Vehicle control system

Abstract

The utility model discloses a vehicle in-situ power take-off control device and a vehicle control system, and the vehicle in-situ power take-off control device comprises a gear detection sensor which is used for being installed on a gearbox to detect a vehicle gear signal; a power take-off switch; and the control unit is in signal connection with the gear detection sensor and the power take-off switch. The gear detection sensor is installed on the gearbox, a hardware basis is provided for the controller to directly enter a PTO torque output mode according to a neutral position signal and a power take-off switch signal, only the power take-off switch needs to be operated, operation is easy, and cost is low.

Description

TECHNICAL FIELD

[0001] The utility model belongs to the vehicle in situ power take-off technical field, concretely relates to a vehicle in situ power take-off control device and vehicle control system. BACKGROUND

[0002] ‌In-situ power take-off refers to the use of a power take-off device on a special vehicle, with the vehicle remaining stationary, and the power take-off device working normally to output power. This power take-off method is commonly used for special vehicles that require high power output, such as dump trucks and truck cranes.

[0003] When a special vehicle with a cruise button is in situ power take-off, the PTO power take-off mode needs to be started manually by pressing the cruise button, so that the vehicle can accurately enter the PTO torque output mode, i.e., the pulse string output torque output mode, otherwise it will enter the regular idle torque output mode; when the output torque is greater than the idle output torque and the vehicle speed is zero, the vehicle will report a vehicle speed abnormality fault, improper operation will reduce the user's experience, and shielding or reducing the sensitivity of the fault will not meet the requirements of regulatory checks. The vehicle control unit ECU's monitoring logic for the vehicle speed rationality fault is that as long as the vehicle speed is 0 and the torque is greater than the set torque for a certain period of time, the ECU will not activate the PTO function, which will result in an error, but for vehicles without a cruise activated PTO button, an error will occur when the in-situ power take-off device exceeds the limit torque, and the vehicle will also experience a limit torque situation, which will greatly affect the normal use of the vehicle.

[0004] For vehicles without a cruise button, an additional PTO torque entry switch is needed, and the PTO torque entry switch needs to be pressed before the in-situ power take-off switch is turned on.

[0005] To address this issue, the existing in-situ power take-off technology requires the installation of a cruise button on the steering wheel or the addition of an extra PTO button switch, and if the operation sequence is incorrect, the engine will not enter the PTO torque mode normally, resulting in a vehicle speed abnormality fault, a cumbersome operation process, and high costs. INVENTION CONTENTS

[0006] The utility model discloses a vehicle in situ power take-off control device and vehicle control system to solve the problem of inconvenient operation and high cost of existing high-power output special vehicles in situ power take-off.

[0007] The utility model discloses a vehicle in situ power take-off control device and vehicle control system to solve the problem of inconvenient operation and high cost of existing high-power output special vehicles in situ power take-off.

[0008] The utility model discloses a vehicle in situ power take-off control device and vehicle control system to solve the problem of inconvenient operation and high cost of existing high-power output special vehicles in situ power take-off.

[0009] A gear detection sensor is arranged on the gearbox to detect the vehicle gear signal.

[0010] a power take-off switch;

[0011] a control unit, the control unit is connected with the gear detection sensor and power take-off switch signal.

[0012] The utility model discloses a second aspect discloses a kind of vehicle control systems, including the gearbox with power output interface, engine, clutch being connected between the gearbox and engine, power take-off device is installed between the engine and clutch, including the vehicle in situ power take-off control device in the first aspect, the gearbox, engine, clutch signal is all connected in the control unit.

[0013] The utility model has the advantages of:

[0014] The utility model discloses a second aspect discloses a kind of vehicle control systems, including the gearbox with power output interface, engine, clutch being connected between the gearbox and engine, power take-off device is installed between the engine and clutch, including the vehicle in situ power take-off control device in the first aspect, the gearbox, engine, clutch signal is all connected in the control unit. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical scheme in the embodiments of the utility model or prior art, the following will briefly introduce the drawings needed to be used in embodiment or prior art description, obviously, the drawings in the following description are only some embodiments of the utility model, and for those skilled in the art, other drawings can also be obtained according to these drawings without creative labor.

[0016] Figure 1 For the structure diagram of the vehicle control system of the utility model. DETAILED DESCRIPTION

[0017] In order to make the purpose, technical scheme and advantage of the embodiments of the utility model more clear, the following will be combined with the drawings in the embodiments of the utility model, and the technical scheme in the embodiments of the utility model is described clearly and completely, obviously, the described embodiment is a part of the embodiment of the utility model, rather than all the embodiments. The components of the embodiments of the utility model described and shown in the drawings here can be arranged and designed in various different configurations.

[0018] Therefore, the following detailed description of the embodiments of the utility model provided in the drawings is not intended to limit the scope of the claimed utility model, but only represents selected embodiments of the utility model. Based on the embodiments in the utility model, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the utility model.

[0019] It should be noted that, where there is no conflict, the embodiments and features in the embodiments of this utility model can be combined with each other.

[0020] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0021] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this utility model is in use, or the orientation or positional relationship commonly understood by those skilled in the art. They are only used for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first," "second," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0022] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0023] This utility model discloses a vehicle stationary power take-off control device and a vehicle control system.

[0024] Specifically, the vehicle stationary power take-off control device includes a gear position detection sensor, a power take-off switch, and a control unit. The gear position detection sensor is installed on the transmission to detect the vehicle's gear position signal; the control unit is signal-connected to the gear position detection sensor and the power take-off switch.

[0025] The aforementioned vehicle stationary power take-off (PTO) control device provides the hardware foundation for the control unit to achieve stationary power take-off control. Specifically, the control unit can enter PTO torque output mode when the power take-off switch is pressed and the gear position detection sensor outputs a signal indicating that the vehicle is in neutral.

[0026] The control unit can be implemented using different existing mature chips depending on the vehicle; specifically, the Bosch MD1CC878 can be used. The gear position detection sensor can also be implemented using existing mature sensors, such as ml-search[FC3D160], DW02, etc.

[0027] Based on the aforementioned vehicle stationary power take-off control device, the vehicle control system is as follows: Figure 1 As shown, the system includes a gearbox 1 with a power output interface, an engine 2, a clutch 3 connected between the gearbox and the engine, a power take-off (PTO) 4 installed between the engine and the clutch, and the aforementioned vehicle stationary PTO control device. The structure and connection relationships of the gearbox 1, engine 2, clutch 3, and PTO 4 are implemented using existing technology. A gear position detection sensor 5 is installed on the gearbox to detect the vehicle's gear position signal. The gearbox, engine, clutch, PTO switch, PTO, and gear position detection sensor are all electrically connected to the control unit. The control unit implements pulse train output torque output mode control based on the signals from the PTO switch and the gear position detection sensor.

[0028] Specifically, it also includes the vehicle body and chassis wiring harness, with the power take-off switch located at the rear of the vehicle body. The chassis wiring harness includes a neutral switch wiring harness for connecting the control unit and the gear position detection sensor.

[0029] To further provide the hardware foundation for implementing reasonable fault reporting based on vehicle speed, the system further includes a temperature sensor for collecting engine coolant temperature signals, an injector for collecting fuel injection quantity, a speed sensor for collecting engine speed, a speed sensor for collecting vehicle speed, and a gear position sensor for gear identification. The signals from the temperature sensor, injector, gear position sensor, speed sensor, and gear position sensor are all connected to the control unit. The connection relationships between each signal acquisition unit and the control unit are based on existing mature circuit structures and will not be elaborated upon in this solution.

[0030] Based on the above hardware structure, the specific method for implementing the vehicle speed reasonable fault error prompt is as follows:

[0031] ① The PTO function is not activated when disconnected; ② The actual engine coolant temperature is greater than the calibrated limit of 50℃; ③ The clutch is not depressed and the neutral signal is 0; ④ The actual internal torque of the engine is greater than the speed reasonableness fault error reporting torque limit of 150 N.m; ⑤ The engine speed is greater than the speed reasonableness fault reporting speed limit of 1500 rpm; ⑥ The actual vehicle speed is less than the minimum speed limit of 2 km / h. Only when all six conditions are met simultaneously will the ECU monitor and report a speed reasonableness fault. When all six conditions are met and the duration exceeds the calibrated speed reasonableness judgment time of 200 seconds, the ECU will confirm the fault and finally report the speed reasonableness fault. However, if any one of the conditions is not met, the ECU will not make a judgment on the speed reasonableness fault.

[0032] Those skilled in the art will recognize that the embodiments described herein are intended to help the reader understand the principles of this invention, and should be understood that the scope of protection of this invention is not limited to such specific statements and embodiments. Those skilled in the art can make various other specific modifications and combinations based on these technical teachings disclosed in this invention without departing from the essence of this invention, and these modifications and combinations are still within the scope of protection of this invention.

Claims

1. A vehicle control system, comprising a gearbox with a power output interface, an engine, a clutch connected between the gearbox and the engine, and a power take-off unit mounted between the engine and the clutch, characterized in that, It also includes a vehicle stationary power take-off control device. The vehicle stationary power take-off control device includes: A gear position detection sensor, which is mounted on the transmission to detect the vehicle's gear position signal. One power take-off switch, A control unit, wherein the control unit is connected to the gear position detection sensor and the power take-off switch signal; The signals from the gearbox, engine, clutch, and power take-off are all connected to the control unit.

2. A vehicle control system according to claim 1, characterized in that, It also includes the vehicle body, with the power take-off switch located at the rear end of the vehicle body.

3. A vehicle control system according to claim 1, characterized in that, It also includes a chassis wiring harness, which includes a neutral switch wiring harness for connecting the control unit and the gear position detection sensor.

4. A vehicle control system according to claim 1, characterized in that, It also includes a temperature sensor for collecting engine coolant temperature signals, an injector for collecting fuel injection quantity, a speed sensor for collecting engine speed, a speed sensor for collecting vehicle speed, and a gear sensor for gear position recognition. The signals from the temperature sensor, injector, gear sensor, speed sensor, and speed sensor are all connected to the control unit.

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