SE1450503A1 - Speed control - Google Patents

Abstract

Method (300) and control unit (290) for controlling power take-off for equipment (110) in a vehicle (100) at a position (280) adjacent to the vehicle driveline (200). The method (300) comprises: receiving (301) a power take-off request for the equipment (110), determining (302) the position (280) adjacent to the vehicle driveline (200) where the PTO shaft is made; calculating (303) the engine speed that an actuator (210, 240) in the vehicle (100) needs to develop to correspond to the received (301) power take-off request at the determined (302) position (280); and controlling (306) the engine speed actuator (210, 240) according to the calculated (303) engine speed. (Pub. Fig. 2A)

Description

15 20 25 30 35 It can be stated that much still remains to be done to improve speed control for PTO in a vehicle.

SUMMARY It is therefore an object of this invention to be able to solve at least some of the above problems and to improve the procedure for controlling power take-off for equipment in a vehicle.

According to a first aspect of the invention, this object is achieved by a method for controlling power take-offs for equipment in a vehicle at a position adjacent to the driveline of the vehicle. The method includes receiving a speed request for power take-off for the equipment and determining the position adjacent to the vehicle's driveline where the power take-off is to be made.

The method also includes the calculation of the engine speed that an actuator in the vehicle needs to develop in order for it to correspond to the received speed request for the PTO at the determined position. In addition, the method also includes regulating the motor speed of the actuator according to the calculated motor speed.

According to a second aspect of the invention, this object is achieved by a control unit, arranged to control power take-offs for equipment in a vehicle at a position adjacent to the vehicle's driveline. The control unit comprises a processor circuit, arranged to receive a speed request for the power take-off. Furthermore, the control unit is also arranged to determine a position adjacent to the vehicle's driveline where the PTO is to be made, and also arranged to calculate the engine speed that an actuator in the vehicle needs to develop to correspond to the received speed request for the PTO at the determined position. The control unit is further arranged to regulate the motor speed of the actuator according to the calculated motor speed.

By taking into account the gear ratio between the actuator and the position of the power take-off, you can calculate what speed the actuator needs to have in order for a desired speed to be obtained at the position of the power take-off for a certain connected equipment, and regulate the actuator speed to the calculated speed. In this way, the speed can be regulated so that the power take-off for the connected equipment can be made at a constant desired speed. In addition, it is possible to avoid exceeding an upper limit speed for the equipment. In this way damage to the equipment and / or the vehicle / driver can be avoided. This improves the procedure for controlling power take-offs for equipment in the vehicle. 10 15 20 25 30 35 Other advantages and additional new features will become apparent from the following detailed description.

LIST OF FIGURES Embodiments of the invention will now be described in further detail with reference to the accompanying figures, which illustrate various embodiments: Figure 1 illustrates a vehicle according to an embodiment.

Figure 2A schematically illustrates a driveline in a vehicle according to an embodiment.

Figure 2B schematically illustrates a driveline in a vehicle according to an embodiment.

Figure 3 is a flow chart illustrating an embodiment of the invention.

Figure 4 is an illustration of a control unit according to an embodiment of the invention.

DETAILED DESCRIPTION Embodiments of the invention comprise a method and a control unit, which can be realized according to any of the examples described below. However, this invention may be practiced in many different forms and should not be construed as limited by the embodiments described herein, which are intended to illustrate and illustrate various aspects.

Additional aspects and features of the invention may become apparent from the following detailed description when considered in conjunction with the accompanying figures. However, the figures are to be considered only as examples of different embodiments of the invention and should not be construed as limiting the invention, which is limited only by the appended claims. Furthermore, the figures are not necessarily to scale, and are, unless otherwise specifically indicated, intended to conceptually illustrate aspects of the invention.

Figure 1 shows a vehicle 100, adapted for shifting and motorized driving. For example, but not necessarily, the vehicle 100 may be a truck such as a truck, a trailer, a bus or simply any of the previously listed different types of vehicles.

The vehicle 100 has equipment 110 which, for example, but not necessarily, the vehicle 100 has been fitted by a bodybuilder, i.e. a third party who modified the vehicle after manufacture. The equipment 110 can consist of, for example, a crane, tipping platform, folding ladder, snow plow, demountable, cooling compartment, tail lift, garbage truck unit, lift dumpers, tow truck equipment, suction tank, water tank, garbage brush or the like, the function of which can be driven by a hydraulic pump. This hydraulic pump which drives the equipment 110 is in turn driven by a power take-off from a point connected to the vehicle's driveline by a driving actuator in the vehicle 100, such as an internal combustion engine, or an electric motor.

Figure 2A schematically shows a driveline 200 in the vehicle 100 according to an embodiment of the present invention. The driveline comprises an internal combustion engine 210, which is connected via an shaft 220 output on the internal combustion engine 210, for example via a flywheel, to an input shaft of an automated manual gearbox 250 via a clutch 230. A sensor may be specially arranged to read the internal combustion engine speed on output shaft 220.

Furthermore, an electric motor 240 may be connected to the driveline 200. However, the position provided in Figure 2A is only an example of positioning of the electric motor 240. In other embodiments, the electric motor 240 may have a different location in the driveline 200, such as behind the gearbox 250, seen in the normal forward direction of the vehicle.

The vehicle 100 also comprises a drive shaft 260, which is connected to the drive wheels 270-1, 270-2 of the vehicle, and which is driven by a shaft 260 emanating from the gearbox 250 via a shaft gear, such as, for example, a differential gear. The vehicle 100 schematically shown in Figure 2A comprises two drive wheels 270-1, 270-2, but embodiments of the invention are also applicable to vehicles 100 with a plurality of drive axles provided with one or a plurality of drive wheels.

The coupling 230 may, for example, consist of an automatically controlled coupling which may be, for example, of the dry lamella type. The engagement of the friction element (lamella) with the flywheel on the output shaft of the motor can be controlled by means of a pressure plate, which can be displaced laterally by means of, for example, a lever, the function of which can be controlled by a clutch actuator. The influence of the clutch actuator on the lever is in turn controlled by the vehicle's clutch control system via a control unit 290. The control unit 290 also controls the AMT gearbox 250, as in some embodiments also the internal combustion engine 210 and / or the electric motor 240. Such a control unit can sometimes also be called Control Unit (TCU). For the sake of simplicity, as shown above in Figure 2A only one control unit 290 is shown, where functions for a plurality of different control functions have been collected, such as control of the internal combustion engine 210, but the vehicle 100 may in other embodiments comprise a plurality of control units control functions can be distributed.

Furthermore, the vehicle's powertrain 200 includes a number of positions 280 for power take-off. Some examples of placement of such positions 280 are shown schematically in Figure 2A and Figure 2B. However, this is only an example of locating positions 280 for power take-offs in the driveline 200. In other embodiments, the vehicle driveline 200 may include a different number of positions 280 for power take-offs, which may be located at another position 280 on the driveline. 200.

Figure 2B, like Figure 2A, schematically shows the driveline 200 in the vehicle 100 according to an embodiment.

In the illustrated example in Figure 2B, two positions 280-1, 280-2 are shown for power take-off in connection with the drive shaft 260. Furthermore, in the illustrated example, power take-off at three positions 280-3, 280-4, 280-5 in connection to the gearbox 250. Furthermore, a position 280-6 for power take-off adjacent to the clutch 230 and a position 280-7 for power take-off adjacent to the internal combustion engine 210 are also illustrated.

The power take-offs at these positions 280 can be controlled by the control unit 290 in certain embodiments.

When it is desired to make a power take-off at a certain position 280 to drive an equipment 110 on the vehicle 100, information is sent about the position 280 in the driveline 200 where the speed is to be realized together with the speed request to the control unit 290. The control unit then calculates, based on gear ratio knowledge. between the driving actuator 210, 240 and the power take-off 280, which speed it corresponds to the driving actuator 210, 240 which may be, for example, the combustion engine 210 or the electric motor 240. The control unit 290 correspondingly calculates which speed limitation and torque limitation are to be applied. - slide on the driving actuator 210, 240 so as not to damage the equipment 110 which is connected at position 280 for the PTO shaft.

Power take-offs can be made at several mutually independent positions 280. Thereby, a plurality of equipment 110 can be connected and operated simultaneously according to certain embodiments.

The control unit 290 can be configured so that for each PTO position 280 there is a speed limit and / or a torque limit. The control unit 290 can then calculate which speed limitation and / or torque limitation is to be applied to the driving actuator 210, 240 in order not to damage the equipment 110 which is connected to the current power take-off. In this way, it can be avoided that the connected equipment 110 is damaged by the speed and / or the driving torque becoming too high.

According to certain embodiments, a sensor may be arranged in connection with the respective position 280 for power take-off. Such a sensor may be arranged to detect when a connection of the equipment 110 is made in this power take-off position 280 and send such information to the control unit 290.

The vehicle 100 also comprises a driver's cab in which, in the usual manner, a driver's environment with instruments, operating controls, etc. is arranged. This driver's environment may also comprise a display for presenting vehicle-related information to the driver of the vehicle. For example, information related to the vehicle's power take-off 280 and connected equipment 110 can be illustrated to alert the driver that a certain equipment 110 is connected at a certain position 280 on the driveline 200 and, for example, to illustrate drive speed and / or torque. Such an illustration can be made graphically or in text form in various embodiments.

The control unit 290 in the vehicle 100 may be connected to a communication bus system consisting of one or more communication buses for interconnecting a number of electronic control units (ECUs), or control units / controllers, and various components located on the vehicle 100. As previously mentioned, the vehicle 100 may comprise a plurality, or even a large number of control units 290, each of which may be responsible for a specific function.

Likewise, a control unit 290 may be arranged to be responsible for a plurality of functions in the vehicle 100.

The control unit 290 can be arranged to communicate with other units, in order to receive signals and measured values and possibly also trigger a measurement, for example at a certain time interval. Furthermore, the control unit 290 can also be arranged to communicate, for example, via the vehicle's communication bus, which may be constituted by one or more of a cable; a data bus, such as a CAN bus (Controller Area Network bus), a MOST bus (Media Oriented Systems Transport), or any other bus configuration.

The control unit 290 may also, or alternatively, be arranged for wireless communication over a wireless interface according to certain embodiments. The wireless interface can consist of radio transmitters based on wireless communication technology such as 3rd Generation Partnership Project (3GPP) Long Term Evolution (LTE), LTE-Advanced, Evolved Universal Terrestrial Radio Access Network (E-UTRAN), Universal Mobile Telecommunications System (UMTS), Global System for Mobile Communications / Enhanced Data rate for GSM Evolution (GSM / EDGE), Wideband Code Division Multiple Access (WCDMA), World-Wide Interoperability for Microwave Access (WiMax), Wireless Local Area Network (WLAN) Ultra Mobile Broadband (UMB), Bluetooth (BT), Near Field Communication (NFC) or infrared transmitter to name just a few possible examples of wireless communication. As a result, the control unit 290 can also receive read parameter values, for example from sensors such as a speedometer. In this way, the control unit 290 can obtain information about the current speed of the engine, for example.

For the sake of simplicity, as shown above in Figure 2A and Figure 2B, only one control unit 290 is shown, where functions for a plurality of different control functions have been collected, such as control of the internal combustion engine 110, but the vehicle 100 may in other embodiments include a plurality of control units. said control functions may be distributed.

The control unit 290 takes into account that the gear ratio can change between different operating times, as a result of the driver putting in a new gear in the engine, for example. It can thereby be ensured that power take-off can be made for the equipment 110 at the selected position 280 at the desired speed without appreciable variations in speed over time.

Figure 3 illustrates an example embodiment of the invention. The flow chart in Figure 3 illustrates a method 300 in a power take-off control unit 115 for equipment 110 in a vehicle 100 at a position 280 adjacent to the vehicle driveline 200. In some embodiments, multiple independent PTOs may be made at different positions 280 in the driveline 200 at the same time.

The vehicle 100 may comprise one or more actuators 210, 240, arranged to drive one or more independent power take-offs at different positions 280 in the driveline 200 simultaneously.

Such actuators 210, 240 may be an internal combustion engine 210, an electric motor 240 or the like.

The purpose of the method 300 is to ensure that driving of connected equipment 110 on the vehicle 100 is done at the desired speed.

To control the power take-off of the equipment 110 at position 280 in the vehicle 100, the method 300 may include a number of steps 301-306. It should be noted, however, that some of the steps described herein are included only in certain alternative embodiments of the invention, such as, for example, steps 304 and / or 305. Furthermore, the steps 301-306 described may be performed in a slightly different chronological order than the numerical order suggests. and that some of them can be performed in parallel with each other. Furthermore, at least some of process steps 302-306 may be performed iteratively according to certain embodiments. The method 300 includes the following steps: Step 301 A power take-off request for the equipment 110 is received.

Such a speed request can be triggered, for example, by the connection of a certain equipment 110 being detected by a sensor at a position 280 for power take-off in connection with the vehicle driveline 200 according to certain embodiments.

Step 302 Position 280 adjacent to the vehicle's driveline 200 where the PTO is to be made is determined.

The determination of position 280 in connection with the vehicle driveline 200 where the power take-off is to be made may include detection of connected equipment 110 at position 280 according to certain embodiments. Such detection can be made, for example, by a sensor, arranged in connection with the position 280. Alternatively, the driver, owner or mechanic of the vehicle can indicate which position 280 in connection with the vehicle's driveline 200 the power take-off is to be made.

Step 303 The engine speed that an actuator 210, 240 in the vehicle 100 needs to develop in order to correspond to the received 301 speed request for the power take-off at the determined 302 position 280 is calculated.

This calculation takes into account the gear ratio between the actuator 210, 240, for example the vehicle's internal combustion engine 210, and the determined position 2802 for power take-off.

The calculation of the motor speed of the actuator 210, 240 includes determining the gear ratio in the driveline 200 between the driving actuator 210, 240 and the determined position 302 of the power take-off. The actuator 210, 240 can in this case refer to the internal combustion engine 210 of the vehicle, or an electric motor 240 in the vehicle 100 according to various embodiments.

This gear ratio can, for example, be known in advance and stored in a table where each position 280 for power take-off is associated with a gear ratio.

Step 304 This method step may be performed in some, but not necessarily all, embodiments of the method 300. 10 15 20 25 30 35 Maximum allowable speed and / or torque for the equipment 110 connected at position 280 where the power take-off is to be determined.

Step 305 This method step may be performed in some, but not necessarily all, embodiments of the method 300.

A calculation of speed limitation and / or torque limitation can be made for the driving actuator 210, 240, based on the determined 304 maximum permissible speed and / or the torque of the equipment 110 at the determined 302 position 280. The control 306 of the motor speed of the actuator 210, 240 is limited by the calculated speed limit and / or torque limit. The actuator 210, 240 can in this case refer to the vehicle's internal combustion engine 210, or an electric motor 240 in the vehicle 100 according to various embodiments.

In this way it can be ensured that the connected equipment 110 is not damaged as a result of the calculated speed limitation and / or the torque limitation being made, for example as a result of an increase in the speed of the actuator.

Step 306 The motor speed of the actuator 210, 240 is regulated according to the calculated 303 motor speed.

The control of the engine speed of the actuator 210, 240 may refer to the vehicle's internal combustion engine 210, or an electric motor 240 in the vehicle 100 according to various embodiments.

In this way, it can be ensured that the connected equipment 110 reaches the desired speed.

Figure 4 illustrates an embodiment of a control unit 290 for controlling power take-off for equipment 110 in a vehicle 100 at a position 280 adjacent to the vehicle driveline 200.

This control unit 290 is configured to perform at least some of the previously described method steps 301-306, included in the description of the method 300 for controlling power take-off of the equipment 110 in the vehicle 100 at different positions 280. In some embodiments, several of each other may independent power take-offs are made at different positions 280 in the driveline 200 simultaneously. The vehicle 100 may comprise one or more actuators 210, 240, arranged to drive one or more independent power take-offs at different positions 280 in the driveline 200 simultaneously.

Such actuators 210, 240 may be an internal combustion engine 210, an electric motor 240 or the like.

The purpose of the method 300 is to ensure that driving of connected equipment 110 on the vehicle 100 is done at the desired speed.

In this case, the control unit 290 contains a number of components, which are described in more detail in the following text. Some of the described subcomponents occur in some, but not necessarily all, embodiments. There may also be additional electronics in the control unit 290, which is not absolutely necessary to understand the function of the control unit 290 according to the invention and is therefore omitted in Figure 4, as well as in this description.

The control unit 290 comprises a processor circuit 420, arranged to receive a speed request for the power take-off and is also arranged to determine a position 280 in connection with the vehicle's driveline 200 where the power take-off is to be made. In addition, the processor circuit 420 is arranged to calculate the engine speed that an actuator 210, 240 in the vehicle 100 needs to develop to correspond to the received speed request for the power take-off at the determined position 280. Furthermore, the processor circuit 420 is also arranged to regulate the engine speed of the actuator 210. , 240 according to the calculated engine speed.

In this way, it can be ensured that the connected equipment 110 reaches the desired speed.

Furthermore, according to certain embodiments, the processor circuit 420 may be arranged to determine the maximum permitted speed and / or torque for the equipment 110 connected at the position 280 where the power take-off is to be made, according to certain embodiments.

Furthermore, according to certain embodiments, the processor circuit 420 may also be arranged to calculate speed limitation and / or torque limitation can be made for the driving actuator 210, 240, based on the determined maximum permissible speed and / or the torque of the equipment 110 at the determined position 280. The control of the motor speed of the actuator 210, 240 can be limited by the calculated speed limitation and / or the torque limitation. 10 15 20 25 30 35 11 In this way it can be ensured that the connected equipment 110 is not damaged as a result of the calculated speed limitation and / or torque limitation being made, for example as a result of an increase in the speed of the actuator.

The processor circuit 420 may be, for example, one or more Central Processing Unit (CPU), microprocessor or other logic designed to interpret and execute instructions and / or to read and write data. The processor circuit 420 may handle data for inflow, outflow or data processing of data including including buffering of data, control functions and the like.

Furthermore, the control unit 290 may also comprise a transmitting circuit 430, arranged to send a control signal for regulating the motor speed of the actuator 210, 240 according to the calculated speed in order to obtain the desired speed of the connected equipment 110 at the position 280 for power take-off.

Furthermore, the control unit 290 may also comprise a receiving circuit 410, arranged to receive signals over a wired or wireless interface. For example, a parameter value for a speed controlling parameter can be obtained according to certain embodiments. In some embodiments, obtaining such a parameter value may include reading a sensor (speed sensor) of the instantaneous speed level of the vehicle engine 110. The receiving circuit 410 may also be arranged to receive sensor signals from a sensor adjacent to the position 280. for power take-offs, according to certain embodiments.

In some embodiments, the controller 290 includes a memory unit 425, which is a data storage medium. Such a memory 425 may be arranged to store information, for example regarding speed levels or speed limits associated with certain positions 280 and / or certain connected equipment 110.

The memory unit 425 can be, for example, a memory card, flash memory, USB memory, hard disk or other similar data storage device, for example one of the group: ROM (Read-Only l \ / Iemory), PROM (Programmable Read-Only Memory), EPROM (Erasable PROM), Flash memory, EEPROM (Electrically Erasable PROM), etc. in various embodiments.

The invention further comprises a computer program for controlling power take-off for equipment 110 in a vehicle 100 at a position 280 adjacent to the vehicle driveline 200, comprising performing the method 300 according to any of steps 301-306, when the computer program is executed in a processor circuit 420 in a control unit 290. The method 300 according to steps 301-306 for controlling the power take-off of equipment 110 in a vehicle 100 at a position 280 adjacent to the vehicle driveline 200 may be implemented through one or more processor circuits. 420 in the controller 290, together with computer program code to perform any, some, some or all of the steps 301-306 described above.

Thereby, a computer program may include instructions for performing steps 301-306, when the computer program is loaded into the processor circuit 420.

Furthermore, certain embodiments also include a power take-off control system for equipment 110 in a vehicle 100 at a position 280 adjacent to the vehicle driveline 200.

This system 500 includes a driveline 200 in the vehicle 100, an actuator 210, 240 in the vehicle 100 and a power take-off control unit 290 in equipment 110 in a vehicle 100 at a position 280 adjacent the vehicle driveline 200.

Some embodiments may also include a vehicle 100 including a power take-off control system for equipment 110 in a vehicle 100 at a position 280 adjacent the vehicle driveline 200.

The terminology used in the description of the embodiments as illustrated in the accompanying drawings is not intended to limit the described method 300 or the power take-off control unit 290 of equipment 110 in the vehicle 100.

Various changes and modifications, as well as combinations of various described embodiments, may be made without departing from the invention as defined by the appended claims.

The term "and / or" as used herein includes one or more of the features listed, or a combination of two or more of these features. The singular forms "one", "one", as well as "it", "it" are to be construed as "at least one", which may also include a plurality of units or features of the same kind, unless otherwise expressly stated. method steps have been specified in a certain mutual order and / or with a certain numbering does not exclude that some, some or all method steps can be performed in a different order.

Furthermore, the method may comprise a combination of some or some of these method steps in certain embodiments.

Claims (12)

10 15 20 25 30 35 13 PATENT REQUIREMENTS A method (300) for controlling the power take-off of equipment (110) in a vehicle (100) at a position (280) adjacent to the vehicle driveline (200), the method (300) being characterized by: receiving (301) of a power take-off request for the equipment (110); determining (302) the position (280) adjacent to the vehicle driveline (200) where the PTO is to be made; calculating (303) the engine speed that an actuator (210, 240) in the vehicle (100) needs to develop to correspond to the received (301) speed request for the power take-off at the determined (302) position (280); and adjusting (306) the engine speed of the actuator (210, 240) according to the calculated (303) engine speed. The method (300) of any of claims 1, wherein the method (300) further comprises: determining (304) the maximum allowable speed and / or torque of the equipment (110) engaged at the position (280) where the power take-off is to be göras; and calculating (305) the speed limitation and / or torque limitation of the driving actuator (210, 240), based on the determined (304) maximum permissible speed and / or the torque of the equipment (110) at the determined (302) position (280) ; where the control (306) of the motor speed of the actuator (210, 240) is limited by the calculated (305) speed limitation and / or torque limitation. The method (300) of any of claims 1-2, wherein the calculation (303) of engine speed for the actuator (210, 240) comprises determining the gear ratio in the driveline (200) between the driving actuator (210, 240) and the determined (302) the position (280) of the PTO shaft. The method (300) according to any one of claims 1-3, wherein several independent power take-offs can be made at different positions (280) in the driveline (200) simultaneously. The method (300) of any of claims 1-4, wherein the vehicle (100) comprises a plurality of actuators (210, 240) arranged to drive one or more independent power take-offs at different positions (280) in the driveline (280). 200) simultaneously. 10 15 20 25 30 35 14 The method (300) of any of claims 1-5, wherein the control (306) of the engine speed of the actuator (210, 240) refers to the vehicle's internal combustion engine (210), or an electric motor (240) in the vehicle (100). The method (300) of any of claims 1-6, wherein determining (302) position (280) adjacent the vehicle driveline (200) where the PTO is to be made comprises detecting connected equipment (110) at position (280). The method (300) of any of claims 1-7, wherein at least one of the method steps (302-306) is performed iteratively. Control unit (290) for controlling power take-off for equipment (110) in a vehicle (100) at a position (280) adjacent to the vehicle driveline (200), the control unit (290) being characterized by: a processor circuit (420 ), arranged to receive a speed request for the power take-off; and is also arranged to determine a position (280) adjacent to the vehicle driveline (200) where the power take-off is to be made; and further arranged to calculate the engine speed that an actuator (210, 240) in the vehicle (100) needs to develop in order to correspond to the received speed request for the power take-off at the determined position (280); and further arranged to regulate the motor speed of the actuator (210, 240) according to the calculated motor speed. Position (280) adjacent to the vehicle driveline (200), comprising performing the method Computer program for controlling power take-off for equipment (110) in a vehicle (100) at a (300) according to any one of claims 1-8 when executing the computer program in a processor circuit (420) in a control unit (290) according to claim 9. Position (280) adjacent the vehicle driveline (200), comprising: a driveline (200) in the vehicle (100); an actuator (210, 240) in the vehicle (100); and a control unit (290) according to claim 9. System (500) for controlling power take-off for equipment (110) in a vehicle (100) at a A vehicle (100) comprising a system (500) according to claim 11.