A parking power take-off control method and device

Abstract

The application provides a kind of parking power take-off control method and device, applied to electric vehicle control system, the method comprises: determining the vehicle state;Based on the vehicle state determines whether to meet the parking power take-off condition, if meet, send power take-off request to remote information control unit, make remote information control unit control power take-off and gearbox is connected;Based on the first mode or second mode control the power take-off reaches target working speed, the first mode is semi-automatic adjustment mode, second mode is full-automatic adjustment mode;Detect the current vehicle state;Based on the current vehicle state determines whether to meet the exit parking power take-off condition, if meet, control power take-off speed zero;Send disconnect power take-off request to remote information control unit, make remote information control unit control power take-off and gearbox is disconnected.The parking power take-off control method of the application can semi-automatic or full-automatic parking power take-off control, simplify user operation, control efficiency is higher.

Description

Technical Field

[0001] This invention relates to the field of parking power take-off technology, and in particular to a parking power take-off control method and device. Background Technology

[0002] The mechanical power take-off (PTO) on the intermediate shaft of an AMT (Automated Manual Transmission) gearbox has become the most economical and convenient power source for specialized equipment mounted on pure electric special-purpose vehicles. Existing AMT gearbox mechanical PTO control technology in the parking state involves the driver operating a PTO control switch to directly control the PTO solenoid valve, engage the PTO, and then set a fixed speed for it to operate. This requires the driver to subjectively judge whether the PTO is properly engaged and functioning correctly. However, this subjective judgment is prone to errors, posing safety risks to the mechanical PTO of the equipment. Furthermore, the PTO can only maintain a fixed speed and cannot be adjusted, thus failing to meet the technical requirements of special-purpose equipment mounted on special-purpose vehicles for intelligence, connectivity, and energy efficiency. Summary of the Invention

[0003] This invention provides a parking power take-off (PTO) control method and device that can control the operation of the PTO in a semi-automatic or fully automatic manner, simplifying user operation and improving control efficiency.

[0004] To address the aforementioned technical problems, embodiments of the present invention provide a parking power take-off control method, applied in an electric vehicle control system, the method comprising:

[0005] Determine the overall vehicle status;

[0006] Based on the overall vehicle status, determine whether the parking power take-off condition is met. If it is met, send a power take-off request to the remote information control unit, so that the remote information control unit controls the power take-off unit to connect to the transmission.

[0007] The power take-off unit is controlled to reach the target operating speed based on either the first mode or the second mode. The first mode is a semi-automatic adjustment mode, and the second mode is a fully automatic adjustment mode.

[0008] Detect the current vehicle status;

[0009] Based on the current vehicle status, determine whether the conditions for exiting the parking power take-off are met. If they are met, control the power take-off speed to be reset to zero.

[0010] A request to disconnect the power take-off is sent to the remote information control unit, causing the remote information control unit to disconnect the power take-off from the gearbox.

[0011] As an optional embodiment, determining whether the parking power take-off condition is met based on the overall vehicle status includes:

[0012] Based on the vehicle status, it is determined that the vehicle's high voltage is ready, the remote information control unit is operating normally, the vehicle is in a parked state, and the transmission is in neutral.

[0013] As an optional embodiment, it also includes:

[0014] Determine whether the power take-off unit and the intermediate shaft of the gearbox are stably connected. If so, control the power take-off unit to reach the target operating speed based on the first mode or the second mode.

[0015] As an optional embodiment, controlling the power take-off to reach the target operating speed based on the first mode includes:

[0016] The power take-off status information is sent to the instrument for display, and the user is prompted to input a speed request command based on the instrument.

[0017] In response to the speed request command, an initial power take-off operating speed request is sent to the remote information control unit, and the user is prompted by the instrument to adjust the operating speed of the power take-off within the speed adjustment range until the power take-off reaches the target operating speed.

[0018] As an optional embodiment, it also includes:

[0019] When the power take-off unit stabilizes at the target operating speed for the target duration, it automatically saves the target operating speed so that it can be directly called to control the operation of the power take-off unit when starting the parking power take-off unit next time.

[0020] As an optional embodiment, controlling the power take-off unit to reach the target operating speed based on the second mode includes:

[0021] Obtain information on the actual operational needs of the vehicles;

[0022] At least the power take-off status information and the actual operation requirements of the vehicle are sent to the vehicle cloud platform, so that the vehicle cloud platform can determine the target operating speed of the power take-off device based on the power take-off status information and the actual operation requirements of the vehicle, and feed it back to the electric vehicle control system.

[0023] Arbitration protection is applied to the target operating speed, and the target operating speed is sent to the remote information control unit, which then controls the power take-off unit to operate at the target operating speed.

[0024] As an optional embodiment, it also includes:

[0025] The real-time information on the vehicle's operational needs and the real-time operating status information of the power take-off are sent to the vehicle cloud platform, so that the vehicle cloud platform can adjust the operating speed of the power take-off based on the information obtained and feed it back to the electric vehicle control system.

[0026] Arbitration protection is applied to the adjusted operating speed, and the adjusted operating speed is sent to the remote information control unit, which then controls the power take-off unit to operate at the adjusted operating speed.

[0027] As an optional embodiment, determining whether the conditions for exiting the parking power take-off are met based on the current vehicle status includes:

[0028] When the vehicle is determined to be in one or more of the following states based on the current vehicle status: high voltage power failure, remote information control unit malfunction, vehicle handbrake released, transmission in non-neutral, or parking power take-off switch closed, the current vehicle status is determined to meet the conditions for exiting parking power take-off.

[0029] As an optional embodiment, it also includes:

[0030] When the vehicle is confirmed to be out of the parking power take-off state, the power take-off status information will be displayed on the instrument panel;

[0031] When the target operating speed is formed by the second mode control, the power take-off status information is sent to the vehicle cloud platform to release the cloud control of the power take-off.

[0032] Another embodiment of the present invention also provides a parking power take-off control device, applied in an electric vehicle control system, the parking power take-off control device comprising:

[0033] The determination module is used to determine the overall vehicle status;

[0034] The first judgment module is used to determine whether the parking power take-off condition is met based on the vehicle status. If it is met, a power take-off request is sent to the remote information control unit, so that the remote information control unit controls the power take-off unit to connect to the transmission.

[0035] The control module is used to control the power take-off to reach the target operating speed according to a first mode or a second mode. The first mode is a semi-automatic adjustment mode, and the second mode is a fully automatic adjustment mode.

[0036] The detection module is used to detect the current status of the entire vehicle;

[0037] The second judgment module is used to determine whether the conditions for exiting the parking power take-off are met based on the current vehicle status. If the conditions are met, the power take-off speed is controlled to be cleared to zero.

[0038] The sending module is used to send a disconnection request to the remote information control unit, so that the remote information control unit controls the power take-off to disconnect from the gearbox.

[0039] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the application. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings.

[0040] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0041] The accompanying drawings are provided to further illustrate the present application and form part of the specification. They are used together with the embodiments of the present application to explain the application and do not constitute a limitation thereof. In the drawings:

[0042] Figure 1 This is a flowchart of the parking power take-off control method in an embodiment of the present invention.

[0043] Figure 2 This is an application flowchart of the parking power take-off control method in an embodiment of the present invention.

[0044] Figure 3 This is another application flowchart of the parking power take-off control method in this embodiment of the invention.

[0045] Figure 4 This is a structural block diagram of the parking power take-off control device in an embodiment of the present invention. Detailed Implementation

[0046] The specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings, but these are not intended to limit the scope of the invention.

[0047] It should be understood that various modifications can be made to the embodiments disclosed herein. Therefore, the following description should not be considered as limiting, but merely as an example of embodiments. Other modifications within the scope and spirit of this disclosure will be apparent to those skilled in the art.

[0048] The accompanying drawings, which are included in and form part of this specification, illustrate embodiments of the present disclosure and, together with the general description of the disclosure given above and the detailed description of the embodiments given below, serve to explain the principles of the disclosure.

[0049] These and other features of the invention will become apparent from the following description of preferred forms of embodiments given as non-limiting examples, with reference to the accompanying drawings.

[0050] It should also be understood that although the invention has been described with reference to some specific examples, those skilled in the art can certainly implement many other equivalent forms of the invention, which have the features described in the claims and are therefore all within the scope of protection defined herein.

[0051] The above and other aspects, features and advantages of this disclosure will become more apparent when taken in conjunction with the accompanying drawings and in view of the following detailed description.

[0052] Specific embodiments of the present disclosure are described thereafter with reference to the accompanying drawings; however, it should be understood that the disclosed embodiments are merely examples of the present disclosure and can be implemented in various ways. Well-known and / or repeated functions and structures are not described in detail to avoid unnecessary or redundant details that could obscure the present disclosure. Therefore, the specific structural and functional details disclosed herein are not intended to be limiting, but merely to serve as the basis and representative basis for the claims to teach those skilled in the art to use the present disclosure in a variety of substantially any suitable detailed structures.

[0053] This specification may use the phrases “in one embodiment,” “in another embodiment,” “in yet another embodiment,” or “in still another embodiment,” all of which may refer to one or more of the same or different embodiments according to this disclosure.

[0054] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0055] like Figure 1 As shown, this embodiment of the invention provides a parking power take-off control method, applied in an electric vehicle control system, the method comprising:

[0056] Determine the overall vehicle status;

[0057] Based on the overall vehicle status, determine whether the parking power take-off conditions are met. If they are met, send a power take-off request to the remote information control unit, so that the remote information control unit controls the power take-off unit to connect to the transmission.

[0058] The power take-off unit is controlled to reach the target operating speed based on either the first mode or the second mode. The first mode is a semi-automatic adjustment mode, and the second mode is a fully automatic adjustment mode.

[0059] Detect the current vehicle status;

[0060] Based on the current vehicle status, determine whether the conditions for exiting the parking power take-off are met. If they are met, control the power take-off speed to be reset to zero.

[0061] Send a disconnect request to the remote information control unit, causing the remote information control unit to disconnect the power take-off unit from the gearbox.

[0062] For example, the vehicle in this embodiment includes an electric vehicle control system (VCU), an instrument panel, a remote information control unit (TCU), a superstructure controller (part of the VCU), a vehicle cloud platform, a multi-function steering wheel, an AMT transmission, and a power take-off (PTO). The VCU interacts with the instrument panel, TCU, superstructure controller, and vehicle cloud platform via, but not limited to, CAN network message data. The intermediate shaft of the AMT transmission connects to the PTO to achieve parking power take-off. The multi-function steering wheel has multiple function buttons; the user inputs corresponding button signals by pressing these buttons. These button signals and the PTO status feedback hard-wired signals are respectively transmitted to the VCU. The VCU is used for judging parking power take-off conditions, controlling PTO commands, receiving, arbitrating, and forwarding PTO operating speed, as well as judging and handling abnormal states of the vehicle, AMT transmission, and PTO. The instrument panel displays PTO status information and operating speed, among other relevant information. In this embodiment, after determining that the vehicle's overall condition meets the requirements for parking power take-off (PTO) and controlling the connection between the PTO and the transmission, the VCU can either implement PTO operation control in a semi-automatic mode (requiring manual input) or a fully automatic mode (requiring no manual operation). This allows the vehicle to be adapted to different usage environments or work scenarios, providing more flexible control. Simultaneously, the VCU monitors the vehicle's overall status to promptly determine if the vehicle is still suitable for parking PTO. If not, it controls the PTO to stop operating and disconnects the PTO from the transmission, ensuring vehicle safety.

[0063] Specifically, in combination Figure 2 and Figure 3 As shown, when determining whether the parking power take-off condition is met based on the overall vehicle status, the following are included:

[0064] Based on the overall vehicle status, it is determined that the vehicle's high voltage is ready, the remote information control unit is operating normally, the vehicle is in a parked state, and the transmission is in neutral.

[0065] All of the above conditions must be met simultaneously for it to be determined that the current vehicle is suitable for parking power take-off; otherwise, parking power take-off cannot be used.

[0066] Furthermore, the method in this embodiment also includes:

[0067] The system determines whether the power take-off (PTO) and the intermediate shaft of the transmission are stably connected. If so, it controls the PTO to reach the target operating speed based on either the first or second mode. In other words, PTO operation control can only be performed after confirming a stable connection between the PTO and the intermediate shaft of the transmission. For example, before parking PTO, the VCU first judges the overall vehicle status. Only when the system status meets all the conditions for parking PTO does the VCU send a PTO request command to the TCU. The TCU then controls the PTO to connect to the intermediate shaft of the AMT transmission. Next, the TCU feeds back the status signal of whether the PTO is engaged to the VCU via message and hard-wired signals, thus enabling the VCU to know the connection status between the PTO and the transmission.

[0068] Furthermore, based on the first mode, the power take-off unit is controlled to achieve the target operating speed, including:

[0069] The power take-off status information is sent to the instrument for display, and the user is prompted to input a speed request command based on the instrument.

[0070] In response to the speed request command, it sends an initial power take-off operating speed request to the remote information control unit, and prompts the user to adjust the operating speed of the power take-off within the speed adjustment range based on the instrument, until the power take-off reaches the target operating speed.

[0071] Optionally, the method further includes:

[0072] When the power take-off unit (PTO) has been operating stably for the target duration based on the target operating speed, it will automatically save the target operating speed at least once, so that the PTO can be directly called upon to control the operation of the PTO the next time the vehicle is started and parked.

[0073] For example, such as Figure 2As shown, after the VCU confirms the successful connection between the power take-off (PTO) and the transmission, it sends the PTO status information to the instrument panel, prompting the driver to take the next step. Based on the prompt, the driver presses the speed request button on the multi-function steering wheel. At this time, the VCU responds to the user input command and sends an initial PTO operating speed request to the TCU. Then, the driver further adjusts the PTO operating speed according to the instrument panel prompts and the operational requirements of the superstructure equipment by pressing the plus and minus buttons on the multi-function steering wheel. Each press of the button adjusts the speed by 50 rpm until the driver reaches the target speed. Preferably, in this embodiment, the VCU has upper and lower speed adjustment limits to prevent accidental overspeeding of the PTO, thus protecting the superstructure PTO equipment from damage. Furthermore, the VCU in this embodiment has a self-memory function for setting the target operating speed of the PTO. When the PTO operates stably at a certain speed, such as the target operating speed, for more than 1 minute or 2 minutes (a target time period), the VCU automatically saves this operating speed. Alternatively, it can simultaneously match and save parameters of the actual environment and work scenario, such as the current vehicle's operational requirements. When the vehicle enters parking power take-off mode again, the VCU can determine the appropriate operating speed of the power take-off based on the saved information and directly call that operating speed as the initial target speed of the power take-off in the current working environment. This eliminates the need for the driver to readjust the multi-function steering wheel to set the target speed, simplifying the operation process.

[0074] Optionally, the VCU in this embodiment can also monitor the working status of the power take-off and the current work requirements. If the work requirements change or the working status is not good, the VCU can promptly remind the user to adjust and update the speed of the power take-off based on the instrument.

[0075] Furthermore, based on the second mode, the power take-off unit is controlled to achieve the target operating speed, including:

[0076] Obtain information on the actual operational needs of the vehicles;

[0077] At least the power take-off status information and the actual operation requirements of the vehicle should be sent to the vehicle cloud platform, so that the vehicle cloud platform can determine the target operating speed of the power take-off unit based on the power take-off status information and the actual operation requirements of the vehicle, and feed it back to the electric vehicle control system.

[0078] Arbitration protection is implemented for the target operating speed, and the target operating speed is sent to the remote information control unit, which then controls the power take-off unit to operate at the target operating speed.

[0079] Optionally, the method further includes:

[0080] The system sends real-time information on vehicle operation requirements and the real-time operating status of the power take-off (PTO) to the vehicle cloud platform, enabling the platform to adjust the PTO's operating speed based on the received information and feed it back to the electric vehicle control system.

[0081] Arbitration protection is applied to the adjusted operating speed, and the adjusted operating speed is sent to the remote information control unit, which then controls the power take-off unit to operate at the adjusted operating speed.

[0082] For example, such as Figure 3 As shown, before parking PTO, the VCU needs to determine the overall vehicle status. Only when the system status meets all the conditions for parking PTO can the VCU send a PTO request command to the TCU. The TCU controls the PTO to connect to the intermediate shaft of the AMT transmission. At the same time, the TCU feeds back the status signal of whether the PTO is engaged to the VCU through messages and hard-wired signals. After the VCU confirms that the PTO is successfully engaged with the transmission, it sends the PTO status information, vehicle operation requirements, and other relevant information to the superstructure controller and vehicle cloud platform, and displays the PTO status information on the instrument panel. In the parking state, the superstructure controller or cloud platform first sends the initial speed to the TCU, which then controls the PTO to run. Next, it adjusts the speed according to the actual working requirements of the equipment to form the target operating speed. Then, it sends the target speed to the VCU, which, after arbitration and protection, forwards it to the TCU, enabling the TCU to control the PTO to run according to the target operating speed. In addition, when the vehicle is parked, the vehicle cloud platform in this embodiment can also adjust the target operating speed of the power take-off based on parameters such as vehicle scheduling and changes in the actual working time and intensity requirements of the superstructure equipment in the current working scenario, as well as changes in the working environment and working requirements. The adjusted operating speed is then sent to the VCU for arbitration protection and then forwarded to the TCU, thereby controlling the power take-off to operate based on the adjusted operating speed.

[0083] Furthermore, the VCU monitors abnormal conditions of the vehicle and system fault status in real time. When any condition for exiting the parking power take-off is met, the target speed of the power take-off unit needs to be immediately reset to zero, so that the superstructure equipment stops working, thereby improving the safety of the vehicle's power system and the superstructure power take-off equipment.

[0084] Among these, determining whether the conditions for exiting the parking power take-off are met based on the current vehicle status includes:

[0085] If, based on the current vehicle status, the vehicle is in one or more of the following states: high-voltage power failure, remote information control unit malfunction, handbrake released, transmission in non-neutral, or parking power take-off switch closed, then the current vehicle status meets the conditions for exiting parking power take-off. In other words, if any one of these conditions is met, it can be determined that the conditions for exiting parking power take-off are met.

[0086] Continue to combine Figure 2 and Figure 3 As shown, the method in this embodiment further includes:

[0087] When the vehicle is confirmed to be out of the parking power take-off state, the power take-off status information will be displayed on the instrument panel;

[0088] When the target operating speed is determined by the second mode control, the power take-off status information is sent to the vehicle cloud platform to release the cloud control of the power take-off.

[0089] For example, when the parking PTO is disengaged, the VCU controls the PTO speed to zero and sends a command to the TCU to disconnect the PTO from the transmission. When the disconnection is successful, the PTO status information is sent to the instrument panel display. However, when the target operating speed is determined by the vehicle cloud platform, the disconnection status information needs to be sent to the cloud platform simultaneously, causing the cloud platform to stop cloud control of the PTO.

[0090] Based on the above embodiments, it can be seen that the control method in this embodiment can support a semi-automatic control mode for the power take-off (PTO). In this mode, the system can guide the driver to freely adjust the PTO's operating speed by adjusting the buttons on the multi-function steering wheel as needed. Simultaneously, the VCU has a self-memory function for the target operating speed setting of the PTO, facilitating subsequent use by the driver. Furthermore, the method in this embodiment also supports intelligent control, i.e., fully automatic control. The superstructure controller or vehicle cloud platform sends real-time operating speed request messages to adjust the PTO's operating speed according to the needs of the operating equipment. This enables the superstructure equipment to achieve intelligent network-connected switching of operating modes, adapting to more special-purpose vehicle operating scenarios and achieving the goal of energy-efficient and high-performance vehicle control.

[0091] like Figure 4 As shown, another embodiment of the present invention also provides a parking power take-off control device, applied in an electric vehicle control system, the parking power take-off control device comprising:

[0092] The determination module is used to determine the overall vehicle status;

[0093] The first judgment module is used to determine whether the parking power take-off condition is met based on the vehicle status. If it is met, a power take-off request is sent to the remote information control unit, so that the remote information control unit controls the power take-off unit to connect to the transmission.

[0094] The control module is used to control the power take-off to reach the target operating speed according to a first mode or a second mode. The first mode is a semi-automatic adjustment mode, and the second mode is a fully automatic adjustment mode.

[0095] The detection module is used to detect the current status of the entire vehicle;

[0096] The second judgment module is used to determine whether the conditions for exiting the parking power take-off are met based on the current vehicle status. If the conditions are met, the power take-off speed is controlled to be cleared to zero.

[0097] The sending module is used to send a disconnection request to the remote information control unit, so that the remote information control unit controls the power take-off to disconnect from the gearbox.

[0098] As an optional embodiment, determining whether the parking power take-off condition is met based on the overall vehicle status includes:

[0099] Based on the vehicle status, it is determined that the vehicle's high voltage is ready, the remote information control unit is operating normally, the vehicle is in a parked state, and the transmission is in neutral.

[0100] As an optional embodiment, it also includes:

[0101] Determine whether the power take-off unit and the intermediate shaft of the gearbox are stably connected. If so, control the power take-off unit to reach the target operating speed based on the first mode or the second mode.

[0102] As an optional embodiment, controlling the power take-off to reach the target operating speed based on the first mode includes:

[0103] The power take-off status information is sent to the instrument for display, and the user is prompted to input a speed request command based on the instrument.

[0104] In response to the speed request command, an initial power take-off operating speed request is sent to the remote information control unit, and the user is prompted by the instrument to adjust the operating speed of the power take-off within the speed adjustment range until the power take-off reaches the target operating speed.

[0105] As an optional embodiment, it also includes:

[0106] When the power take-off unit stabilizes at the target operating speed for the target duration, it automatically saves the target operating speed so that it can be directly called to control the operation of the power take-off unit when starting the parking power take-off unit next time.

[0107] As an optional embodiment, controlling the power take-off unit to reach the target operating speed based on the second mode includes:

[0108] Obtain information on the actual operational needs of the vehicles;

[0109] At least the power take-off status information and the actual operation requirements of the vehicle are sent to the vehicle cloud platform, so that the vehicle cloud platform can determine the target operating speed of the power take-off device based on the power take-off status information and the actual operation requirements of the vehicle, and feed it back to the electric vehicle control system.

[0110] Arbitration protection is applied to the target operating speed, and the target operating speed is sent to the remote information control unit, which then controls the power take-off unit to operate at the target operating speed.

[0111] As an optional embodiment, it also includes:

[0112] The real-time information on the vehicle's operational needs and the real-time operating status information of the power take-off are sent to the vehicle cloud platform, so that the vehicle cloud platform can adjust the operating speed of the power take-off based on the information obtained and feed it back to the electric vehicle control system.

[0113] Arbitration protection is applied to the adjusted operating speed, and the adjusted operating speed is sent to the remote information control unit, which then controls the power take-off unit to operate at the adjusted operating speed.

[0114] As an optional embodiment, determining whether the conditions for exiting the parking power take-off are met based on the current vehicle status includes:

[0115] When the vehicle is determined to be in one or more of the following states based on the current vehicle status: high voltage power failure, remote information control unit malfunction, vehicle handbrake released, transmission in non-neutral, or parking power take-off switch closed, the current vehicle status is determined to meet the conditions for exiting parking power take-off.

[0116] As an optional embodiment, it also includes:

[0117] When the vehicle is confirmed to be out of the parking power take-off state, the power take-off status information will be displayed on the instrument panel;

[0118] When the target operating speed is formed by the second mode control, the power take-off status information is sent to the vehicle cloud platform to release the cloud control of the power take-off.

[0119] Another embodiment of the present invention also provides an electronic device applied in a vehicle, comprising:

[0120] One or more processors;

[0121] Memory, configured to store one or more programs;

[0122] When the one or more programs are executed by the one or more processors, the one or more processors shall implement the methods described above.

[0123] An embodiment of the present invention also provides a storage medium storing a computer program thereon, which, when executed by a processor, implements the method described above. It should be understood that the various solutions in this embodiment have the corresponding technical effects in the above method embodiments, and will not be repeated here.

[0124] This invention also provides a computer program product tangibly stored on a computer-readable medium and including computer-readable instructions, which, when executed, cause at least one processor to perform methods as described in the embodiments above. It should be understood that the various solutions in this embodiment have the corresponding technical effects in the above method embodiments, and will not be repeated here.

[0125] It should be noted that the computer storage medium of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination thereof. Computer-readable media can be, for example, but not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections with one or more wires, portable computer disks, hard disks, random access storage media (RAM), read-only storage media (ROM), erasable programmable read-only storage media (EPROM or flash memory), optical fibers, portable compact disk read-only storage media (CD-ROM), optical storage media, magnetic storage media, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying computer-readable program code. Such propagated data signals can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. Computer-readable signal media can also be any computer-readable medium other than computer-readable storage media, which can send, propagate, or transmit a program configured for use by or in connection with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to: wireless, antenna, optical fiber, RF, etc., or any suitable combination thereof.

[0126] It should be understood that although this application is described according to various embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

[0127] The above embodiments are merely exemplary embodiments of the present invention and are not intended to limit the present invention. The scope of protection of the present invention is defined by the claims. Those skilled in the art can make various modifications or equivalent substitutions to the present invention within its spirit and scope of protection, and such modifications or equivalent substitutions should also be considered to fall within the scope of protection of the present invention.

Claims

1. A parking power take-off control method, applied in an electric vehicle control system, characterized in that, The method includes: Determine the overall vehicle status; Based on the overall vehicle status, determine whether the parking power take-off condition is met. If it is met, send a power take-off request to the remote information control unit, so that the remote information control unit controls the power take-off unit to connect to the transmission. The power take-off unit is controlled to reach the target operating speed based on one of the first mode and the second mode. The first mode is a semi-automatic adjustment mode, and the second mode is a fully automatic adjustment mode. Detect the current vehicle status; Based on the current vehicle status, determine whether the conditions for exiting the parking power take-off are met. If they are met, control the power take-off speed to be reset to zero. Send a disconnect power take-off request to the remote information control unit, causing the remote information control unit to disconnect the power take-off from the gearbox; The method of controlling the power take-off to achieve the target operating speed based on the first mode includes: The power take-off status information is sent to the instrument for display, and the user is prompted to input a speed request command based on the instrument. In response to the speed request command, an initial power take-off operating speed request is sent to the remote information control unit, and the user is prompted by the instrument to adjust the operating speed of the power take-off within the speed adjustment range until the power take-off reaches the target operating speed; The method further includes: When the power take-off unit stabilizes at the target operating speed for the target duration, it automatically saves the target operating speed so that it can be directly called to control the operation of the power take-off unit when starting the parking power take-off unit next time.

2. The method according to claim 1, characterized in that, The step of determining whether the parking power take-off condition is met based on the overall vehicle status includes: Based on the vehicle status, it is determined that the vehicle's high voltage is ready, the remote information control unit is operating normally, the vehicle is in a parked state, and the transmission is in neutral.

3. The method according to claim 1, characterized in that, Also includes: Determine whether the power take-off unit and the intermediate shaft of the gearbox are stably connected. If so, control the power take-off unit to reach the target operating speed based on the first mode or the second mode.

4. The method according to claim 1, characterized in that, The method of controlling the power take-off to reach the target operating speed based on the second mode includes: Obtain information on the actual operational needs of the vehicles; At least the power take-off status information and the actual operation requirements of the vehicle are sent to the vehicle cloud platform, so that the vehicle cloud platform can determine the target operating speed of the power take-off device based on the power take-off status information and the actual operation requirements of the vehicle, and feed it back to the electric vehicle control system. Arbitration protection is applied to the target operating speed, and the target operating speed is sent to the remote information control unit, which then controls the power take-off unit to operate at the target operating speed.

5. The method according to claim 4, characterized in that, Also includes: The real-time information on the vehicle's operational needs and the real-time operating status information of the power take-off are sent to the vehicle cloud platform, so that the vehicle cloud platform can adjust the operating speed of the power take-off based on the information obtained and feed it back to the electric vehicle control system. Arbitration protection is applied to the adjusted operating speed, and the adjusted operating speed is sent to the remote information control unit, which then controls the power take-off unit to operate at the adjusted operating speed.

6. The method according to claim 1, characterized in that, The process of determining whether the conditions for exiting the parking power take-off are met based on the current vehicle status includes: When the vehicle is determined to be in one or more of the following states based on the current vehicle status: high voltage power failure, remote information control unit malfunction, vehicle handbrake released, transmission in non-neutral, or parking power take-off switch closed, the current vehicle status is determined to meet the conditions for exiting parking power take-off.

7. The method according to claim 1, characterized in that, Also includes: When the vehicle is confirmed to be out of the parking power take-off state, the power take-off status information will be displayed on the instrument panel; When the target operating speed is formed by the second mode control, the power take-off status information is sent to the vehicle cloud platform to release the cloud control of the power take-off.

8. A parking power take-off control device, applied in an electric vehicle control system, characterized in that, For implementing the parking power take-off control method as described in any one of claims 1-7, the parking power take-off control device comprises: The determination module is used to determine the overall vehicle status; The first judgment module is used to determine whether the parking power take-off condition is met based on the vehicle status. If it is met, a power take-off request is sent to the remote information control unit, so that the remote information control unit controls the power take-off unit to connect to the transmission. The control module is used to control the power take-off to reach the target operating speed according to one of the first mode and the second mode, wherein the first mode is a semi-automatic adjustment mode and the second mode is a fully automatic adjustment mode; The detection module is used to detect the current status of the entire vehicle; The second judgment module is used to determine whether the conditions for exiting the parking power take-off are met based on the current vehicle status. If the conditions are met, the power take-off speed is controlled to be cleared to zero. The sending module is used to send a disconnection request to the remote information control unit, so that the remote information control unit controls the power take-off to disconnect from the gearbox.

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