Power management control method and system for a tractor based on pto power consumption

Abstract

The application discloses a tractor power management control method and system based on PTO consumed power, relates to the technical field of agricultural machine power control, and judges whether the PTO coupling rate in the slip monitoring stage is always less than a preset threshold during the PTO clutch coupling process in the method. If the judgment result is yes, then the PTO clutch torque is determined according to the coupling point current through a pre-calibrated electromagnetic valve pressure current relationship curve and a clutch torque pressure relationship curve, and the PTO consumed power is calculated in combination with the PTO output rotating speed and the transmission efficiency. If the judgment result is no, then the PTO consumed power is set as a fixed value between the tractor reserved power and the actual consumed power. Finally, the limited torque value of the engine is dynamically adjusted according to the PTO consumed power, so that the power management control is realized.

Description

Technical Field

[0001] This invention relates to the field of agricultural machinery power control technology, and in particular to a tractor power management control method and system based on PTO power consumption. Background Technology

[0002] Tractors operate under complex and diverse conditions, with drastically different power distribution requirements in different modes. During traction operations, maximum traction force must be provided while limiting the maximum torque of the transmission system to protect critical components such as the gearbox. When operating with the power take-off shaft (PTO), both PTO output power and overall traction power must be balanced to ensure a balance between implement operation efficiency and vehicle mobility. In road transport operations, excellent fuel economy is crucial for most conditions, such as cruising on flat roads, while sufficient power is provided for situations requiring high power, such as climbing hills, to ensure transport efficiency and driving safety. To achieve optimal comprehensive control under these different conditions, the core requirement is for the vehicle controller to accurately and in real-time calculate the power consumption of various tractor components (especially the PTO system) and, based on this, perform coordinated control of the engine and gearbox to optimize the power flow distribution of the entire vehicle, ultimately improving the tractor's working efficiency, economy, and reliability.

[0003] Accurate calculation of PTO power consumption is crucial in achieving the aforementioned power management control. This calculation requires simultaneous acquisition of both speed and torque information. Currently, tractors are generally equipped with PTO speed sensors, which facilitate the acquisition of PTO output speed. However, due to cost and reliability considerations, the approach of directly mounting a torque sensor on the PTO shaft has not been widely adopted in mass-produced tractors. Therefore, obtaining sufficiently accurate PTO power consumption values ​​in the absence of direct torque measurement has become a core technical problem that must be solved to achieve refined power management control.

[0004] For calculating PTO power in the absence of torque sensors, several solutions exist in the existing technology. One approach is to use simple state judgment, such as assigning a fixed empirical value to the PTO power consumption based solely on the engagement or disengagement state of the PTO clutch. Another approach relies on directly measuring the power consumption using expensive torque sensors, which undoubtedly increases system costs significantly. Methods based on simple state judgment have low calculation accuracy and cannot reflect the dynamic changes in actual operating load. If the calculated PTO power consumption value is too high and used for engine power distribution, it may lead to insufficient torque limitation from the engine output to the traction system, thereby risking overload damage to transmission components such as the gearbox. Conversely, if the calculated value is too low, the engine torque limit will be set too conservatively, resulting in insufficient power allocated for vehicle traction, causing the tractor to exhibit insufficient driving force and affecting operating efficiency.

[0005] In summary, existing technologies struggle to achieve accurate and dynamic estimation of PTO power consumption while maintaining controllable costs. This bottleneck hinders further improvements in the overall power management and control performance of tractors. Therefore, a new method is urgently needed to accurately calculate PTO power consumption without torque sensors, supporting the implementation of more efficient and safer tractor power management and control strategies. Summary of the Invention

[0006] The technical problem to be solved by the present invention is to address the shortcomings of the prior art, and specifically provides a tractor power management control method and system based on PTO power consumption, as detailed below:

[0007] 1) In a first aspect, the present invention provides a tractor power management control method based on PTO power consumption, the specific technical solution of which is as follows:

[0008] During the PTO clutch engagement process of the tractor, it is determined whether the PTO engagement rate of the PTO clutch is always less than a preset threshold during the slippage monitoring phase, and the judgment result is obtained.

[0009] When the judgment result is yes, the PTO clutch pressure corresponding to the engagement point current of the PTO clutch is determined according to the pressure-current relationship curve of the PTO clutch solenoid valve, and the PTO clutch torque corresponding to the PTO clutch pressure is determined according to the torque-pressure relationship curve of the PTO clutch. The PTO power consumption is calculated based on the PTO clutch torque, PTO output speed and PTO transmission efficiency.

[0010] When the judgment result is negative, the PTO power consumption is set to a fixed value, which is between the tractor's reserve power and the current actual PTO power consumption.

[0011] Based on the PTO power consumption, the torque limit of the tractor's engine is adjusted to perform tractor power management control.

[0012] The beneficial effects of the tractor power management control method based on PTO power consumption provided by this invention are as follows:

[0013] Accurate and dynamic estimation of PTO power consumption is achieved without relying on expensive torque sensors. Specifically, by introducing a slippage monitoring phase during PTO clutch engagement to continuously monitor and judge the PTO engagement rate, different power calculation paths are intelligently selected. When the PTO engagement rate is consistently less than a preset threshold, it indicates a large load. At this point, based on the engagement point current, the actual torque transmitted by the PTO clutch under the current state is accurately deduced through pre-calibrated solenoid valve pressure-current relationship curves and clutch torque-pressure relationship curves, thus calculating a more realistic PTO power consumption. This method overcomes the low accuracy of simple state judgment methods. When the PTO engagement rate is not consistently less than the preset threshold, it indicates a smooth engagement process. In this case, a precisely calibrated fixed value between the tractor's reserve power and the actual power consumption is used as the PTO power consumption, avoiding errors or delays that may be introduced by unnecessary complex calculations under normal engagement conditions. Ultimately, by using this accurately calculated or reasonably set PTO power consumption to dynamically adjust the engine's torque limit, the engine's total output power is ensured to meet the PTO operation requirements first, and the remaining power is then reasonably distributed to the vehicle's traction. This fundamentally prevents the risk of damage to the transmission due to insufficient engine torque limit caused by an excessively large PTO power calculation value, and also avoids the problem of insufficient vehicle driving force caused by an excessively large engine torque limit caused by an excessively small calculation value. This achieves efficient and safe power distribution between PTO and traction operations, effectively improving the tractor's working efficiency and the reliability of the transmission system.

[0014] Based on the above scheme, the tractor power management control method based on PTO power consumption of the present invention can be further improved as follows.

[0015] Furthermore, it is determined whether the PTO engagement rate of the PTO clutch is consistently less than a preset threshold during the slippage monitoring phase, and the determination result is obtained, including:

[0016] Throughout the entire duration of the slippage monitoring phase, the PTO binding rate is continuously monitored at fixed control cycles. If the PTO binding rate monitored in each control cycle is less than the preset threshold, the judgment result is determined to be yes; if the PTO binding rate monitored in any control cycle is greater than or equal to the preset threshold, the judgment result is determined to be no.

[0017] The beneficial effects of adopting the above-mentioned further scheme are as follows: Throughout the entire slippage monitoring phase, the PTO engagement rate is continuously monitored at fixed control cycles, and the monitoring results of each control cycle are subject to rigorous logical judgment, thereby achieving a refined and real-time assessment of the PTO clutch engagement state. This judgment mechanism, based on continuous comparison and global logical accumulation in each control cycle, can effectively capture the dynamic changes of the PTO engagement rate at any moment during the slippage monitoring phase. Its beneficial effect lies in significantly improving the accuracy and reliability of the judgment results. It avoids the random errors that may arise from single sampling or intermittent judgment, ensuring that slippage risk is only determined when the PTO engagement rate remains consistently low throughout the entire phase. This provides a highly reliable decision-making basis for subsequently selecting the path based on the engagement point current to calculate the PTO power consumption. Conversely, as long as the PTO engagement rate is detected to exceed the threshold in any control cycle, the engagement process can be promptly determined to be normal, effectively preventing misjudgments. This lays a solid foundation for the stability and accuracy of the entire power management control strategy.

[0018] Furthermore, the process of obtaining the PTO binding rate includes:

[0019] Obtain the PTO output speed, engine speed, and the theoretical gear ratio of the current PTO gear;

[0020] The PTO engagement ratio is calculated by multiplying the PTO output speed by the theoretical speed ratio and then dividing by the engine speed.

[0021] The beneficial effects of adopting the above-mentioned further scheme are as follows: By obtaining easily measurable PTO output speed and engine speed, and combining them with the known theoretical gear ratio of the current PTO gear, the PTO engagement rate is calculated in real time using a specific formula. This method provides the vehicle controller with a direct, reliable, and quantifiable parameter to accurately assess the real-time engagement state and slippage of the PTO clutch. The PTO engagement rate effectively correlates the actual speed of the PTO output shaft with the theoretical speed under ideal full engagement conditions, and the calculation result intuitively reflects the efficiency of clutch power transmission. Compared to indirect or difficult-to-obtain parameters, such as clutch disc torque or temperature, this calculation method is based on standard sensor signals, ensuring stable and reliable data sources. The calculation process is simple and efficient, meeting the high real-time requirements of the control system. This provides an accurate and consistent decision-making basis for subsequently determining whether the PTO clutch is in an abnormal slippage state, which is a key foundation for the effective implementation of the entire power management control strategy.

[0022] Furthermore, based on the PTO power consumption, the torque limit value of the tractor's engine is adjusted to perform tractor power management control, including:

[0023] The power consumed by PTO is compared with the real-time available power of the engine to obtain the comparison results;

[0024] Based on the comparison results, the maximum torque output from the engine to the transmission is dynamically limited so that the total output power of the engine is sufficient to meet the power consumption requirements of PTO, and the remaining power is used for vehicle traction.

[0025] The beneficial effects of adopting the above-mentioned further solution are as follows: By comparing the calculated or set PTO power consumption with the engine's real-time available power in real time, and dynamically limiting the maximum torque output from the engine to the transmission based on the comparison results, precise power management of the tractor is achieved. Its beneficial effect lies in realizing the dynamic optimal allocation of the engine's total output power between PTO operation and vehicle traction. This mechanism ensures that the demand for PTO power consumption is prioritized, thereby guaranteeing the stability and efficiency of implement operation. Simultaneously, by automatically allocating the remaining power to vehicle traction, the available engine power is utilized to the maximum extent, effectively improving the tractor's traction capacity. This dynamic torque limiting control also prevents engine and transmission overload caused by sudden increases in traction power demand, protecting the transmission system from damage. Ultimately, this technical feature enables the tractor to adaptively adjust power output according to the actual operating load, balancing operational efficiency and system safety under various complex working conditions.

[0026] 2) In a second aspect, the present invention also provides a tractor power management and control system based on PTO power consumption, the specific technical solution of which is as follows:

[0027] It includes a judgment module, a PTO power consumption determination module, and a power management and control module;

[0028] The judgment module is used to: determine whether the PTO engagement rate of the PTO clutch is always less than a preset threshold during the slippage monitoring phase in the PTO clutch engagement process of the tractor, and obtain the judgment result.

[0029] The PTO power consumption determination module is used to: when the judgment result is yes, determine the PTO clutch pressure corresponding to the engagement point current of the PTO clutch according to the pressure-current relationship curve of the solenoid valve of the PTO clutch, and determine the PTO clutch torque corresponding to the PTO clutch pressure according to the torque-pressure relationship curve of the PTO clutch, and calculate the PTO power consumption based on the PTO clutch torque, PTO output speed and PTO transmission efficiency.

[0030] The PTO power consumption determination module is also used to: when the judgment result is negative, set the PTO power consumption to a fixed value, which is between the tractor's reserve power and the current actual PTO power consumption;

[0031] The power management control module is used to adjust the torque limit of the tractor's engine based on the power consumed by the PTO, in order to perform tractor power management control.

[0032] Based on the above scheme, the tractor power management control system based on PTO power consumption of the present invention can be further improved as follows.

[0033] Furthermore, the judgment module is specifically used for:

[0034] Throughout the entire duration of the slippage monitoring phase, the PTO binding rate is continuously monitored at fixed control cycles. If the PTO binding rate monitored in each control cycle is less than the preset threshold, the judgment result is determined to be yes; if the PTO binding rate monitored in any control cycle is greater than or equal to the preset threshold, the judgment result is determined to be no.

[0035] Furthermore, it also includes a PTO binding rate acquisition module, which is used for:

[0036] Obtain the PTO output speed, engine speed, and the theoretical gear ratio of the current PTO gear;

[0037] The PTO engagement ratio is calculated by multiplying the PTO output speed by the theoretical speed ratio and then dividing by the engine speed.

[0038] Furthermore, the power management control module is specifically used for:

[0039] The power consumed by PTO is compared with the real-time available power of the engine to obtain the comparison results;

[0040] Based on the comparison results, the maximum torque output from the engine to the transmission is dynamically limited so that the total output power of the engine is sufficient to meet the power consumption requirements of PTO, and the remaining power is used for vehicle traction.

[0041] 3) In a third aspect, the present invention also provides a tractor, including any of the above-mentioned tractor power management control systems based on PTO power consumption.

[0042] 4) In a fourth aspect, the present invention also provides an electronic device, the electronic device including a processor coupled to a memory, the memory storing at least one computer program, the at least one computer program being loaded and executed by the processor, so as to enable the electronic device to implement any of the above-mentioned tractor power management control methods based on PTO power consumption.

[0043] 5) In a fifth aspect, the present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements any of the above-described tractor power management control methods based on PTO power consumption.

[0044] It should be noted that the beneficial effects of the technical solutions of the second to fourth aspects of the present invention and their corresponding possible implementations can be found in the above description of the technical effects of the first aspect and its corresponding possible implementations, and will not be repeated here. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments of the present invention will be briefly introduced below:

[0046] Figure 1 This is a flowchart illustrating a tractor power management control method based on PTO power consumption according to an embodiment of the present invention.

[0047] Figure 2 This is a schematic diagram of the control flow of a PTO clutch;

[0048] Figure 3 This is a schematic diagram illustrating the dynamic relationship between the PTO solenoid valve control current I and the PTO engagement rate C over time during the PTO clutch engagement process.

[0049] Figure 4 This is a schematic diagram of the structure of a tractor power management control system based on PTO power consumption according to an embodiment of the present invention;

[0050] Figure 5 This is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0051] The principles and features of the present invention are described below. The examples given are only for explaining the present invention and are not intended to limit the scope of the present invention.

[0052] The technical solution of the present invention and how the technical solution of the present invention solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0053] like Figure 1 As shown in the figure, a tractor power management control method based on PTO power consumption according to an embodiment of the present invention includes the following steps:

[0054] S1. During the PTO clutch engagement process of the tractor, determine whether the PTO engagement rate of the PTO clutch is consistently less than a preset threshold during the slippage monitoring phase, and obtain the judgment result, specifically:

[0055] Throughout the entire duration of the slippage monitoring phase, the PTO binding rate is continuously monitored at fixed control cycles. If the PTO binding rate monitored in each control cycle is less than the preset threshold, the judgment result is determined to be yes; if the PTO binding rate monitored in any control cycle is greater than or equal to the preset threshold, the judgment result is determined to be no.

[0056] The process of obtaining the PTO binding rate includes:

[0057] Obtain the PTO output speed, engine speed, and the theoretical gear ratio of the current PTO gear;

[0058] The PTO engagement ratio is calculated by multiplying the PTO output speed by the theoretical speed ratio and then dividing by the engine speed.

[0059] Once the PTO clutch control flow enters the slippage monitoring phase, a monitoring cycle for the PTO engagement rate is initiated. This monitoring cycle iterates based on the fixed control cycle inherent in the tractor's vehicle control system, with each control cycle ranging from several milliseconds to tens of milliseconds to ensure real-time control. At the beginning of each control cycle, the current PTO output speed is read in real-time from the PTO speed sensor via the data bus, and the current engine speed is obtained from the engine controller via the CAN bus. The theoretical gear ratio corresponding to the current PTO gear is also retrieved from its memory, and then the PTO engagement rate is immediately calculated using these three parameters. After calculation, the real-time PTO engagement rate is compared with a preset threshold stored in the controller program to determine if the PTO engagement rate within that control cycle is less than the preset threshold. This comparison and judgment operation is repeated continuously throughout the entire duration of the slippage monitoring phase. Each control cycle produces an independent comparison result. The comparison results from all control cycles since the slippage monitoring phase to the current moment are continuously accumulated and judged logically. If the PTO binding rate calculated in every control cycle so far is determined to be less than a preset threshold, a temporary positive flag is generated. If the PTO binding rate is detected to be greater than or equal to the preset threshold in any control cycle, the temporary positive flag is cleared and replaced by a negative flag. When the duration set for the slippage monitoring phase ends or other phase transition conditions are met, the flag status is checked. If it remains a positive flag, the judgment result for the entire phase is determined to be yes, meaning the PTO binding rate is always less than the preset threshold. If it becomes a negative flag, the judgment result is determined to be no, meaning the PTO binding rate was at least equal to the preset threshold at some point. The judgment result will be directly used to determine the path used for subsequent calculations of PTO power consumption.

[0060] The process involves a series of calibration tests to determine a preset threshold, thereby establishing a critical criterion that accurately reflects whether the PTO clutch is approaching full engagement. These calibration tests must be conducted on a typical test tractor equipped with a complete system capable of applying the technical solutions described in this application, including a vehicle controller, a PTO speed sensor, an engine speed sensor, and a precisely controllable PTO clutch. Calibration tests are typically performed on a dedicated tractor test bench or a standard test track to ensure controllability of operating conditions and consistency of data.

[0061] During calibration tests, it is necessary to first set up various typical PTO (Pulley Towing) operation load conditions. These load conditions should cover a wide range from no-load to heavy-load. For example, different specifications and types of agricultural implements can be connected, such as an idle PTO shaft, a medium-load rotary tiller, and a heavy-load fertilizer spreader, to simulate various load conditions that tractors may encounter in actual operation.

[0062] Under each load condition, the driver or test personnel perform standard PTO engagement procedures. Throughout the PTO clutch engagement process, the test tractor's data acquisition system synchronously records time-series data of key parameters at a high frequency. These key parameters include PTO output speed, engine speed, control current of the PTO clutch solenoid valve, and actual clutch pressure measured by hydraulic sensors. After obtaining a large amount of test data, offline analysis is required to determine the PTO engagement rate variation curve during the PTO clutch engagement process, identifying the turning point where the PTO clutch transitions from a state of significant slippage to near-full engagement and smooth power transmission. This turning point is typically characterized by a rapid increase in the PTO engagement rate from a low value, with the rate of increase gradually decreasing, eventually stabilizing at a plateau very close to 100%. The starting point of this plateau is considered the critical point for effective clutch engagement.

[0063] The PTO binding rates corresponding to all critical points identified in multiple effective calibration tests are compiled into a data sample set. Considering system noise, sensor errors, and slight fluctuations under different load conditions, this data sample set is typically a range rather than a single value. Then, engineering statistical methods are used to determine a preset threshold. For example, the lower limit or average value of the data sample set is taken, and then a certain number of standard deviations are subtracted to finally calculate and determine a reliable fixed value as the preset threshold. The principle for determining this preset threshold is that it must be sensitive enough to promptly identify slippage under most operating conditions, while avoiding oversensitivity that could lead to misjudgment. The finally determined preset threshold, such as 0.90, is written into the vehicle controller's software program as an unchangeable constant parameter, continuously used in all subsequent PTO operations of the vehicle.

[0064] The PTO clutch engagement process of a tractor refers to a series of controllable stages that the power take-off shaft clutch undergoes from the disengaged state to the fully engaged state. This process begins when the vehicle controller receives the PTO engagement command from the driver. Subsequently, the controller precisely regulates the flow and pressure of the hydraulic oil flowing to the PTO clutch according to a preset control strategy, thereby controlling the clutch engagement level. This process typically includes a pre-filling stage for quickly eliminating the gap between the clutch friction plates, a contact point identification stage for initially establishing the torque transmission slope control stage for smoothly increasing the clamping force, a slippage monitoring stage for assessing the load condition, and a final clamping stage to ensure complete clutch engagement, achieving smooth and reliable power transmission while protecting the clutch from impact damage.

[0065] The slippage monitoring phase is a crucial control stage in the PTO clutch engagement process, occurring after the clamping force has steadily increased. The main purpose of this phase is to monitor for excessive slippage in the PTO clutch to assess whether its torque transmission capacity matches the actual operating load. During this phase, the vehicle controller maintains a relatively stable or slowly increasing solenoid valve control current and continuously monitors the PTO engagement rate calculated from the PTO output speed, engine speed, and theoretical speed ratio. By comparing the real-time PTO engagement rate with a preset threshold, it can be determined whether the PTO clutch is in normal engagement or experiencing continuous slippage due to excessive load.

[0066] The PTO clutch is a key component in the tractor's power transmission system, controlling the engagement and disengagement of engine power to the output shaft. It is typically a wet multi-plate clutch located in the transmission path after the engine power is split by the gearbox and before reaching the PTO output shaft. This clutch transmits torque by hydraulically pressing friction plates together. The magnitude of the hydraulic pressure is controlled by the vehicle controller through adjusting the current to the PTO clutch solenoid valve. The state of the PTO clutch directly determines whether agricultural implements such as rotary tillers and seed pumps receive power and the smoothness of that power delivery; therefore, precise control of its engagement process is crucial.

[0067] The PTO engagement rate is a dimensionless parameter used to quantify the engagement state or slippage of the PTO clutch in real time. Physically, it is the ratio of the actual rotational speed of the PTO output shaft to its theoretical rotational speed under ideal, fully engaged conditions. The theoretical rotational speed is calculated from the engine speed and the fixed speed ratio of the PTO transmission path. Therefore, the formula for calculating the PTO engagement rate is: PTO output speed multiplied by the theoretical speed ratio, then divided by the engine speed. When the clutch is fully engaged without slippage, the PTO engagement rate should be equal to or very close to 100%. When the clutch is disengaged or experiencing severe slippage, the PTO engagement rate will be far below 100%. The PTO engagement rate provides the vehicle controller with a direct quantitative indicator for evaluating the actual operating state of the clutch and is fundamental to achieving intelligent control.

[0068] S2. When the judgment result is yes, determine the PTO clutch pressure corresponding to the PTO clutch engagement point current according to the pressure-current relationship curve of the PTO clutch solenoid valve, and determine the PTO clutch torque corresponding to the PTO clutch pressure according to the torque-pressure relationship curve of the PTO clutch. Calculate the PTO power consumption based on the PTO clutch torque, PTO output speed and PTO transmission efficiency.

[0069] The process involves pre-calibrating the solenoid valve pressure-current relationship curve and storing it in a data table. When the determination result indicates a need to calculate the PTO power consumption, the system reads the engagement point current I3, which has been determined for this engagement process, and then accesses the data table corresponding to the stored solenoid valve pressure-current relationship curve. This data table uses current values ​​as indices, each corresponding to a unique output pressure value. A lookup method is used to find the current index value in the data table that perfectly matches or is closest to the engagement point current I3. Once the index is found, the calibrated pressure value corresponding to that current can be directly read. If the engagement point current I3 falls exactly between two adjacent current indices in the data table, linear interpolation or similar algorithms are used to calculate the precise PTO clutch pressure corresponding to I3 based on the pressure values ​​corresponding to these two adjacent index points.

[0070] The process involves pre-calibrating the PTO clutch torque-pressure relationship curve and storing it as a data table. After obtaining the PTO clutch pressure output in the previous step, the stored data table corresponding to the clutch torque-pressure is accessed. This data table is indexed by hydraulic pressure values, corresponding to the maximum torque value that the PTO clutch can transmit. The table is then searched for the pressure index that perfectly matches or is closest to the PTO clutch pressure. By looking up the table or through interpolation, the torque value that the PTO clutch can reliably transmit under the given PTO clutch pressure is obtained directly or calculated. This torque value is then considered the actual torque transmitted by the PTO clutch at the current engagement point, i.e., the PTO clutch torque.

[0071] After acquiring the PTO clutch torque and the real-time monitored PTO output speed, the calculation of PTO power consumption begins. The physical formula used in this calculation is: PTO power consumption equals PTO clutch torque multiplied by PTO output speed, taking into account efficiency losses during transmission. Specifically, the PTO clutch torque is multiplied by the PTO output speed to obtain an initial PTO power consumption. Then, a pre-set PTO transmission efficiency η (a constant less than 1) is called. The initial PTO power consumption is divided by the PTO transmission efficiency η to obtain the accurate, efficiency-corrected PTO power consumption. This PTO power consumption reflects the actual power output from the engine needed to drive the PTO load.

[0072] The process for obtaining the pressure-current relationship curve of the PTO clutch solenoid valve is as follows:

[0073] The solenoid valve is installed on a test bench of an actual hydraulic system, connected to a precision adjustable current source and a high-precision pressure sensor. During the test, starting from zero, the input current value to the solenoid valve is gradually increased in small steps. After each set current value and the subsequent stabilization of the hydraulic pressure, the current value and the corresponding output pressure measured by the pressure sensor are recorded. This process is continued until the current reaches its maximum value. Then, the current is gradually decreased in the same manner, and another set of data is recorded. Through this upward and downward scanning, the full-range current-pressure characteristic data of the solenoid valve can be obtained, including possible hysteresis effects. After averaging and fitting the data from multiple tests, a precise calibration curve reflecting the one-to-one correspondence between current and pressure—the pressure-current relationship curve—is obtained.

[0074] The process for obtaining the torque-pressure relationship curve of the PTO clutch is as follows:

[0075] The PTO clutch is installed on a testing machine that applies controllable hydraulic pressure to the clutch piston chamber and measures the torque transmitted between the clutch's driving and driven parts. During testing, with the clutch speed constant, the hydraulic pressure is gradually increased from zero. After each pressure value is set and the torque stabilizes, the pressure value and the maximum torque that the clutch can transmit without slippage are recorded. The pressure range must cover the entire interval from zero to the clutch's designed maximum pressure. Through repeated tests, a large number of pressure and torque data points are obtained. After data processing and curve fitting, a calibration curve reflecting the relationship between the torque transmission capacity and applied pressure of this type of PTO clutch under specific conditions—the PTO clutch torque-pressure relationship curve—can be obtained.

[0076] The testing machine is a specialized precision device used for performance testing and characteristic calibration of PTO clutch assemblies. It typically consists of a robust mechanical bench, a high-precision hydraulic servo loading system, accurate speed and torque sensors, a programmable logic controller (PLC), and a data acquisition system. This testing machine can simulate the real-world working conditions of the clutch. Its main shaft drive unit provides stable and adjustable rotational power to simulate engine input, while the load unit applies precisely controllable resistance torque to simulate various working loads applied to the PTO output shaft by agricultural implements. Simultaneously, the hydraulic control module integrated into the test bench accurately reproduces the pressure and flow of the tractor's hydraulic system, used to drive the engagement and disengagement of the PTO clutch. Throughout the testing process, high-response torque flanges and speed sensors synchronously measure key parameters such as the clutch's input and output speeds, transmitted torque, and hydraulic pressure in real time. All data is recorded by the high-speed data acquisition system and transmitted to a host computer for analysis and processing, thus providing a reliable data foundation for establishing accurate clutch torque-pressure relationship curves.

[0077] The engagement point current of the PTO clutch refers to a specific solenoid valve control current value during the PTO clutch engagement process. It marks the critical moment when the clutch friction plates just begin to effectively contact and transmit a small torque. This current value is a specific value for different clutch assemblies and hydraulic systems, usually obtained through experimental calibration. In this invention, when a specific slippage state is determined, the engagement point current I3 is used as a calculation reference to infer the actual torque transmitted by the clutch.

[0078] The PTO clutch pressure corresponding to the engagement point current refers to the hydraulic pressure generated in the piston chamber of the PTO clutch when an engagement point current I3 is applied to the solenoid valve. This pressure value is not directly measured but obtained by consulting a pre-calibrated solenoid valve pressure-current relationship curve or corresponding data table. This pressure is the actual hydraulic pressure required for the clutch to reach its initial torque transmission state and is a key intermediate variable for subsequent calculations of the clutch's transmitted torque.

[0079] The PTO clutch torque refers to the maximum torque value that the PTO clutch can transmit under a specific hydraulic pressure. This torque value reflects the clutch's ability to transmit power in its current engaged state. It is determined by the clutch's design factors, such as the number of friction plates, the coefficient of friction, and the effective radius of action. In this invention, this torque is obtained by consulting a pre-calibrated clutch torque-pressure relationship curve based on the PTO clutch pressure value and is considered as the output torque of the PTO system in the current state.

[0080] The PTO output speed refers to the actual rotational speed of the tractor's power take-off shaft. This parameter is directly measured by a speed sensor mounted on the PTO output shaft and transmitted to the vehicle controller in the form of an electrical signal. The PTO output speed is a key real-time parameter for calculating the PTO engagement rate and PTO power consumption, directly reflecting the working speed of the agricultural implement, i.e., the tractor.

[0081] PTO transmission efficiency refers to the overall mechanical efficiency of the entire transmission chain from the engine flywheel to the end of the PTO output shaft. This PTO transmission efficiency encompasses the power losses of all transmission components in the PTO clutch and gearbox, including related gear pairs, drive shafts, and bearings. It is a constant less than one, typically obtained through bench testing and stored as a preset parameter in the vehicle controller. This parameter is used to correct theoretical calculations when calculating the final PTO power consumption, resulting in a power value closer to actual requirements.

[0082] S3. When the judgment result is negative, the PTO power consumption is set to a fixed value, which is between the tractor's reserve power and the current actual PTO power consumption.

[0083] When the monitoring logic determines that the PTO engagement rate is not consistently below a preset threshold during the slippage monitoring phase (i.e., the judgment result is negative), a preset fixed power output strategy will be activated. This judgment implies that the PTO clutch engagement process is relatively smooth, without any abnormal situation of continuous slippage due to excessive load. Therefore, it is neither necessary nor advisable to calculate the PTO power consumption based on potentially inaccurate engagement point current. This process is automatic and instantaneous, ensuring seamless switching of the control strategy, avoiding control oscillations or delays caused by uncertain power values, and guaranteeing the continuity and stability of the tractor's power output.

[0084] The determination of the fixed value is a precise engineering calibration process based on the characteristics of the tractor's power system and typical PTO (Power Towing) operating conditions. First, the engine's rated power at full throttle is obtained through engine bench testing, and the upper limit of the tractor's reserve power suitable for PTO operations is evaluated in conjunction with the efficiency of the entire vehicle's transmission system. Simultaneously, in typical PTO operating conditions, such as driving a medium-load rotary tiller or pump-type implement, the actual power consumption of the PTO system under smooth clutch engagement conditions is directly measured using a high-precision torque flange connected to the PTO shaft. A large amount of such data is collected to determine its statistical distribution characteristics. Based on this, the fixed value is determined within a reasonable range. Specifically, the lower limit of the fixed value must be higher than the higher percentile of the measured power under most smooth engagement conditions to ensure that the engine can still provide remaining traction power after setting the fixed value; the upper limit of the fixed value must be lower than the tractor's reserve power to reserve sufficient safety margin for instantaneous pressure fluctuations in the hydraulic system and unknown load impacts. Ultimately, through repeated vehicle verification tests under various typical operating scenarios, the vehicle's traction performance, clutch thermal load status, and operating efficiency were observed and evaluated when different fixed values ​​were set, thereby selecting a fixed value that could achieve the best balance between meeting power requirements and protecting the transmission system.

[0085] S4. Based on the PTO power consumption, adjust the tractor engine torque limit to perform tractor power management control, specifically:

[0086] The power consumed by the PTO (Push-to-Trip) mechanism is compared with the engine's real-time available power to obtain the comparison result. Based on the comparison result, the maximum torque output from the engine to the transmission is dynamically limited so that the engine's total output power, while meeting the PTO power consumption requirement, is used for vehicle traction. The engine's total output power is rationally allocated between PTO operation and vehicle traction to ensure that while prioritizing the power needs of the implements, the remaining power is utilized to the maximum extent to provide traction and protect the transmission system. The specific implementation process is as follows:

[0087] S40. Two key power parameters need to be acquired in real time. The first parameter is the PTO power consumption obtained through the aforementioned process. The second parameter is the engine's real-time available power. This power value is not a fixed constant, but rather the maximum net power that the engine can stably output under the current operating conditions, calculated in real time based on sensor signals such as current engine speed, throttle opening, intake pressure, and coolant temperature.

[0088] S41. Compare the PTO power consumption with the engine's real-time available power. The purpose of this comparison is to assess the balance of power demand. The specific comparison logic is: subtract the PTO power consumption from the engine's real-time available power to calculate the theoretically available remaining power that can be used for vehicle traction.

[0089] S42. Calculate the torque limit value based on the comparison results. The calculation follows the principle of ensuring that the total power output of the engine does not exceed the real-time available power, and prioritizing the supply of power consumed by the PTO (Power Towing) system. The calculated remaining power value, combined with the current engine speed, is converted into the corresponding maximum allowable traction torque value using the formula "torque equals power divided by speed multiplied by a constant". This maximum allowable traction torque value is the upper limit of the maximum torque allowed to be output to the transmission-driven wheels under the current conditions to protect the engine and transmission from overload. To smooth control and prevent sudden torque changes, a filtering algorithm is typically used to smooth the calculated torque limit value.

[0090] S43. The calculated and smoothed engine torque limit value is sent as a specific control command to the engine ECU via the CAN bus. Upon receiving this command, the engine ECU uses it as the maximum limit for engine output torque under the current operating conditions. Regardless of how the driver presses the accelerator, the engine ECU controls the fuel injection system to ensure that the actual torque output to the flywheel does not exceed this limit. This achieves dynamic power distribution; specifically, the engine's total output is limited to the real-time available power, with PTO (Power Towing) operations receiving priority power P, while the remaining power is automatically used to provide traction for the entire vehicle.

[0091] The process from S40 to S43 is executed once in each control cycle (typically 10 to 100 milliseconds), which enables the torque limit to be adjusted in real time and dynamically according to changes in the operating load (such as PTO load fluctuations, vehicle driving into soft soil, etc.), achieving precise, efficient and safe power management control.

[0092] In another embodiment, it includes:

[0093] S101. The PTO power consumption is calculated using the PTO power consumption calculation formula, specifically:

[0094] The formula for calculating PTO power consumption is as follows:

[0095]

[0096] in, Power consumed by PTO For PTO output speed, For PTO output torque, For PTO transmission efficiency.

[0097] The vehicle controller can directly measure and read the PTO output speed via a speed sensor mounted on the PTO output shaft. .

[0098] PTO transmission efficiency It is a constant less than 1, representing the overall mechanical efficiency of the entire transmission chain from the engine flywheel output to the end of the PTO output shaft. This efficiency encompasses the power losses of all transmission components, including the PTO clutch, relevant gear pairs in the gearbox, drive shaft, and bearings. PTO transmission efficiency. The value is usually obtained through bench testing, and typically ranges from 0.85 to 0.92. It is then stored as a preset parameter in the vehicle controller.

[0099] PTO output torque It was calculated using the following method:

[0100] The PTO clutch engagement process refers to the series of controllable stages that the power take-off shaft clutch undergoes from the disengaged state to the fully engaged state. When the vehicle controller receives the PTO engagement command from the driver, it sequentially enters the pre-filling stage, engagement point identification stage, slope control stage, slippage monitoring stage, and engagement stage according to a predefined control strategy. The degree of clutch engagement is controlled by precisely adjusting the current of the PTO clutch solenoid valve. Figure 2As shown, the entire control process begins in the initialization state, where the PTO clutch is disengaged. Upon receiving the engagement command from the driver, the vehicle controller immediately enters the pre-filling stage, rapidly filling the clutch hydraulic system with oil to eliminate the gap between the friction plates. The pre-filling stage continues until time t1, after which the engagement point stage begins. In this stage, the controller finely adjusts the solenoid valve current to identify the initial contact point of the clutch friction plates, thus initially establishing torque transmission capability. The engagement point stage ends at time t2, followed by the slope control stage. In this stage, the controller smoothly increases the control current of the PTO clutch solenoid valve at a preset slope, thereby linearly increasing the clutch clamping force, while continuously calculating and monitoring the PTO engagement rate C in real time. If the PTO engagement rate C is consistently greater than the preset threshold C1 during the slope control stage, the controller gradually increases the solenoid valve current from the engagement point current I3 to the target current I4, indicating that the clutch is close to fully engaged. When the current reaches the target current... At I4, the process enters the slippage monitoring phase. The main purpose of this phase is to continuously monitor the PTO engagement rate C to assess whether the clutch is experiencing continuous slippage due to excessive load. During the slippage monitoring phase, the controller continuously compares the PTO engagement rate C with a preset threshold C1 at fixed control cycles. If the PTO engagement rate C is less than C1 in every control cycle of the slippage monitoring phase, it is determined that the slippage is caused by excessive load, and the process will directly enter the clamping phase. If the PTO engagement rate C is greater than or equal to C1 at any time during the slippage monitoring phase, the controller maintains the current I4 until time t5 is reached before entering the clamping phase. During the clamping phase, the controller rapidly increases the solenoid valve current to a higher target current I5 to ensure that the clutch is fully clamped and power is reliably transmitted. Subsequently, the clutch enters a fully engaged state, and the power output shaft is smoothly connected to the engine power. When the driver issues a disengagement command, the controller controls the PTO clutch to disengage, the system returns to the initialization state, and the entire control process is completed.

[0101] During the slope control phase, the vehicle controller monitors the PTO engagement ratio C. The PTO engagement ratio C is a dimensionless parameter used to quantify the engagement state or slippage of the PTO clutch in real time. Its physical meaning is the ratio of the actual rotational speed of the PTO output shaft to the theoretical rotational speed under ideal, fully engaged conditions. The theoretical rotational speed is calculated from the engine speed and the fixed speed ratio of the PTO transmission path. The formula for calculating the PTO engagement ratio C is:

[0102]

[0103] This represents the theoretical gear ratio for the current PTO gear. The theoretical gear ratio is a constant and can be calculated using the relationship between the number of mechanical teeth. The engine speed is transmitted in real time from the engine ECU to the vehicle controller via the CAN bus.

[0104] If, during the slope control phase, the PTO engagement rate C consistently exceeds the preset threshold C1, the PTO clutch is considered to be nearing full engagement. At this point, the PTO solenoid valve current I rises from I3 to I4, where I4 = I3 + I a I a This is the solenoid valve current value corresponding to the safe reserve pressure (generally corresponding to a hydraulic pressure of 2 to 5 bar) to ensure clutch engagement.

[0105] The slippage monitoring phase then begins. This is a critical control phase in the PTO clutch engagement process, occurring after the clamping force has steadily increased. Its main purpose is to monitor for excessive slippage in the PTO clutch to assess whether its torque transmission capacity matches the actual operating load. During the slippage monitoring phase, the vehicle controller maintains a relatively stable or slowly increasing solenoid valve control current and continuously monitors the PTO engagement rate. .

[0106] During the slippage monitoring phase, if the PTO engagement rate C is consistently greater than C1, the PTO solenoid valve current I is controlled to remain at I4 until t5 enters the clamping phase (e.g., Figure 3 As shown in the diagram, the area between t4 and t5 is represented by the thick dashed line. If the PTO engagement rate is consistently less than C1, the load is considered too high, and the clutch enters the tightening stage (rapidly increasing the PTO solenoid valve current I to I5 to prevent damage to the clutch, such as...). Figure 3 As shown, the solid line portion between t4 and t5). Figure 3 The dynamic relationship between the PTO solenoid valve control current I and the PTO engagement rate C during PTO clutch engagement is described in detail. The vertical axis represents current I (in milliamperes) and engagement rate C (in percentage), while the horizontal axis represents time (in seconds). The entire process begins upon receiving the engagement command. The PTO solenoid valve current I starts from zero, rapidly rises to current I1 during the pre-filling stage, and remains at this level until time t1. This stage aims to quickly fill the hydraulic system gap; during this time, the PTO engagement rate C remains zero because the clutch has not yet engaged. After entering the engagement point recognition stage, the PTO solenoid valve... The current I is precisely controlled to slowly increase from I1 to I2, and this stage continues until time t2. The purpose is to identify the critical point of initial contact of the friction plates, at which point the PTO bonding rate C begins to slowly increase from zero. Then, a slope control stage begins, where the current I increases steadily from I2 at a constant slope to the bonding point current I3. This stage ends at time t3, and simultaneously, the PTO bonding rate C increases rapidly. After time t3, if the PTO bonding rate C is consistently greater than the preset threshold C1, it indicates a successful bonding process, and the current I continues to increase from I3 by a safety margin value I. aThe current eventually reaches the target current I4, and this process continues until time t4. From time t4, the slippage monitoring phase begins, maintaining the current I at the level of I4 until time t5. Throughout this period, the PTO engagement rate C is continuously monitored to ensure it is always greater than C1. If the condition is met, it indicates that the clutch is working normally. At time t5, the clutch enters the clamping phase, and the current I is further increased to the final target current I5 to ensure that the clutch is fully clamped. The PTO engagement rate C also stabilizes at a level close to 100%, indicating that power is transmitted smoothly until time t6 completes the entire engagement process. If, at any time during the slippage monitoring phase, the PTO engagement rate C fails to be greater than C1, i.e., it is less than C1, it is determined that the load is too large, causing slippage. This triggers a different control path, immediately entering the clamping phase and rapidly increasing the current to I5 to protect the clutch.

[0107] Throughout the slippage monitoring phase, the vehicle controller continuously monitors the PTO engagement rate at fixed control cycles (typically several milliseconds to tens of milliseconds). At the beginning of each control cycle, the PTO output speed is read in real time from the PTO speed sensor via the data bus. At the same time, the engine speed is obtained from the engine ECU via the CAN bus. And retrieve the theoretical gear ratio of the current PTO gear from memory. The current PTO binding rate is calculated immediately. Then, the real-time PTO binding rate Compare with the preset threshold C1.

[0108] If the PTO binding rate is monitored in each control cycle during the slippage monitoring phase... If all values ​​are less than the preset threshold C1, it is determined that the PTO clutch is continuously slipping due to excessive load, and the judgment result is yes; if the PTO engagement rate is less than the preset threshold C1 in any control cycle, it is determined that the PTO clutch is continuously slipping due to excessive load. If the value is greater than or equal to the preset threshold C1, the PTO clutch engagement process is determined to be normal, and the judgment result is negative.

[0109] Based on the judgment results, different PTO power consumption calculation strategies are adopted:

[0110] If the judgment result is yes, that is, the PTO binding rate If the current is consistently less than C1, the solenoid valve current I3 at the end of the slope control phase is taken as the engagement point current of the PTO clutch. The engagement point current I3 marks the critical moment when the clutch friction plates just begin to effectively contact and can transmit a small torque. Then, based on a pre-calibrated solenoid valve pressure-current relationship curve, the PTO clutch pressure P corresponding to the engagement point current I3 is determined using a lookup table method or linear interpolation algorithm. 结合 P结合 This refers to the actual hydraulic pressure required for the clutch to reach its initial torque transmission state. Next, based on a pre-calibrated PTO clutch torque-pressure relationship curve, P... 结合 Obtain the PTO clutch torque T that the PTO clutch can transmit. 结合 PTO reflects the clutch's ability to transmit power in its current engaged state. (The last part, "T," appears to be a typo and can be left as is.) 结合 Considered as PTO output torque Substituting the values ​​into the PTO power consumption calculation formula, the PTO power consumption can be calculated. .

[0111] If the judgment result is negative, meaning that the PTO binding rate C has ever been not less than C1, then the PTO power consumption will be reduced. Set to a fixed value Fixed value This is a constant value, lying between the tractor's reserve power and the actual power consumed during PTO (Power Toll Collection). This fixed value is determined through a precise engineering calibration process based on the tractor's powertrain characteristics and typical PTO operating conditions. Specifically, firstly, the rated power is obtained through engine bench testing, and the upper limit of the tractor's reserve power is evaluated in conjunction with transmission efficiency; simultaneously, the actual PTO power consumption under typical operating conditions is measured at typical work sites to determine its statistical distribution characteristics; finally, the fixed value is... The power level is set within a reasonable range, higher than the power percentile for most successful engagement conditions, but lower than the tractor's reserve power, to provide a safety margin for system fluctuations. This strategy ensures that power is not calculated based on inaccurate engagement point current when the PTO clutch engages smoothly, thus guaranteeing the continuity and stability of power output.

[0112] S102. Adjust the torque limit of the tractor's engine according to the power consumption of PTO in order to perform tractor power management control.

[0113] Although the steps have been numbered in the above embodiments, they are only specific embodiments given by the present invention. Those skilled in the art can adjust the execution order of the steps according to the actual situation, which is also within the protection scope of the present invention. It can be understood that some embodiments may include some or all of the above embodiments.

[0114] like Figure 4 As shown, a tractor power management control system 200 based on PTO power consumption according to an embodiment of the present invention includes a judgment module 201, a PTO power consumption determination module 202 and a power management control module 203.

[0115] The judgment module 201 is used to: determine whether the PTO engagement rate of the PTO clutch is always less than a preset threshold during the slippage monitoring stage during the PTO clutch engagement process of the tractor, and obtain the judgment result.

[0116] The PTO power consumption determination module 202 is used to: when the judgment result is yes, determine the PTO clutch pressure corresponding to the engagement point current of the PTO clutch according to the pressure-current relationship curve of the solenoid valve of the PTO clutch, and determine the PTO clutch torque corresponding to the PTO clutch pressure according to the torque-pressure relationship curve of the PTO clutch, and calculate the PTO power consumption based on the PTO clutch torque, PTO output speed and PTO transmission efficiency.

[0117] The PTO power consumption determination module 202 is also used to: when the judgment result is negative, set the PTO power consumption to a fixed value, the fixed value being between the tractor's reserve power and the current actual PTO power consumption;

[0118] The power management control module 203 is used to adjust the torque limit of the tractor's engine according to the power consumed by the PTO in order to perform tractor power management control.

[0119] Optionally, in the above technical solution, the judgment module 201 is specifically used for:

[0120] Throughout the entire duration of the slippage monitoring phase, the PTO binding rate is continuously monitored at fixed control cycles. If the PTO binding rate monitored in each control cycle is less than the preset threshold, the judgment result is determined to be yes; if the PTO binding rate monitored in any control cycle is greater than or equal to the preset threshold, the judgment result is determined to be no.

[0121] Optionally, the above technical solution also includes a PTO binding rate acquisition module, which is used for:

[0122] Obtain the PTO output speed, engine speed, and the theoretical gear ratio of the current PTO gear;

[0123] The PTO engagement ratio is calculated by multiplying the PTO output speed by the theoretical speed ratio and then dividing by the engine speed.

[0124] Optionally, in the above technical solution, the power management control module is specifically used for:

[0125] The power consumed by PTO is compared with the real-time available power of the engine to obtain the comparison results;

[0126] Based on the comparison results, the maximum torque output from the engine to the transmission is dynamically limited so that the total output power of the engine is sufficient to meet the power consumption requirements of PTO, and the remaining power is used for vehicle traction.

[0127] It should be noted that the beneficial effects of the tractor power management control system 200 based on PTO power consumption provided in the above embodiments are the same as those of the tractor power management control method based on PTO power consumption described above, and will not be repeated here. Furthermore, the system provided in the above embodiments is only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the system can be divided into different functional modules according to the actual situation to complete all or part of the functions described above. In addition, the system and method embodiments provided in the above embodiments belong to the same concept, and their specific implementation process is detailed in the method embodiments, and will not be repeated here.

[0128] The tractor power management control system based on PTO power consumption of the present invention can be a computer program (including program code) running on a computer device. For example, the tractor power management control system based on PTO power consumption of the present invention is an application software that can be used to execute the corresponding steps in the tractor power management control method based on PTO power consumption of the present invention.

[0129] In some embodiments, the tractor power management control system based on PTO power consumption of the present invention can be implemented in a combination of hardware and software. As an example, the tractor power management control system based on PTO power consumption of the present invention can be a processor in the form of a hardware decoding processor, which is programmed to execute the tractor power management control method based on PTO power consumption of the present invention. For example, the processor in the form of a hardware decoding processor can be one or more application-specific integrated circuits (ASICs), DSPs, programmable logic devices (PLDs), complex programmable logic devices (CPLDs), field-programmable gate arrays (FPGAs), or other electronic components.

[0130] The modules described in the embodiments of this invention can be implemented in software or hardware. The names of the modules are not, in some cases, limiting the scope of the module itself.

[0131] A tractor according to an embodiment of the present invention includes any of the above-mentioned tractor power management control systems based on PTO power consumption.

[0132] An electronic device according to an embodiment of the present invention includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements any of the above-mentioned tractor power management control methods based on PTO power consumption. That is, an electronic device according to an embodiment of the present invention may include, but is not limited to: a processor and a memory; the memory is used to store the computer program; the processor is used to execute the tractor power management control method based on PTO power consumption shown in any embodiment of the present invention by calling the computer program.

[0133] In one alternative embodiment, an electronic device is provided, such as Figure 5 As shown, Figure 5 The illustrated electronic device 4000 includes a processor 4001 and a memory 4003. The processor 4001 and the memory 4003 are connected, for example, via a bus 4002. Optionally, the electronic device 4000 may further include a transceiver 4004, which can be used for data interaction between the electronic device and other electronic devices, such as sending and / or receiving data. It should be noted that in practical applications, the transceiver 4004 is not limited to one type, and the structure of the electronic device 4000 does not constitute a limitation on the embodiments of the present invention.

[0134] Processor 4001 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this invention. Processor 4001 may also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0135] Bus 4002 may include a path for transmitting information between the aforementioned components. Bus 4002 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Bus 4002 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5The bus 4002 is represented by only one thick line, but this does not mean that there is only one bus or one type of bus.

[0136] The memory 4003 may be ROM (Read Only Memory) or other types of static storage devices capable of storing static information and instructions, RAM (Random Access Memory) or other types of dynamic storage devices capable of storing information and instructions, or EEPROM (Electrically Erasable Programmable Read Only Memory), CD-ROM (Compact Disc Read Only Memory) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but not limited thereto.

[0137] The memory 4003 stores application code (computer program) for executing the present invention, and its execution is controlled by the processor 4001. The processor 4001 executes the application code stored in the memory 4003 to implement the content shown in the foregoing method embodiments.

[0138] Among them, electronic devices can also be terminal devices, which can be any device that can install applications, including at least one of smartphones, tablets, laptops, desktop computers, smart speakers, smartwatches, smart TVs, and smart in-vehicle devices.

[0139] It should be noted that, Figure 5 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

[0140] An embodiment of the present invention provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements any of the above-described tractor power management control methods based on PTO power consumption.

[0141] Alternatively, the computer-readable storage medium may be a read-only memory (ROM), a random access memory (RAM), a compact disc read-only memory (CD-ROM), magnetic tape, a floppy disk, and an optical data storage device, etc.

[0142] In an exemplary embodiment, a computer program product or computer program is also provided, which includes computer instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the electronic device to perform any of the aforementioned tractor power management control methods based on PTO power consumption.

[0143] Computer program code for performing the operations of this invention 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 C or similar 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).

[0144] It should be understood that the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of methods and computer program products according to various embodiments of the present invention. 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 the 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, may 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.

[0145] The computer-readable storage medium provided in this invention can be, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EEPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this invention, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device.

[0146] The aforementioned computer-readable storage medium carries one or more programs, which, when executed by the electronic device, cause the electronic device to perform the method shown in the above embodiments.

[0147] The above description is merely a preferred embodiment of the present invention and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of disclosure in this invention is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-disclosed concept. For example, technical solutions formed by substituting the above features with (but not limited to) technical features with similar functions disclosed in this invention.

[0148] It should be noted that the terms "first," "second," etc., used in the specification and claims of this application are used to distinguish similar objects and represent a limitation on a specific order or sequence. Where appropriate, the order of use for similar objects can be interchanged so that the embodiments of this application described herein can be implemented in an order other than that shown or described.

[0149] Those skilled in the art will recognize that this invention can be implemented as a system, method, or computer program product. Therefore, this invention can be specifically implemented in the following forms: it can be entirely hardware, entirely software (including firmware, resident software, microcode, etc.), or a combination of hardware and software, generally referred to herein as a "circuit," "module," or "system." Furthermore, in some embodiments, this invention can also be implemented as a computer program product contained in one or more computer-readable media, which includes computer-readable program code.

[0150] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A tractor power management control method based on PTO power consumption, characterized in that, include: During the PTO clutch engagement process of the tractor, it is determined whether the PTO engagement rate of the PTO clutch is always less than a preset threshold during the slippage monitoring phase, and the judgment result is obtained. When the judgment result is yes, the PTO clutch pressure corresponding to the engagement point current of the PTO clutch is determined according to the pressure-current relationship curve of the solenoid valve of the PTO clutch, and the PTO clutch torque corresponding to the PTO clutch pressure is determined according to the torque-pressure relationship curve of the PTO clutch. The PTO power consumption is calculated according to the PTO clutch torque, PTO output speed and PTO transmission efficiency. When the judgment result is negative, the PTO power consumption is set to a fixed value, which is between the tractor's reserve power and the current actual PTO power consumption. Based on the PTO power consumption, the torque limit value of the tractor's engine is adjusted to perform tractor power management control; The process of obtaining the PTO binding rate includes: Obtain the PTO output speed, engine speed, and the theoretical gear ratio of the current PTO gear; The PTO engagement ratio is calculated by multiplying the PTO output speed by the theoretical speed ratio and then dividing by the engine speed. Based on the PTO power consumption, the torque limit value of the tractor's engine is adjusted to perform tractor power management control, including: The power consumed by the PTO is compared with the real-time available power of the engine to obtain the comparison result; Based on the comparison results, the maximum torque output from the engine to the transmission is dynamically limited so that the total output power of the engine, while meeting the PTO power consumption requirement, is used for vehicle traction.

2. The tractor power management control method based on PTO power consumption according to claim 1, characterized in that, Determine whether the PTO engagement rate of the PTO clutch is consistently less than a preset threshold during the slippage monitoring phase, and obtain the determination result, including: Throughout the entire duration of the slippage monitoring phase, the PTO binding rate is continuously monitored at fixed control cycles. If the PTO binding rate monitored in each control cycle is less than the preset threshold, the judgment result is determined to be yes; if the PTO binding rate monitored in any control cycle is greater than or equal to the preset threshold, the judgment result is determined to be no.

3. A tractor power management control system based on PTO power consumption, characterized in that, It includes a judgment module, a PTO power consumption determination module, and a power management and control module; The judgment module is used to: determine whether the PTO engagement rate of the PTO clutch is always less than a preset threshold during the slippage monitoring phase in the PTO clutch engagement process of the tractor, and obtain the judgment result. The PTO power consumption determination module is used to: when the judgment result is yes, determine the PTO clutch pressure corresponding to the engagement point current of the PTO clutch according to the pressure-current relationship curve of the solenoid valve of the PTO clutch, determine the PTO clutch torque corresponding to the PTO clutch pressure according to the torque-pressure relationship curve of the PTO clutch, and calculate the PTO power consumption based on the PTO clutch torque, PTO output speed and PTO transmission efficiency. The PTO power consumption determination module is further configured to: when the determination result is negative, set the PTO power consumption to a fixed value, wherein the fixed value is between the tractor's reserve power and the current actual PTO power consumption; The power management control module is used to: adjust the torque limit value of the tractor's engine according to the power consumed by the PTO, so as to perform tractor power management control; It also includes a PTO binding rate acquisition module, which is used for: Obtain the PTO output speed, engine speed, and the theoretical gear ratio of the current PTO gear; The PTO engagement ratio is calculated by multiplying the PTO output speed by the theoretical speed ratio and then dividing by the engine speed. The power management control module is specifically used for: The power consumed by PTO is compared with the real-time available power of the engine to obtain the comparison results; Based on the comparison results, the maximum torque output from the engine to the transmission is dynamically limited so that the total output power of the engine is sufficient to meet the power consumption requirements of PTO, and the remaining power is used for vehicle traction.

4. A tractor power management control system based on PTO power consumption according to claim 3, characterized in that, The judgment module is specifically used for: Throughout the entire duration of the slippage monitoring phase, the PTO binding rate is continuously monitored at fixed control cycles. If the PTO binding rate monitored in each control cycle is less than the preset threshold, the judgment result is determined to be yes; if the PTO binding rate monitored in any control cycle is greater than or equal to the preset threshold, the judgment result is determined to be no.

5. A tractor, characterized in that, This includes a tractor power management control system based on PTO power consumption as described in claim 3 or 4.

6. An electronic device, characterized in that, It includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the tractor power management control method based on PTO power consumption as described in claim 1 or 2.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements a tractor power management control method based on PTO power consumption as described in claim 1 or 2.

Images