gear control command is sent via the CAN bus to put it into neutral, and then the transmission output shaft speed is checked. If the speed is lower than the limit, the transfer case gear information is checked. If the transfer case gear is in neutral, the PTO is engaged; if it is not in neutral, the transfer case solenoid valve is controlled to put it into neutral before engaging the PTO. After engaging the PTO, the transmission gear is controlled to lock it in a fixed speed ratio gear. Finally, it is determined whether the PTO requires a constant speed; if so, the engine speed is controlled to the target speed.

[0050] If the power take-off (PTO) is set to take power for both driving and parking: if the vehicle is currently in driving mode, the PTO will take power for driving mode; if the vehicle is currently in parking mode, the PTO will take power for parking mode.

[0051] S200 specifically includes the following:

[0052] If an interlock relationship exists: If a power take-off unit with an interlock relationship is already in operation, a warning message will be issued; otherwise, control will be executed as if a single power take-off unit were in operation.

[0053] If there is no interlock relationship: control is performed according to the current position of the power take-off (PTO) and the engine speed is controlled according to the target speed of the highest priority PTO currently in operation.

[0054] The S300 specifically includes the following:

[0055] After receiving the PTO engagement command from the remote communication device via the CAN bus, the control unit issues a warning message if the vehicle is in driving mode, and checks the engine status if the vehicle is in parking mode. If the engine is not started, it sends a start signal to the engine control unit to start the engine. After the engine starts, the PTO is controlled according to the above steps S100 and S200.

[0056] As shown in Figure 2, the system used in the power take-off (PTO) control method of a heavy-duty off-road vehicle includes a control unit 2. The control unit 2 is connected to a vehicle speed sensor 1, a PTO switch 3, a PTO signal switch 4, a PTO solenoid valve 5, a transfer case control solenoid valve 6, a transfer case gear position signal switch 7, a parking signal switch 8, a transmission electronic control unit (ECU) 9, an engine electronic control unit (TCU) 10, a diode 11, and a warning light. Each PTO in this invention has one PTO switch, one PTO signal switch, and one PTO solenoid valve. The number of transfer case control solenoid valves and gear position signal switches is related to the transfer case control method. This invention does not limit their number, as long as they can be put into neutral by controlling the solenoid valve and can be known to be in neutral by the signal switch.

[0057] The engine electronic control unit 10 controls the electronically fuel-injected engine, which is used to collect engine speed information and control the engine speed;

[0058] The transmission control unit 9 (TCU) is connected to the automatic transmission and is used to collect the transmission's gear position and speed information, and to execute gear control.

[0059] Control unit 2 is used to collect the status of parking signal switch 8, power take-off switch 3, power take-off signal switch 4, transfer case gear position signal switch 7 and vehicle speed sensor 1 in real time; and to control the status of power take-off solenoid valve 5 and transfer case control solenoid valve 6 by exchanging data and commands with engine electronic control unit 10 and transmission electronic control unit 9 through CAN bus network; similarly, control unit 2 can receive power take-off commands from external devices through CAN bus to automatically realize engine start / stop, transmission gear position control, power take-off control and engine speed control, and meet the one-button power take-off requirement;

[0060] In addition, the control unit 2 has the following built-in configuration parameters: PTO position, PTO operating speed, interlock requirements, and parking PTO requirements. The system has multiple built-in PTO configuration parameters, and the values ​​of each parameter can be set according to actual conditions. Parameter values ​​can be set via a user-defined CAN message format. Among the parameters, the position parameter can be set to either transmission PTO or transfer case PTO. If transfer case PTO is selected, the control unit may also need to control the transmission gear to lock it in a fixed gear, thereby precisely controlling the PTO's operating speed by controlling the engine speed. The constant speed parameter is used to set the PTO's operating speed; if the PTO does not require constant speed operation, this parameter is set to 0. This parameter is only applicable to PTOs with a parking PTO operating mode. Effectiveness: When the PTO is in motion, its speed is affected by a combination of factors such as throttle and vehicle driving status, and does not need to be set to a fixed value. The PTO mode parameter can be set to driving PTO, parking PTO, or both driving and parking PTO. Driving PTO means that the PTO can only be used when the vehicle is moving, parking PTO means that it can only be used when the vehicle is stationary, and both driving and parking PTO means that it can take power when driving or parking. The interlock parameter sets the interlock relationship between the current PTO and other PTOs. Only one of the PTOs with an interlock relationship is allowed to be in working state at the same time. The priority parameter is used to set the priority of the PTO. When multiple PTOs are allowed to work at the same time, but the working speed requirements of each PTO are different, the speed control will be based on the PTO with the higher priority.

[0061] Specifically, the parking signal switch 8 is a pneumatic switch, which closes when the vehicle is parked.

[0062] Specifically, the vehicle speed sensor 1 is a Hall effect sensor and is driven by the transfer case output shaft.

[0063] The vehicle's driving and parking status can be determined by the parking signal switch 8 and the vehicle speed sensor 1. If the parking signal switch is valid and the vehicle speed is 0, the vehicle is in a parking state; otherwise, it is in a driving state.

[0064] Specifically, the transfer case solenoid valve 6 is an electro-pneumatic solenoid valve used to control the gear position of the transfer case.

[0065] Specifically, the power take-off signal switch 4 can be closed after the power take-off is engaged.

[0066] Specifically, diode 11 is used to physically isolate the engine from the original vehicle's start-stop circuit when the engine electronic control unit 10 controls the engine start-stop, to prevent mutual interference.

[0067] Specifically, the warning light can indicate system malfunctions by flashing, such as the power take-off engagement condition not being met, or it can send the warning information to the CAN bus network.

[0068] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of the equivalent elements of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0069] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A power take-off control method for heavy-duty off-road vehicles, characterized in that, Includes: S100: When a single power take-off is working, different controls are executed according to the power take-off installation position; the above power take-off installation positions include transmission power take-off and transfer case power take-off; Once the power take-off (PTO) installation location is determined, different controls are executed according to the PTO's operating mode. These PTO operating modes include driving PTO, parking PTO, and both driving and parking PTO. S200: When multiple PTOs are operating, different controls are executed based on whether an interlock relationship exists. S300: When the PTO is remotely controlled, the vehicle's driving / parking status is determined. If it is currently in driving mode, a warning message is issued. If it is in parking mode, the engine status is determined. If the engine is not started, a remote start command is sent to start the engine. The PTO control is then performed according to S100 and S200. In S100, when the transmission takes power, the specific steps are as follows: If the PTO operating mode is driving PTO: If the current parking state is... Warning message: If the vehicle is in driving mode, check if the engine speed is below the limit. If it exceeds the limit, issue a warning message; if it is below the limit, engage the power take-off (PTO). If the PTO is in parking PTO mode: If the vehicle is in driving mode, issue a warning message; if it is in parking mode, check the engine speed. If the engine speed is above the limit, control the engine speed to idle, then check the transfer case gear information. If the transfer case is in neutral, engage the PTO; if it is not in neutral, control the transfer case solenoid valve to put it in neutral before engaging the PTO. Finally, check if the PTO requires a constant speed; if so, control the engine speed to the target speed. If the PTO is in driving / parking PTO mode: If the current vehicle... If the vehicle is in driving mode, the PTO will operate in driving mode; if the vehicle is in parking mode, the PTO will operate in parking mode. When the transfer case in S100 takes power, the specific steps are as follows: If the PTO is in driving mode: if the vehicle is in driving mode, a warning message is issued; if the vehicle is in parking mode, the transmission gear information is checked. If the transmission gear is not in neutral, a gear control command is sent via the CAN bus to shift it into neutral, and then the transmission output shaft speed is checked. If the speed is below a limit, the PTO engages. If the PTO is in parking mode: if the vehicle is in driving mode, a warning message is issued; if the vehicle is in parking mode, the transmission gear information is checked. If the transmission gear is not in neutral... The system then sends a gear control command via the CAN bus to put the engine in neutral, and then checks the transmission output shaft speed. If the speed is below the limit, it checks the transfer case gear information. If the transfer case is in neutral, it engages the power take-off (PTO). If it is not in neutral, it controls the transfer case solenoid valve to put it in neutral before engaging the PTO. After engaging the PTO, it controls the transmission gear to lock it in a fixed gear ratio. Finally, it checks if the PTO requires a constant speed. If so, it controls the engine speed to the target speed. If the PTO's operating mode is driving / parking PTO: if the vehicle is currently driving, it operates as driving PTO; if the vehicle is currently parked, it operates as parking PTO.S200 specifically includes the following: If an interlock relationship exists: when the power take-off (PTO) with an interlock relationship is already in operation, a warning message is issued; otherwise, control is executed as if a single PTO is in operation. If no interlock relationship exists: control is executed as if a single PTO is in operation based on the current PTO position. After the PTO is engaged, engine speed control is performed according to the target speed of the highest priority PTO currently in operation. S300 specifically includes the following: After the control unit receives the PTO engagement command from the remote communication device via the CAN bus, if the vehicle is currently in driving mode, a warning message is issued; if the vehicle is in parking mode, the engine status is determined; if the engine is not started, a start signal is sent to the engine electronic control unit to start the engine. After the engine starts, the power take-off is controlled according to S100 and S200 as described above.

2. The system used in the power take-off control method for heavy-duty off-road vehicles as described in claim 1, characterized in that, The system includes a control unit connected to a vehicle speed sensor, a power take-off (PTO) switch, a PTO signal switch, a PTO solenoid valve, a transfer case control solenoid valve, a transfer case gear position signal switch, a parking signal switch, a transmission electronic control unit (ECU), an engine electronic control unit (ECU), diodes, and warning lights. The ECU collects engine speed information and controls engine speed. The ECU collects transmission gear and speed information and performs gear control. The control unit collects real-time data on the status of the parking signal switch, PTO switch, PTO signal switch, and transfer case gear position signal switch, as well as signals from the vehicle speed sensor. It also interacts with the ECU and ECU via a CAN bus network to control the PTO solenoid valve and transfer case control solenoid valve.

3. The system used in the power take-off control method for heavy-duty off-road vehicles as described in claim 2, characterized in that, The parking signal switch is a pneumatic switch, which closes when the vehicle is parked.

4. The system used in the power take-off control method for heavy-duty off-road vehicles as described in claim 3, characterized in that, The vehicle speed sensor is a Hall effect sensor.

5. The system used in the power take-off control method for heavy-duty off-road vehicles as described in claim 4, characterized in that, The transfer case solenoid valve is an electro-pneumatic solenoid valve used to control the transfer case gear position.

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