Power takeoff control system and method

Abstract

The invention provides a power takeoff control system and method, and belongs to the technical field of power takeoffs, the system comprises a gearbox mechanically connected with a control handle and used for obtaining gear information of the gearbox controlled by the control handle and generating a first control signal based on the gear information, and a relay comprising a coil and a contact switch, the coil is electrically connected with the gearbox, and the contact switch is electrically connected with the gearbox. The power takeoff control module is used for controlling on and off of the contact switch based on the first control signal, one end of the contact switch is electrically connected with the power takeoff switch, the other end of the contact switch is electrically connected with the power takeoff electromagnetic valve, and the power takeoff switch is used for obtaining a second control signal input externally and controlling on and off of the power takeoff switch based on the second control signal. And the power take-off electromagnetic valve is electrically connected with the gearbox. The relay is additionally arranged in a control circuit, gear information of the gearbox is input to the relay, and therefore the power takeoff of a vehicle is forbidden to work when the gearbox is in the reverse gear, and the safety risk caused by misoperation of a driver is avoided.

Description

Technical Field

[0001] The present invention relates to the technical field of power take-offs, and in particular to a power take-off control system and method. Background Art

[0002] In the existing technical solution, the power take-off switch on the cab dashboard controls the power take-off solenoid valve. When the power take-off solenoid valve is turned on, power output from the gearbox to the power take-off is realized, and the power take-off then drives the upper equipment to work, regardless of the gearbox's forward gear, neutral gear or reverse gear status.

[0003] However, in special vehicles equipped with power take-offs, the power take-offs are generally connected to hydraulic oil pumps and other devices to drive the upper body. The oil pump has a rotation direction requirement and can only rotate clockwise or counterclockwise. When the power take-off switch is accidentally touched when the vehicle is in reverse state, or the driver mistakenly operates the reverse gear when the vehicle is in the power take-off state and has not been released, it will cause the power take-off to reverse. The reversal of the power take-off will cause damage to the oil pump and oil system, the upper body working mechanism, and may even bring safety risks to the operator and surrounding people, vehicles, and equipment.

[0004] Therefore, the power take-off in the prior art has the technical problem of low safety factor. Summary of the invention

[0005] In view of this, it is necessary to provide a power take-off control system and method to solve the technical problem of low safety factor of the power take-off in the prior art.

[0006] In order to solve the above technical problems, on the one hand, the present invention provides a power take-off control system, comprising: A gearbox, mechanically connected to the joystick, for obtaining gear information of the gearbox controlled by the joystick, and generating a first control signal based on the gear information; Relay, including: coil and contact switch; The coil is electrically connected to the gearbox and is used to control the opening and closing of the contact switch based on the first control signal; One end of the contact switch is electrically connected to the power take-off switch, and the other end of the contact switch is electrically connected to one end of the power take-off solenoid valve; A power take-off switch, used to obtain a second control signal input from the outside, and control itself to be opened or closed based on the second control signal; The other end of the power take-off solenoid valve is electrically connected to the gearbox.

[0007] In a possible implementation, the gear information includes: Transmission in forward gear, transmission in neutral gear, and transmission in reverse gear.

[0008] In a possible implementation manner, generating a first control signal based on the gear information includes: When the transmission is in a forward gear and the transmission is in a neutral gear, a first control signal for controlling the contact switch to close is generated.

[0009] In one possible implementation, When the transmission is in reverse gear, a first control signal for controlling the contact switch to be opened is generated.

[0010] In a possible implementation, the system further includes: The instrument lighting control module is electrically connected to the gearbox and is used to receive gear information and display corresponding lights and instruments based on the gear information.

[0011] In a possible implementation, the relay is a normally closed relay.

[0012] In a possible implementation, the power take-off switch and the control handle are both installed in the cab.

[0013] In a possible implementation, the system further includes: Power take-off, the power take-off is mechanically connected to the power take-off solenoid valve.

[0014] In a possible implementation, the system further includes: The body equipment is mechanically connected to the power take-off.

[0015] In another aspect, the present invention provides a power take-off control method, comprising: The gear information of the gearbox controlled by the joystick is obtained based on the gearbox, and a first control signal is generated based on the gear information; the opening or closing of the contact switch is controlled based on the first control signal; the second control signal of the external input is obtained based on the power take-off switch, and the opening or closing of the contact switch is controlled based on the second control signal.

[0016] The beneficial effects of the present invention are as follows: the power take-off control system provided by the present invention includes: a gearbox, which is mechanically connected to the operating handle, and is used to obtain the gear information of the gearbox controlled by the operating handle, and generate a first control signal based on the gear information; a relay, including: a coil and a contact switch; the coil is electrically connected to the gearbox, and is used to control the disconnection and closure of the contact switch based on the first control signal; one end of the contact switch is electrically connected to the power take-off switch, and the other end of the contact switch is electrically connected to one end of the power take-off solenoid valve; the power take-off switch is used to obtain a second control signal input from the outside, and control its own disconnection or closure based on the second control signal; the other end of the power take-off solenoid valve is electrically connected to the gearbox. The present invention mainly adds a normally closed relay in the power take-off control circuit, and inputs the gearbox gear information as control information to the relay, so that the vehicle can prohibit the power take-off from working when the gearbox is in reverse gear, avoid the safety risks caused by the driver's misoperation, and improve the safety of vehicles and personnel. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 A schematic structural diagram of an embodiment of a power take-off control system provided by the present invention; Figure 2 A schematic structural diagram of an application of an embodiment of a power take-off control system provided by the present invention; Figure 3 A schematic diagram of an existing power take-off structure of an embodiment of a power take-off control system provided by the present invention; Figure 4 A schematic flow chart of an embodiment of the power take-off control method provided by the present invention. DETAILED DESCRIPTION

[0019] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0020] In the description of the embodiments of the present application, unless otherwise specified, “plurality” means two or more than two.

[0021] The terms "including" and "having" and any variations thereof in the embodiments of the present invention are intended to cover non-exclusive inclusions. For example, a process, method, apparatus, product or equipment comprising a series of steps or modules is not necessarily limited to those steps or modules clearly listed, but may include other steps or modules not clearly listed or inherent to these processes, methods, products or equipment.

[0022] The naming or numbering of the steps in the embodiments of the present invention does not mean that the steps in the method flow must be executed in the time / logical sequence indicated by the naming or numbering. The execution order of the named or numbered process steps can be changed according to the technical purpose to be achieved, as long as the same or similar technical effects can be achieved.

[0023] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present invention. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0024] The present invention provides a power take-off control system and method, which are described below respectively.

[0025] Figure 1 A schematic diagram of an embodiment of the power take-off control system provided by the present invention and Figure 2 A schematic diagram of the application structure of an embodiment of the power take-off control system provided by the present invention includes: The gearbox 120 is mechanically connected to the joystick 110, and is used to obtain the gear position information of the gearbox 120 controlled by the joystick 110, and generate a first control signal based on the gear position information; The relay 130 includes a coil 131 and a contact switch 132; The coil 131 is electrically connected to the gearbox 121 and is used to control the opening and closing of the contact switch 132 based on the first control signal; One end of the contact switch 132 is electrically connected to the power take-off switch 140 , and the other end of the contact switch 132 is electrically connected to one end of the power take-off solenoid valve 150 ; The power take-off switch 140 is used to obtain a second control signal input from the outside and control itself to be opened or closed based on the second control signal; The other end of the power take-off solenoid valve 150 is electrically connected to the gearbox 120 .

[0026] It can be understood that the present power take-off control system adds a normally closed relay to the existing vehicle electrical system, which is connected in series between the power take-off switch 140 and the power take-off solenoid valve 150, and the reverse gear signal of the transmission 120 is connected to the coil end of the normally closed relay as a control signal. When the transmission 120 is in the forward gear D or neutral gear N state, the normally closed relay is in a closed state, and the power take-off solenoid valve is controlled by the power take-off switch 140, and the power take-off switch further controls the engagement and disengagement of the power take-off; when the transmission 120 is in the reverse gear R state, the normally closed relay is activated and disconnected, and the power take-off solenoid valve is disconnected from the power take-off switch 140, and the power take-off switch 140 cannot control the engagement of the power take-off. Control diagram Figure 1 and Figure 2 .

[0027] It can be further understood that, see Figure 2 As shown, the power take-off control and vehicle working mode of this application are as follows: 1. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is turned on after the power take-off switch is closed, the power take-off is combined with the gearbox 120, and the upper equipment can operate. Whether the upper equipment works is controlled by the power take-off switch.

[0028] 2. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is disconnected after the power take-off switch is disconnected, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is controlled by the power take-off switch.

[0029] 3. When the gearbox 120 is in the R gear, the gearbox 120 reverse gear signal activates the normally closed relay, the normally closed relay is in the disconnected state, and the power take-off switch and the power take-off solenoid valve are in the disconnected state. When the power take-off switch is closed or disconnected, the power take-off solenoid valve is in the disconnected state, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is not controlled by the power take-off switch.

[0030] It can be further understood that by reconnecting the vehicle circuit, adding a normally closed relay in the power take-off control circuit, and inputting the gear information of the gearbox 120 as a control signal to the normally closed relay, the vehicle realizes the function of prohibiting the power take-off from working when the gearbox 120 is in reverse gear, avoiding the safety risks caused by misoperation, and improving the safety of the vehicle and personnel.

[0031] This method uses the existing reversing and power take-off electrical architecture to achieve mutual exclusion between the reverse gear state and the power take-off combination state without substantially increasing the vehicle cost.

[0032] In some embodiments of the present invention, the gear information includes: The transmission 120 is in forward gear, the transmission 120 is in neutral gear, and the transmission 120 is in reverse gear.

[0033] It can be understood that the present power take-off control system adds a normally closed relay to the existing vehicle electrical system, which is connected in series between the power take-off switch 140 and the power take-off solenoid valve 150, and the reverse gear signal of the gearbox 120 is connected to the coil end of the normally closed relay as a control signal. When the gearbox 120 is in the forward gear D or neutral gear N state, the normally closed relay is in a closed state, and the power take-off solenoid valve is controlled by the power take-off switch 140, and the power take-off switch further controls the engagement and separation of the power take-off; when the gearbox 120 is in the reverse gear R state, the normally closed relay is activated and disconnected, and the power take-off solenoid valve is disconnected from the power take-off switch 140, and then the power take-off switch 140 cannot control the engagement of the power take-off.

[0034] It can be further understood that the power take-off control and vehicle operation mode of the present application are as follows: 1. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is turned on after the power take-off switch is closed, the power take-off is combined with the gearbox 120, and the upper equipment can operate. Whether the upper equipment works is controlled by the power take-off switch.

[0035] 2. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is disconnected after the power take-off switch is disconnected, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is controlled by the power take-off switch.

[0036] 3. When the gearbox 120 is in the R gear, the gearbox 120 reverse gear signal activates the normally closed relay, the normally closed relay is in the disconnected state, and the power take-off switch and the power take-off solenoid valve are in the disconnected state. When the power take-off switch is closed or disconnected, the power take-off solenoid valve is in the disconnected state, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is not controlled by the power take-off switch.

[0037] It can be further understood that by reconnecting the vehicle circuit, adding a normally closed relay in the power take-off control circuit, and inputting the gear information of the gearbox 120 as a control signal to the normally closed relay, the vehicle realizes the function of prohibiting the power take-off from working when the gearbox 120 is in reverse gear, avoiding the safety risks caused by misoperation, and improving the safety of the vehicle and personnel.

[0038] This method uses the existing reversing and power take-off electrical architecture to achieve mutual exclusion between the reverse gear state and the power take-off combination state without substantially increasing the vehicle cost.

[0039] In some embodiments of the present invention, generating a first control signal based on the gear information includes: When the transmission 120 is in the forward gear and the transmission 120 is in the neutral gear, a first control signal for controlling the contact switch 130 to close is generated.

[0040] It can be understood that the present power take-off control system adds a normally closed relay to the existing vehicle electrical system, which is connected in series between the power take-off switch 140 and the power take-off solenoid valve 150, and the reverse gear signal of the gearbox 120 is connected to the coil end of the normally closed relay as a control signal. When the gearbox 120 is in the forward gear D or neutral gear N state, the normally closed relay is in a closed state, and the power take-off solenoid valve is controlled by the power take-off switch 140, and the power take-off switch further controls the engagement and separation of the power take-off; when the gearbox 120 is in the reverse gear R state, the normally closed relay is activated and disconnected, and the power take-off solenoid valve is disconnected from the power take-off switch 140, and then the power take-off switch 140 cannot control the engagement of the power take-off.

[0041] It can be further understood that the power take-off control and vehicle operation mode of the present application are as follows: 1. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is turned on after the power take-off switch is closed, the power take-off is combined with the gearbox 120, and the upper equipment can operate. Whether the upper equipment works is controlled by the power take-off switch.

[0042] 2. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is disconnected after the power take-off switch is disconnected, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is controlled by the power take-off switch.

[0043] 3. When the gearbox 120 is in the R gear, the gearbox 120 reverse gear signal activates the normally closed relay, the normally closed relay is in the disconnected state, and the power take-off switch and the power take-off solenoid valve are in the disconnected state. When the power take-off switch is closed or disconnected, the power take-off solenoid valve is in the disconnected state, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is not controlled by the power take-off switch.

[0044] It can be further understood that by reconnecting the vehicle circuit, adding a normally closed relay in the power take-off control circuit, and inputting the gear information of the gearbox 120 as a control signal to the normally closed relay, the vehicle realizes the function of prohibiting the power take-off from working when the gearbox 120 is in reverse gear, avoiding the safety risks caused by misoperation, and improving the safety of the vehicle and personnel.

[0045] This method uses the existing reversing and power take-off electrical architecture to achieve mutual exclusion between the reverse gear state and the power take-off combination state without substantially increasing the vehicle cost.

[0046] In some embodiments of the present invention, When the transmission 120 is in the reverse gear, a first control signal for controlling the contact switch 130 to be turned off is generated.

[0047] It can be understood that the present power take-off control system adds a normally closed relay to the existing vehicle electrical system, which is connected in series between the power take-off switch 140 and the power take-off solenoid valve 150, and the reverse gear signal of the gearbox 120 is connected to the coil end of the normally closed relay as a control signal. When the gearbox 120 is in the forward gear D or neutral gear N state, the normally closed relay is in a closed state, and the power take-off solenoid valve is controlled by the power take-off switch 140, and the power take-off switch further controls the engagement and separation of the power take-off; when the gearbox 120 is in the reverse gear R state, the normally closed relay is activated and disconnected, and the power take-off solenoid valve is disconnected from the power take-off switch 140, and then the power take-off switch 140 cannot control the engagement of the power take-off.

[0048] It can be further understood that the power take-off control and vehicle operation mode of the present application are as follows: 1. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is turned on after the power take-off switch is closed, the power take-off is combined with the gearbox 120, and the upper equipment can operate. Whether the upper equipment works is controlled by the power take-off switch.

[0049] 2. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is disconnected after the power take-off switch is disconnected, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is controlled by the power take-off switch.

[0050] 3. When the gearbox 120 is in the R gear, the gearbox 120 reverse gear signal activates the normally closed relay, the normally closed relay is in the disconnected state, and the power take-off switch and the power take-off solenoid valve are in the disconnected state. When the power take-off switch is closed or disconnected, the power take-off solenoid valve is in the disconnected state, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is not controlled by the power take-off switch.

[0051] It can be further understood that by reconnecting the vehicle circuit, adding a normally closed relay in the power take-off control circuit, and inputting the gear information of the gearbox 120 as a control signal to the normally closed relay, the vehicle realizes the function of prohibiting the power take-off from working when the gearbox 120 is in reverse gear, avoiding the safety risks caused by misoperation, and improving the safety of the vehicle and personnel.

[0052] This method uses the existing reversing and power take-off electrical architecture to achieve mutual exclusion between the reverse gear state and the power take-off combination state without substantially increasing the vehicle cost.

[0053] In some embodiments of the present invention, the system further comprises: The instrument light control module is electrically connected to the gearbox 120 and is used to receive gear position information and perform corresponding light and instrument display based on the gear position information.

[0054] It can be understood that the present power take-off control system adds a normally closed relay to the existing vehicle electrical system, which is connected in series between the power take-off switch 140 and the power take-off solenoid valve 150, and the reverse gear signal of the gearbox 120 is connected to the coil end of the normally closed relay as a control signal. When the gearbox 120 is in the forward gear D or neutral gear N state, the normally closed relay is in a closed state, and the power take-off solenoid valve is controlled by the power take-off switch 140, and the power take-off switch further controls the engagement and separation of the power take-off; when the gearbox 120 is in the reverse gear R state, the normally closed relay is activated and disconnected, and the power take-off solenoid valve is disconnected from the power take-off switch 140, and then the power take-off switch 140 cannot control the engagement of the power take-off.

[0055] It can be further understood that the power take-off control and vehicle operation mode of the present application are as follows: 1. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is turned on after the power take-off switch is closed, the power take-off is combined with the gearbox 120, and the upper equipment can operate. Whether the upper equipment works is controlled by the power take-off switch.

[0056] 2. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is disconnected after the power take-off switch is disconnected, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is controlled by the power take-off switch.

[0057] 3. When the gearbox 120 is in the R gear, the gearbox 120 reverse gear signal activates the normally closed relay, the normally closed relay is in the disconnected state, and the power take-off switch and the power take-off solenoid valve are in the disconnected state. When the power take-off switch is closed or disconnected, the power take-off solenoid valve is in the disconnected state, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is not controlled by the power take-off switch.

[0058] It can be further understood that by reconnecting the vehicle circuit, adding a normally closed relay in the power take-off control circuit, and inputting the gear information of the gearbox 120 as a control signal to the normally closed relay, the vehicle realizes the function of prohibiting the power take-off from working when the gearbox 120 is in reverse gear, avoiding the safety risks caused by misoperation, and improving the safety of the vehicle and personnel.

[0059] This method uses the existing reversing and power take-off electrical architecture to achieve mutual exclusion between the reverse gear state and the power take-off combination state without substantially increasing the vehicle cost.

[0060] In some embodiments of the present invention, the relay 130 is a normally closed relay 130 .

[0061] It can be understood that the present power take-off control system adds a normally closed relay to the existing vehicle electrical system, which is connected in series between the power take-off switch 140 and the power take-off solenoid valve 150, and the reverse gear signal of the gearbox 120 is connected to the coil end of the normally closed relay as a control signal. When the gearbox 120 is in the forward gear D or neutral gear N state, the normally closed relay is in a closed state, and the power take-off solenoid valve is controlled by the power take-off switch 140, and the power take-off switch further controls the engagement and separation of the power take-off; when the gearbox 120 is in the reverse gear R state, the normally closed relay is activated and disconnected, and the power take-off solenoid valve is disconnected from the power take-off switch 140, and then the power take-off switch 140 cannot control the engagement of the power take-off.

[0062] It can be further understood that the power take-off control and vehicle operation mode of the present application are as follows: 1. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is turned on after the power take-off switch is closed, the power take-off is combined with the gearbox 120, and the upper equipment can operate. Whether the upper equipment works is controlled by the power take-off switch.

[0063] 2. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is disconnected after the power take-off switch is disconnected, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is controlled by the power take-off switch.

[0064] 3. When the gearbox 120 is in the R gear, the gearbox 120 reverse gear signal activates the normally closed relay, the normally closed relay is in the disconnected state, and the power take-off switch and the power take-off solenoid valve are in the disconnected state. When the power take-off switch is closed or disconnected, the power take-off solenoid valve is in the disconnected state, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is not controlled by the power take-off switch.

[0065] It can be further understood that by reconnecting the vehicle circuit, adding a normally closed relay in the power take-off control circuit, and inputting the gear information of the gearbox 120 as a control signal to the normally closed relay, the vehicle realizes the function of prohibiting the power take-off from working when the gearbox 120 is in reverse gear, avoiding the safety risks caused by misoperation, and improving the safety of the vehicle and personnel.

[0066] This method uses the existing reversing and power take-off electrical architecture to achieve mutual exclusion between the reverse gear state and the power take-off combination state without substantially increasing the vehicle cost.

[0067] In some embodiments of the present invention, the power take-off switch 140 and the joystick 110 are both installed in the cab.

[0068] It can be understood that the present power take-off control system adds a normally closed relay to the existing vehicle electrical system, which is connected in series between the power take-off switch 140 and the power take-off solenoid valve 150, and the reverse gear signal of the gearbox 120 is connected to the coil end of the normally closed relay as a control signal. When the gearbox 120 is in the forward gear D or neutral gear N state, the normally closed relay is in a closed state, and the power take-off solenoid valve is controlled by the power take-off switch 140, and the power take-off switch further controls the engagement and separation of the power take-off; when the gearbox 120 is in the reverse gear R state, the normally closed relay is activated and disconnected, and the power take-off solenoid valve is disconnected from the power take-off switch 140, and then the power take-off switch 140 cannot control the engagement of the power take-off.

[0069] It can be further understood that the power take-off control and vehicle operation mode of the present application are as follows: 1. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is turned on after the power take-off switch is closed, the power take-off is combined with the gearbox 120, and the upper equipment can operate. Whether the upper equipment works is controlled by the power take-off switch.

[0070] 2. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is disconnected after the power take-off switch is disconnected, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is controlled by the power take-off switch.

[0071] 3. When the gearbox 120 is in the R gear, the gearbox 120 reverse gear signal activates the normally closed relay, the normally closed relay is in the disconnected state, and the power take-off switch and the power take-off solenoid valve are in the disconnected state. When the power take-off switch is closed or disconnected, the power take-off solenoid valve is in the disconnected state, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is not controlled by the power take-off switch.

[0072] It can be further understood that by reconnecting the vehicle circuit, adding a normally closed relay in the power take-off control circuit, and inputting the gear information of the gearbox 120 as a control signal to the normally closed relay, the vehicle realizes the function of prohibiting the power take-off from working when the gearbox 120 is in reverse gear, avoiding the safety risks caused by misoperation, and improving the safety of the vehicle and personnel.

[0073] This method uses the existing reversing and power take-off electrical architecture to achieve mutual exclusion between the reverse gear state and the power take-off combination state without substantially increasing the vehicle cost.

[0074] In some embodiments of the present invention, the system further comprises: A power take-off is mechanically connected to the power take-off solenoid valve 150 .

[0075] It can be understood that the present power take-off control system adds a normally closed relay to the existing vehicle electrical system, which is connected in series between the power take-off switch 140 and the power take-off solenoid valve 150, and the reverse gear signal of the gearbox 120 is connected to the coil end of the normally closed relay as a control signal. When the gearbox 120 is in the forward gear D or neutral gear N state, the normally closed relay is in a closed state, and the power take-off solenoid valve is controlled by the power take-off switch 140, and the power take-off switch further controls the engagement and separation of the power take-off; when the gearbox 120 is in the reverse gear R state, the normally closed relay is activated and disconnected, and the power take-off solenoid valve is disconnected from the power take-off switch 140, and then the power take-off switch 140 cannot control the engagement of the power take-off.

[0076] It can be further understood that the power take-off control and vehicle operation mode of the present application are as follows: 1. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is turned on after the power take-off switch is closed, the power take-off is combined with the gearbox 120, and the upper equipment can operate. Whether the upper equipment works is controlled by the power take-off switch.

[0077] 2. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is disconnected after the power take-off switch is disconnected, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is controlled by the power take-off switch.

[0078] 3. When the gearbox 120 is in the R gear, the gearbox 120 reverse gear signal activates the normally closed relay, the normally closed relay is in the disconnected state, and the power take-off switch and the power take-off solenoid valve are in the disconnected state. When the power take-off switch is closed or disconnected, the power take-off solenoid valve is in the disconnected state, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is not controlled by the power take-off switch.

[0079] It can be further understood that by reconnecting the vehicle circuit, adding a normally closed relay in the power take-off control circuit, and inputting the gear information of the gearbox 120 as a control signal to the normally closed relay, the vehicle realizes the function of prohibiting the power take-off from working when the gearbox 120 is in reverse gear, avoiding the safety risks caused by misoperation, and improving the safety of the vehicle and personnel.

[0080] This method uses the existing reversing and power take-off electrical architecture to achieve mutual exclusion between the reverse gear state and the power take-off combination state without substantially increasing the vehicle cost.

[0081] In some embodiments of the present invention, the system further comprises: The body equipment is mechanically connected to the power take-off.

[0082] It can be understood that the present power take-off control system adds a normally closed relay to the existing vehicle electrical system, which is connected in series between the power take-off switch 140 and the power take-off solenoid valve 150, and the reverse gear signal of the gearbox 120 is connected to the coil end of the normally closed relay as a control signal. When the gearbox 120 is in the forward gear D or neutral gear N state, the normally closed relay is in a closed state, and the power take-off solenoid valve is controlled by the power take-off switch 140, and the power take-off switch further controls the engagement and separation of the power take-off; when the gearbox 120 is in the reverse gear R state, the normally closed relay is activated and disconnected, and the power take-off solenoid valve is disconnected from the power take-off switch 140, and then the power take-off switch 140 cannot control the engagement of the power take-off.

[0083] It can be further understood that the power take-off control and vehicle operation mode of the present application are as follows: 1. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is turned on after the power take-off switch is closed, the power take-off is combined with the gearbox 120, and the upper equipment can operate. Whether the upper equipment works is controlled by the power take-off switch.

[0084] 2. When the gearbox 120 is in the D gear or the N gear, the normally closed relay is in the closed state, the power take-off solenoid valve 150 is disconnected after the power take-off switch is disconnected, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is controlled by the power take-off switch.

[0085] 3. When the gearbox 120 is in the R gear, the gearbox 120 reverse gear signal activates the normally closed relay, the normally closed relay is in the disconnected state, and the power take-off switch and the power take-off solenoid valve are in the disconnected state. When the power take-off switch is closed or disconnected, the power take-off solenoid valve is in the disconnected state, the power take-off is disconnected from the gearbox 120, and the upper equipment cannot work. Whether the upper equipment works is not controlled by the power take-off switch.

[0086] It can be further understood that by reconnecting the vehicle circuit, adding a normally closed relay in the power take-off control circuit, and inputting the gear information of the gearbox 120 as a control signal to the normally closed relay, the vehicle realizes the function of prohibiting the power take-off from working when the gearbox 120 is in reverse gear, avoiding the safety risks caused by misoperation, and improving the safety of the vehicle and personnel.

[0087] This method uses the existing reversing and power take-off electrical architecture to achieve mutual exclusion between the reverse gear state and the power take-off combination state without substantially increasing the vehicle cost.

[0088] Figure 3 A schematic diagram of an existing power take-off structure of an embodiment of a power take-off control system provided by the present invention includes: It is understandable that the power take-off switch 140 on the cab dashboard controls the power take-off solenoid valve. When the power take-off solenoid valve is turned on, the power output from the gearbox 120 to the power take-off is realized, and the power take-off then drives the upper equipment to work, regardless of the forward gear, neutral gear or reverse gear state of the gearbox 120. Figure 3 The gearbox 120 operating handle controls the gearbox 120 to be in D (forward gear), N (neutral gear), and R (reverse gear) states. When the gearbox 120 is in reverse gear, the reverse gear state signal of the gearbox 120 is transmitted to the instrument and light control unit.

[0089] In special vehicles equipped with a power take-off, the power take-off is generally connected to a hydraulic oil pump and other devices to drive the upper body to work. The oil pump has a rotation direction requirement and can only rotate clockwise or counterclockwise. When the vehicle is in the reverse state, the power take-off switch is accidentally touched, or the driver mistakenly operates the reverse gear when the vehicle is in the power take-off state and has not been released, which will cause the power take-off to reverse. The reversal of the power take-off will cause damage to the oil pump and oil system, the upper body working mechanism, and may even bring safety risks to the operator and surrounding people, vehicles, and equipment.

[0090] Figure 4 A schematic flow chart of an embodiment of a power take-off control method provided by the present invention includes: S401, acquiring gear position information of a control handle controlling the gearbox based on the gearbox, and generating a first control signal based on the gear position information; S402, controlling the opening and closing of the contact switch based on the first control signal; S403: Obtain a second control signal input from the outside based on the power take-off switch, and control itself to open or close based on the second control signal.

[0091] The power take-off control system and method provided by the present invention are introduced in detail above. Specific examples are used in this article to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea; at the same time, for technical personnel in this field, according to the idea of ​​the present invention, there will be changes in the specific implementation method and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A power take-off control system, characterized in that: include: A gearbox, mechanically connected to the joystick, for obtaining gear information of the gearbox controlled by the joystick, and generating a first control signal based on the gear information; Relay, including: coil and contact switch; The coil is electrically connected to the gearbox and is used to control the opening and closing of the contact switch based on the first control signal; One end of the contact switch is electrically connected to the power take-off switch, and the other end of the contact switch is electrically connected to one end of the power take-off solenoid valve; A power take-off switch, used to obtain a second control signal input from the outside, and control itself to be opened or closed based on the second control signal; The other end of the power take-off solenoid valve is electrically connected to the gearbox.

2. The power take-off control system according to claim 1, characterized in that: The gear information includes: Transmission in forward gear, transmission in neutral gear, and transmission in reverse gear.

3. The power take-off control system according to claim 1 or 2, characterized in that: The generating of the first control signal based on the gear information comprises: When the transmission is in a forward gear and the transmission is in a neutral gear, a first control signal for controlling the contact switch to close is generated.

4. The power take-off control system according to claim 3, characterized in that: When the transmission is in reverse gear, a first control signal for controlling the contact switch to be opened is generated.

5. The power take-off control system according to claim 1, characterized in that: The system further comprises: The instrument lighting control module is electrically connected to the gearbox and is used to receive gear information and display corresponding lights and instruments based on the gear information.

6. The power take-off control system according to claim 1, characterized in that: The relay is a normally closed relay.

7. The power take-off control system according to claim 1, characterized in that: The power take-off switch and the operating handle are both installed in the cab.

8. The power take-off control system according to claim 1, characterized in that: The system further comprises: Power take-off, the power take-off is mechanically connected to the power take-off solenoid valve.

9. The power take-off control system according to claim 8, characterized in that: The system further comprises: The body equipment is mechanically connected to the power take-off.

10. A power take-off control method, characterized in that: include: Acquiring gear position information of a joystick controlling the gearbox based on the gearbox, and generating a first control signal based on the gear position information; Controlling the opening or closing of the contact switch based on the first control signal; The power take-off switch obtains a second control signal input from the outside, and controls itself to be opened or closed based on the second control signal.

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