Control system and method for controlling a power take-off arrangement and power take-off arrangement with control system

Abstract

Control system (100) for controlling an auxiliary drive arrangement (50) of an electrically powered commercial vehicle arrangement (1), wherein the commercial vehicle arrangement (1) comprises an electrical energy storage device (51), a main drive (53), the auxiliary drive arrangement (50), an auxiliary consumer (70) and a position determination module (80), each of which is connected to the control system (100), wherein the control system (100) is configured to receive a data signal (30) from the position determination module (80), to compare a readiness criterion (40) on the basis of the data signal (30) and, if the readiness criterion (40) is met, to output a readiness signal (31) to activate the auxiliary drive arrangement (50), and wherein the readiness criterion (40) is met if a first readiness criterion (40_1) is met,where a target value (45_1) for operational readiness (45) deviates from an actual value (45_2) and where a second readiness criterion (40_2) is met, where a time interval (41) determined on the basis of the data signal (30) until the arrival of the commercial vehicle arrangement (1) at a destination (10) is equal to or less than a time interval (43) for establishing the target value (45_1) of the operational readiness (45) of the auxiliary consumer (70), in particular for conditioning an oil circuit (55).

Description

[0001] The present invention generally relates to a control system for controlling a power take-off arrangement of an electrically operated commercial vehicle arrangement, a power take-off arrangement with the control system and a method for controlling a power take-off arrangement.

[0002] Depending on their design and equipment, commercial vehicles are designed to transport people or goods, or to tow trailers. Commercial vehicles can be, among other things, trucks, cranes, buses, or tractors. Depending on their function, various types of attachments (auxiliary equipment) can be attached to commercial vehicles.

[0003] The bodies are driven by a so-called auxiliary drive. This is a switchable mechanical drive source that is mounted on the transmission side of conventional commercial vehicles. Typically, the main drive of the commercial vehicle and the auxiliary drive are connected via a common interface. Today, this interface is an internal combustion engine or a transmission.

[0004] This arrangement allows the transmission to drive either the main drive of the commercial vehicle or the auxiliary drive. With this type of drivetrain, simultaneous operation of the main drive and the auxiliary drive, or simultaneous operation of multiple auxiliary drives, is not possible.

[0005] The auxiliary drive in a commercial vehicle can be used to convert mechanical energy in the drive train or combustion engine into hydraulic energy. This hydraulic energy can be used to operate the vehicle's body, such as a tipper trailer or crane.

[0006] In a hydraulic system, hydraulic energy, a signal, or force can be transmitted using fluids. In the hydraulic system, the fluid can be pumped through a circuit driven by the auxiliary drive. The hydraulic system requires a specific operating state to operate, for example, a superstructure. This operating state is usually not immediately available. Therefore, the operating state must be established in advance.

[0007] In a case where the fluid is hydraulic oil, the hydraulic oil is preheated to a specific operating temperature. The reason for this is that fluid properties are temperature-dependent. With oil, the viscosity changes with temperature. At low temperatures, the hydraulic oil has a higher viscosity than at operating temperature and is therefore more viscous. In this condition, the operation of the superstructure is limited or not possible. If the superstructure is operated even though the hydraulic oil has not reached operating temperature, this can lead to damage or complete failure of the hydraulic system. Therefore, the hydraulic oil is preheated to operating temperature. This process is also known as conditioning the hydraulic oil.

[0008] Since simultaneous operation of the main drive and auxiliary drive is not feasible with conventional drive systems or drive trains, in practice the auxiliary drive is usually activated after the commercial vehicle arrives at a job site. At the job site, the auxiliary drive is then operated until the body is ready for operation. This process can take several minutes, during which the commercial vehicle cannot be moved or used at the job site. This process can take even longer, particularly at job sites with very low ambient temperatures, during which the vehicle cannot be used economically. The body can only be used or the commercial vehicle moved again once it is ready for operation.

[0009] With the electrification of commercial vehicles, the possibility of operating auxiliary drives will also change in the future. Electrification also changes the interfaces. In the future, this new interface will be an electrical energy storage device in the vehicle. The body can also be operated via the electrical energy storage device in the future. In order to electrically operate the body, such as a crane or a tipping trailer, in an electric commercial vehicle, the electrical energy from the electrical energy storage device must first be converted into the energy required by an electric motor. The electric motor then converts the electrical energy into mechanical energy. A hydraulic device (pump) attached to the electric motor can take the mechanical energy from the electric motor and convert it back into hydraulic energy. The hydraulic energy can then be used to power the body (e.g.crane or tipper trailer).

[0010] However, safe operation of the electric commercial vehicle can only be guaranteed if the electrical energy storage unit contains sufficient electrical energy for the entire operation. For example, if the auxiliary drive is activated too early, more electrical energy may be consumed than actually needed. This could further reduce the commercial vehicle's range unnecessarily and even lead to a temporary failure of the commercial vehicle.

[0011] From the prior art, for example, a control system for a hybrid vehicle with auxiliary drive is known from DE 10 2011 118 543 A1. Furthermore, an electrically powered commercial vehicle is known from US 11 167 919 B1. Further examples of the general prior art include DE 10 2017 009 461 A1, DE 10 2014 222 434 A1, and DE 10 2017 011 716 A1.

[0012] The object of the present invention is therefore to provide a control system for controlling a power take-off arrangement, a method for controlling the power take-off arrangement and the power take-off arrangement with the control system, in which the disadvantages mentioned above are at least partially reduced.

[0013] The present invention solves this problem. According to a first aspect, the present invention provides a control system for controlling the auxiliary drive arrangement of an electrically powered commercial vehicle arrangement, wherein the commercial vehicle arrangement comprises an electrical energy storage device, a main drive, the auxiliary drive arrangement, an auxiliary consumer, and a position-determining module, each of which is connected to the control system. The control system is configured to receive a data signal from the position-determining module, to compare a readiness criterion based on the data signal, and, if the readiness criterion is met, to output a readiness signal for activating the auxiliary drive arrangement.

[0014] An electrically powered commercial vehicle assembly can be a truck or a bus. The commercial vehicle assembly can comprise a truck (vehicle) and an auxiliary consumer. The auxiliary consumer can be arranged on a loading area of ​​the truck. The commercial vehicle assembly can be a semi-trailer truck. The semi-trailer truck can consist of a tractor unit (vehicle) and a semi-trailer. A drive train of the commercial vehicle assembly can be electrified. The entire commercial vehicle assembly can be moved by the main drive. The auxiliary consumer can be driven by the auxiliary drive. Energy for operating the main drive and the auxiliary drive assembly can be provided as electrical energy from the electrical energy storage device (battery, accumulator).

[0015] The control system can be located between the vehicle and the auxiliary consumer. The control system can connect the vehicle and the auxiliary consumer (electrically). Information can be exchanged between the vehicle, the auxiliary consumer, or the control system via CAN, LIN, GPS, Wi-Fi, or sensor data, among other things. In an electric commercial vehicle configuration, all components used (consumers, systems, energy storage devices, modules, units) can be in constant communication with each other.

[0016] The power take-off assembly may be a single unit. The power take-off assembly may be arranged between the vehicle and the auxiliary consumer. The power take-off assembly may be an electrical interface between the vehicle and the auxiliary consumer, with or without the control system. The power take-off assembly may be an electromechanical interface between the vehicle and the auxiliary consumer, with or without the control system.

[0017] The positioning module can be mounted anywhere in the commercial vehicle assembly. The positioning module can be integrated into the control system. The positioning module can be integrated into the auxiliary drive assembly. The positioning module can be located in an area of ​​the vehicle. The positioning module can be located in an area of ​​the auxiliary consumer. A positioning module for an existing navigation system of the commercial vehicle assembly can be used as the positioning module.

[0018] The commercial vehicle assembly can be powered by electrical energy from the electrical energy storage unit. The auxiliary load can perform the work functions of a dump truck, a crane, a silo compressor, a screw conveyor, a concrete mixer, an air compressor, or other typical work functions of superstructures.

[0019] Other components may also be connected to the control system. Other components may include power electronics components in the drive unit, a power distribution unit (PDU), a cooling / heating system, or a driver assistance system. The power distribution unit can perform functions such as providing power to a power take-off (PTO).

[0020] In addition to the data signal, other signals can be received and sent by the control system. Other signals that can be sent and received between the control system, the vehicle, and the auxiliary consumer can include, among others, a power take-off status signal, a state of charge signal, a maximum permissible power signal, an instantaneous speed signal, an rpm signal, an oil flow signal, a temperature signal, a pressure signal, or any other signal. These other signals can provide an additional basis for fulfilling the readiness criterion.

[0021] Further aspects and features of the present invention emerge from the dependent claims, the accompanying drawings and the following description of embodiments.

[0022] Embodiments of the invention are described by way of example and with reference to the accompanying drawings. They show: Fig. 1 a commercial vehicle arrangement with a control system according to the invention; Fig. 1a the commercial vehicle arrangement with the control system according to the invention and a fulfilled readiness criterion; Fig. 2 the control system according to the invention in a commercial vehicle arrangement; Fig. 3 a flowchart of the control system according to the invention; Fig. 4 is a flowchart of a method according to the invention for controlling the auxiliary drive arrangement; Fig. 5 an embodiment of the control system according to the invention; and Fig. 6 Application example in an activity diagram to achieve operational readiness.

[0023] Before a detailed description of the figures, general remarks on the embodiments follow.

[0024] The term "positioning module" in claim 1, among others, is a general term for a module that can receive a data signal via a navigation satellite system. The positioning module uses the GPS, Galileo, Glonass, Beidou, IRNSS, or another navigation satellite system.

[0025] The term "data signal" describes a signal transmitted by the navigation satellite system and received by the positioning module. The data signal is transmitted as a code. The data signal contains position information. The control system can determine the position based on the data signal.

[0026] The "ready signal" is a signal that is issued when the power take-off assembly is ready to be activated. When the ready signal is issued, the power take-off assembly is not normally ready for operation.

[0027] In the context of the auxiliary consumer, the term “operational readiness” means that the auxiliary consumer is able to perform a work function when in a state of operational readiness.

[0028] In the context of an oil or oil circuit, the term "conditioning" refers to heating or cooling the oil to a specific temperature (temperature range). Heating or cooling can be achieved through friction or a heating / cooling unit. This process is called "conditioning." During conditioning, other oil parameters can also be changed or adjusted.

[0029] A power take-off can be powered electrically, hydraulically, pneumatically, or a combination of these. This depends on the power take-off's design and its working function.

[0030] There are embodiments in which the readiness criterion is met when a first readiness criterion is met, in which a target value for operational readiness deviates from an actual value, and when a second readiness criterion is met, in which a time interval determined on the basis of the data signal until the arrival of the commercial vehicle arrangement at a destination is equal to or less than a time interval for establishing the target value of the operational readiness of the auxiliary consumer, in particular for conditioning an oil circuit. The readiness criterion can be checked in the control system. The readiness criterion can be a feature that can be used as a condition for a decision. The decision can be followed by the output of the readiness signal. A calculation step can take place in the readiness criterion.

[0031] The readiness criterion can comprise multiple readiness criteria, all of which must be fully or partially met. If the multiple readiness criteria are met, a readiness signal can be issued. The first readiness criterion can, for example, be a predefined parameter. The parameter can be a specific temperature (temperature window), a pressure, a fill level, or another parameter. The temperature can be the temperature in the oil circuit. In a case where the current parameter (actual value) deviates from the target parameter (setpoint value), the first readiness criterion is met.

[0032] When checking the second readiness criterion, the position of the commercial vehicle assembly can be determined based on the data signal. The time interval or time required for the commercial vehicle assembly to reach the destination can be compared with the time interval or time required for the auxiliary consumer to reach operational readiness. In a case where the auxiliary consumer is a hydraulic system, the hydraulic system is operated by the oil circuit. A prerequisite for operation can be that the oil in the oil circuit has a certain temperature (first readiness criterion). The time interval or time required to bring or condition the oil circuit to the certain temperature can correspond to the second readiness criterion.

[0033] The first and second readiness criteria can be checked sequentially, simultaneously, or independently of each other. Additional readiness criteria or just a single readiness criterion can also be checked. Some or all of the multiple readiness criteria must be met for the readiness signal to be issued.

[0034] In a case where the commercial vehicle assembly is operated at low temperatures, the control system can activate the oil circuit during a journey to a construction site. Frictional energy can heat the oil or the oil circuit. Upon reaching the destination (construction site), the conditioning of the oil circuit can be completed. The auxiliary consumer can then be started directly. By precisely preparing the system for operation or conditioning it at the right time, energy consumption can be reduced. Furthermore, it can be ensured that the auxiliary consumer is only operated under optimal conditions. This can increase the service life of the auxiliary consumer.

[0035] There are embodiments in which the ready signal activates the auxiliary drive arrangement and / or sends the ready signal to an operating unit.

[0036] In one case, where the ready signal activates the power take-off assembly, the power take-off assembly can be activated automatically based on the data signal. In another case, where the ready signal is sent to the control unit, the power take-off assembly can be activated manually. This case can serve as an additional safety device to prevent incorrect operation of the power take-off assembly. The control unit can be a user interface (UI). The power take-off assembly can be operated via the UI. The power take-off assembly can be controlled by the operator. In another case, the ready signal can activate the power take-off assembly and at the same time send the ready signal to the control unit. In this case, the ready signal on the control unit can serve as additional information for the operator.

[0037] There are embodiments in which the control system continuously checks the state of charge of the electrical energy storage device and inhibits the ready signal or prevents an activated state of the auxiliary drive assembly as long as the state of charge does not exceed a lower limit. The state of charge can be a state of charge (SOC).

[0038] As long as the state of charge does not exceed a lower limit, the state of charge of the electrical energy storage device may be too low. The lower limit can be continuously adjusted to the current situation. For example, the lower limit can depend on the remaining distance to the destination. Furthermore, the lower limit can include the return route that the commercial vehicle assembly must travel after a deployment. This can prevent a critical state of charge, where there is no longer sufficient electrical energy in the electrical energy storage device.

[0039] If the charge level falls below a lower limit, the activation of the power take-off system can be automatically disabled. If the charge level falls below a lower limit, the control system can issue a warning signal. The warning signal can be displayed on the control panel. The warning signal can alert the operator to recharge the electrical energy storage device or deactivate the power take-off system.

[0040] There are embodiments in which the control system outputs a stop signal to deactivate the auxiliary drive arrangement when the operational readiness of the auxiliary drive arrangement is reached.

[0041] The stop signal can directly / automatically deactivate the activated power take-off assembly. The stop signal can be output to the control unit. By outputting the stop signal, the power take-off assembly can remain activated for as long as actually required. This can save electrical energy.

[0042] There are embodiments in which the auxiliary drive arrangement comprises a hydraulic device, an electric motor and the oil circuit, wherein in the activated state of the auxiliary drive arrangement the hydraulic device conditions and drives the oil circuit, wherein the conditioned oil circuit transmits a force to the auxiliary consumer and drives the auxiliary consumer.

[0043] The hydraulic device can be a hydraulic pump. The electric motor can be a permanent magnet synchronous motor (PMSM motor). The PMSM motor can be a direct current synchronous motor (AC synchronous motor). The electric motor can convert the electrical energy from the electrical energy storage device into the energy required for the electric motor. The electric motor can then convert the electrical energy into mechanical energy. The hydraulic device can take the mechanical energy from the electric motor and convert the mechanical energy into hydraulic energy via the oil circuit. The hydraulic energy or the oil circuit can drive the auxiliary consumer. The oil circuit can be an interface between the auxiliary consumer and the auxiliary drive arrangement.

[0044] There are embodiments in which the auxiliary load is a body of the commercial vehicle assembly. The body can be a dump truck, crane, (concrete) mixer, screw conveyor, tank assembly, air compressor, waste collection body, a combination thereof, or another typical body.

[0045] There are embodiments in which the main drive and the auxiliary drive assembly can be operated simultaneously. In simultaneous operation, the main drive and the auxiliary drive assembly can be operated simultaneously. In simultaneous operation, the auxiliary drive assembly can be activated / operated while the commercial vehicle assembly is traveling, for example, to a destination / site of operation. This can result in time and energy savings.

[0046] There are embodiments in which the main drive and the auxiliary drive assembly are supplied with electrical energy via the electrical energy storage device. The main drive can be a traction motor or a drive motor of the commercial vehicle assembly. The electrical energy storage device can be a traction battery or drive battery of the commercial vehicle assembly.

[0047] The commercial vehicle assembly can be fully electrically operated. The main drive can be connected to the control system. The main drive can be connected to another system. The other system can be connected to the control system. The electrical energy storage device can be connected to the control system. Through this connection, the required total energy consumption of the commercial vehicle assembly can be monitored / controlled by the control system.

[0048] There are embodiments in which the commercial vehicle assembly comprises a plurality of auxiliary drive assemblies and / or auxiliary consumers, each of which is connected to the control system. The plurality of auxiliary drive assemblies and / or auxiliary consumers can be operated simultaneously or independently of one another. The plurality of auxiliary drive assemblies and / or auxiliary consumers can be controlled based on the data signal and / or the ready signal.

[0049] By using multiple auxiliary drive systems and / or auxiliary consumers, the number of working functions of the commercial vehicle system can be further increased. The control system can form a common interface for the multiple auxiliary drive systems and / or auxiliary consumers. The interface can be used to monitor current energy consumption and charge status. The interface enables optimized control.

[0050] Another aspect of the application is the auxiliary drive assembly with the control system according to the invention. The auxiliary drive assembly can be composed of several components. The control system can control the several components.

[0051] The power take-off assembly can be arranged between the vehicle and the auxiliary consumer. In a commercial vehicle arrangement, the power take-off assembly can be arranged between a cab and the auxiliary consumer. The power take-off assembly can be an interface between the vehicle and the auxiliary consumer. The power take-off assembly can be a unit that includes the hydraulic device (pump), the electric motor, the control system, or other components. The other components can be an inverter (DC / AC), a cooling system, a heating system, a traction vehicle interface (OEM interface), an auxiliary consumer interface (body interface), a fuse box, a high-voltage direct current (HVDC) transmission junction box, switches, distributors, or an oil circuit. The oil circuit can be a component of the power take-off assembly or the auxiliary consumer.The oil circuit can be an interface between the auxiliary drive assembly and the auxiliary consumer. Multiple components can be arranged in the auxiliary drive assembly. The auxiliary drive assembly can be arranged and interconnected in a common housing.

[0052] Another aspect of the application is a method for controlling a power take-off drive arrangement of an electrically operated utility vehicle arrangement with the control system according to the invention, wherein the utility vehicle arrangement comprises an electrical energy storage device, a main drive, the power take-off drive arrangement, an auxiliary consumer and a position determination module, wherein the method comprises the following steps: - Receiving a data signal from the positioning module to the control system; - comparing the data signal with a readiness criterion; and - Outputting a ready signal to activate the power take-off arrangement when the ready criterion is met.

[0053] The method can control the power take-off assembly and / or the accessory consumer. The data signal can be sent from the positioning system. The positioning module can send the data signal to the control system. The positioning module can only send relevant data from the data signal to the control system.

[0054] The invention is explained in more detail below with reference to the figures. Identical or similar components are designated by the same reference numerals.

[0055] Fig. 1 shows a commercial vehicle assembly 1 with a control system 100 according to the invention. The control system 100 and a positioning module 80 are arranged on the commercial vehicle assembly 1. The positioning module 80 receives a data signal 30 from a positioning system 81 while the commercial vehicle assembly 1 is moving in a direction toward a destination 10. The commercial vehicle assembly 1 has a vehicle with a cabin. A readiness criterion 40 is visually displayed between the cabin and the destination 10 ahead. Based on the data signal 30, two time intervals 41, 43 are determined in the control system 100 and compared with the readiness criterion 40.

[0056] While the commercial vehicle assembly 1 moves toward the destination 10, the arrival time to the destination 10 is represented as the time interval 41. Within the time interval 41, the time interval 43 is represented. The time interval 43 indicates a period of time required until operational readiness 45 is reached.

[0057] In Fig. 1, the time interval 41 until the arrival of the commercial vehicle arrangement 1 at the destination 10 is greater than the time interval 43 for establishing operational readiness 45. In this case, the readiness criterion 40 is not met (-) and the control system 100 does not output a readiness signal 31.

[0058] In comparison, in Fig. 1a, the commercial vehicle arrangement 1 reaches a position where the time interval 41 and the time interval 43 are identical. In this case, the readiness criterion 40 is met (+) and the control system 100 outputs a readiness signal 31.

[0059] Fig. 2 shows the control system 100 according to the invention in the commercial vehicle arrangement 1. The control system 100 is directly connected to the auxiliary drive arrangement 50 according to the invention. A hydraulic device 60, an electric motor 61, and the oil circuit 55 are arranged in the auxiliary drive arrangement 50. The auxiliary drive arrangement 50, in turn, is connected to an auxiliary consumer 70, which is driven by the auxiliary drive arrangement 50. The auxiliary consumer 70 is optionally connected (dashed line) to the control system 100. Furthermore, the position determination module 80 is connected to the control system 100. The position determination module 80 receives the data signal 30 (dotted line) via an external position determination system 81. For intelligent communication among all components, the control system 100 is connected to an electrical energy storage unit 51, a main drive 53, and an operating unit 200.

[0060] Fig. 3 shows a flowchart of the control system 100 according to the invention. The control system 100 can be controlled via the position-determining module 80. The position-determining system 81 sends a data signal 30 to the position-determining module 80. The position-determining module 80 receives the data signal 30 and sends the data signal 30 to the control system 100. In the control system 100, the readiness criterion 40 is compared with the first and second readiness criteria 40_1, 40_2 based on the data signal 30. The control system 100 additionally receives a state of charge (SOC) 33 from the electrical energy storage device 51. If the readiness criterion 40 is met, the control system 100 outputs a readiness signal 31. In a first case, the readiness signal 31 is sent directly to the auxiliary drive arrangement 50. This activates the auxiliary drive arrangement 47.In a second case, the ready signal 31 is sent to the control unit 200. The auxiliary drive assembly 47 is activated via the control unit 200. The auxiliary assembly 50 remains activated until operational readiness 45 is reached. As soon as operational readiness 45 is reached, a stop signal 35 is output. After the stop signal 35 is output, the auxiliary consumer 70 is ready for operation. This state is reached upon arrival at the destination 10.

[0061] Fig. 4 shows a flowchart of a method 500 according to the invention for controlling the auxiliary drive arrangement 50. The method 500 is executed by the control system 100.

[0062] In step 501, the data signal 30 is sent from the positioning system 81 to the positioning module 80. The data signal 30 is then sent from the positioning module 80 to the control system 100. The data signal 30 is received by the control system 100.

[0063] In step 503, the readiness criterion 40 is compared based on the data signal 30.

[0064] In step 505, the ready signal 31 is output if the readiness criterion 40 from step 503 is met. Subsequently, the auxiliary drive arrangement 50 is activated.

[0065] In Fig. 5 shows an exemplary embodiment of the control system 100 according to the invention with a plurality of electrical components 91 to 96. The control system 100 is connected to the auxiliary drive arrangement 50. The hydraulic device 60 and the electric motor 61 are connected to the auxiliary drive arrangement 50. The control system 100 is further connected to a power distribution unit 90 (PDU). The operating unit 200 is connected to the power distribution unit 90. Furthermore, six different electrical components 91 to 96 are connected to the power distribution unit 90. The electrical components 91 to 96 are a charger 91, a converter 92 (DC / DC), an electrical control unit 93 (EST), a distribution box 94 (HV distribution box), an inverter 95, and an electric motor inverter 96. A cooling / heating system 101 and the electrical energy storage device 51 are also connected to the control system 100.

[0066] Fig.6 shows an application example in an activity diagram 300 for achieving operational readiness using the control system 100 according to the invention. In the application example, a process for achieving operational readiness is described using actions A. Operational readiness is achieved when a certain oil temperature is reached. The process proceeds from top to bottom. A table with six columns is arranged above the activity diagram 300. The columns run parallel to the process. The six columns each show a location or component in which action A takes place. The columns are assigned from left to right as follows: driver D, electrical energy storage device 51, power distribution unit 90, position determination module 80, auxiliary drive arrangement 50, and auxiliary consumer 70. Each action box A301 to A341 is arranged in one of the columns along the process.The majority of A actions take place in the power distribution unit 90. The process is briefly explained below. If an action does not take place in the power distribution unit 90, this will be briefly described.

[0067] After the start node S, an oil temperature is checked in action A301. For this purpose, the oil temperature is transmitted from the auxiliary consumer 70 in action A321. In action A303, the transmitted oil temperature is then transmitted to a driver D. In action A323, the driver D receives the information on the oil temperature. A check is then carried out to determine whether the oil temperature is too low or OK. If the oil temperature is OK, a signal is returned stating that the oil temperature should be checked again in action A301. If the oil temperature is too low, a time T1 to the destination is determined in action A305. In action A325, the necessary data for action A305 is transmitted to the power distribution unit 90 via the positioning module 80. A heating time to T2 is then calculated in action A307. In a first case, in which T1 is greater than T2 (T1 > T2), a signal is returned stating that the oil temperature will be checked again in action A301.In a second case in which T1 equals T2 (T1 = T2), the system is checked in action A309. In action A329, the system receives the current charge state from the electrical energy storage device 51. Furthermore, the system receives a valve position of the auxiliary consumer 70 in action A331. In a first case in which the system is not OK, a not-OK signal (NOK signal) is output in action A335. The driver D receives the NOK signal in action A333 and repairs the condition that triggered the NOK signal in action A327. In a second case in which the system is OK, the auxiliary drive arrangement is activated in action A311. For this purpose, an alternating current is converted into direct current via an inverter in action A313. The alternating current is provided to the inverter from the electrical energy storage device 51 in action A337. In action A339, the auxiliary drive arrangement 50 is operated with direct current without a load. In operation A315 the oil temperature is checked.The oil temperature is in turn transmitted from action A321 by the auxiliary consumer 70. In a first case, if the oil temperature is still too low, the auxiliary drive assembly 50 continues to operate. In a second case, if the oil temperature is OK, the auxiliary drive assembly 50 is deactivated in action A317. Finally, in action A319, information on operational readiness 45 is transmitted to the driver D. Furthermore, a synchronized status from actions A317, A323, A329, A337, A339, and A321 is transmitted to the driver D. In action A341, the driver D terminates the action in the power distribution unit 90.

[0068] The control system according to the invention is not limited to a commercial vehicle arrangement. The control system can also be installed in another electric vehicle or electric machine. Further aspects and embodiments of the present invention will become apparent to those skilled in the art from the claims. Reference symbol 1 Commercial vehicle arrangement 10 Destination 30 data signal 31 Ready signal 33 State of charge (SOC) 35 Stop signal 40 Readiness criterion 40_1 First readiness criterion 40_2 Second readiness criterion 41 Time interval - Arrival of the commercial vehicle arrangement 43 Time interval - Preparation for operation 45 Operational readiness 45_1 Target value for operational readiness 45_2 Actual value 47 Activation of auxiliary drive arrangement 49 Target state 50 Power take-off arrangement 51 Electrical energy storage 53 Main drive 55 Oil circuit 60 Hydraulic equipment 61 electric motor 70 secondary consumers 80 Positioning Module 81 Positioning System 90 Power Distribution Unit (PDU) 91, 92, 93, 94, 95, 96 Electrical components 100 control system 101 Cooling / heating system 200 control unit 300 Activity diagram A301 Check oil temperature A303 Transmit oil temperature to driver A305 Determine time to destination T1 A307 Calculate heating time to T2 A309 Check System A311 Activate power take-off arrangement A313 Convert DC to AC A315 Check oil temperature A317 Deactivate power take-off arrangement A319 Send Info Operational Readiness A321 Transmit oil temperature A323 Receive oil temperature information A325 Transmit (arrival) time A327 Repair Conditions A329 Transmit load status A331 Check valve position A333 Receive Information A335 Receive Not OK (NOK) A337 Providing alternating current A339 operation without load A341 Receive Information 500 control procedures 501 Receiving the data signal 503 Match with readiness criterion 505 Outputting the ready signal D Driver S Start

Claims

[1] Control system (100) for controlling a power take-off arrangement (50) of an electrically operated commercial vehicle arrangement (1), wherein the commercial vehicle arrangement (1) comprises an electrical energy storage device (51), a main drive (53), the power take-off arrangement (50), an auxiliary consumer (70), and a position-determining module (80), each of which is connected to the control system (100), wherein the control system (100) is designed to receive a data signal (30) from the position-determining module (80), to compare a readiness criterion (40) on the basis of the data signal (30), and, if the readiness criterion (40) is met, to output a readiness signal (31) for activating the power take-off arrangement (50), and wherein the readiness criterion (40) is met when a first readiness criterion (40_1) is met,in which a target value (45_1) for operational readiness (45) deviates from an actual value (45_2) and if a second readiness criterion (40_2) is met, in which a time interval (41) determined on the basis of the data signal (30) until the arrival of the commercial vehicle arrangement (1) at a destination (10) is equal to or less than a time interval (43) for establishing the target value (45_1) of the operational readiness (45) of the auxiliary consumer (70), in particular for conditioning an oil circuit (55)., [2] Control system (100) according to claim 1, wherein the ready signal (31) activates the auxiliary drive arrangement (50) and / or sends the ready signal (31) to an operating unit (200). [3] Control system (100) according to one of the preceding claims, wherein the control system (100) continuously checks a charge state (33) of the electrical energy storage device (51) and inhibits the ready signal (31) or inhibits an activated state of the auxiliary drive arrangement (50) as long as the charge state (33) does not exceed a lower limit value. [4] Control system (100) according to one of the preceding claims, wherein the control system (100) outputs a stop signal (35) for deactivating the auxiliary drive arrangement (50) when the operational readiness (45) of the auxiliary drive arrangement (50) is reached. [5] Control system (100) according to one of the preceding claims, wherein the auxiliary drive arrangement (50) comprises a hydraulic device (60), an electric motor (57) and the oil circuit (55), wherein in the activated state of the auxiliary drive arrangement (50) the hydraulic device (60) conditions and drives the oil circuit (55), wherein the conditioned oil circuit (55) transmits a force to the auxiliary consumer (70) and drives the auxiliary consumer (70). [6] Control system (100) according to one of the preceding claims, wherein the auxiliary consumer (70) is a structure of the commercial vehicle arrangement (1). [7] Control system (100) according to one of the preceding claims, wherein the main drive (53) and the auxiliary drive arrangement (50) are operable simultaneously. [8] Control system (100) according to one of the preceding claims, wherein the main drive (53) and the auxiliary drive arrangement (50) are supplied with electrical energy via the electrical energy storage device (51). [9] Control system (100) according to one of the preceding claims, wherein the commercial vehicle arrangement (1) comprises a plurality of auxiliary drive arrangements (50) and / or auxiliary consumers (70), each of which is connected to the control system (100). [10] A power take-off arrangement (50) comprising a control system (100) according to any one of the preceding claims. [11] Method (500) for controlling a power take-off drive arrangement (50) of an electrically operated utility vehicle arrangement (1) with a control system (100) according to one of claims 1 to 9, wherein the utility vehicle arrangement (1) comprises an electrical energy storage device (51), a main drive (53), the power take-off drive arrangement (50), an auxiliary consumer (70) and a position determination module (80), wherein the method (500) comprises the following steps: - receiving a data signal (30) from the position determination module (80) to the control system (100); - comparing the data signal (30) with a readiness criterion (40); and - Outputting a readiness signal (31) for activating the auxiliary drive arrangement (50) when the readiness criterion (40) is met.

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