Power take-off control method, device and vehicle

Abstract

The present disclosure relates to a power take-off control method, device and vehicle. The method comprises: controlling the power take-off to be combined with the drive motor; if the vehicle is currently in a driving power take-off cruise mode, controlling the speed of the drive motor according to the accelerator pedal signal and the constant speed switch signal if the power take-off is successfully combined with the drive motor. In this way, the operation difficulty of user speed adjustment can be reduced, and the driving safety can be improved.

Description

Technical Field

[0001] This disclosure relates to the field of vehicles, and more specifically, to a power take-off control method, device, and vehicle. Background Technology

[0002] A power take-off (PTO) is one or more sets of transmission gears, also known as a power output device. PTOs primarily provide power to the superstructure of vehicles, such as the sweeping and watering equipment on sanitation vehicles. In the field of new energy vehicles, the power of the PTO can be directly taken from the drive motor; therefore, the PTO and drive motor need to be combined. Under different operating conditions, different operations are required to adjust the speed of the PTO.

[0003] In related technologies, when a vehicle is in PTO cruise control mode, pressing the accelerator pedal will cause the vehicle to exit PTO cruise control mode, making it impossible to adjust the PTO speed. At this time, the user can adjust the PTO speed by pressing the acceleration or deceleration switch. However, the speed range adjustable with a single press of the button is small, and in practical applications, the user may need to press it multiple times consecutively. This is not only cumbersome but also slow in adjustment. Therefore, a simple and fast PTO control method is needed to meet the needs of different vehicle operating conditions. Summary of the Invention

[0004] The purpose of this disclosure is to provide a power take-off control method, device, and vehicle to reduce the difficulty of speed adjustment for users and improve driving safety.

[0005] To achieve the above objectives, in a first aspect, this disclosure provides a power take-off (PTO) control method, comprising:

[0006] Control the power take-off unit to engage with the drive motor;

[0007] When the power take-off unit and the drive motor are successfully engaged, if the vehicle is currently in driving power take-off cruise mode, the speed of the drive motor is controlled according to the accelerator pedal signal and the cruise control switch signal.

[0008] Optionally, controlling the speed of the drive motor based on the accelerator pedal signal and the cruise control switch signal includes:

[0009] If the target speed of the drive motor corresponding to the accelerator pedal signal is not less than the current speed of the drive motor, and the constant speed switch signal is a constant speed setting on signal, then in response to determining that the accelerator pedal is released based on the accelerator pedal signal, the drive motor is controlled to operate according to the target speed.

[0010] Optionally, controlling the speed of the drive motor based on the accelerator pedal signal and the cruise control switch signal includes:

[0011] If the target speed of the drive motor corresponding to the accelerator pedal signal is less than the current speed of the drive motor, and the constant speed switch signal is a deceleration switch signal, then a first speed is determined, wherein the first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed;

[0012] In response to determining that the accelerator pedal is released based on the accelerator pedal signal, the drive motor is controlled to operate based on the maximum of the target speed and the first speed.

[0013] Optionally, the method further includes:

[0014] If the vehicle is currently in the driving power take-off cruise mode, in response to determining that the brake pedal has been pressed and released based on the brake pedal signal, the drive motor is controlled to operate according to a second preset speed, wherein the second preset speed represents the idle speed of the drive motor.

[0015] Optionally, controlling the speed of the drive motor based on the accelerator pedal signal and the cruise control switch signal includes:

[0016] If it is determined from the accelerator pedal signal that the accelerator pedal is not depressed, and the constant speed switch signal is a deceleration switch signal, then the drive motor is controlled to operate according to the first speed, wherein the first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed;

[0017] If it is determined from the accelerator pedal signal that the accelerator pedal is not depressed, and the constant speed switch signal is an acceleration switch signal, then the drive motor is controlled to operate according to the second speed, wherein the second speed is the speed obtained by adding a first preset speed to the current speed of the drive motor.

[0018] Optionally, controlling the power take-off unit in conjunction with the drive motor includes:

[0019] Control the drive motor to enter speed control mode;

[0020] The solenoid valve of the power take-off is closed, and the drive motor is controlled to operate at a third preset speed, so as to control the power take-off and the drive motor to engage.

[0021] Optionally, the control of the power take-off unit in conjunction with the drive motor further includes:

[0022] In response to determining that the power take-off unit has failed to engage with the drive motor, the speed of the drive motor is increased until the power take-off unit successfully engages with the drive motor, or the number of times the power take-off unit has failed to engage with the drive motor reaches a preset number.

[0023] Optionally, the vehicle is determined to be in the driving power take-off cruise mode if the following conditions are met:

[0024] The vehicle is in D gear, and the current gear is in the preset low speed range;

[0025] The vehicle was not in the parking brake state;

[0026] The vehicle's power take-off switch was turned on.

[0027] Secondly, this disclosure provides a power take-off control device, comprising:

[0028] The first control module is configured to control the power take-off unit to engage with the drive motor.

[0029] The second control module is configured to control the speed of the drive motor based on the accelerator pedal signal and the cruise control switch signal when the power take-off unit and the drive motor are successfully engaged, and the vehicle is currently in driving power take-off cruise mode.

[0030] Optionally, the second control module is further configured to control the drive motor to operate according to the target speed if the target speed of the drive motor corresponding to the accelerator pedal signal is not less than the current speed of the drive motor, and the constant speed switch signal is a constant speed setting on signal.

[0031] Optionally, the second control module includes:

[0032] The first determining submodule is configured to determine a first speed if the target speed of the drive motor corresponding to the accelerator pedal signal is less than the current speed of the drive motor and the constant speed switch signal is a deceleration switch signal, wherein the first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed;

[0033] The first control submodule is configured to control the drive motor to operate in response to determining that the accelerator pedal is released based on the accelerator pedal signal, based on the maximum of the target speed and the first speed.

[0034] Optionally, the power take-off control device further includes:

[0035] The third control module is configured to, if the vehicle is currently in the driving power take-off cruise mode, in response to determining that the brake pedal has been pressed and released based on the brake pedal signal, control the drive motor to operate according to a second preset speed, wherein the second preset speed represents the idle speed of the drive motor.

[0036] Optionally, the second control module includes:

[0037] The second control submodule is configured to control the drive motor to operate according to a first speed if it is determined from the accelerator pedal signal that the accelerator pedal is not depressed and the constant speed switch signal is a deceleration switch signal, wherein the first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed.

[0038] The second control submodule is further configured to control the drive motor to operate according to a second rotational speed if it is determined from the accelerator pedal signal that the accelerator pedal is not depressed and the constant speed switch signal is an acceleration switch signal, wherein the second rotational speed is the rotational speed obtained by adding a first preset rotational speed to the current rotational speed of the drive motor.

[0039] Optionally, the first control module includes:

[0040] The third control submodule is configured to control the drive motor to enter the speed control mode;

[0041] The third control submodule is also configured to control the closing of the power take-off solenoid valve and control the drive motor to operate at a third preset speed, so as to control the power take-off and the drive motor to engage.

[0042] Optionally, the third control submodule is further configured to, in response to determining that the power take-off and the drive motor have failed to engage, control the speed of the drive motor to increase until the power take-off and the drive motor engage successfully, or the number of times the power take-off and the drive motor have failed to engage reaches a preset number.

[0043] Optionally, the power take-off control device further includes:

[0044] The first determining module is configured to determine that the vehicle is in the driving power take-off cruise mode if the following conditions are met:

[0045] The vehicle is in D gear, and the current gear is in the preset low speed range;

[0046] The vehicle was not in the parking brake state;

[0047] The vehicle's power take-off switch was turned on.

[0048] Thirdly, this disclosure provides a power take-off control device, comprising:

[0049] A memory on which computer programs are stored;

[0050] A controller for executing the computer program in the memory to implement the steps of the method according to any one of the first aspects of this disclosure.

[0051] Fourthly, this disclosure provides a vehicle including the power take-off control device described in the second or third aspect of this disclosure.

[0052] The above technical solution controls the connection between the power take-off (PTO) and the drive motor, enabling the PTO to operate. Once successfully connected, if the vehicle is in PTO cruise control mode, the user can adjust the drive motor's speed using the accelerator pedal and cruise control switch, thereby adjusting the PTO's speed and allowing the vehicle to cruise at a constant speed while the PTO is engaged. The accelerator pedal and cruise control switch are simple to operate, reducing the difficulty of speed adjustment for users and improving driving safety.

[0053] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Other features and advantages of this disclosure will be described in detail in the subsequent detailed description section. Attached Figure Description

[0054] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings:

[0055] Figure 1 This is a flowchart illustrating a power take-off control method according to an exemplary embodiment.

[0056] Figure 2 This is a block diagram illustrating a power take-off control device according to an exemplary embodiment.

[0057] Figure 3 This is a block diagram illustrating a power take-off control device according to another exemplary embodiment. Detailed Implementation

[0058] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0059] It should be noted that all actions involving the acquisition of signals, information, or data in this application are carried out in compliance with the relevant data protection laws and policies of the country where the application is located, and with the authorization granted by the owner of the relevant device.

[0060] Figure 1This is a flowchart illustrating a power take-off (PTO) control method according to an exemplary embodiment. This method can be applied to a controller in a vehicle, such as a vehicle control unit (VCU), microcontroller unit (MCU), or electronic control unit (ECU). Figure 1 As shown, the method may include the following steps:

[0061] In step S101, the power take-off unit is controlled to engage with the drive motor.

[0062] For example, this disclosure can be applied to electric vehicles. The vehicle may be equipped with a power take-off (PTO) operating switch for controlling the vehicle's entry into and exit from PTO operating mode. When the user turns on the PTO operating switch, if the vehicle is in a ready state, the current gear is neutral (N), and the parking brake is engaged, the vehicle can enter the PTO engagement phase of the PTO operating mode.

[0063] For example, the power take-off (PTO) can be powered directly from the drive motor. The output end of the drive motor can be equipped with a mechanical connection structure for engaging with the PTO. The PTO can engage with the drive motor and operate under its drive to output power. Therefore, the vehicle can control the speed of the PTO by controlling the speed of the drive motor.

[0064] Thus, when the power take-off (PTO) is needed, the user can turn on the PTO switch to engage the PTO with the drive motor, allowing the drive motor to power the PTO. When the PTO is not needed, the user can turn off the PTO switch to disengage the PTO from the drive motor. In this case, the drive motor is only used to propel the vehicle forward.

[0065] In step S102, if the power take-off unit and the drive motor are successfully engaged, and the vehicle is currently in driving power take-off cruise mode, the speed of the drive motor is controlled according to the accelerator pedal signal and the cruise control switch signal.

[0066] For example, when the vehicle is in PTO cruise control mode, meaning the vehicle can maintain a constant speed while the PTO is engaged, if the PTO and drive motor successfully engage and the vehicle is in PTO cruise control mode, the vehicle can first control the drive motor's speed to idle speed, such as 800 rpm, which is the minimum speed at which the drive motor can operate. Then, the user can adjust the drive motor's speed by operating the accelerator pedal and the cruise control switch, thereby adjusting the vehicle speed and the PTO's output speed in cruise control mode. The PTO's output speed and output power can be positively correlated; that is, the higher the PTO's speed, the greater the output power, and the greater the power obtained by the devices using the PTO on the vehicle.

[0067] The above technical solution controls the connection between the power take-off (PTO) and the drive motor, enabling the PTO to operate. Once successfully connected, if the vehicle is in PTO cruise control mode, the user can adjust the drive motor's speed using the accelerator pedal and cruise control switch, thereby adjusting the PTO's speed and allowing the vehicle to cruise at a constant speed while the PTO is engaged. The accelerator pedal and cruise control switch are simple to operate, reducing the difficulty of speed adjustment for users and improving driving safety.

[0068] In some possible implementations, controlling the speed of the drive motor based on the accelerator pedal signal and the cruise control switch signal may include the following steps:

[0069] If the target speed of the drive motor corresponding to the accelerator pedal signal is not less than the current speed of the drive motor, and the speed control switch signal is a speed control setting on signal, then in response to determining that the accelerator pedal is released based on the accelerator pedal signal, the drive motor is controlled to run according to the target speed.

[0070] For example, when the vehicle is in cruise control mode, the user can adjust the vehicle speed using the accelerator pedal. A pre-set relationship between the accelerator pedal opening and the drive motor speed can be established. Thus, when the user presses the accelerator pedal to adjust its opening, the target drive motor speed corresponding to the accelerator pedal opening indicated by the accelerator pedal signal can be determined based on this relationship.

[0071] In some possible implementations, the speed of the drive motor cannot be too high or too low. Excessive speed may damage the vehicle's mechanical components, while insufficient speed may prevent the power take-off from operating. Therefore, the safety and reliability of the equipment operation can be improved by setting a speed range for the drive motor. The speed range of the drive motor can be preset, for example, from 800 rpm to 1800 rpm. That is, in this implementation, when setting the correspondence between the accelerator pedal opening and the drive motor speed, the speed range of the drive motor is taken into account, ensuring that the determined target speed of the drive motor does not exceed this speed range.

[0072] A cruise control switch is a functional switch used to set or adjust the vehicle speed in cruise control mode. It can include various speed control switches, such as a cruise control set switch, an accelerator (+) switch, and a deceleration (-) switch. The cruise control set switch can be used to trigger or complete the cruise control setting function. For example, pressing the cruise control set switch generates a cruise control activation signal, and pressing it again generates a cruise control completion signal. The accelerator switch can be used to increase the vehicle speed in cruise control mode. For example, each press of the accelerator switch increases the vehicle speed in cruise control mode and controls the drive motor speed to increase by a first preset speed. The deceleration switch can be used to decrease the vehicle speed in cruise control mode. For example, each press of the deceleration switch decreases the vehicle speed in cruise control mode and controls the drive motor speed to decrease by a first preset speed. For example, the first preset speed can be set to 50 rpm.

[0073] When the target speed of the drive motor corresponding to the accelerator pedal signal is not less than the current speed of the drive motor, and the cruise control switch signal is the cruise control setting enabled signal, it indicates that the user's intention is to increase or not change the speed of the power take-off and the vehicle speed for cruise control. Therefore, after the accelerator pedal is released, the vehicle can control the speed of the drive motor to increase or remain unchanged. For example, if the target speed of the drive motor corresponding to the accelerator pedal signal is greater than the current speed of the drive motor, the vehicle can control the speed of the drive motor to increase to the target speed of the drive motor corresponding to the accelerator pedal opening. As another example, if the target speed of the drive motor corresponding to the accelerator pedal signal is equal to the current speed of the drive motor, the vehicle can control the speed of the drive motor to remain unchanged.

[0074] With the above technical solution, users can adjust the speed of the drive motor by pressing the accelerator pedal, triggering the cruise control switch to generate a cruise control setting activation signal, and finally releasing the accelerator pedal.

[0075] In some possible implementations, controlling the speed of the drive motor based on the accelerator pedal signal and the cruise control switch signal may include the following steps:

[0076] If the target speed of the drive motor corresponding to the accelerator pedal signal is less than the current speed of the drive motor, and the constant speed switch signal is a deceleration switch signal, then the first speed is determined, wherein the first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed.

[0077] In response to determining that the accelerator pedal has been released based on the accelerator pedal signal, the drive motor is controlled to operate based on the greater of the target speed and the first speed.

[0078] When the target speed of the drive motor corresponding to the accelerator pedal signal is less than the current speed of the drive motor, and the cruise control switch signal is a deceleration switch signal, it indicates that the user's intention is to reduce the speed of the power take-off (PTO) and the vehicle speed for cruise control. Therefore, after the accelerator pedal is released, the vehicle can control the speed of the drive motor according to the greater of the target speed and a first speed, so as to reduce the speed of the PTO and the vehicle speed for cruise control. The first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed. The first preset speed is set to 50 rpm.

[0079] With the above technical solution, users can reduce the speed of the drive motor by pressing the accelerator pedal, triggering the cruise control switch to generate a deceleration switch signal, and finally releasing the accelerator pedal.

[0080] In some possible implementations, the method may further include the following steps:

[0081] If the vehicle is currently in driving power take-off cruise mode, in response to determining that the brake pedal has been pressed and released based on the brake pedal signal, the drive motor is controlled to operate according to the second preset speed, wherein the second preset speed represents the idle speed of the drive motor.

[0082] For example, the second preset speed can be set to 800 rpm, which is the idle speed of the drive motor.

[0083] For example, when the vehicle is in cruise control mode, the user can quickly decelerate using the brake pedal. The user can depress the brake pedal to mechanically reduce the drive motor's speed to 0 rpm, and then release the brake pedal. At this point, the vehicle can control the drive motor to operate at idle speed. For example, the vehicle can control the drive motor to operate at 800 rpm. This quickly reduces the drive motor's speed, and then maintains the drive motor's idle speed for cruise control.

[0084] In some possible implementations, controlling the speed of the drive motor based on the accelerator pedal signal and the cruise control switch signal may include the following steps:

[0085] If it is determined from the accelerator pedal signal that the accelerator pedal is not depressed, and the constant speed switch signal is the deceleration switch signal, then the drive motor is controlled to operate according to the first speed, wherein the first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed;

[0086] If the accelerator pedal signal indicates that the accelerator pedal is not depressed and the cruise control switch signal is an acceleration switch signal, then the drive motor is controlled to operate according to the second speed, where the second speed is the speed obtained by adding the first preset speed to the current speed of the drive motor.

[0087] For example, when the vehicle is in cruise control mode, the user can adjust the speed of the drive motor via a cruise control switch. In some possible implementations, when the accelerator pedal is not depressed, the user can press a deceleration switch, and the vehicle, in response to the deceleration switch signal, can control the speed of the drive motor to a first speed. This first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed. For example, if the current speed of the drive motor is 900 rpm and the first preset speed is set to 50 rpm, then the first speed is 850 rpm. The user can also continuously decrease the speed of the drive motor in steps by repeatedly pressing the deceleration switch.

[0088] In other possible implementations, when the accelerator pedal is not depressed, the user can press the accelerator switch. In response to the accelerator switch signal, the vehicle can control the drive motor's speed to a second speed. This second speed is the speed obtained by increasing the drive motor's current speed by a first preset speed. For example, if the drive motor's current speed is 900 rpm and the first preset speed is set to 50 rpm, then the second speed is 950 rpm. The user can also continuously increase the drive motor's speed in steps by repeatedly pressing the accelerator switch.

[0089] It is worth noting that when the first speed or the second speed exceeds the speed range of the drive motor, the speed of the drive motor can be controlled to the lower limit or upper limit of that speed range to ensure that the speed of the drive motor does not exceed the aforementioned speed range during operation.

[0090] With the above technical solution, users can adjust the speed of the drive motor by pressing the speed control switch, thereby improving the speed control accuracy of the power take-off unit.

[0091] In some possible implementations, controlling the power take-off unit in conjunction with the drive motor may include the following steps:

[0092] Control the drive motor to enter speed control mode;

[0093] The solenoid valve of the power take-off unit is closed, and the drive motor is controlled to operate at a third preset speed, so as to control the connection between the power take-off unit and the drive motor.

[0094] For example, the drive motor can be in either speed control mode or torque control mode. In speed control mode, the drive motor can adjust its speed in response to speed control commands. In torque control mode, the drive motor can adjust its torque in response to torque control commands. When the power take-off (PTO) is engaged, the drive motor can be in speed control mode. When the PTO is not engaged, i.e., when the drive motor can be used to propel the vehicle forward, the drive motor can be in torque control mode.

[0095] For example, a power take-off (PTO) solenoid valve can be used to control the opening and closing of the PTO's hydraulic circuit. For instance, when the solenoid valve is closed, the PTO's hydraulic circuit is open, and hydraulic fluid provides hydraulic power to the PTO, which is used to drive the PTO to engage with the drive motor. Conversely, when the solenoid valve is open, the PTO's hydraulic circuit is closed, the PTO loses hydraulic power, and thus disconnects from the drive motor. Therefore, the engagement and disengagement of the PTO from the drive motor can be controlled by controlling the opening and closing of the solenoid valve.

[0096] For example, the third preset speed can be set to 15 rpm. The third preset speed can be adjusted based on actual needs to improve the success rate of the power take-off and drive motor engagement.

[0097] For example, in response to a user activating the power take-off (PTO) switch, the vehicle can understand the user's intention to activate the PTO. At this point, the vehicle can control the drive motor to enter a speed control mode, allowing subsequent speed control commands to control the drive motor's speed. Then, the PTO solenoid valve can be closed, engaging the PTO with the drive motor. At this time, the drive motor can be controlled to operate at a third preset speed, for example, 15 rpm, via speed control commands to ensure close engagement between the PTO and the drive motor during operation.

[0098] In some possible implementations, controlling the power take-off unit in conjunction with the drive motor may also include the following steps:

[0099] In response to the determination that the power take-off unit (PTO) and the drive motor have failed to engage, the speed of the drive motor is increased until the PTO and the drive motor engage successfully, or the number of times the PTO and the drive motor have failed to engage reaches a preset number.

[0100] For example, the preset number of attempts can be set to 3. The preset number of attempts can be determined based on the PTO engagement time. If the PTO engagement time allows, the preset number of attempts can be set to a larger value to improve the success rate of PTO engagement.

[0101] For example, a pressure switch device can be installed in the power take-off (PTO) oil circuit of a vehicle to output a signal characterizing the engagement state of the PTO and the drive motor. This signal can be an electrical level signal. For instance, after successful engagement of the PTO and the drive motor, the pressure switch device can output a continuous high-level signal. Alternatively, after failed engagement, the pressure switch device can output a continuous low-level signal. Furthermore, during the engagement process, if the engagement state is unstable, the pressure switch device can output a signal that alternates between high and low levels.

[0102] For example, the vehicle can acquire the output signal of the pressure switch device and determine the engagement status of the power take-off (PTO) and drive motor based on this signal. For example, if the output signal is a high-level signal and lasts for more than 1 second, it can be determined that the PTO and drive motor have successfully engaged; otherwise, engagement has failed. If engagement fails, the drive motor speed can be increased, for example, by 5 rpm. At this point, the PTO and drive motor can operate at 20 rpm to attempt a second engagement. This increased speed can be preset and adjusted based on actual needs to improve the engagement success rate.

[0103] If the power take-off (PTO) and drive motor fail to engage on the second attempt, the drive motor speed can be increased by 5 rpm. At this point, the PTO and drive motor can operate at 25 rpm to attempt a third engagement. If the third engagement fails, and the preset number of engagements has been reached, the PTO and drive motor are considered to have failed to engage, and the PTO will no longer function.

[0104] For example, the vehicle can be equipped with a power take-off (PTO) indicator light to indicate the engagement status of the PTO and the drive motor. For instance, a red PTO indicator light could indicate a failure to engage the PTO with the drive motor. Conversely, a green PTO indicator light could indicate a successful engagement.

[0105] If the number of failed engagements between the power take-off (PTO) and the drive motor reaches a preset number, the vehicle can control the PTO solenoid valve to disconnect, thus separating the PTO from the drive motor. Simultaneously, the vehicle can control the drive motor's speed to 0 rpm, stopping its operation. Furthermore, the vehicle can control the PTO indicator light to turn red, informing the user of the engagement failure. Additionally, the vehicle can send a message indicating the success or failure of PTO engagement to the drive motor to the vehicle's CAN bus, allowing devices connected to the CAN bus to be aware of the engagement failure. In the event of PTO engagement failure, the drive motor can still be used to propel the vehicle forward. The vehicle can control the drive motor to enter torque control mode. Once the user sees the PTO indicator light turn red, they can turn off the PTO switch, exiting PTO operation mode.

[0106] If the power take-off (PTO) and drive motor engage less than the preset number of times, and any engagement is successful during this period, then the PTO and drive motor are considered to have engaged successfully. The vehicle can control the PTO's operating indicator light to be green to inform the user that the PTO and drive motor have engaged successfully. Furthermore, the vehicle can send a message indicating successful PTO-drive motor engagement to the vehicle's CAN bus, allowing devices connected to the CAN bus to recognize the successful engagement.

[0107] Through the above technical solution, if the power take-off (PTO) fails to engage with the drive motor, the speed of the drive motor can be increased to improve the torque transmission efficiency of the gears and accelerate the gear meshing frequency. This allows the PTO to engage with the drive motor under greater torque, thereby increasing the success rate of PTO-drive motor engagement. When the PTO and drive motor successfully engage, or when the number of failed engagements reaches a preset number, the vehicle can control the PTO to stop engaging with the drive motor. Thus, by setting a preset number of engagements, the engagement time of the PTO and drive motor is limited, improving control efficiency.

[0108] In some possible implementations, the vehicle is determined to be in power take-off cruise mode if the following conditions are met:

[0109] The vehicle is in D gear, and the current gear is in the preset low gear range;

[0110] The vehicle was not in the parking brake position;

[0111] The vehicle's power take-off switch was turned on.

[0112] For example, the vehicle may be equipped with a gearbox, and the low-speed gear range may be set to 1 to 3 or 1 to 2.

[0113] For example, after the power take-off (PTO) and drive motor successfully engage, the vehicle can control the drive motor to enter torque control mode and control its torque to 0 N·m. Afterwards, if the user engages a gear, the vehicle will not suddenly lurch forward, preventing personal injury. The vehicle can determine its current mode based on the user's actions. For instance, the user might engage Drive (D) gear within a preset low-speed range, and then release the handbrake. The vehicle can understand the user's intention to use PTO for driving and thus determine that it is in driving PTO mode. At this point, the drive motor can be controlled to enter speed control mode and its speed set to 0 rpm, allowing subsequent speed control commands to adjust the drive motor's speed.

[0114] For example, the vehicle may be equipped with a power take-off switch, which can be used to control the vehicle's entry and exit from driving power take-off cruise mode or parking power take-off mode. The user can turn on the power take-off switch to put the vehicle into driving power take-off cruise mode when the vehicle is in drive (D) and the current gear is within a preset low gear range, and the vehicle is not in parking brake mode; or, when the vehicle is in neutral (N) and the parking brake is applied, to put the vehicle into parking mode.

[0115] Optionally, after the power take-off (PTO) and drive motor are successfully engaged, if the PTO switch is in the "on" position, the vehicle can enter the parking PTO mode. In this mode, the drive motor remains in speed control mode, the vehicle is currently in neutral (N) gear, and the vehicle is in parking brake mode. The vehicle can control the drive motor speed to idle, for example, 800 rpm. In this state, the PTO can operate while the vehicle is parked.

[0116] For example, when the vehicle is in parking power take-off mode, the user can adjust the speed of the drive motor using a speed control switch. For instance, the user can press a deceleration switch to control the drive motor speed to a first speed. This first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed. The user can also continuously decrease the speed of the drive motor in steps by repeatedly pressing the deceleration switch.

[0117] In some other possible implementations, the user can control the speed of the drive motor to a second speed by pressing an accelerator switch. This second speed is the speed obtained by increasing the current speed of the drive motor by a first preset speed. The user can also continuously increase the speed of the drive motor in steps by repeatedly pressing the accelerator switch.

[0118] In addition, in parking power take-off mode, the speed of the drive motor also meets the aforementioned preset speed range.

[0119] Optionally, after the power take-off (PTO) and drive motor are successfully engaged, if the PTO switch is in the off state, the vehicle can control the drive motor to enter torque control mode and control the torque of the drive motor to 0 N·m. Afterwards, the user can turn on the PTO switch, and the vehicle can control the drive motor to enter speed control mode and control the drive motor speed to idle speed, such as 800 rpm, and confirm that the vehicle is in parking PTO mode.

[0120] Optionally, when the vehicle is in parking PTO mode, if the user turns off the PTO operating switch, or if the vehicle is not in a Ready state, the vehicle exits the PTO operating mode. The vehicle can control the drive motor to enter torque control mode and control the drive motor torque to 0 N·m. When the drive motor torque is less than a preset torque safety value, the vehicle can control the PTO solenoid valve to disconnect. For example, the preset torque safety value can be set to 1 N·m, and the preset torque safety value can be adjusted according to actual needs to protect the mechanical structure of the drive motor and the PTO.

[0121] Optionally, when the vehicle is in parking PTO mode, if the user turns off the PTO switch, the vehicle exits parking PTO mode. The vehicle can then control the drive motor to enter torque control mode and control the drive motor torque to 0 N·m. Afterwards, the user can turn off the PTO operating switch, causing the vehicle to exit PTO operating mode. When the drive motor torque is less than a preset torque safety value, the vehicle can control the PTO solenoid valve to disconnect.

[0122] For example, the vehicle can also indicate whether the power take-off (PTO) and drive motor have successfully disengaged. For instance, as mentioned above, the PTO indicator light can be illuminated green when the drive motor and PTO are successfully engaged, and turned off when they are successfully disengaged, so the user is aware that the PTO and drive motor have successfully disengaged. If the PTO and drive motor fail to disengage, the vehicle can control the PTO indicator light to be red, so the user is aware that the disengagement has failed.

[0123] Optionally, when the vehicle is in driving power take-off mode, the vehicle can control the drive motor to enter speed control mode. When the power take-off switch is off, the user can press the accelerator pedal to control the speed of the drive motor in real time.

[0124] The correspondence between the accelerator pedal opening and the drive motor speed can be preset. When the user presses the accelerator pedal to adjust the accelerator pedal opening, the target speed of the drive motor corresponding to the accelerator pedal opening indicated by the accelerator pedal signal can be determined according to the correspondence, and then the drive motor can be controlled to operate according to the target speed.

[0125] In some possible implementations, the speed range of the drive motor can be preset, for example, from 800 rpm to 1800 rpm. That is, in this implementation, when setting the correspondence between the accelerator pedal opening and the drive motor speed, the speed range of the drive motor is taken into account, so that the determined target speed of the drive motor does not exceed the speed range.

[0126] Optionally, when the vehicle is in driving PTO mode or driving PTO cruise mode, if the user turns off the PTO operating switch, or if the vehicle is not in Ready status, the vehicle exits the PTO operating mode. The vehicle can control the drive motor speed to 0 rpm. When the vehicle speed is less than a preset safe speed, the vehicle can control the drive motor to enter torque control mode and control the drive motor torque to 0 N·m. When the drive motor torque is less than a preset safe torque value, the PTO solenoid valve is disconnected. For example, the preset safe speed can be set to 1 m / s, and the preset safe speed can be adjusted according to actual needs to protect the mechanical structure of the drive motor and the PTO.

[0127] Optionally, when the vehicle is in PTO cruise control mode, if the user turns off the PTO switch, the vehicle exits PTO cruise control mode. The vehicle can control the drive motor speed to 0 rpm. When the vehicle speed is less than a preset safe speed, the vehicle can control the drive motor to enter torque control mode and control the drive motor torque to 0 N·m. Afterwards, the user can turn off the PTO operating switch, and the vehicle exits PTO operating mode. When the drive motor torque is less than a preset safe torque value, the vehicle can control the PTO solenoid valve to disconnect.

[0128] Figure 2 This is a structural block diagram of a power take-off control device 200 according to an exemplary embodiment, such as... Figure 2 As shown, the power take-off control device 200 may include:

[0129] The first control module 201 is configured to control the combination of the power take-off unit and the drive motor;

[0130] The second control module 202 is configured to control the speed of the drive motor based on the accelerator pedal signal and the cruise control switch signal when the power take-off unit and the drive motor are successfully engaged and the vehicle is currently in driving power take-off cruise mode.

[0131] The above technical solution controls the connection between the power take-off (PTO) and the drive motor, enabling the PTO to operate. Once successfully connected, if the vehicle is in PTO cruise control mode, the user can adjust the drive motor's speed using the accelerator pedal and cruise control switch, thereby adjusting the PTO's speed and allowing the vehicle to cruise at a constant speed while the PTO is engaged. The accelerator pedal and cruise control switch are simple to operate, reducing the difficulty of speed adjustment for users and improving driving safety.

[0132] In some possible implementations, the second control module 202 is further configured to control the drive motor to operate according to the target speed if the target speed of the drive motor corresponding to the accelerator pedal signal is not less than the current speed of the drive motor and the constant speed switch signal is a constant speed setting open signal.

[0133] In some possible implementations, the second control module 202 may include: a first determining submodule, configured to determine a first speed if the target speed of the drive motor corresponding to the accelerator pedal signal is less than the current speed of the drive motor and the constant speed switch signal is a deceleration switch signal, wherein the first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed;

[0134] The first control submodule is configured to control the drive motor to operate based on the maximum of the target speed and the first speed, in response to determining that the accelerator pedal is released according to the accelerator pedal signal.

[0135] In some possible implementations, the power take-off control device 200 may further include:

[0136] The third control module is configured to, if the vehicle is currently in driving power take-off cruise mode, respond to determining that the brake pedal has been pressed and released based on the brake pedal signal, control the drive motor to operate according to a second preset speed, wherein the second preset speed represents the idle speed of the drive motor.

[0137] In some possible implementations, the second control module 202 may include: a second control submodule configured to control the drive motor to operate according to a first speed if it is determined from the accelerator pedal signal that the accelerator pedal is not depressed and the speed control switch signal is a deceleration switch signal, wherein the first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed; the second control submodule is further configured to control the drive motor to operate according to a second speed if it is determined from the accelerator pedal signal that the accelerator pedal is not depressed and the speed control switch signal is an acceleration switch signal, wherein the second speed is the speed obtained by increasing the current speed of the drive motor by a first preset speed.

[0138] In some possible implementations, the first control module 201 may include: a third control submodule configured to control the drive motor to enter a speed control mode; the third control submodule is further configured to control the closing of the power take-off solenoid valve and control the drive motor to operate at a third preset speed, so as to control the power take-off and the drive motor to engage.

[0139] In some possible implementations, the third control submodule is also configured to increase the speed of the drive motor in response to determining that the power take-off and drive motor have failed to engage, until the power take-off and drive motor engage successfully, or the number of times the power take-off and drive motor have failed to engage reaches a preset number.

[0140] In some possible implementations, the power take-off control device 200 may further include:

[0141] The first determining module is configured to determine that the vehicle is in power take-off cruise mode if the following conditions are met:

[0142] The vehicle is in D gear, and the current gear is in the preset low gear range;

[0143] The vehicle was not in the parking brake position;

[0144] The vehicle's power take-off switch was turned on.

[0145] Regarding the apparatus in the above embodiments, the specific manner in which each module performs its operation has been described in detail in the embodiments related to the method, and will not be elaborated upon here.

[0146] Figure 3 This is a block diagram illustrating a power take-off control device 300 according to another exemplary embodiment. Figure 3 As shown, the power take-off control device 300 may include a processor 301 and a memory 302. The power take-off control device 300 may also include one or more of a multimedia component 303, an input / output (I / O) interface 304, and a communication component 305.

[0147] The processor 301 controls the overall operation of the power take-off control device 300 to complete all or part of the steps in the power take-off control method described above. The memory 302 stores various types of data to support the operation of the power take-off control device 300. This data may include, for example, instructions for any application or method used to operate on the power take-off control device 300, as well as application-related data, such as contact data, sent and received messages, pictures, audio, video, etc. The memory 302 can be implemented using any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The multimedia component 303 may include a screen and an audio component. The screen may be, for example, a touchscreen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signals may be further stored in the memory 302 or transmitted via the communication component 305. The audio component also includes at least one speaker for outputting audio signals. Input / output (I / O) interface 304 provides an interface between processor 301 and other interface modules, such as keyboards, mice, and buttons. These buttons can be virtual or physical. Communication component 305 is used for wired or wireless communication between the power take-off control device 300 and other devices. Wireless communication includes, for example, Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IoT, eMTC, or other 5G technologies, or combinations thereof, and is not limited herein. Therefore, the corresponding communication component 305 may include: a Wi-Fi module, a Bluetooth module, an NFC module, etc.

[0148] In an exemplary embodiment, the power take-off control device 300 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to execute the power take-off control method described above.

[0149] In another exemplary embodiment, a computer program product is also provided, the computer program product comprising a computer program executable by a programmable device, the computer program having a code portion for performing the power take-off control method described above when executed by the programmable device.

[0150] This disclosure also provides a vehicle including the power take-off control device 200 or the power take-off control device 300 provided in this disclosure.

[0151] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0152] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0153] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A power take-off (PTO) control method, characterized in that, include: Control the power take-off unit to engage with the drive motor; When the power take-off unit and the drive motor are successfully engaged, if the vehicle is currently in driving power take-off cruise mode, the speed of the drive motor is controlled according to the accelerator pedal signal and the cruise control switch signal. The step of controlling the speed of the drive motor based on the accelerator pedal signal and the cruise control switch signal includes: If the target speed of the drive motor corresponding to the accelerator pedal signal is not less than the current speed of the drive motor, and the constant speed switch signal is a constant speed setting on signal, then in response to determining that the accelerator pedal is released according to the accelerator pedal signal, the drive motor is controlled to operate according to the target speed. If the target speed of the drive motor corresponding to the accelerator pedal signal is less than the current speed of the drive motor, and the constant speed switch signal is a deceleration switch signal, then a first speed is determined, wherein the first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed; in response to determining that the accelerator pedal is released according to the accelerator pedal signal, the drive motor is controlled to operate according to the maximum of the target speed and the first speed.

2. The power take-off control method according to claim 1, characterized in that, The method further includes: If the vehicle is currently in the driving power take-off cruise mode, in response to determining that the brake pedal has been pressed and released based on the brake pedal signal, the drive motor is controlled to operate according to a second preset speed, wherein the second preset speed represents the idle speed of the drive motor.

3. The power take-off control method according to claim 1, characterized in that, The method of controlling the speed of the drive motor based on the accelerator pedal signal and the cruise control switch signal further includes: If it is determined from the accelerator pedal signal that the accelerator pedal is not depressed, and the constant speed switch signal is a deceleration switch signal, then the drive motor is controlled to operate according to the first speed, wherein the first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed; If it is determined from the accelerator pedal signal that the accelerator pedal is not depressed, and the constant speed switch signal is an acceleration switch signal, then the drive motor is controlled to operate according to the second speed, wherein the second speed is the speed obtained by adding a first preset speed to the current speed of the drive motor.

4. The power take-off control method according to claim 1, characterized in that, The control of the power take-off unit and the drive motor includes: Control the drive motor to enter speed control mode; The solenoid valve of the power take-off is closed, and the drive motor is controlled to operate at a third preset speed, so as to control the power take-off and the drive motor to engage.

5. The power take-off control method according to claim 4, characterized in that, The method of controlling the power take-off unit and the drive motor also includes: In response to determining that the power take-off unit has failed to engage with the drive motor, the speed of the drive motor is increased until the power take-off unit successfully engages with the drive motor, or the number of times the power take-off unit has failed to engage with the drive motor reaches a preset number.

6. The power take-off control method according to claim 1, characterized in that, The vehicle is determined to be in the driving power take-off cruise mode under the following conditions: The vehicle is in D gear, and the current gear is in the preset low speed range; The vehicle was not in the parking brake state; The vehicle's power take-off switch was turned on.

7. A power take-off control device, characterized in that, include: The first control module is configured to control the power take-off unit to engage with the drive motor. The second control module is configured to control the speed of the drive motor based on the accelerator pedal signal and the cruise control switch signal if the vehicle is currently in driving power take-off cruise mode when the power take-off unit and the drive motor are successfully engaged. The second control module is further configured as follows: If the target speed of the drive motor corresponding to the accelerator pedal signal is not less than the current speed of the drive motor, and the constant speed switch signal is a constant speed setting on signal, then in response to determining that the accelerator pedal is released according to the accelerator pedal signal, the drive motor is controlled to operate according to the target speed. The second control module includes: The first determining submodule is configured to determine a first speed if the target speed of the drive motor corresponding to the accelerator pedal signal is less than the current speed of the drive motor and the constant speed switch signal is a deceleration switch signal, wherein the first speed is the speed obtained by reducing the current speed of the drive motor by a first preset speed; The first control submodule is configured to control the drive motor to operate in response to determining that the accelerator pedal is released based on the accelerator pedal signal, based on the maximum of the target speed and the first speed.

8. A power take-off control device, characterized in that, include: A memory on which computer programs are stored; A processor for executing the computer program in the memory to implement the steps of the method according to any one of claims 1-6.

9. A vehicle, characterized in that, Includes the power take-off control device as described in claim 7 or 8.

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