Automatic brake device and system for drive shaft falling off

Abstract

The application discloses a kind of transmission shaft drop-off automatic brake device and system in heavy truck parts technical field, including power assembly, power assembly end rotational speed sensor, transmission shaft, anti-grounding hanger, drive axle end rotational speed sensor, drive axle, central processing unit and solenoid valve;The anti-grounding hanger is installed on vehicle frame and located below transmission shaft;The application is by setting power assembly end rotational speed sensor in power assembly end, setting drive axle end rotational speed sensor in drive axle end, and by central processing unit to the rotational speed signal of two ends is handled, when detecting that transmission shaft operating state is abnormal, by solenoid valve control vehicle braking system brakes, simultaneously setting anti-grounding hanger located below transmission shaft on vehicle frame, to realize the monitoring of vehicle transmission shaft operating state, brake control and to the structure limit of transmission shaft position.

Description

Technical Field

[0001] This invention relates to an automatic braking device and system for a detached drive shaft, belonging to the technical field of heavy truck components. Background Technology

[0002] A vehicle's transmission system typically includes components such as the powertrain, driveshaft, and drive axle. The powertrain transmits power to the drive axle via the driveshaft, thus driving the vehicle. During long-term vehicle operation, the driveshaft may break or detach due to mechanical fatigue at the connection points, loosening of fasteners, or external impacts. When a driveshaft detaches, the vehicle's power transmission chain is interrupted, and the detached driveshaft may wobble or sag due to inertia, thereby affecting the vehicle's chassis structure.

[0003] In existing vehicle structures, driveshaft detachment typically relies on the driver's manual assessment through abnormal vibrations or noise. However, due to the complex environmental noise during vehicle operation, drivers often struggle to promptly identify abnormal driveshaft conditions. Furthermore, at high speeds, driveshaft detachment can lead to abnormal vehicle power output and even affect vehicle stability.

[0004] On the other hand, in some vehicle structures, although protective structures are provided to limit the position of the drive shaft, these structures usually only serve a passive support function and cannot identify the state of the drive shaft falling off, nor can they trigger vehicle braking or linkage control when the drive shaft malfunctions. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and solve the problem that the existing structure lacks the ability to control vehicle braking in conjunction with the identification of abnormalities and to provide structural restraint for detached drive shafts.

[0006] To solve the above-mentioned technical problems, the present invention is implemented using the following technical solution: An automatic braking device for a detached drive shaft is provided, comprising: Powertrain, powertrain end speed sensor, drive shaft, anti-grounding bracket, drive axle end speed sensor, drive axle, central processing unit and solenoid valve; The powertrain end speed sensor is located at the output end of the powertrain and is used to collect the speed signal at the input end of the drive shaft; The speed sensor at the drive axle end is located at the input end of the drive axle and is used to collect the speed signal at the output end of the drive shaft; The central processing unit is electrically connected to the powertrain end speed sensor and the drive axle end speed sensor, respectively. The solenoid valve is connected to the central processing unit and is also connected to the vehicle's air pressure braking system. The anti-ground hanger is installed on the vehicle frame and located below the drive shaft.

[0007] Furthermore, the central processing unit includes a central processing unit, a power management module, a signal conditioning circuit, a storage module, and a controller area network transceiver.

[0008] Furthermore, the powertrain-end speed sensor and the drive axle-end speed sensor are pulse-type speed sensors.

[0009] Furthermore, the central processing unit is connected to the solenoid valve via a relay drive circuit.

[0010] Furthermore, the central processing unit is also connected to an audible and visual alarm device.

[0011] Furthermore, the anti-grounding bracket is fixed to the vehicle frame by connecting bolts.

[0012] In a second aspect, an automatic braking system for a detached driveshaft is provided, which adopts the automatic braking device for a detached driveshaft described in the first aspect, and further includes a signal acquisition module, a central processing module, a braking control module, and a vehicle control interaction module. The signal acquisition module is used to acquire the powertrain end speed signal. and drive axle end speed signal ; The central processing module calculates the speed difference based on the speed signal and generates control commands based on the speed difference. The formula for calculating the speed difference is: ; The central processing module generates a pre-braking command when preset conditions are met, and generates a braking control command after a preset delay. The central processing module sends braking control commands through two control paths. The braking control module is used to control the vehicle's braking system according to braking control commands.

[0013] Furthermore, the central processing module adjusts the speed difference rate accordingly. Determine the condition of the drive shaft; when If the instantaneous value exceeds the preset safety threshold, it is considered to meet the preset conditions.

[0014] Furthermore, the two control paths include: First path: The central processing module sends control signals to the alarm device and solenoid valve via hardwired connection; The second path: The central processing module sends a braking request signal to the power control unit through the vehicle control network.

[0015] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: This invention achieves monitoring of the vehicle's driveshaft operating status, braking control, and structural limitation of the driveshaft position by installing a powertrain-end speed sensor at the powertrain end and a drive axle-end speed sensor at the drive axle end, and processing the speed signals from both ends through a central processing unit. When an abnormal driveshaft operating status is detected, the vehicle braking system is controlled to brake through a solenoid valve. At the same time, an anti-ground contact bracket is installed on the vehicle frame below the driveshaft, thereby achieving monitoring of the vehicle driveshaft operating status, braking control, and structural limitation of the driveshaft position. Attached Figure Description

[0016] Figure 1 The diagram shown is a schematic diagram of an automatic braking device for a detached drive shaft provided in an embodiment of the present invention. Figure 2 The figure shown is a top view of an automatic braking device for a detached drive shaft provided in an embodiment of the present invention; Figure 3 The diagram shown is a schematic diagram of an automatic braking system for a detached drive shaft provided in an embodiment of the present invention.

[0017] In the diagram: 1. Powertrain; 2. Powertrain end speed sensor; 3. Drive shaft; 4. Ground-resistant hanger; 5. Drive axle end speed sensor; 6. Drive axle; 7. Central processing unit; 8. Solenoid valve. Detailed Implementation

[0018] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments and specific features in the embodiments are detailed descriptions of the technical solution of the present application, rather than limitations thereof. In the absence of conflict, the embodiments and technical features in the embodiments can be combined with each other.

[0019] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0020] like Figure 1 and Figure 2 As shown, this embodiment provides an automatic braking device for a detached drive shaft, including a powertrain 1, a drive shaft 3, and a drive axle 6. The output end of the powertrain 1 is connected to the drive axle 6 via the drive shaft 3.

[0021] In this embodiment, the automatic braking device for drive shaft detachment includes a powertrain end speed sensor 2, a drive axle end speed sensor 5, a central processing unit 7, a solenoid valve 8, and an anti-ground contact bracket 4.

[0022] The powertrain-end speed sensor 2 is installed near the output end of the powertrain 1 to detect the speed signal at the powertrain output end and acquire the speed data at the input end of the drive shaft 3; the drive axle-end speed sensor 5 is installed near the input end of the drive axle 6 to detect the speed signal at the drive axle input end and acquire the speed data at the output end of the drive shaft 3.

[0023] Both the powertrain-end speed sensor 2 and the drive axle-end speed sensor 5 are pulse-type speed sensors. In this embodiment, a Hall-effect speed sensor or a magnetoelectric speed sensor is preferred, which is used to convert rotational motion into pulse signals and output them to the central processing unit 7.

[0024] The central processing unit 7 is electrically connected to the powertrain end speed sensor 2 and the drive axle end speed sensor 5, and is used to receive the speed signals from both ends and perform calculations. The central processing unit 7 is also connected to a solenoid valve 8, which is connected to the air circuit of the vehicle's air pressure braking system. When the central processing unit 7 outputs a control signal, the solenoid valve 8 actuates, thereby controlling the vehicle's air pressure braking system to perform braking operations.

[0025] This embodiment also includes a ground-resistant bracket 4, which is installed on the vehicle frame and located below the drive shaft 3. The ground-resistant bracket 4 is fixedly connected to the vehicle frame by connecting bolts. When the drive shaft 3 breaks or falls off, the ground-resistant bracket 4 provides limiting support for the drive shaft.

[0026] In this embodiment, as Figure 3 As shown, an automatic braking system for drive shaft detachment is also provided, including a signal acquisition module, a central processing module, a braking control module, and a vehicle control interaction module.

[0027] The signal acquisition module consists of a powertrain-side speed sensor 2 and a drive axle-side speed sensor 5, used to acquire powertrain-side speed signals. and drive axle end speed signal ; The central processing module, implemented by central processing unit 7, calculates the speed difference between the two ends of the drive shaft by analyzing the acquired speed signals. ; The central processing unit 7 continuously monitors the speed difference and generates corresponding control commands based on the changes in the speed difference; specifically, the central processing module generates control commands based on the rate of change of the speed difference. Determine the state of the drive shaft; when If the instantaneous value exceeds the preset safety threshold, it is considered to meet the preset conditions.

[0028] In this embodiment, when the central processing unit 7 detects that the speed difference reaches a preset condition, the central processing unit 7 first generates a pre-braking command and sends the pre-braking command to the braking control module, so that the vehicle braking system enters the pre-braking state.

[0029] Subsequently, the central processing unit 7 continues to monitor the speed signal. When the speed difference further meets the preset triggering conditions, the central processing unit 7 generates a braking control command and sends the braking control command through two control paths.

[0030] The first control path is a hardware control path, in which the central processing unit 7 sends a control signal to the solenoid valve 8 through a hard wire connection, thereby controlling the operation of the vehicle's air pressure braking system.

[0031] The second control path is the vehicle control network path, that is, the central processing unit 7 sends a braking request signal to the vehicle control network through the controller area network to achieve coordinated control with the vehicle power system or the vehicle control system.

[0032] When sending control commands, the central processing unit 7 uses a send-retransmit-acknowledge mechanism to send the commands. If no feedback confirmation signal is received, the central processing unit 7 sends the control command again to ensure that the control signal is executed correctly.

[0033] The specific workflow includes: the central processing unit 7 is connected to the first speed sensor 2 and the second speed sensor 5 through a dedicated input / output port or digital signal capture unit; the sensors output pulse signals, which are then input to the central processing unit 7 after passing through a signal conditioning circuit; the central processing unit 7 integrates an advanced timer, which reads the timer's count value in real time, calculates the pulse period by the difference in count values ​​between two interrupts, and then converts the powertrain end speed signal in real time. and drive axle end speed signal And periodically synchronize the data; after the vehicle starts, it first performs a self-check on the validity of key circuits and sensors: if an abnormality or loss of a certain speed signal is detected, but other sensor data are normal, it is determined to be a sensor fault, and the fault code is recorded. The system degrades to alarm mode and does not trigger automatic braking to prevent false actions. Based on the logic for judging sudden changes in speed difference: calculate the speed difference; under normal driving conditions, It should approach zero; CPU 7 continuously monitors. rate of change ,like If the preset safety threshold is exceeded instantly, it indicates that the torque transmission at both ends of the drive shaft is suddenly interrupted. At this time, the detached drive shaft 3 will be supported by the anti-grounding bracket 4 below to prevent the drive shaft 3 from touching the ground and causing physical damage. At the same time, the central processing unit 7 immediately initiates the emergency braking process.

[0034] The central processing unit 7 calculates the target braking pressure based on the current vehicle speed by consulting a table. To prevent the rear wheels from locking up and causing a fishtail, the central processing unit 7 adopts a staged braking strategy. First, it generates a "pre-braking command," which controls the drive circuit to output a pulse width modulation signal with a small duty cycle to drive the solenoid valve, thereby quickly eliminating the brake gap. After a very short delay, it generates a "full braking command." At this time, the central processing unit 7 sends the command through two independent paths. Specifically, Path 1: Through a hard wire connection, a high-level signal is directly output to the warning light controller, which in turn controls the instrument panel and buzzer to remind the driver in the form of an audible and visual alarm, and simultaneously triggers the hazard warning lights to warn vehicles behind to take avoidance in advance, while also activating the brake master cylinder solenoid valve 8.

[0035] Path Two: The built-in CAN controller and CAN transceiver broadcast messages containing information such as "braking request," "target deceleration," and "downshift" to the vehicle's CAN network. Upon receiving the broadcast, the motor or engine controller executes torque reduction or emergency stop commands to eliminate the power source and prevent detached transmission components from swinging at high speed. The transmission control unit, upon receiving the broadcast, shifts to neutral, further cutting off the power transmission path. The Electronic Stability Control (ESC) and Electronic Braking System (EBS), upon receiving the broadcast, execute effective and reliable emergency braking, ultimately enabling the vehicle to automatically and smoothly stop without the driver applying the brakes, thus preventing accidents. For critical commands, the central processing unit employs a "send-retransmit-confirm" mechanism: after sending a command, it waits for an "executed" signal from the actuator. If no confirmation is received within a specified time, the command is automatically retransmitted and logged.

[0036] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An automatic braking device for a detached drive shaft, characterized in that: include: Powertrain (1), powertrain end speed sensor (2), drive shaft (3), anti-grounding bracket (4), drive axle end speed sensor (5), drive axle (6), central processing unit (7) and solenoid valve (8); The powertrain end speed sensor (2) is set at the output end of the powertrain (1) and is used to collect the speed signal at the input end of the drive shaft (3); The drive axle end speed sensor (5) is set at the input end of the drive axle (6) and is used to collect the speed signal at the output end of the transmission shaft (3); The central processing unit (7) is electrically connected to the powertrain end speed sensor (2) and the drive axle end speed sensor (5), respectively; The solenoid valve (8) is connected to the central processing unit (7) and is connected to the vehicle's air pressure braking system; The anti-ground hanger (4) is installed on the vehicle frame and located below the drive shaft (3).

2. The automatic braking device for a detached drive shaft according to claim 1, characterized in that, The central processing unit (7) includes a central processing unit, a power management module, a signal conditioning circuit, a storage module, and a controller area network transceiver.

3. The automatic braking device for a detached drive shaft according to claim 1, characterized in that, The powertrain end speed sensor (2) and the drive axle end speed sensor (5) are pulse-type speed sensors.

4. The automatic braking device for a detached drive shaft according to claim 1, characterized in that, The central processing unit (7) is connected to the solenoid valve (8) via a relay drive circuit.

5. The automatic braking device for a detached drive shaft according to claim 1, characterized in that, The central processing unit (7) is also connected to an audible and visual alarm device.

6. The automatic braking device for a detached drive shaft according to claim 1, characterized in that, The anti-ground hanger (4) is fixed to the vehicle frame by connecting bolts.

7. An automatic braking system for a detached drive shaft, characterized in that, The automatic braking device for drive shaft detachment as described in any one of claims 1-6 further includes a signal acquisition module, a central processing module, a braking control module, and a vehicle control interaction module; The signal acquisition module is used to acquire the powertrain end speed signal. and drive axle end speed signal ; The central processing module calculates the speed difference based on the speed signal and generates control commands based on the speed difference. The formula for calculating the speed difference is: ； The central processing module generates a pre-braking command when preset conditions are met, and generates a braking control command after a preset delay. The central processing module sends braking control commands through two control paths. The braking control module is used to control the vehicle's braking system according to braking control commands.

8. The automatic braking system for a detached drive shaft according to claim 7, characterized in that, The central processing module is based on the rate of change of speed difference. Determine the condition of the drive shaft; when If the instantaneous value exceeds the preset safety threshold, it is considered to meet the preset conditions.

9. The automatic braking system for a detached drive shaft according to claim 7, characterized in that, The two control paths include: First path: The central processing module sends control signals to the alarm device and solenoid valve via hardwired connection; The second path: The central processing module sends a braking request signal to the power control unit through the vehicle control network.

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