Integrated electric drive axle power take-off control method and device and medium

Abstract

The embodiment of the invention discloses an integrated electric drive axle power take-off control method and device and a medium, and relates to the technical field of power take-off control. The method comprises the steps that real-time vehicle data of a vehicle are collected, and vehicle power take-off conditions are judged according to the real-time vehicle data; when the vehicle power take-off condition is met, power take-off mode recognition is carried out through a vehicle control unit under triggering of an upper power take-off switch signal, a current power take-off mode is determined, and the current power take-off mode comprises any one of a driving power take-off mode and a parking power take-off mode; acquiring loading demand information of the loading equipment, and determining a loading demand rotating speed index of the loading equipment based on the loading demand information and pre-acquired loading equipment information; and according to the current power take-off mode, a rotating speed output path is determined, and the power take-off process of the loading equipment is controlled through a vehicle control unit on the basis of the loading demand rotating speed index and the rotating speed output path. And the vehicle power take-off condition is judged before power take-off, so that the risk of misoperation is reduced.

Description

Technical Field

[0001] The present specification relates to the technical field of power take-off control, and in particular to an integrated electric drive axle power take-off control method, device and medium. Background Art

[0002] With the continuous progress in the field of new energy commercial vehicles, the performance and efficiency of electric drive axle technology, as a core component of the power system of new energy commercial vehicles, are of great significance to improving the overall performance of the vehicle and reducing operating costs. However, in the actual application of new energy commercial vehicles, there are a series of technical problems in the control of electric drive axle power take-off that need to be solved urgently.

[0003] When taking power, new energy commercial vehicles need to fully consider the vehicle's operating environment, the type of upper equipment and its requirements to ensure the stability and safety of the power taking process. Traditional new energy commercial vehicles often rely on simple mechanical transmission and switch control for power taking control, which is not only inefficient but also unable to meet the complex and changing working conditions. Especially in the two modes of driving power taking and parking power taking, how to accurately judge the vehicle status, reasonably match the power output, and achieve precise power taking control has become a key factor restricting the performance improvement of new energy commercial vehicles.

[0004] Therefore, traditional new energy commercial vehicles rely on simple switch control when controlling power take-off, the degree of intelligence needs to be improved, the control efficiency is low, and it cannot meet the complex and changeable working conditions. Summary of the invention

[0005] One or more embodiments of the present specification provide an integrated electric drive axle power take-off control method, device and medium for solving the following technical problems: Traditional new energy commercial vehicles rely on simple switch control when controlling power take-off, the degree of intelligence needs to be improved, the control efficiency is low, and it cannot meet the complex and changeable working conditions.

[0006] One or more embodiments of this specification adopt the following technical solutions:

[0007] One or more embodiments of the present specification provide an integrated electric drive axle power take-off control method, the method comprising: collecting real-time vehicle data of the vehicle, and judging the vehicle power take-off conditions based on the real-time vehicle data; when the vehicle power take-off conditions are met, under the triggering of the upper-mounted power take-off switch signal, performing power take-off mode identification through the vehicle controller to determine the current power take-off mode, wherein the current power take-off mode includes any one of a driving power take-off mode and a parking power take-off mode; obtaining upper-mounted device demand information to determine the upper-mounted device demand speed index based on the upper-mounted device demand information and pre-acquired upper-mounted device information; determining the speed output path based on the current power take-off mode to control the power take-off process of the upper-mounted device through the vehicle controller based on the upper-mounted device demand speed index and the speed output path.

[0008] Furthermore, the vehicle controller is used to control the power taking process of the upper equipment based on the upper equipment demand speed index and the speed output path, specifically including: converting the speed output path into a synchronizer control signal through the vehicle controller, and sending the synchronizer control signal to the transmission controller, so that the transmission controller controls the connection state of the first synchronizer and the second synchronizer according to the synchronizer control signal; converting the upper equipment demand speed index into a motor speed control signal through the vehicle controller, and sending the motor speed control signal to the motor controller, so that the motor controller adjusts the output speed of the motor according to the motor speed control signal; controlling the power taking process of the upper equipment according to the connection state of the first synchronizer and the second synchronizer and the output speed of the motor.

[0009] Furthermore, judging the vehicle power-taking conditions based on the real-time vehicle data specifically includes: acquiring the real-time vehicle data, wherein the real-time vehicle data includes real-time vehicle speed data, real-time environmental data and a real-time connection signal of a mounted device; judging the vehicle speed state of the vehicle based on the real-time vehicle speed data, and determining the vehicle speed state of the vehicle; matching the mounted device type of the mounted device acquired in advance in a pre-built environmental impact mapping table, and determining the risk environment indicator information corresponding to the mounted device type, wherein the risk environment indicator information includes a risk environment indicator and a corresponding indicator threshold; judging the equipment operating environment of the vehicle based on the real-time environmental data and the risk environment indicator information, and determining the equipment environment state of the vehicle; judging the connection state of the mounted device based on the real-time connection signal of the mounted device, and determining the mounted connection state of the vehicle; judging the vehicle power-taking conditions based on the vehicle speed state, the equipment environment state and the mounted connection state.

[0010] Furthermore, based on the real-time environmental data and the risk environment indicator information, the equipment operating environment of the vehicle is judged to determine the equipment environment status of the vehicle, specifically including: determining multiple environmental indicators in the real-time environmental data and the real-time environmental indicator value of each of the environmental indicators; matching the multiple environmental indicators with the risk environment indicators, determining the reference risk environment indicators among the multiple environmental indicators, and determining the specified real-time environmental indicator value of the reference risk environment indicator; when the specified real-time environmental indicator value does not exceed the indicator threshold corresponding to the risk environment indicator, determining that the equipment environment status of the vehicle meets the vehicle power take-off conditions.

[0011] Furthermore, power take-off mode recognition is performed through a vehicle controller to determine the current power take-off mode, specifically comprising: collecting a real-time reference data set of the vehicle through a built-in interface of the vehicle controller, wherein the real-time reference data set includes current vehicle speed data, engine speed data, gear status data, brake pedal status data and accelerator pedal status data; preprocessing the real-time reference data set and performing feature extraction to determine power take-off mode characteristic information; matching the power take-off mode characteristic information with a pre-set power take-off mode characteristic library to determine the current power take-off mode, wherein the power take-off mode characteristic library includes any one or more of the vehicle speed range, engine speed range and gear status information under different power take-off modes.

[0012] Furthermore, based on the upper installation demand information and the upper installation equipment information acquired in advance, the upper installation demand speed index of the upper installation equipment is determined, specifically including: obtaining the equipment output power data in the upper installation demand information and the rated power data and the rated speed data in the upper installation equipment information; determining the power matching factor through the equipment output power data and the rated power data; and generating the upper installation demand speed index of the upper installation equipment according to the power matching factor and the rated speed data.

[0013] Furthermore, according to the current power take-off mode, the speed output path is determined, specifically including: when the current power take-off mode is the driving power take-off mode, the speed output path is determined to be the power take-off output and the transmission output; when the parking power take-off mode is the parking power take-off mode, the speed output path is determined to be the power take-off output.

[0014] Furthermore, based on the real-time vehicle data, the vehicle power take-off conditions are judged, specifically including: obtaining the high-voltage system power-on status data, the real-time gear data, the brake pedal opening and closing data, and the accelerator pedal opening and closing data in the real-time vehicle data; judging the vehicle power take-off conditions through the high-voltage system power-on status data, the real-time gear data, the brake pedal opening and closing data, and the accelerator pedal opening and closing data.

[0015] One or more embodiments of this specification provide an integrated electric drive axle power take-off control device, including:

[0016] at least one processor; and,

[0017] a memory communicatively connected to the at least one processor; wherein,

[0018] The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the above method.

[0019] One or more embodiments of the present specification provide a non-volatile computer storage medium storing computer executable instructions, wherein the computer executable instructions are configured to execute the above method.

[0020] At least one of the above-mentioned technical solutions adopted in the embodiments of this specification can achieve the following beneficial effects: through the above-mentioned technical solutions, real-time vehicle data of the vehicle is collected, and intelligent judgment can be made based on these data without human intervention, thereby improving the intelligence level of the power taking process; when the vehicle power taking conditions are met, the power taking mode can be automatically identified to determine whether the current mode is driving power taking mode or parking power taking mode, thereby reducing the complexity of operation and improving the degree of automation; based on the installation requirement information of the upper-mounted device and the pre-acquired device information, the installation requirement speed index of the upper-mounted device can be determined. This ensures that the power can accurately match the actual needs of the upper equipment, avoiding power waste. According to the current power take-off mode and the upper equipment required speed index, the speed output path is dynamically adjusted to optimize power distribution and improve overall energy efficiency. Before taking power, the vehicle power take-off conditions are first judged to prevent operation under conditions that are not suitable for power take-off, thereby reducing the risk of misoperation. Through power take-off mode recognition, the system can ensure that power take-off operations are performed in the correct mode to avoid safety hazards caused by incorrect mode selection. It can identify both driving power take-off and parking power take-off modes, and adjust power output accordingly, so that the vehicle can adapt to a variety of operating needs. Through precise power matching and intelligent power take-off control, the occurrence of failures caused by power mismatch or misoperation is reduced. Reasonable power distribution and intelligent control strategies help reduce equipment wear and fatigue, thereby extending the service life of vehicles and upper equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of this specification or the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art description. Obviously, the drawings described below are only some embodiments recorded in this specification. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative labor. In the drawings:

[0022] Figure 1 A schematic flow chart of an integrated electric drive axle power take-off control method provided in an embodiment of this specification;

[0023] Figure 2 A schematic diagram of a motor matched with a two-speed box provided in an embodiment of this specification;

[0024] Figure 3 A schematic diagram of the structure of an integrated electric drive axle power take-off control device provided in an embodiment of this specification. DETAILED DESCRIPTION

[0025] In order to enable those skilled in the art to better understand the technical solutions in this specification, the technical solutions in the embodiments of this specification will be clearly and completely described below in conjunction with the drawings in the embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this specification, not all of the embodiments. Based on the embodiments of this specification, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of this specification.

[0026] The embodiments of this specification provide a method for controlling the power take-off of an integrated electric drive axle. It should be noted that the execution subject in the embodiments of this specification can be a server or any device with data processing capabilities. Figure 1 A flow chart of an integrated electric drive axle power take-off control method provided in an embodiment of this specification, such as Figure 1 As shown, it mainly includes the following steps:

[0027] Step S101, collecting real-time vehicle data of the vehicle, and judging the vehicle power take-off conditions based on the real-time vehicle data.

[0028] At present, the power-taking method of new energy special vehicles is usually to add a separate set of motors and motor controllers to provide power to the upper body, which is not only costly, but also requires a separate layout space, which is not conducive to the modification of the upper body. In one embodiment of the present specification, a flange or spline output port is added to the two-speed gearbox gear of the integrated electric drive axle, and an automatic transmission control unit, also known as a transmission controller (Transmission Control Unit, TCU), is used to control the integrated electric drive axle to be in a neutral position, so as to realize the external power output in the parking state; Figure 2 A schematic diagram of a motor matched with a two-speed box provided in the embodiment of this specification, such as Figure 2As shown, the two gear boxes contain a power output shaft, a power take-off output shaft, synchronizer 1, and synchronizer 2. When synchronizer 1 is disengaged and synchronizer 2 is engaged, the motor speed is transmitted to the power take-off through the power output shaft. When synchronizer 1 is engaged and synchronizer 2 is engaged, the motor speed is transmitted to the power take-off through the power output shaft and output to the rear axle through the power output shaft.

[0029] In one embodiment of the present specification, the power take-off can also be integrated at the rear end of the motor by the following connection method. The input shaft of the power take-off is meshed with the central shaft of the motor through internal and external splines, and the input shaft is provided with a gear meshed with the gear-engaging sleeve. At the same time, the input shaft of the power take-off is also provided with an input gear connected by a bearing, and the input gear meshes with the output gear shaft of the power take-off, so that the power of the motor can be transmitted to the output gear shaft.

[0030] In one embodiment of the present specification, during the driving process of a new energy commercial vehicle (such as an electric truck, an electric bus, etc.), when it is necessary to provide power to an upper mounted device (such as a crane, a mixer, etc.), it is determined in real time whether the vehicle state meets the power taking conditions to ensure safe and stable power output; when the vehicle is stationary, such as when loading and unloading goods, mixing materials, etc., it is determined whether the vehicle is in a state suitable for power taking, so as to provide the required power to the upper mounted device. In addition, in some complex environments (such as high temperature, low temperature, high altitude, etc.), the performance of the vehicle may be affected. The real-time vehicle data of the vehicle is collected, and the vehicle power taking conditions are determined based on the real-time vehicle data. The vehicle state can be monitored in real time to ensure that power taking operations can be performed safely and effectively even in harsh environments.

[0031] According to the real-time vehicle data, the vehicle power taking condition is judged, specifically including: acquiring the real-time vehicle data, wherein the real-time vehicle data includes real-time vehicle speed data, real-time environmental data and a real-time connection signal of a mounted device; judging the vehicle speed state of the vehicle based on the real-time vehicle speed data, and determining the vehicle speed state of the vehicle; matching the mounted device type of the mounted device acquired in advance in a pre-built environmental impact mapping table, and determining the risk environment indicator information corresponding to the mounted device type, wherein the risk environment indicator information includes a risk environment indicator and a corresponding indicator threshold; judging the equipment operating environment of the vehicle based on the real-time environmental data and the risk environment indicator information, and determining the equipment environment state of the vehicle; judging the connection state of the mounted device based on the real-time connection signal of the mounted device, and determining the mounted connection state of the vehicle; judging the vehicle power taking condition based on the vehicle speed state, the equipment environment state and the mounted connection state.

[0032] In one embodiment of the present specification, the current vehicle speed is obtained through the vehicle's speed sensor, and the real-time environmental data includes temperature, humidity, road conditions (such as whether it is slippery, whether there is snow or water accumulation), wind direction and speed, etc., which are crucial for evaluating the impact of the external environment on the operation of the upper-mounted equipment; the connection status between the upper-mounted equipment and the vehicle is obtained through electrical connection or wireless communication, and the real-time connection signal of the upper-mounted equipment is obtained to ensure that the upper-mounted equipment has been correctly installed and connected to the vehicle's power system.

[0033] In one embodiment of the present specification, the vehicle speed is monitored in real time to ensure that the vehicle is in a low speed or stationary state (depending on the specific power take-off mode) to avoid safety hazards caused by starting the power take-off process when driving at high speed. The vehicle speed state is judged by real-time speed data to determine the speed state of the vehicle. Here, when judging the speed, the vehicle speed state judgment threshold can be determined by the maximum speed in all power take-off modes, and the real-time speed data and the maximum speed are compared. If the real-time speed data exceeds the maximum speed, the vehicle speed state is determined to be a speed-unreachable state; correspondingly, if the real-time speed data does not exceed the maximum speed, the vehicle speed state is determined to be a speed-reaching state. According to the type of upper-mounted equipment, the corresponding risk environment indicator information is searched in the environmental impact mapping table. This mapping table may contain operating restrictions or risk levels of different types of upper-mounted equipment under different environmental conditions. Compare the real-time environmental data with the risk environment indicator information to assess whether the current environment poses a threat to the normal operation of the upper-mounted equipment, such as high temperature may cause equipment overheating, and slippery roads may increase the difficulty of operation. By analyzing the real-time connection signal of the upper equipment, it is determined whether the connection between the upper equipment and the vehicle is firm, complete and functional, including checking the electrical connection, hydraulic connection, mechanical fixation, etc. When the vehicle speed status, the equipment environment status and the upper equipment connection status all meet the standards, it is determined that the vehicle meets the power take-off conditions.

[0034] In addition to the above methods, you can also check whether the engine is operating normally, including parameters such as engine speed, water temperature, and oil pressure. Ensure that the engine has no fault alarms and is in a suitable working condition for power extraction. Monitor the status of transmission components such as the transmission and drive shaft to ensure that they are in good working condition. Check whether the transmission system has any abnormal sounds, vibrations, or overheating.

[0035] Based on the real-time environmental data and the risk environment indicator information, the equipment operating environment of the vehicle is judged to determine the equipment environment status of the vehicle, specifically including: determining multiple environmental indicators in the real-time environmental data and the real-time environmental indicator value of each of the environmental indicators; matching the multiple environmental indicators with the risk environment indicator, determining a reference risk environment indicator in the multiple environmental indicators, and determining a specified real-time environmental indicator value of the reference risk environment indicator; when the specified real-time environmental indicator value does not exceed the indicator threshold corresponding to the risk environment indicator, determining that the equipment environment status of the vehicle meets the vehicle power take-off conditions.

[0036] In one embodiment of the present specification, data related to the vehicle operating environment is collected in real time through sensors or other data sources installed on the vehicle (such as weather forecast API, environmental monitoring station, etc.). From the collected real-time environmental data, multiple environmental indicators related to the vehicle power-taking conditions are extracted, including but not limited to temperature, humidity, air pressure, wind speed, wind direction, road conditions (such as slippery, icy, etc.), air quality (such as PM2.5, SO2 and other pollutant concentrations), etc. For each extracted environmental indicator, its current real-time environmental indicator value is calculated. In the environmental impact mapping table, the risk environment indicator information corresponding to the upper equipment is searched, and multiple environmental indicators in the real-time environmental data are matched with the risk environment indicators to find out the environmental indicators corresponding to the risk environment indicators, i.e., the reference risk environment indicators. For each reference risk environment indicator, the corresponding real-time environmental indicator value is extracted from the real-time environmental data as the specified real-time environmental indicator value. For each reference risk environment indicator, an indicator threshold is set according to the corresponding risk level and the requirements of the vehicle power-taking conditions, and the indicator threshold is used to judge whether the real-time environmental indicator value is within an acceptable range. The specified real-time environmental indicator value of each reference risk environment indicator is compared with its corresponding indicator threshold. If the specified real-time environmental indicator values ​​of all reference risk environmental indicators do not exceed their corresponding indicator thresholds, it is judged that the equipment environmental state of the vehicle meets the vehicle power-taking conditions; otherwise, the power-taking conditions are not met.

[0037] The vehicle power take-off conditions are judged based on the real-time vehicle data, specifically including: obtaining the high-voltage system power-on status data, the real-time gear data, the brake pedal opening and closing data, and the accelerator pedal opening and closing data in the real-time vehicle data; and the vehicle power take-off conditions are judged based on the high-voltage system power-on status data, the real-time gear data, the brake pedal opening and closing data, and the accelerator pedal opening and closing data.

[0038] In one embodiment of the present specification, the real-time vehicle data may also be pressure system power-on status data, real-time gear data, brake pedal opening and closing data, and accelerator pedal opening and closing data. When the vehicle has completed high-voltage power-on, the gear is in the forward gear or a specific gear, the brake pedal opening is 0%, and the accelerator pedal opening and closing is greater than or equal to 0%, it is determined that the vehicle meets the power take-off conditions.

[0039] The vehicle has completed high-voltage power-up, which means that the vehicle's high-voltage system (usually including battery packs, motor controllers, high-voltage wiring harnesses, etc.) has been powered on and is in working condition. High-voltage power-up is the basis for the normal operation of the vehicle and a prerequisite for the power take-off mode to be activated. If the high-voltage system is not powered on, the vehicle will not be able to provide enough power to drive the upper equipment. The gear is in the forward gear (or a specific gear, determined according to actual needs). The forward gear means that the vehicle's transmission has been engaged in the forward gear and is ready to drive. In the power take-off mode, the vehicle may need to drive or move, so the gear must be in the forward gear or a specific gear. If the gear is incorrect, the vehicle may not be able to provide enough power or respond correctly to the power take-off mode command. According to actual needs, it may sometimes be necessary to engage the gear in a specific gear (such as low gear, neutral gear, etc.) to meet the working requirements of the upper equipment. The brake pedal opening is 0%, that is, the brake pedal is pressed. The brake pedal opening refers to the degree to which the brake pedal is pressed, usually expressed as a percentage. When the brake pedal opening is 0%, it means that the brake pedal is fully pressed and the vehicle is in a braking state. In the power take-off mode, in order to ensure the stability of the vehicle and the upper equipment, it is usually necessary to step on the brake pedal to prevent the vehicle from moving unexpectedly. In some cases (such as specific working conditions or operating requirements), it may be necessary to adjust the state of the brake pedal. Therefore, in actual operation, it should be judged whether the brake pedal needs to be stepped on according to the specific situation. The accelerator pedal opening and closing is greater than 0%, that is, the accelerator pedal is not fully released. Adjust according to the actual use situation. Usually, the accelerator pedal needs to be fully released in the power take-off mode, and the corresponding accelerator pedal opening and closing is equal to 0%). Usually, in the power take-off mode, for safety reasons, the accelerator pedal needs to be fully released to avoid accidental acceleration of the vehicle. However, in certain specific situations (such as the need to fine-tune the vehicle speed or respond to the working requirements of the upper equipment), it may be necessary to maintain a certain opening and closing of the accelerator pedal. Therefore, in actual operation, it should be judged whether the accelerator pedal needs to be fully released according to the specific situation. If the working requirements of the power take-off mode conflict with the driving status of the vehicle, it may be necessary to adjust the state of the accelerator pedal to meet the working requirements.

[0040] Through the above technical solution, by acquiring real-time vehicle speed data, real-time environmental data, real-time connection signals of upper-mounted equipment, as well as power-on status data of the high-voltage system, real-time gear data, brake pedal opening and closing data, and accelerator pedal opening and closing data, comprehensive monitoring of the vehicle status is achieved, which together constitute a complete basis for judging the vehicle's power-taking conditions, thereby improving the accuracy and reliability of the judgment; by matching the real-time environmental data with the pre-constructed environmental impact mapping table, the technical solution can dynamically identify the corresponding risk environment indicators and indicator thresholds for different upper-mounted equipment types, and the dynamic adaptability enables the vehicle to flexibly adjust the power-taking conditions according to different operating environments and upper-mounted equipment requirements to ensure the safety and efficiency of the operation; the comprehensive judgment of the vehicle speed status, equipment environmental status, and upper-mounted connection status effectively avoids operating under conditions that are not suitable for power taking, thereby reducing the risk of safety accidents. At the same time, the real-time monitoring of the power-on status, gear status, brake pedal, and accelerator pedal status of the high-voltage system further improves the safety of vehicle operations; by accurately judging the vehicle's power-taking conditions, it is ensured that the power-taking operation is performed in the best state, thereby avoiding energy waste and excessive wear of equipment, and improving operating efficiency.

[0041] Step S102, when the vehicle power take-off conditions are met, under the triggering of the upper power take-off switch signal, the vehicle controller performs power take-off mode identification to determine the current power take-off mode.

[0042] In one embodiment of the present specification, when the vehicle power take-off condition is met, the vehicle controller performs power take-off mode identification under the triggering of the upper power take-off switch signal to determine the current power take-off mode, wherein the current power take-off mode includes any one of the driving power take-off mode and the parking power take-off mode.

[0043] The power take-off mode is identified by the vehicle controller to determine the current power take-off mode, specifically comprising: collecting a real-time reference data set of the vehicle through the built-in interface of the vehicle controller, wherein the real-time reference data set includes current vehicle speed data, engine speed data, gear status data, brake pedal status data and accelerator pedal status data; preprocessing the real-time reference data set and performing feature extraction to determine power take-off mode characteristic information; matching the power take-off mode characteristic information with a pre-set power take-off mode characteristic library to determine the current power take-off mode, wherein the power take-off mode characteristic library includes any one or more of the vehicle speed range, engine speed range and gear status information under different power take-off modes.

[0044] In one embodiment of the present specification, the vehicle control unit (VCU) communicates with other control units of the vehicle (such as engine control unit ECU, transmission control unit TCU, brake control unit BCU, etc.) through its built-in interface (such as CAN bus, LIN bus, FlexRay, etc.). The current vehicle speed data, engine speed data, gear status data, brake pedal status data, and accelerator pedal status data are obtained from the VCU interface. The collected data is preliminarily checked to remove abnormal values ​​(such as noise, missing values, etc.). Feature information for judging the power take-off mode is extracted from the preprocessed data, and the features include whether the current vehicle speed is within a specific range, whether the engine speed is within a specific range, whether the gear is in a specific state, whether the brake pedal is completely released, whether the accelerator pedal is stepped on, and the degree of stepping. A database containing feature information of different power take-off modes is established, and the feature information includes the vehicle speed range, engine speed range, gear, brake pedal completely released, accelerator pedal stepped on in the driving power take-off mode, and the vehicle speed is 0, engine speed range, gear, brake pedal stepped on or completely released, and accelerator pedal completely released in the parking power take-off mode. It can also include special operation power take-off modes (such as cranes, mixer trucks, etc.): vehicle speed, engine speed, gear status, etc. set according to the specific requirements of the upper equipment. Match the extracted feature information with the feature information in the power take-off mode feature library, and determine the power take-off mode that best meets the current conditions by comparing the range and status of each feature item. Based on the matching results, output the judgment result of the current power take-off mode. Compare the vehicle status data in actual operation with the judgment result to verify and optimize the power take-off mode feature library and matching algorithm. Based on the operation data and feedback results, continuously adjust and optimize the power take-off mode feature library and matching algorithm to improve the accuracy and adaptability of the judgment.

[0045] Through the above technical solution, key vehicle data (such as vehicle speed, engine speed, gear status, brake and accelerator pedal status) is collected in real time, so that the vehicle controller can accurately determine the current power take-off mode. Accurate power take-off mode recognition helps to avoid power take-off operations under inappropriate conditions, thereby reducing safety risks caused by misoperation or improper power take-off; according to the real-time data and the power take-off mode feature library, the vehicle controller can select the most appropriate power take-off mode to ensure that sufficient traction can be provided in different driving scenarios, while reducing unnecessary fuel consumption and improving fuel economy. It can identify multiple power take-off modes, including driving power take-off, parking power take-off and special operation power take-off, etc., to adapt to different operating requirements and driving environments, and improve the flexibility and adaptability of the vehicle.

[0046] Step S103, obtaining the upper installation requirement information of the upper installation equipment, and determining the upper installation requirement speed index of the upper installation equipment based on the upper installation requirement information and the upper installation equipment information obtained in advance;

[0047] Based on the upper installation demand information and the upper installation equipment information acquired in advance, the upper installation demand speed index of the upper installation equipment is determined, specifically including: obtaining the equipment output power data in the upper installation demand information and the rated power data and the rated speed data in the upper installation equipment information; determining the power matching factor through the equipment output power data and the rated power data; and generating the upper installation demand speed index of the upper installation equipment according to the power matching factor and the rated speed data.

[0048] In one embodiment of the present specification, the equipment output power data refers to the power value actually output by the upper-mounted equipment during the actual working process, which is obtained in real time through sensors or monitoring equipment, and reflects the current workload and performance status of the equipment. The rated power data refers to the maximum output power specified by the upper-mounted equipment during design and manufacture, which is used to indicate the maximum power that can be continuously output under ideal conditions and is an important indicator of equipment performance. The rated speed data refers to the speed value corresponding to the upper-mounted equipment when the rated power is output, reflecting the speed characteristics of the equipment under the optimal working condition.

[0049] The power matching factor is generated based on the ratio of the actual output power to the rated power. The power matching factor (which can be called power utilization or power matching degree) is an indicator used to measure the degree of matching between the actual output power of the device and the rated power. The power matching factor is obtained by dividing the device output power data by the rated power data. The closer it is to 1, the more fully the power utilization of the device is and the better the performance is. Based on the power matching factor and the rated speed data, an upper-mounted required speed index is generated to reflect the speed range or target speed value required by the device under the current power matching state. The upper-mounted required speed index can be determined by establishing a mathematical model between the power matching factor and the speed or by a table lookup method. For example, the threshold range of the power matching factor can be set, and the upper and lower limits of the rated speed can be adjusted according to this range to obtain the required speed index. The upper-mounted required speed index can also be obtained by multiplying the power matching factor and the rated speed data.

[0050] Through the above technical solution, by calculating the power matching factor and generating the required speed index, the optimal match between the upper equipment and the vehicle power system can be ensured, which helps to improve the overall performance of the vehicle; reasonable power and speed matching can make the upper equipment work in the best state, thereby improving operating efficiency and productivity; avoiding the equipment from running for a long time in an overloaded or inefficient state helps to reduce wear and failure and extend the service life of the equipment.

[0051] Step S104, determining the speed output path according to the current power take-off mode, so as to control the power take-off process of the upper equipment through the vehicle controller based on the upper equipment required speed index and the speed output path.

[0052] According to the current power take-off mode, the speed output path is determined, specifically including: when the current power take-off mode is the driving power take-off mode, the speed output path is determined to be the power take-off output and the transmission output; when the parking power take-off mode is the parking power take-off mode, the speed output path is determined to be the power take-off output.

[0053] In one embodiment of the present specification, when the vehicle is in the driving power take-off mode, the vehicle is driving and needs to provide power to the upper-mounted equipment at the same time. In this case, the speed output path is usually set to include both the power take-off output and the gearbox output. The power take-off is usually installed on the gearbox or the engine to transfer power to the upper-mounted equipment. In the driving power take-off mode, the power take-off will work and transfer part of the engine power to the upper-mounted equipment to meet its operating needs; the gearbox output is the power path used to drive the vehicle. In the driving power take-off mode, the gearbox will work normally and transfer the engine power to the wheels so that the vehicle can drive. Therefore, in the driving power take-off mode, the speed output path includes both the power take-off output and the gearbox output, which can ensure that the vehicle can both drive and provide power to the upper-mounted equipment.

[0054] When the vehicle is in parking power take-off mode, the vehicle is stationary, but the upper equipment still needs power to perform certain operations (such as cranes lifting cargo, mixer trucks mixing concrete, etc.). In this case, the speed output path is usually set to include only the power take-off output. In parking power take-off mode, the power take-off will work and transfer the power of the engine to the upper equipment. Since the vehicle is stationary, the transmission output is no longer needed to drive the vehicle, so the speed output path only includes the power take-off output. Depending on the power take-off mode, the speed output path will change. In driving power take-off mode, the speed output path includes the power take-off output and the transmission output; while in parking power take-off mode, the speed output path only includes the power take-off output. This setting ensures that the vehicle can efficiently transmit power in different operating conditions to meet the operating requirements of the upper equipment.

[0055] The vehicle controller is used to control the power taking process of the upper-mounted device based on the upper-mounted device speed index and the speed output path, specifically including: converting the speed output path into a synchronizer control signal through the vehicle controller, and sending the synchronizer control signal to the transmission controller, so that the transmission controller controls the connection state of the first synchronizer and the second synchronizer according to the synchronizer control signal; converting the upper-mounted device speed index into a motor speed control signal through the vehicle controller, and sending the motor speed control signal to the motor controller, so that the motor controller adjusts the output speed of the motor according to the motor speed control signal; controlling the power taking process of the upper-mounted device according to the connection state of the first synchronizer and the second synchronizer and the output speed of the motor.

[0056] In one embodiment of the present specification, the vehicle controller, as the hub of the vehicle, is responsible for receiving signals from various sensors and devices, and making decisions and controls based on these signals, and converting them into synchronizer control signals according to the speed output path. After determining the speed output path (such as the power take-off output and the gearbox output in the driving power take-off mode, or the power take-off output in the parking power take-off mode), the vehicle controller will convert this information into a synchronizer control signal, including instructions on how the first synchronizer and the second synchronizer should be connected or disconnected. The vehicle controller sends the synchronizer control signal to the gearbox controller. The gearbox controller is responsible for controlling the connection state of the synchronizer according to this signal to ensure that the power can be transmitted along the expected path. The vehicle controller calculates and generates a motor speed control signal according to the demand index of the upper equipment (upper equipment demand speed index), which is used to indicate the instructions on how much speed the motor should output. The vehicle controller sends the motor speed control signal to the motor controller. The motor controller is responsible for adjusting the output speed of the motor according to this signal to meet the demand of the upper equipment. Monitoring of synchronizer and motor status: The vehicle controller will continuously monitor the connection state of the first synchronizer and the second synchronizer, as well as the output speed of the motor. This information is critical to ensuring the smooth progress of the power take-off process. According to the connection status of the synchronizer and the output speed of the motor, the vehicle controller will adjust the control strategy to ensure that the upper-mounted equipment can obtain power in the expected manner. For example, in the driving power take-off mode, the vehicle controller will ensure that the power can be transmitted to the wheels and the upper-mounted equipment at the same time; in the parking power take-off mode, it will ensure that the power is only transmitted to the upper-mounted equipment. Through the precise control of the vehicle controller, it can be ensured that the upper-mounted equipment can obtain the required power in different power take-off modes, thereby improving the accuracy and efficiency of the power take-off process. Precise control helps avoid unnecessary power loss and emissions. By continuously monitoring and adjusting the control strategy, potential problems can be discovered and resolved in a timely manner, thereby improving the reliability of vehicles and equipment.

[0057] Through the above technical solution, real-time vehicle data of the vehicle is collected, and intelligent judgment can be made based on this data without human intervention, thereby improving the intelligence level of the power taking process; when the vehicle power taking conditions are met, the power taking mode can be automatically identified to determine whether the current mode is driving power taking mode or parking power taking mode, thereby reducing the complexity of operation and improving the degree of automation; based on the installation demand information of the upper-mounted equipment and the pre-acquired equipment information, the installation demand speed index of the upper-mounted equipment can be determined. This ensures that the power can accurately match the actual needs of the upper equipment, avoiding power waste. According to the current power take-off mode and the upper equipment required speed index, the speed output path is dynamically adjusted to optimize power distribution and improve overall energy efficiency. Before taking power, the vehicle power take-off conditions are first judged to prevent operation under conditions that are not suitable for power take-off, thereby reducing the risk of misoperation. Through power take-off mode recognition, the system can ensure that power take-off operations are performed in the correct mode to avoid safety hazards caused by incorrect mode selection. It can identify both driving power take-off and parking power take-off modes, and adjust power output accordingly, so that the vehicle can adapt to a variety of operating needs. Through precise power matching and intelligent power take-off control, the occurrence of failures caused by power mismatch or misoperation is reduced. Reasonable power distribution and intelligent control strategies help reduce equipment wear and fatigue, thereby extending the service life of vehicles and upper equipment.

[0058] The embodiment of this specification also provides an integrated electric drive axle power take-off control device, such as Figure 3 As shown, the device includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the above method.

[0059] The embodiments of the present specification also provide a non-volatile computer storage medium storing computer executable instructions, wherein the computer executable instructions are configured to execute the above method.

[0060] Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device, equipment, and non-volatile computer storage medium embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0061] The above is a description of a specific embodiment of the specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in an order different from that in the embodiments and still achieve the desired results. In addition, the processes depicted in the drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0062] The devices and media provided in the embodiments of this specification correspond one-to-one to the methods. Therefore, the devices and media also have similar beneficial technical effects as the corresponding methods. Since the beneficial technical effects of the methods have been described in detail above, the beneficial technical effects of the devices and media will not be repeated here.

[0063] Those skilled in the art will appreciate that the embodiments of this specification may be provided as methods, systems, or computer program products. Therefore, this specification may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, this specification may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0064] This specification is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of this specification. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0065] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0066] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0067] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0068] The memory may include non-permanent storage in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0069] Computer readable media include permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated data signals and carrier waves.

[0070] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0071] The above description is only one or more embodiments of this specification and is not intended to limit this specification. For those skilled in the art, one or more embodiments of this specification may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of one or more embodiments of this specification shall be included in the scope of the claims of this specification.

Claims

1. An integrated electric drive axle power take-off control method, characterized in that: The method comprises: Collecting real-time vehicle data of the vehicle, and judging the vehicle power taking condition according to the real-time vehicle data; When the vehicle power take-off condition is met, under the triggering of the upper power take-off switch signal, the vehicle controller performs power take-off mode identification to determine the current power take-off mode, wherein the current power take-off mode includes any one of a driving power take-off mode and a parking power take-off mode; Acquire the upper installation requirement information of the upper installation equipment, and determine the upper installation requirement speed index of the upper installation equipment based on the upper installation requirement information and the upper installation equipment information acquired in advance; According to the current power take-off mode, a speed output path is determined so as to control the power take-off process of the upper-mounted equipment through the vehicle controller based on the upper-mounted equipment required speed index and the speed output path.

2. The integrated electric drive axle power take-off control method according to claim 1, characterized in that: By means of the vehicle controller, based on the upper-mounted device required speed index and the speed output path, the power taking process of the upper-mounted device is controlled, specifically including: The speed output path is converted into a synchronizer control signal by the vehicle controller, and the synchronizer control signal is sent to the transmission controller, so that the transmission controller controls the connection state of the first synchronizer and the second synchronizer according to the synchronizer control signal; The vehicle controller converts the upper body required speed index into a motor speed control signal, and sends the motor speed control signal to the motor controller, so that the motor controller adjusts the output speed of the motor according to the motor speed control signal; The power taking process of the upper body equipment is controlled according to the connection state of the first synchronizer and the second synchronizer and the output speed of the motor.

3. The integrated electric drive axle power take-off control method according to claim 1, characterized in that: According to the real-time vehicle data, the vehicle power taking condition is judged, specifically including: Acquiring the real-time vehicle data, wherein the real-time vehicle data includes real-time vehicle speed data, real-time environmental data, and real-time connection signals of upper-mounted equipment; Based on the real-time vehicle speed data, the vehicle speed state of the vehicle is judged to determine the vehicle speed state of the vehicle; By matching the pre-acquired upper-mounted equipment type of the upper-mounted equipment in the pre-built environmental impact mapping table, the risk environment indicator information corresponding to the upper-mounted equipment type is determined, wherein the risk environment indicator information includes a risk environment indicator and a corresponding indicator threshold; According to the real-time environment data and the risk environment indicator information, the equipment operating environment of the vehicle is judged to determine the equipment environment status of the vehicle; Based on the real-time connection signal of the upper-mounted device, the connection status of the upper-mounted device is judged to determine the upper-mounted connection status of the vehicle; The vehicle power take-off condition is judged according to the vehicle speed state, the equipment environment state and the upper body connection state.

4. The integrated electric drive axle power take-off control method according to claim 3, characterized in that: Judging the equipment operating environment of the vehicle according to the real-time environment data and the risk environment indicator information to determine the equipment environment state of the vehicle specifically includes: Determine a plurality of environmental indicators in the real-time environmental data and a real-time environmental indicator value of each of the environmental indicators; Matching the multiple environmental indicators with the risk environmental indicator, determining a reference risk environmental indicator among the multiple environmental indicators, and determining a specified real-time environmental indicator value of the reference risk environmental indicator; When the specified real-time environmental index value does not exceed the index threshold corresponding to the risk environmental index, it is determined that the equipment environmental state of the vehicle meets the vehicle power take-off condition.

5. The integrated electric drive axle power take-off control method according to claim 1, characterized in that: The vehicle controller identifies the power take-off mode and determines the current power take-off mode, including: Collecting a real-time reference data set of the vehicle through a built-in interface of the vehicle controller, wherein the real-time reference data set includes current vehicle speed data, engine speed data, gear status data, brake pedal status data, and accelerator pedal status data; Preprocessing the real-time reference data set and performing feature extraction to determine feature information of the power take-off mode; The current power take-off mode is determined by matching the power take-off mode characteristic information with a pre-set power take-off mode characteristic library, wherein the power take-off mode characteristic library includes any one or more of the vehicle speed range, engine speed range and gear status information under different power take-off modes.

6. The integrated electric drive axle power take-off control method according to claim 1, characterized in that: Based on the upper installation requirement information and the upper installation equipment information acquired in advance, determining the upper installation requirement speed index of the upper installation equipment specifically includes: Acquire the equipment output power data in the upper installation requirement information and the rated power data and rated speed data in the upper installation equipment information; Determining a power matching factor according to the device output power data and the rated power data; A bodywork required speed index of the bodywork equipment is generated according to the power matching factor and the rated speed data.

7. The integrated electric drive axle power take-off control method according to claim 1, characterized in that: According to the current power take-off mode, a speed output path is determined, specifically including: When the current power take-off mode is the driving power take-off mode, determining the speed output path to be the power take-off output and the gearbox output; When the parking power take-off mode is the parking power take-off mode, the speed output path is determined to be the power take-off output.

8. The integrated electric drive axle power take-off control method according to claim 1, characterized in that: According to the real-time vehicle data, the vehicle power taking condition is judged, specifically including: Acquire high-voltage system power-on status data, real-time gear position data, brake pedal opening and closing data, and accelerator pedal opening and closing data from the real-time vehicle data; The vehicle power-taking condition is judged by the power-on status data of the high-voltage system, the real-time gear position data, the brake pedal opening and closing data, and the accelerator pedal opening and closing data.

9. An integrated electric drive axle power take-off control device, characterized in that: The device comprises: at least one processor; and, a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can perform the method according to any one of claims 1 to 8.

10. A non-volatile computer storage medium storing computer executable instructions, characterized in that: The computer executable instructions are configured to execute the method according to any one of claims 1 to 8.

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