An all-terrain vehicle flameout protection system

Abstract

The application discloses an all-terrain vehicle flameout protection system, comprising an ECU and a power supply, wherein the ECU is electrically connected with a wheel speed sensor and a flameout switch, the power supply supplies power for a P-gear electromagnetic valve, a steering wheel electromagnetic valve and a front axle motor, the front axle motor controls a differential lock of the front axle motor, the P-gear electromagnetic valve is matched with a first reserved groove on a gear shift handle, and the steering wheel electromagnetic valve is matched with a second reserved groove on a steering wheel steering core shaft. The all-terrain vehicle flameout protection system integrates the functions of P-gear locking, steering wheel locking and front axle differential locking into a unified system, simplifies the whole vehicle electrical layout and mechanical structure, and overcomes the defects of the original system, i.e., mutual independence and complicated structure. After the vehicle is turned off, multiple locking mechanisms can be triggered synchronously or in sequence, the vehicle is effectively prevented from being illegally moved or operated, the anti-theft capability of the vehicle is greatly enhanced, the safety of the vehicle during static parking is improved, and the occurrence of accidents is reduced.

Description

Technical Field

[0001] This invention relates to an all-terrain vehicle, and more specifically, to an all-terrain vehicle engine shutdown protection system. Background Technology

[0002] In existing technologies, vehicle anti-theft and engine shutdown protection systems mostly operate independently. After the vehicle is turned off, the P-gear lock, steering wheel lock, and front axle differential lock typically function independently, lacking an integrated solution. All-terrain vehicles require more comprehensive protection measures, integrating P-gear lock, steering wheel lock, and front axle differential lock to prevent vehicle theft or accidents caused by accidental movement, thereby improving reliability. Summary of the Invention

[0003] Therefore, it is necessary to provide an all-terrain vehicle engine shutdown protection system to address the aforementioned technical problems.

[0004] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: An all-terrain vehicle engine shutdown protection system is characterized in that the system includes an ECU and a power supply; the ECU is electrically connected to wheel speed sensors and an ignition switch; the power supply provides power to the P-gear solenoid valve, the steering wheel solenoid valve, and the front axle motor; and the front axle motor controls the front axle motor differential lock. Specifically, the P-gear solenoid valve is matched with the first groove reserved on the gear shift lever, and the steering wheel solenoid valve is matched with the second groove reserved on the steering wheel spindle.

[0005] In a preferred embodiment of the present invention, the ignition switch is an ignition lock.

[0006] 3. A method for protecting an all-terrain vehicle from engine shutdown, comprising the following steps: Step S1: The driver brings the vehicle to a complete stop and shifts it into Park (P) gear; Step S2: The driver performs the engine shutdown operation, and the engine shutdown switch is switched from ON to OFF. Step S3: The ECU receives the shutdown signal from the ignition switch and reads the signal from the wheel speed sensor at this time; Step S4: The ECU judges the wheel speed sensor signal: if the signal feedback shows that the current wheel speed is 0, then proceed to step 5; if the signal feedback shows that the current wheel speed is not 0, then proceed to step S16. Step S5: The ECU cuts off the current between the P gear solenoid valve, the steering wheel solenoid valve, and the front axle motor. Step S6: The P-position solenoid valve is completely de-energized, the valve core of the P-position solenoid valve extends out, and the extended valve core is stuck in the first groove set on the shift lever, so that the shift lever is locked in the P position. Step S7: The steering wheel solenoid valve is completely de-energized, the valve core of the steering wheel solenoid valve extends out, and the extended valve core is stuck in the second groove set on the steering wheel spindle, so that the steering wheel spindle is locked. Step S8: The front axle motor is completely de-energized, and the front axle motor differential lock is locked. Step S9: The vehicle is in the engine shutdown protection state. The P gear and steering wheel cannot be operated. The front axle motor differential lock is locked, and the vehicle cannot be pushed. Step S10: When the vehicle is in the engine shutdown protection state, the power supply continues to supply power to the ECU. During the period when the vehicle is in the engine shutdown protection state, the ECU receives the signal that the vehicle is powered on in real time. Step S11: The driver turns the ignition switch from OFF to ON and starts the vehicle. The ECU receives the vehicle start signal, and the power supply to the P gear solenoid valve, steering wheel solenoid valve and front axle motor is restored simultaneously. Step S12: The P-position solenoid valve is energized, the valve core of the P-position solenoid valve is reset, and the valve core is disengaged from the first groove of the shift lever, thereby making the shift lever operable. Step S13: The steering wheel solenoid valve is energized, the valve core of the steering wheel solenoid valve is reset, and the valve core exits from the second groove of the steering wheel spindle, thereby making the steering wheel spindle in an operable state. Step S14: The front axle motor is powered on, and the front axle motor differential lock is reset, thus releasing the locking of the front axle motor differential lock; Step S15: The vehicle is in normal working condition, and the driver can shift gears, steer, and move the vehicle normally. Step S16: At this time, the ECU determines that the vehicle is still in motion and maintains continuous power supply to the P gear solenoid valve, steering wheel solenoid valve, and front axle motor. Step S17: The ECU issues a fault command and displays a "vehicle has not come to a complete stop" signal on the instrument panel; Step S18: To avoid damage to the vehicle's internal structure, the driver turns the ignition switch from OFF to ON, restarts the vehicle, and brings it to a complete stop before proceeding to step S1.

[0007] Compared with the prior art, the present invention has the following beneficial effects: This invention provides an all-terrain vehicle engine shutdown protection system. This system integrates P-gear locking, steering wheel locking, and front axle differential locking functions into a unified system, simplifying the vehicle's electrical layout and mechanical structure, and overcoming the shortcomings of previous independent and complex systems. After the vehicle is turned off, multiple locking mechanisms can be triggered synchronously or sequentially, effectively preventing the vehicle from being illegally moved or operated, greatly enhancing the vehicle's anti-theft capabilities and security when statically parked, and reducing the occurrence of accidents. Attached Figure Description

[0008] To more clearly illustrate the solutions in this invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0009] Figure 1 This is a schematic diagram of the modular structure of the all-terrain vehicle engine shutdown protection system of the present invention; Figure 2 This is a three-dimensional structural diagram of the gear shift lever of the all-terrain vehicle engine shutdown protection system of the present invention; Figure 3 for Figure 2 A magnified view showing the details of area A of the gear shift lever; Figure 4 for Figure 2 The diagram shows the operation of the gear shift lever; at this time, the gear shift lever is locked. Figure 5 for Figure 4 A detailed magnified view of region B in the diagram; Figure 6 This is a three-dimensional structural diagram of the steering wheel of the all-terrain vehicle engine shutdown protection system of the present invention; Figure 7 for Figure 6 The diagram shows the operation of the steering wheel; at this point, the steering wheel is locked. Figure 8 This is a schematic diagram illustrating the steps of the all-terrain vehicle engine shutdown protection method of the present invention. Detailed Implementation

[0010] To enable those skilled in the art to better understand the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings.

[0011] like Figure 1 As shown, the all-terrain vehicle engine shutdown protection system includes an ECU1 and a power supply 4. The ECU1 is electrically connected to the wheel speed sensor 3 and the engine shutdown switch 2. The power supply 4 supplies power to the P gear solenoid valve 5, the steering wheel solenoid valve 6 and the front axle motor 7. The front axle motor 7 controls the front axle motor differential lock 8.

[0012] like Figures 2 to 5 As shown, the gear shift lever 9 has a pre-reserved first groove 91. Figure 6 and Figure 7As shown, a second groove 101 is provided on the side wall of the steering spindle 10, and a steering wheel (not shown in the figure) is installed on the top of the steering spindle 10. The P-gear solenoid valve 5 cooperates with the first groove 91 on the gear shift lever 9, and the steering wheel solenoid valve 6 cooperates with the second groove 101 on the steering spindle 10. Further explanation will follow.

[0013] In addition, the ignition switch 2 is an electric door lock, but it can also be other types of mechanical locks.

[0014] like Figure 8 As shown, the all-terrain vehicle engine shutdown protection method includes the following steps: Step S1: The driver brings the vehicle to a complete stop and shifts it into Park (P) gear; Step S2: The driver performs the engine shutdown operation, and the engine shutdown switch 2 is switched from ON to OFF. Step S3: ECU1 receives the shutdown signal from the ignition switch 2 and reads the signal from the wheel speed sensor 3 at this time; Step S4: ECU1 judges the wheel speed sensor signal: if the signal feedback shows that the current wheel speed is 0, then proceed to step 5; if the signal feedback shows that the current wheel speed is not 0, then proceed to step S16. Step S5: ECU1 cuts off the current between power supply 4 and P gear solenoid valve 5, steering wheel solenoid valve 6 and front axle motor 7. Step S6: The P-position solenoid valve 5 is completely de-energized. The valve core of the P-position solenoid valve 5 extends and gets stuck in the first groove 91 on the shift lever 9, thus locking the shift lever 9 in the P-position. Figure 4 and Figure 5 As shown; Step S7: The steering wheel solenoid valve 6 is completely de-energized, and the valve core of the steering wheel solenoid valve 6 extends out. The extended valve core is stuck in the second groove 101 provided on the steering wheel spindle 10, thereby locking the steering wheel spindle 10. Figure 7 As shown; Step S8: The front axle motor 7 is completely de-energized, and the front axle motor differential lock 8 is locked. Step S9: The vehicle is in the engine shutdown protection state. The P gear and steering wheel cannot be operated. The front axle motor differential lock 8 is locked, and the vehicle cannot be pushed. Step S10: When the vehicle is in the engine shutdown protection state, the power supply 4 continuously supplies power to the ECU1. During the period when the vehicle is in the engine shutdown protection state, the ECU1 receives the signal that the vehicle is powered on in real time. Step S11: The driver turns the ignition switch 2 from OFF to ON and starts the vehicle. The ECU1 receives the vehicle start signal, and the power supply 4 simultaneously restores power to the P gear solenoid valve 5, the steering wheel solenoid valve 6, and the front axle motor 7. Step S12: The P-position solenoid valve 6 is energized, the valve core of the P-position solenoid valve 5 is reset, and the valve core is withdrawn from the first groove 91 of the shift lever 9, thereby making the shift lever 9 in an operable state. Step S13: The steering wheel solenoid valve 6 is energized, the valve core of the steering wheel solenoid valve 6 is reset, and the valve core exits from the second groove 101 of the steering wheel spindle 10, thereby making the steering wheel spindle 10 operable. Step S14: The front axle motor 7 is powered on, and the front axle motor differential lock 8 is reset, thereby releasing the locking of the front axle motor differential lock 8. Step S15: The vehicle is in normal working condition, and the driver can shift gears, steer, and move the vehicle normally. In step S16, ECU1 determines that the vehicle is still moving and maintains continuous power supply from power supply 4 to P gear solenoid valve 5, steering wheel solenoid valve 6, and front axle motor 7. Step S17: ECU1 issues a fault command and displays a "vehicle has not come to a complete stop" signal on the instrument panel; Step S18: To avoid damage to the vehicle's internal structure, the driver turns the ignition switch 2 from OFF to ON, restarts the vehicle, and brings it to a complete stop before proceeding to step S1.

[0015] This all-terrain vehicle engine failure protection system has the following advantages: (1) High integration: By integrating the P gear lock, steering wheel lock and front axle differential lock functions into a unified system, the electrical layout and mechanical structure of the vehicle are simplified, overcoming the shortcomings of the original system being independent and complex.

[0016] (2) High reliability: The integrated control system reduces the number of parts and complex linkage links, reduces the risk of single component failure, and thus significantly improves the stability and reliability of the entire protection system.

[0017] (3) High security: After the vehicle is turned off, multiple locking mechanisms can be triggered synchronously or sequentially, which effectively prevents the vehicle from being moved or operated illegally, greatly enhances the vehicle's anti-theft capability and security when parked statically, and reduces the occurrence of accidents.

[0018] (4) Cost-effectiveness: Through system integration, redundant components and independent control units are reduced, which helps to reduce the manufacturing cost and subsequent maintenance cost of the system.

[0019] Obviously, the embodiments described above are only some embodiments of this application, and not all embodiments. The accompanying drawings show preferred embodiments of this application, but do not limit the patent scope of this application.

Claims

1. A method for protecting an all-terrain vehicle from engine shutdown, comprising the following steps: Step S1: The driver brings the vehicle to a complete stop and shifts it into Park (P) gear; Step S2: The driver performs the engine shutdown operation, and the engine shutdown switch (2) changes from ON to OFF. Step S3: The ECU (1) receives the shutdown signal from the ignition switch (2) and reads the signal from the wheel speed sensor (3) at this time; Step S4, ECU (1) judges the wheel speed sensor signal: if the signal feedback shows that the current wheel speed is 0, then proceed to step 5; if the signal feedback shows that the current wheel speed is not 0, then proceed to step S16. Step S5: The ECU (1) cuts off the current between the power supply (4) and the P gear solenoid valve (5), the steering wheel solenoid valve (6), and the front axle motor (7); Step S6: The P-position solenoid valve (5) is completely de-energized, the valve core of the P-position solenoid valve (5) extends out, and the extended valve core is stuck in the first groove (91) set on the shift lever (9), so that the shift lever (9) is locked in the P position. Step S7: The steering wheel solenoid valve (6) is completely de-energized, the valve core of the steering wheel solenoid valve (6) extends out, and the extended valve core is stuck in the second groove (101) provided on the steering wheel spindle (10), so that the steering wheel spindle (10) is locked. Step S8: The front axle motor (7) is completely de-energized, and the front axle motor differential lock (8) is locked. Step S9: The vehicle is in the engine shutdown protection state. The P gear and steering wheel cannot be operated. The front axle motor differential lock (8) is locked, and the vehicle cannot be pushed. Step S10: When the vehicle is in the engine shutdown protection state, the power supply (4) continuously supplies power to the ECU (1). During the period when the vehicle is in the engine shutdown protection state, the ECU (1) receives the signal that the whole vehicle is powered on in real time. Step S11: The driver turns the ignition switch (2) from OFF to ON and starts the vehicle. The ECU (1) receives the vehicle start signal and the power supply (4) simultaneously restores power to the P gear solenoid valve (5), the steering wheel solenoid valve (6), and the front axle motor (7). Step S12: The P-position solenoid valve (5) is energized, the valve core of the P-position solenoid valve (5) is reset, and the valve core exits from the first groove (91) of the shift lever (9), thereby making the shift lever (9) in an operable state. Step S13: The steering wheel solenoid valve (6) is energized, the valve core of the steering wheel solenoid valve (6) is reset, and the valve core exits from the second groove (101) of the steering wheel spindle (10), thereby making the steering wheel spindle (10) in an operable state. Step S14: The front axle motor (7) is powered on, and the front axle motor differential lock (8) is reset, so that the locking of the front axle motor differential lock (8) is released. Step S15: The vehicle is in normal working condition, and the driver can shift gears, steer, and move the vehicle normally. Step S16: ECU (1) determines that the vehicle is still in motion and keeps the power supply (4) continuously supplying power to the P gear solenoid valve (5), steering wheel solenoid valve (6), and front axle motor (7). Step S17: The ECU (1) issues a fault command and displays a "vehicle has not come to a complete stop" signal on the instrument panel; Step S18: To avoid damage to the vehicle's internal structure, the driver turns the ignition switch (2) from OFF to ON, restarts the vehicle, and brings it to a complete stop before proceeding to step S1.

Images