Vehicle power take-off torque control method, device, equipment and storage medium

Abstract

This application discloses a vehicle power take-off torque control method, device, equipment, and storage medium, relating to the field of new energy commercial vehicle technology. The method includes: acquiring a rotational speed value, a proportional-integral coefficient, and a proportional-speed difference; calculating a proportional control torque and an integral control torque based on the rotational speed value, the proportional-integral coefficient, and the proportional-speed difference; and adjusting the vehicle's power take-off torque based on the rotational speed value, the proportional control torque, and the integral control torque to maintain constant speed driving. This application utilizes the proportional-integral control principle to calculate the proportional control torque and integral control torque. The operation is simple and saves calibration effort in practical applications, thereby limiting overshoot and precisely adjusting the vehicle's power take-off torque. This achieves constant speed control of the motor in driving power take-off mode, automatically adapting to road conditions and load changes. Furthermore, the driver does not need to manually adjust the accelerator and brake pedals, effectively reducing the driver's workload and significantly improving vehicle performance and work efficiency.

Description

Technical Field

[0001] This application relates to the field of new energy commercial vehicle technology, and in particular to vehicle torque take-off control methods, devices, equipment and storage media. Background Technology

[0002] With the widespread application of new energy commercial vehicles, the power take-off (PTO) function of these vehicles has become increasingly important. PTO is primarily used in specialized vehicles such as urban sprinkler trucks and sweepers, which require a stable power supply to their superstructure equipment while in motion. To meet the demands of different operating conditions, the vehicle needs to maintain a constant speed output both when stationary and in motion, ensuring the normal operation of the superstructure equipment.

[0003] Currently, the existing practice is to mainly divide the transmission power take-off (PTO) control modes into parking PTO, driving PTO, and throttle PTO. The driver or the superstructure manufacturer needs to input the required speed information into the vehicle controller by setting the buttons on the steering wheel or the speed recorder on the bus, so as to achieve constant speed control in different PTO modes.

[0004] However, while existing methods can achieve constant speed output by controlling the motor's rotational speed in parking power take-off mode, which is relatively simple to operate, in driving power take-off mode, the motor control mode switches to torque control. Due to the limitations of the motor control mode, constant speed output cannot be achieved directly through speed control. The driver needs to constantly adjust the accelerator and brake pedals to maintain a constant vehicle speed and the normal operation of the superstructure, increasing the driver's workload and labor intensity. Furthermore, this method is susceptible to changes in road conditions and load, making it difficult to guarantee smooth vehicle operation and stable superstructure operation, thus affecting vehicle performance and work efficiency. Therefore, how to achieve more convenient, efficient, and accurate vehicle power take-off torque control has become an urgent problem to be solved.

[0005] The above content is only used to help understand the technical solution of this application and does not represent an admission that the above content is prior art. Summary of the Invention

[0006] The main objective of this application is to provide a method, device, equipment, and storage medium for controlling the torque take-off of a vehicle, aiming to solve the technical problem of how to control the torque take-off of a vehicle more conveniently, efficiently, and accurately.

[0007] To achieve the above objectives, this application proposes a vehicle torque take-off control method, the method comprising:

[0008] Obtain the speed value, proportional-integral coefficient, and proportional-speed difference;

[0009] The proportional control torque and integral control torque are calculated based on the speed value, the proportional-integral coefficient, and the proportional speed difference.

[0010] Based on the speed value, the proportional control torque, and the integral control torque, the vehicle's power take-off torque is adjusted to control the vehicle to maintain a constant speed.

[0011] In one embodiment, the step of obtaining the rotational speed value, the proportional-integral coefficient, and the proportional-speed difference value includes:

[0012] Obtain the current speed value, cumulative speed value, target speed setpoint, proportional coefficient, and integral constant;

[0013] The rotational speed value is determined based on the current rotational speed value, the cumulative rotational speed value, and the target rotational speed setpoint.

[0014] The proportional-integral coefficient is determined based on the proportionality coefficient and the integral constant;

[0015] The proportional speed difference is calculated based on the current speed value and the speed setpoint.

[0016] In one embodiment, the step of calculating the proportional control torque and the integral control torque based on the speed value, the proportional-integral coefficient, and the proportional speed difference includes:

[0017] The proportional control torque is calculated based on the proportional coefficient in the proportional-integral coefficient and the proportional speed difference;

[0018] The integral control torque is calculated based on the integral constant in the proportional-integral coefficient and the cumulative speed value in the speed value.

[0019] In one embodiment, the step of adjusting the vehicle's power take-off torque based on the rotational speed value, the proportional control torque, and the integral control torque to control the vehicle to maintain a constant speed includes:

[0020] The target torque is determined based on the proportional control torque and the integral control torque;

[0021] Based on the stated rotational speed and the target torque, the vehicle's torque take-off is adjusted to control the vehicle and maintain a constant speed.

[0022] In one embodiment, the step of adjusting the vehicle's torque take-off based on the rotational speed value and the target torque to control the vehicle to maintain a constant speed includes:

[0023] Based on the target torque, determine the request to write information and the write speed information;

[0024] Based on the requested write information and the write speed information, the vehicle speed is written, and the write status is determined.

[0025] Based on the rotational speed, the target torque, and the write status, the vehicle's torque take-off is adjusted to control the vehicle to maintain a constant speed.

[0026] In one embodiment, the step of adjusting the vehicle's torque take-off based on the rotational speed, the target torque, and the write state to maintain constant speed driving includes:

[0027] Obtain vehicle operating status;

[0028] Based on the speed value, the target torque, the vehicle operating condition, and the flashing status, torque control is performed to adjust the vehicle's power take-off torque to limit overshoot, and the target torque value is determined.

[0029] The vehicle is controlled to maintain a constant speed based on the target torque value.

[0030] In one embodiment, the step of determining the target torque value by adjusting the vehicle's power take-off torque to limit overshoot based on the rotational speed, the target torque, the vehicle's operating condition, and the flashing state includes:

[0031] When the vehicle is in the driving power take-off state and the flashing state is flashing successful, the target torque value is obtained based on the target torque adjustment proportional integral torque limit overshoot.

[0032] When the vehicle is in a stopped power take-off state or the flashing state is flashing failure, the vehicle torque is adjusted based on the speed value to obtain the target torque value.

[0033] Furthermore, to achieve the above objectives, this application also proposes a vehicle power take-off torque control device, which includes:

[0034] The acquisition module is used to acquire the speed value, proportional-integral coefficient, and proportional-speed difference.

[0035] The processing module is used to calculate the proportional control torque and the integral control torque based on the speed value, the proportional-integral coefficient, and the proportional speed difference.

[0036] The execution module is used to adjust the vehicle's power take-off torque based on the speed value, the proportional control torque, and the integral control torque to control the vehicle to maintain a constant speed.

[0037] In addition, to achieve the above objectives, this application also proposes a vehicle power take-off torque control device, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle power take-off torque control method as described above.

[0038] In addition, to achieve the above objectives, this application also proposes a storage medium, which is a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the steps of the vehicle power take-off torque control method described above.

[0039] One or more technical solutions proposed in this application have at least the following technical effects:

[0040] This embodiment proposes a vehicle power take-off torque control method, which acquires the engine speed, proportional-integral coefficient, and proportional-speed difference; calculates the proportional control torque and integral control torque based on the engine speed, proportional-integral coefficient, and proportional-speed difference; and adjusts the vehicle power take-off torque based on the engine speed, proportional control torque, and integral control torque to maintain constant speed driving. This application acquires the current engine speed, proportional-integral coefficient, and proportional-speed difference, and calculates the proportional control torque and integral control torque using the proportional-integral control principle. The method is simple to operate and saves calibration effort in practical applications, thereby limiting overshoot and accurately adjusting the vehicle power take-off torque. This achieves constant speed control of the motor in driving power take-off mode, allowing the vehicle to automatically adapt to road conditions and load changes, maintain a constant driving speed and stable operation of the superstructure equipment. Furthermore, the driver does not need to manually adjust the accelerator and brake pedals, effectively reducing the driver's workload, improving vehicle performance and work efficiency, and significantly enhancing the vehicle's adaptability and competitiveness. Attached Figure Description

[0041] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0042] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 This is a flowchart illustrating an embodiment of the vehicle torque take-off control method of this application.

[0044] Figure 2 This is a flowchart illustrating Embodiment 2 of the vehicle torque take-off control method of this application.

[0045] Figure 3 This is a logic calculation diagram of a simplified model of the proportional speed difference in the vehicle force take-off torque control method of this application.

[0046] Figure 4A simplified flowchart illustrating the vehicle torque take-off control method provided in this application embodiment;

[0047] Figure 5 This is a schematic diagram of the module structure of the vehicle force take-off torque control device according to an embodiment of this application;

[0048] Figure 6 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the vehicle torque take-off control method in the embodiments of this application.

[0049] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0050] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0051] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0052] The main solution of this application embodiment is: to obtain the rotational speed value, the proportional-integral coefficient, and the proportional-speed difference; to calculate the proportional control torque and the integral control torque based on the rotational speed value, the proportional-integral coefficient, and the proportional-speed difference; and to adjust the vehicle's power take-off torque based on the rotational speed value, the proportional control torque, and the integral control torque to control the vehicle to maintain constant speed driving.

[0053] In this embodiment, for ease of description, the following description will focus on the vehicle torque control device as the executing entity.

[0054] While existing technology allows the vehicle controller to achieve constant speed output by controlling the motor's speed in parking power take-off mode, which is relatively simple to operate, in driving power take-off mode, the motor control mode changes to torque control. Due to the limitations of the motor control mode, it is not possible to achieve constant speed output directly through speed control. During driving, the driver needs to constantly adjust the accelerator and brake pedals to maintain a constant vehicle speed and the normal operation of the superstructure, increasing the driver's workload and labor intensity. Furthermore, the driver is easily affected by changes in road conditions and load, making it difficult to ensure the smooth operation of the vehicle and the stable operation of the superstructure, thus affecting the vehicle's performance and work efficiency.

[0055] This application provides a solution for obtaining a rotational speed value, a proportional-integral coefficient, and a proportional-speed difference; calculating a proportional control torque and an integral control torque based on the rotational speed value, the proportional-integral coefficient, and the proportional-speed difference; and adjusting the vehicle's power take-off torque based on the rotational speed value, the proportional control torque, and the integral control torque to control the vehicle to maintain constant speed driving.

[0056] As can be seen from the above embodiments, this application calculates the proportional control torque and integral control torque by obtaining the current speed value, proportional-integral coefficient and proportional speed difference, using the proportional-integral control principle. The operation is simple and saves calibration effort in practical applications, thereby limiting overshoot and accurately adjusting the vehicle's power take-off torque. This achieves constant speed control of the motor in the driving power take-off mode, allowing the vehicle to automatically adapt to road conditions and load changes, maintain a constant driving speed and stable operation of the superstructure equipment. Moreover, the driver does not need to manually adjust the accelerator and brake pedals, effectively reducing the driver's operating burden, improving vehicle performance and work efficiency, and significantly enhancing the adaptability and competitiveness of the entire vehicle.

[0057] Based on this, embodiments of this application provide a vehicle torque take-off control method, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the vehicle torque take-off control method of this application.

[0058] In this embodiment, the vehicle torque take-off control method includes steps S10 to S30:

[0059] Step S10: Obtain the speed value, proportional-integral coefficient, and proportional-speed difference.

[0060] It should be noted that the speed value reflects the characteristics of various speed information calculated based on the monitored motor operating speed, the proportional-integral coefficient reflects the characteristics of the control algorithm's response strength and adjustment speed to errors, and the proportional speed difference reflects the characteristics of the deviation between the set speed and the current speed.

[0061] It is understood that the speed value can represent the current speed of the motor obtained by real-time monitoring, the cumulative speed value obtained by integrating the speed within a preset time, and the target speed set value preset by the user. This directly relates to the vehicle's driving speed and the power take-off effect of the superstructure equipment. The proportional-integral coefficient can represent the set values ​​of the two control parameters, proportional P and integral I, in PI control. The proportional coefficient Kp determines the sensitivity of the control action to the current error, while the integral constant Ki determines the control action's ability to compensate for the accumulation of errors. Compared with the commonly used PID control, PI control is relatively simple and saves more calibration effort in practical applications. The proportional speed difference is used to adjust the adjustment direction and intensity of the vehicle's power take-off torque control in real time, thereby achieving constant speed control.

[0062] Additionally, it should be noted that the speed value can serve as a real-time feedback signal during the control process, and the proportional-integral coefficient can dynamically adjust the intensity of the control action based on changes in the speed value. The proportional coefficient Kp quickly adjusts the control action according to the magnitude of the proportional-integral speed difference to reduce errors; the integral constant Ki compensates for the accumulation of the proportional-integral speed difference to eliminate steady-state errors. The calculated proportional-integral speed difference can be adjusted accordingly based on its magnitude to achieve precise speed control. For example, when the speed value deviates from the set value, the proportional-integral coefficient will calculate the corresponding control torque based on the magnitude and duration of the error to adjust the motor speed. The vehicle can automatically adapt to changes in road conditions and load, maintain a constant driving speed and stable operation of the superstructure, improving the vehicle's performance and work efficiency. Moreover, the driver does not need to manually adjust the accelerator and brake pedals, and the vehicle can maintain a stable operating state under various complex road conditions and load conditions, significantly enhancing the adaptability and reliability of the entire vehicle.

[0063] For ease of understanding, we will take the acquisition of speed value, proportional-integral coefficient and proportional-speed difference value as an example. The information acquisition device is the information acquisition module and the storage device is the memory.

[0064] The information acquisition module obtains the current speed value, cumulative speed value, target speed setpoint, proportional coefficient, and integral constant. Based on the current speed value, cumulative speed value, and target speed setpoint, it determines the speed value. Based on the proportional coefficient and integral constant, it determines the proportional-integral coefficient. Based on the current speed value and speed setpoint, it calculates the proportional-speed difference. Based on the speed value, proportional-integral coefficient, and proportional-speed difference, it performs subsequent processing.

[0065] In one feasible implementation, step S10 may include steps A11 to A14:

[0066] Step A11: Obtain the current speed value, cumulative speed value, target speed setpoint, proportional coefficient, and integral constant;

[0067] It should be noted that the current speed value reflects the characteristic of the motor's actual operating speed at the current moment, the cumulative speed value reflects the characteristic of the cumulative integral value of the motor's speed obtained over a specific time period, the target speed setpoint reflects the characteristic of the desired speed value set according to actual needs, the proportional coefficient reflects the characteristic of the response strength of the proportional control part in the control algorithm to errors, and the integral constant reflects the characteristic of the integral control part's ability to compensate for error accumulation.

[0068] Step A12: Determine the rotational speed value based on the current rotational speed value, the cumulative rotational speed value, and the target rotational speed setpoint;

[0069] It is understood that the current speed value can represent the instantaneous speed data monitored in real time during the control process, the cumulative speed value records the trend of motor speed change and cumulative error over time, and the target speed set value is the target value to be achieved by the desired speed, thereby more accurately determining the speed value and controlling the vehicle to maintain constant speed driving.

[0070] Step A13: Determine the proportional-integral coefficient based on the proportionality coefficient and the integral constant;

[0071] It is understood that the proportional coefficient can precisely control the current error. The larger the proportional coefficient, the faster the response to the error. However, an excessively large proportional coefficient will lead to system overshoot and oscillation. The integral constant can precisely control the adjustment speed of error accumulation. The larger the integral constant, the more sufficient the compensation for error accumulation. However, an excessively large integral constant will lead to a slower system response.

[0072] Additionally, it should be noted that by reasonably setting the proportional coefficient and integral constant, the error between the current speed value and the target speed setting value can be quickly responded to, while effectively eliminating the cumulative error reflected by the cumulative speed value. This enables rapid adjustment and long-term stable control of the motor speed, allowing the vehicle to quickly adapt to road conditions and load changes in driving power take-off mode, maintaining a constant driving speed and stable operation of the superstructure equipment.

[0073] Step A14: Calculate the proportional speed difference based on the current speed value and the speed setpoint.

[0074] It is understood that the proportional speed difference is the deviation between the target speed setpoint and the current speed, and it is also an error signal that needs to be eliminated. The proportional speed difference can be used to adjust the direction and force of torque control, thereby achieving constant speed control.

[0075] Step S20: Calculate the proportional control torque and integral control torque based on the speed value, the proportional-integral coefficient, and the proportional speed difference;

[0076] It should be noted that the proportional control torque reflects the characteristics of the torque generated to eliminate the deviation between the current speed and the target speed, while the integral control torque reflects the characteristics of the torque generated to eliminate the steady-state error of the system by integrating the accumulated error, thereby stabilizing the motor speed near the target speed.

[0077] Understandably, based on the aforementioned proportional control torque and integral control torque, the output torque of the motor can be precisely adjusted, making the motor speed closer to the target speed setpoint. This significantly improves the accuracy and reliability of the control system, ensuring stable vehicle operation under various working conditions and meeting different usage requirements. Simultaneously, it reduces system overshoot and oscillation, making the control process smoother and more reliable, effectively improving vehicle performance, reducing driver workload, enhancing the driving experience, significantly increasing vehicle competitiveness, and better meeting the usage needs of special-purpose vehicles in urban sanitation, watering, and sweeping operations, thereby improving the overall practicality and market value of the vehicle.

[0078] For ease of understanding, we will take the calculation of proportional control torque and integral control torque as an example. The information acquisition device is the information acquisition module, the storage device is the memory, and the processing device is the simple proportional-integral loop control module.

[0079] The information acquisition module obtains speed values, such as the current speed, cumulative speed, and target speed setpoint, and acquires proportional-integral coefficients, such as the proportional coefficient Kp and the integral constant Ki. PI control, as a simple proportional-integral loop control module, can use both proportional (P) control and integral (I) control methods. It compares the acquired data with a setpoint, calculates the proportional-speed difference based on the current speed and the setpoint, and uses this difference as feedback to calculate a new output value, thereby ensuring the system data reaches or stabilizes near the setpoint. Based on the proportional coefficient and the proportional-speed difference, it calculates the proportional control torque, i.e., performs proportional control, using the current speed value for control. It multiplies the error between the setpoint and the current input by the proportional coefficient Kp, and then uses this product to calculate the control module output. The proportional control torque is obtained, where the change in proportional control torque is proportional to the input deviation. The integral control torque is calculated based on the integral constant in the proportional-integral coefficient and the cumulative speed value in the speed value, i.e., integral control is performed. The cumulative speed value is used for control. The duration of the current time point and the initial time point is statistically analyzed to obtain the duration of the past time period, which is a constant t. The speed is integrated using the past time period t to obtain the error value. The error value is multiplied by the integral constant Ki, and this product is used to calculate the output of the control module to obtain the integral control torque. The integral control torque is proportional to the integral of the input deviation over time. The magnitude of the constant t characterizes the strength of the integral control effect. At the same time, integral control can enhance the anti-interference capability of the control loop and reduce steady-state error. Subsequent processing is performed based on the proportional control torque and the integral control torque.

[0080] In one feasible implementation, step S20 may include steps B11 to B12:

[0081] Step B11: Calculate the proportional control torque based on the proportional coefficient in the proportional-integral coefficient and the proportional speed difference;

[0082] It is understood that the proportional control torque is directly proportional to the proportional speed difference. The larger the difference, the larger the proportional control torque, thereby responding quickly to errors, adjusting the control torque in a timely manner, making the motor speed closer to the target speed setting value, effectively reducing speed fluctuations, and significantly improving the stability of the whole vehicle.

[0083] Step B12: Calculate the integral control torque based on the integral constant in the proportional-integral coefficient and the cumulative speed value in the speed value.

[0084] It is understood that the integral control torque is proportional to the accumulation of the proportional speed difference, which is used to eliminate steady-state error, achieve precise control of motor speed, enable the vehicle to maintain a stable operating state in driving power take-off mode, reduce vehicle vibration and instability of superstructure equipment caused by unstable speed, and improve vehicle reliability and service life.

[0085] Step S30: Based on the rotational speed, the proportional control torque, and the integral control torque, adjust the vehicle's power take-off torque to control the vehicle to maintain constant speed driving.

[0086] It should be noted that the vehicle's power take-off torque reflects the desired output torque value calculated based on the proportional control torque and integral control torque, that is, the ideal optimal output state under the current operating conditions.

[0087] Understandably, in parking power take-off mode, the speed value can be directly used for control to achieve constant speed output. In driving power take-off mode, the vehicle controller adjusts the speed by setting the speed difference with the current speed using PI control. Based on the proportional control torque and the integral control torque, the controller controls the motor or power take-off to maintain a constant speed, thereby enabling the vehicle to travel at a constant speed.

[0088] For ease of understanding, we will take the acquisition of speed value, proportional control torque and integral control torque as an example. The information acquisition device is the information acquisition module, the storage device is the memory, and the execution device is the simple proportional-integral loop control module.

[0089] The information acquisition module acquires the speed value, proportional control torque, and integral control torque. Based on the proportional control torque and integral control torque, it determines the target torque. Based on the target torque, it determines the request to rewrite information and the rewrite speed information. Based on the request to rewrite information and the rewrite speed information, it performs vehicle speed rewriting, determines the rewrite status, acquires the vehicle operating status, and performs torque control to adjust the vehicle's power take-off torque to limit overshoot based on the speed value, the target torque, the vehicle operating status, and the rewrite status. It then determines the target torque value and controls the vehicle to maintain constant speed driving based on the target torque value.

[0090] This embodiment proposes a vehicle torque take-off control method, which acquires the engine speed, proportional-integral coefficient, and proportional-speed difference; calculates the proportional control torque and integral control torque based on the engine speed, proportional-integral coefficient, and proportional-speed difference; and adjusts the vehicle torque take-off based on the engine speed, proportional control torque, and integral control torque to maintain constant speed driving. This solves the technical problem of how to more conveniently and efficiently control vehicle torque take-off. Compared with existing technologies, this application acquires the current engine speed, proportional-integral coefficient, and proportional-speed difference, and calculates the proportional control torque and integral control torque using the proportional-integral control principle, thereby adjusting the vehicle torque take-off to achieve constant speed control of the motor in driving power take-off mode. The driver does not need to adjust the accelerator and brake pedals to achieve constant speed power take-off while maintaining uniform speed driving, significantly improving operational convenience. The uniform speed driving makes it better suited for urban sanitation sprinkler trucks, sweepers, and other operating conditions, increasing the vehicle's technical selling points and enhancing its core competitiveness.

[0091] Based on the first embodiment of this application, in the second embodiment of this application, the same or similar content as the first embodiment can be referred to the above description, and will not be repeated hereafter.

[0092] In this embodiment, refer to Figure 2 , Figure 2 This is a flowchart illustrating Embodiment 2 of the vehicle torque take-off control method of this application. Step S30 specifically includes steps S31 to S32:

[0093] Step S31: Determine the target torque based on the proportional control torque and the integral control torque;

[0094] It should be noted that the target torque reflects the characteristics of the vehicle's power take-off torque calculated based on the proportional control torque and integral control torque.

[0095] It is understood that the target torque can represent the ideal optimal output state under the current working conditions in order to maintain the constant speed of the vehicle and the stable operation of the superstructure. By calculating the target torque, the vehicle's power take-off torque can be precisely adjusted so that the motor output matches the actual demand, thereby achieving constant speed driving of the vehicle in driving power take-off mode.

[0096] For ease of understanding, we will take the acquisition of proportional control torque and integral control torque as an example. The information acquisition device is an information acquisition module, the storage device is a memory, and the execution device is a simple proportional-integral loop control module.

[0097] The information acquisition module obtains the proportional control torque and integral control torque. The PI control module can function as a simple proportional-integral loop control module, determining the target torque based on the proportional and integral control torques. This combines proportional and integral control. Proportional control enables more timely control response; the controller takes into account any error and applies control accordingly. Integral control considers the accumulation of time and has the ability to eliminate residual error, thus achieving a more ideal control process. Specifically, the proportional control part adjusts based on the current value of the error signal, while the integral control part adjusts based on the accumulated value of the error signal. The output of the PI controller is the sum of the proportional and integral terms, which is the calculated target torque. The vehicle's power take-off torque is expressed as:

[0098]

[0099] Where Kp is the adjustable proportional coefficient, Ki is the adjustable integral coefficient, and m(t) is the final output signal.

[0100] Based on mathematical theory, PI control can better maintain system stability when other control methods cause system instability errors or process repetitions. Based on the advantages of PI control, PI regulation is widely used in vehicle control for vehicle drive torque loop control. Torque PI regulation is achieved through speed to realize constant speed output control.

[0101] Step S32: Based on the rotational speed value and the target torque, adjust the vehicle's power take-off torque to control the vehicle to maintain a constant speed.

[0102] Understandably, the vehicle's power take-off torque can be adjusted based on the speed and target torque under different vehicle operating conditions, enabling the vehicle to maintain a constant driving speed, improve vehicle operation stability, significantly enhance the driving experience, reduce vehicle wear and failure rate, extend vehicle service life, better adapt to different road conditions and load changes, and enhance the overall vehicle adaptability.

[0103] For ease of understanding, we will take the acquisition of speed and target torque as an example. The information acquisition device is the information acquisition module, the storage device is the memory, and the execution device is the simple proportional-integral loop control module.

[0104] The information acquisition module obtains the speed value and target torque. The PI control module can be used as a simple proportional-integral loop control module. Based on the target torque, it determines the request to write information and the writing speed information. Based on the request to write information and the writing speed information, it performs vehicle speed writing and determines the writing status. That is, in new energy commercial vehicles, the required speed is set by the driver or the superstructure through the instrument. The instrument sends a request to write and the writing speed information. The vehicle controller stores the required speed. After the writing is completed, the vehicle can activate the driving power take-off function and obtain the vehicle operating status, such as the vehicle operating status being driving power take-off and parking power take-off.

[0105] When the vehicle is in the driving power take-off state and the flashing status is flashing successfully, the target torque value is obtained by adjusting the proportional-integral torque limit based on the target torque. This means the driver sets the steering wheel buttons, and the vehicle controller, through PI control, adjusts the motor torque to the instrument-set speed to maintain the vehicle's driving speed. For the vehicle controller's torque control logic, the difference between the current motor speed and the set motor speed is calculated and multiplied by the adjustable proportional coefficient Kp and the adjustable integral coefficient Ki. If the speed difference exceeds the set speed threshold, the Ki integral torque component is adjusted in real time to control the overshoot and maintain steady-state output. Figure 3 As shown, Figure 3 This is a simplified logic calculation diagram of the proportional-speed difference model for the vehicle power take-off torque control method of this application. In this diagram, spdDiff represents the difference between the current motor speed and the set motor speed, creepOff is the overshoot trigger condition when the speed difference exceeds a certain threshold of the set speed, Kp is the adjustable proportional coefficient, Ki is the adjustable integral coefficient, and tqReq is the final output torque value. Unlike the stationary power take-off speed mode which controls a constant speed, the driving power take-off mode uses KI control of the motor torque to adjust the torque in real time, adjusting from the current speed to the set speed for power take-off while maintaining constant speed to meet operating conditions. When the vehicle is in a stationary power take-off state or the flashing state is a flashing failure state, the vehicle torque is directly adjusted based on the speed value to obtain the target torque value, and the vehicle is controlled to maintain constant speed based on this target torque value.

[0106] In one feasible implementation, step S32 may include steps C11 to C13:

[0107] Step C11: Determine the request to write information and the writing speed information based on the target torque;

[0108] It should be noted that the flashing information reflects the characteristics of the information on updating and storing the speed setting value of the vehicle in the driving power take-off mode, and the flashing speed information reflects the characteristics of the desired speed that the vehicle needs to maintain in the driving power take-off mode.

[0109] It is understood that the flashing information may include a flashing request signal and a flashing success status feedback signal, thereby instructing the vehicle controller to write the target speed value set by the driver into the memory for use during vehicle power take-off. The flashing speed information sends a flashing request signal through the instrument and is stored in the vehicle controller, thereby enabling precise vehicle power take-off torque adjustment to achieve constant vehicle speed driving and stable operation of the superstructure equipment.

[0110] Step C12: Based on the requested flashing information and the flashing speed information, perform vehicle speed flashing to determine the flashing status;

[0111] It should be noted that the aforementioned write status reflects the characteristics of the vehicle controller's state after the vehicle performs a write operation on the speed setpoint in driving power take-off mode, and then stores and updates the target speed information.

[0112] It is understood that the flashing status can include both flashing success and flashing failure, thereby indicating whether the target speed information has been correctly stored and updated. Through accurate flashing status feedback, control errors caused by flashing failure are avoided, improving the stability and reliability of the control system, ensuring that the vehicle can operate stably at the set speed, and significantly improving the user experience.

[0113] Step C13: Based on the rotational speed, the target torque, and the write status, adjust the vehicle's power take-off torque to control the vehicle to maintain a constant speed.

[0114] Understandably, by adjusting the vehicle's power take-off torque based on the speed, target torque, and write status, the motor output can be precisely adjusted, allowing the vehicle to maintain a constant driving speed in driving power take-off mode. This enables precise vehicle control, ensures stable operation of the superstructure, improves vehicle control accuracy and reliability, and helps reduce speed fluctuations and vibrations during driving, improving vehicle operational stability, significantly enhancing the driving experience, reducing vehicle wear and failure rates, extending vehicle lifespan, and ensuring stable vehicle operation under various working conditions.

[0115] In one feasible implementation, step C13 may include steps D11 to D13:

[0116] Step D11: Obtain vehicle operating status;

[0117] It should be noted that the vehicle operating status reflects the actual operating conditions and working environment characteristics of the vehicle in driving power take-off mode.

[0118] It is understood that the vehicle operating status may include the vehicle's driving status, road conditions, load conditions, and the operating status of the superstructure equipment, thereby inferring whether the vehicle is in power take-off while driving or stationary, ensuring that the vehicle can make reasonable adjustments according to different operating conditions to maintain a constant driving speed and stable operation of the superstructure equipment.

[0119] Step D12: Based on the speed value, the target torque, the vehicle operating condition, and the write status, torque control is performed to adjust the overshoot of the vehicle's power take-off torque limit, and the target torque value is determined.

[0120] It should be noted that the target torque value reflects the characteristic of controlling the vehicle to maintain a constant speed by limiting the final torque value obtained after limiting the overshoot.

[0121] It is understood that the target torque value is used to precisely adjust the vehicle's power take-off torque, so that the vehicle can maintain the best operating state under different working conditions, significantly improving the vehicle's control accuracy, ensuring the stable operation of the superstructure equipment, and meeting the vehicle's usage needs under various complex working conditions.

[0122] In one feasible implementation, step D12 may include steps E11 to E12:

[0123] Step E11: When the vehicle operating condition is driving power take-off and the flashing status is flashing successful, the target torque value is obtained based on the target torque adjustment proportional integral torque limit overshoot.

[0124] It is understandable that when the vehicle is in the driving power take-off state and the flashing status is flashing successfully, if there is no need to limit the overshoot, the calculated target torque can be used as the target torque value to control the vehicle to drive at a constant speed. If it is necessary to limit the overshoot, the target torque is readjusted based on the speed value to calculate the final expected output torque value as the target torque value to control the vehicle to drive at a constant speed. This precise adjustment of the vehicle's power take-off torque allows the vehicle to maintain its optimal operating state under different working conditions, significantly improving the vehicle's control accuracy, ensuring the stable operation of the superstructure equipment, and meeting the vehicle's usage needs under various complex working conditions.

[0125] Step E12: When the vehicle operating condition is stationary and power take-off is in progress or the flashing status is flashing failure, adjust the vehicle torque based on the rotational speed value to obtain the target torque value.

[0126] It is understandable that when the vehicle is in a stopped power take-off state or the flashing state is flashing failure, the vehicle can be controlled to maintain a constant speed directly based on the rotational speed value.

[0127] Step D13: Control the vehicle to maintain a constant speed based on the target torque value.

[0128] Understandably, maintaining a constant vehicle torque output based on the target torque value can reduce speed fluctuations and vibrations during vehicle operation, thereby improving vehicle operational stability. This significantly enhances the driving experience, reduces vehicle wear and failure rates, extends vehicle lifespan, ensures stable operation under various working conditions, better adapts to different road conditions and load variations, enhances the overall vehicle's adaptability, meets the diverse needs of special-purpose vehicles in urban sanitation, watering, and sweeping, and significantly strengthens the market competitiveness of vehicle connectivity.

[0129] This embodiment proposes a vehicle power take-off torque control method, which determines a target torque based on the proportional control torque and the integral control torque; and adjusts the vehicle power take-off torque based on the speed value and the target torque to control the vehicle to maintain constant speed driving. This solves the technical problem of how to more accurately control vehicle power take-off torque. Compared with existing technologies, this application determines the target torque by combining proportional control torque and integral control torque, and adjusts the vehicle power take-off torque based on the real-time speed value, achieving constant speed driving of new energy commercial vehicles in driving power take-off mode. This significantly improves the vehicle's control accuracy and stability, reduces instability and decreased operating efficiency of the superstructure equipment due to speed fluctuations, effectively reduces the driver's workload, improves the driving experience, and helps reduce energy consumption and extend vehicle life, significantly enhancing the vehicle's adaptability and competitiveness under different operating conditions.

[0130] For example, to help understand the implementation process of the vehicle torque take-off control method obtained by combining this embodiment with the above embodiment one, please refer to... Figure 4 , Figure 4 A simplified flowchart of a vehicle torque take-off control method is provided, specifically:

[0131] After setting the rotational speed, unlike the direct speed control of the motor during parking power take-off, a constant speed output can be achieved. In driving power take-off mode, the vehicle controller uses PI control to adjust the difference between the set rotational speed and the current rotational speed, controlling the motor or power take-off to maintain a constant speed with real-time torque output, allowing the vehicle to travel at a uniform speed. Referring to Embodiment 1, the rotational speed value, proportional-integral coefficient, and proportional-speed difference are obtained; based on the rotational speed value, the proportional-integral coefficient, and the proportional-speed difference, the proportional control torque and integral control torque are calculated; based on the rotational speed value, the proportional control torque, and the integral control torque, the vehicle's power take-off torque is adjusted to control the vehicle to maintain a constant speed. Referring to Embodiment 2, the target torque is determined based on the proportional control torque and the integral control torque; based on the rotational speed value and the target torque, the vehicle's power take-off torque is adjusted to control the vehicle to maintain a constant speed. This application resolves the logical contradiction in motor speed control under driving power take-off by changing the motor control mode to torque control and using PI control to achieve constant speed control under driving power take-off, realizing constant speed control under different power take-off modes, meeting different operating conditions, and allowing power take-off to be output according to the set motor speed whether parking or driving. Furthermore, based on torque control of the vehicle's PTO motor, PI control torque regulation is added. The difference between the set speed and the current speed is taken as Kp, accelerating the PI torque regulation response speed. The speed difference is integrated to eliminate steady-state error. Through closed-loop torque-speed control, constant speed output under PTO torque control is achieved. Simultaneously, fine-tuning of Kp and Ki parameters ensures better stability. This constant speed output of the motor under PTO is suitable for special-purpose superstructures, urban sprinkler trucks, and other operating conditions. The driver sets a constant speed without needing to operate the accelerator or brake pedal. The vehicle travels at a constant speed while the transmission provides PTO to the vehicle superstructure. PI control torque regulation adjusts the motor torque output in real time according to road conditions and load, based on different speed differences, ensuring smooth vehicle operation, significantly improving driver convenience and reducing workload.

[0132] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the vehicle torque control method of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0133] This application also provides a vehicle torque take-off control device; please refer to... Figure 5 The vehicle torque take-off control device includes:

[0134] The acquisition module 10 is used to acquire the speed value, the proportional-integral coefficient, and the proportional-speed difference value;

[0135] Processing module 20 is used to calculate proportional control torque and integral control torque based on the speed value, the proportional-integral coefficient and the proportional speed difference;

[0136] The execution module 30 is used to adjust the vehicle's power take-off torque based on the rotational speed value, the proportional control torque, and the integral control torque to control the vehicle to maintain constant speed driving.

[0137] The acquisition module 10 is also used to acquire the current value of the rotational speed, the cumulative value of the rotational speed, the target rotational speed setpoint, the proportional coefficient, and the integral constant;

[0138] The rotational speed value is determined based on the current rotational speed value, the cumulative rotational speed value, and the target rotational speed setpoint.

[0139] The proportional-integral coefficient is determined based on the proportionality coefficient and the integral constant;

[0140] The proportional speed difference is calculated based on the current speed value and the speed setpoint.

[0141] The processing module 20 is also used to calculate the proportional control torque based on the proportional coefficient in the proportional-integral coefficient and the proportional speed difference;

[0142] The integral control torque is calculated based on the integral constant in the proportional-integral coefficient and the cumulative speed value in the speed value.

[0143] The execution module 30 is further configured to determine the target torque based on the proportional control torque and the integral control torque;

[0144] Based on the stated rotational speed and the target torque, the vehicle's torque take-off is adjusted to control the vehicle and maintain a constant speed.

[0145] The execution module 30 is also used to determine the request to write information and the write speed information based on the target torque;

[0146] Based on the requested write information and the write speed information, the vehicle speed is written, and the write status is determined.

[0147] Based on the rotational speed, the target torque, and the write status, the vehicle's torque take-off is adjusted to control the vehicle to maintain a constant speed.

[0148] The execution module 30 is also used to acquire the vehicle's operating status;

[0149] Based on the speed value, the target torque, the vehicle operating condition, and the flashing status, torque control is performed to adjust the vehicle's power take-off torque to limit overshoot, and the target torque value is determined.

[0150] The vehicle is controlled to maintain a constant speed based on the target torque value.

[0151] The execution module 30 is further configured to obtain the target torque value based on the target torque adjustment proportional integral torque limit overshoot when the vehicle operating condition is driving power take-off and the writing status is writing successful.

[0152] When the vehicle is in a stopped power take-off state or the flashing state is flashing failure, the vehicle torque is adjusted based on the speed value to obtain the target torque value.

[0153] The vehicle torque take-off control device provided in this application, employing the vehicle torque take-off control method in the above embodiments, can solve the technical problem of how to perform vehicle torque take-off control more conveniently, efficiently, and accurately. Compared with the prior art, the beneficial effects of the vehicle torque take-off control device provided in this application are the same as those of the vehicle torque take-off control method provided in the above embodiments, and other technical features in the vehicle torque take-off control device are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0154] This application provides a vehicle torque take-off control device, which 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 to enable the at least one processor to perform the vehicle torque take-off control method in the above embodiment 1.

[0155] The following is for reference. Figure 6 This document illustrates a structural schematic diagram of a vehicle torque take-off control device suitable for implementing embodiments of this application. The vehicle torque take-off control device in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 6 The vehicle torque take-off control device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0156] like Figure 6As shown, the vehicle torque take-off control device may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 1002 or a program loaded from storage device 1003 into random access memory (RAM) 1004. The RAM 1004 also stores various programs and data required for the operation of the vehicle torque take-off control device. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the vehicle's torque take-off control device to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows a vehicle torque take-off control device with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0157] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0158] The vehicle torque take-off control device provided in this application, employing the vehicle torque take-off control method in the above embodiments, can solve the technical problem of how to perform vehicle torque take-off control more conveniently, efficiently, and accurately. Compared with the prior art, the beneficial effects of the vehicle torque take-off control device provided in this application are the same as those of the vehicle torque take-off control method provided in the above embodiments, and other technical features in this vehicle torque take-off control device are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0159] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0160] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0161] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the vehicle power take-off torque control method in the above embodiments.

[0162] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0163] The aforementioned computer-readable storage medium may be included in the vehicle's power take-off torque control device; or it may exist independently and not be installed in the vehicle's power take-off torque control device.

[0164] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the vehicle torque take-off control device, cause the vehicle torque take-off control device to: acquire a rotational speed value, a proportional-integral coefficient, and a proportional-speed difference; calculate a proportional control torque and an integral control torque based on the rotational speed value, the proportional-integral coefficient, and the proportional-speed difference; and adjust the vehicle torque take-off based on the rotational speed value, the proportional control torque, and the integral control torque to control the vehicle to maintain constant speed driving.

[0165] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a Local Area Network (LAN) or a Wide Area Network (WAN)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0166] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0167] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0168] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described vehicle torque take-off control method, thereby solving the technical problem of how to perform vehicle torque take-off control more conveniently, efficiently, and accurately. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the vehicle torque take-off control method provided in the above embodiments, and will not be repeated here.

[0169] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. A method for controlling the torque take-off of a vehicle, characterized in that, The method includes: Obtain the speed value, proportional-integral coefficient, and proportional-speed difference; The proportional control torque and integral control torque are calculated based on the speed value, the proportional-integral coefficient, and the proportional speed difference. Based on the speed value, the proportional control torque, and the integral control torque, the vehicle's power take-off torque is adjusted to control the vehicle to maintain a constant speed. The step of calculating the proportional control torque and integral control torque based on the speed value, the proportional-integral coefficient, and the proportional speed difference includes: The proportional control torque is calculated based on the proportional coefficient in the proportional-integral coefficient and the proportional speed difference; The integral control torque is calculated based on the integral constant in the proportional-integral coefficient and the cumulative speed value in the speed value. The integral control torque is obtained by multiplying the error value obtained by integrating the speed over a past time period with the integral constant.

2. The method as described in claim 1, characterized in that, The steps for obtaining the speed value, proportional-integral coefficient, and proportional-speed difference include: Obtain the current speed value, cumulative speed value, target speed setpoint, proportional coefficient, and integral constant; The rotational speed value is determined based on the current rotational speed value, the cumulative rotational speed value, and the target rotational speed setpoint. The proportional-integral coefficient is determined based on the proportionality coefficient and the integral constant; The proportional speed difference is calculated based on the current speed value and the target speed setpoint.

3. The method as described in claim 1, characterized in that, The step of adjusting the vehicle's power take-off torque based on the rotational speed, the proportional control torque, and the integral control torque to control the vehicle to maintain a constant speed includes: The target torque is determined based on the proportional control torque and the integral control torque; Based on the stated rotational speed and the target torque, the vehicle's torque take-off is adjusted to control the vehicle and maintain a constant speed.

4. The method as described in claim 3, characterized in that, The step of adjusting the vehicle's power take-off torque based on the rotational speed value and the target torque to control the vehicle to maintain a constant speed includes: Based on the target torque, determine the request to write information and the write speed information; Based on the requested write information and the write speed information, the vehicle speed is written, and the write status is determined. Based on the rotational speed, the target torque, and the write status, the vehicle's torque take-off is adjusted to control the vehicle to maintain a constant speed.

5. The method as described in claim 4, characterized in that, The step of adjusting the vehicle's power take-off torque to control the vehicle to maintain a constant speed based on the rotational speed, the target torque, and the write status includes: Obtain vehicle operating status; Based on the speed value, the target torque, the vehicle operating condition, and the flashing status, torque control is performed to adjust the vehicle's power take-off torque to limit overshoot, and the target torque value is determined. The vehicle is controlled to maintain a constant speed based on the target torque value.

6. The method as described in claim 5, characterized in that, The step of determining the target torque value by adjusting the vehicle's power take-off torque to limit overshoot based on the rotational speed, the target torque, the vehicle's operating condition, and the flashing status includes: When the vehicle is in the driving power take-off state and the flashing state is flashing successful, the target torque value is obtained based on the target torque adjustment proportional integral torque limit overshoot. When the vehicle is in a stopped power take-off state or the flashing state is flashing failure, the vehicle torque is adjusted based on the speed value to obtain the target torque value.

7. A vehicle torque take-off control device, characterized in that, The device includes: The acquisition module is used to acquire the speed value, proportional-integral coefficient, and proportional-speed difference. The processing module is used to calculate the proportional control torque and the integral control torque based on the speed value, the proportional-integral coefficient, and the proportional speed difference. The execution module is used to adjust the vehicle's power take-off torque based on the rotational speed value, the proportional control torque, and the integral control torque to control the vehicle to maintain a constant speed. The processing module is also used to calculate the proportional control torque based on the proportional coefficient in the proportional-integral coefficient and the proportional speed difference; The integral control torque is calculated based on the integral constant in the proportional-integral coefficient and the cumulative speed value in the speed value. The integral control torque is obtained by multiplying the error value obtained by integrating the speed over a past time period with the integral constant.

8. A vehicle torque take-off control device, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the vehicle power take-off torque control method as described in any one of claims 1 to 6.

9. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the vehicle power take-off torque control method as described in any one of claims 1 to 6.

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