Power takeoff control system of automatic transmission

Abstract

The utility model relates to a power takeoff control system of an automatic transmission. The power takeoff control system comprises an engine control unit (ECU), a transmission control unit (TCU) and a body control module (BCM), the vehicle body controller BCM is in signal connection with the engine controller ECU and the transmission controller TCU, the engine controller ECU is electrically connected with the power takeoff constant rotating speed switch, the transmission controller TCU is electrically connected with the power takeoff constant rotating speed switch and the power takeoff control relay, and the power takeoff control relay is electrically connected with the power takeoff electromagnetic valve; the vehicle speed information, the engine rotating speed information and the transmission neutral gear information are collected through the vehicle body controller BCM, the engine controller ECU and the transmission controller TCU, and when the vehicle speed, the engine rotating speed and the transmission neutral gear meet the gear engaging condition of the power takeoff, the power takeoff can be engaged smoothly; therefore, the problems that the vehicle is out of control and teeth of the power takeoff are broken due to misoperation are avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile equipment, in particular to a control system for a power take-off of an automatic transmission. Background Art

[0002] Currently, many heavy-duty vehicles on the market are equipped with transmissions with power take-off devices. The power output of the engine can be transmitted to the upper system through the power take-off device to meet its power requirements. In traditional manual transmission models, the driver reduces the speed of the secondary shaft by stepping on the clutch pedal, and then operates the power take-off switch to engage the power take-off. However, the automatic transmission does not have a clutch pedal, so the clutch cannot be disengaged using traditional operating methods. If the clutch is always in the engaged state, forcibly engaging the power take-off will cause gear wear. Utility Model Content

[0003] The purpose of the utility model is to provide an automatic transmission power take-off control system in view of the deficiencies in the prior art, so as to solve the above problems.

[0004] The utility model is realized by adopting the following technical solutions:

[0005] A control system for an automatic transmission power take-off includes an engine controller ECU, a transmission controller TCU, and a body controller BCM; the body controller BCM signals are connected to the engine controller ECU and the transmission controller TCU, the engine controller ECU is electrically connected to a power take-off constant speed switch, the transmission controller TCU is electrically connected to the power take-off constant speed switch and a power take-off control relay, and the power take-off control relay is electrically connected to a power take-off solenoid valve.

[0006] Furthermore, the power take-off constant speed switch is arranged on a rocker switch and adopts a double-pole switch.

[0007] Furthermore, it also includes a vehicle speed sensor; the vehicle speed sensor is electrically connected to the body controller BCM.

[0008] Furthermore, it also includes a power take-off working indicator light; the power take-off working indicator light is electrically connected to the power take-off constant speed switch.

[0009] Furthermore, it also includes a power take-off engagement feedback signal switch; the power take-off engagement feedback signal switch is electrically connected to the power take-off working indicator light.

[0010] Compared with the prior art, the utility model has the following beneficial technical effects:

[0011] The utility model collects vehicle speed information, engine speed information and transmission neutral gear information through the body controller BCM, the engine controller ECU and the transmission controller TCU. When the vehicle speed, engine speed and transmission neutral gear meet the power take-off gear shifting conditions, the power take-off can be smoothly shifted into gear, thereby avoiding the problem of vehicle loss of control and power take-off gear jamming due to operating errors. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a schematic diagram of the overall structure of the utility model.

[0013] In the figure: 1. Power take-off constant speed switch; 2. Transmission controller TCU; 3. Power take-off control relay; 4. Power take-off working indicator light; 5. Power take-off engagement feedback signal switch; 6. Power take-off solenoid valve; 7. Body controller BCM; 8. Vehicle speed sensor; 9. Engine controller ECU. DETAILED DESCRIPTION

[0014] Example

[0015] like Figure 1 As shown: an automatic transmission power take-off control system, including an engine controller ECU9, a transmission controller TCU2, and a body controller BCM7; the body controller BCM7 is electrically connected to the engine controller ECU9 and the transmission controller TCU2, the engine controller ECU9 is electrically connected to the power take-off constant speed switch 1, the transmission controller TCU2 is electrically connected to the power take-off constant speed switch 1 and the power take-off control relay 3, and the power take-off control relay 3 is electrically connected to the power take-off solenoid valve 6;

[0016] Among them, the engine controller ECU9 is used to obtain engine speed information, the transmission controller TCU2 is used to obtain transmission neutral information; and the body controller BCM7 is used to obtain vehicle speed information.

[0017] The power take-off constant speed switch 1 is set on the rocker switch and adopts a double-pole switch; when the power take-off needs to work, only the power take-off constant speed switch 1 needs to be operated to output the power take-off work request signal and the constant speed request signal at the same time, making the operation more convenient.

[0018] It also includes a vehicle speed sensor 8; the vehicle speed sensor 8 is electrically connected to the body controller BCM7; the vehicle speed sensor 8 is used to collect vehicle speed information and transmit the vehicle speed information to the body controller BCM7.

[0019] It also includes a power take-off working indicator light 4; the power take-off working indicator light 4 is electrically connected to the power take-off constant speed switch 1; and serves as a power take-off working indication.

[0020] It also includes a power take-off engagement feedback signal switch 5; the power take-off engagement feedback signal switch 5 is electrically connected to the power take-off working indicator light 4; it serves as a reminder of whether the power take-off is working normally.

[0021] Working principle: When the power take-off constant speed switch 1 is pressed to the first gear, the power take-off work request signal and the constant speed request signal are sent out. The engine controller ECU9 receives the constant speed request signal and the engine controller ECU9 enters the constant speed mode. In this mode, the foot accelerator is invalid. The engine controller ECU9 controls the injection amount to keep the engine speed at a constant speed and forwards the speed signal to the CAN bus. The body controller BCM7 forwards the vehicle speed signal to the CAN bus. When the engine speed is constant, the vehicle speed is 0km / h, and the transmission is in neutral. If all three conditions are met, the transmission controller TCU2 outputs a 24V signal, and the power take-off control relay 3 (such as Figure 1 The reference numerals 30, 85, 86, and 87 shown in the figure all indicate that the 86 terminal of the power take-off control relay 3 contact is grounded. At this time, the 85 terminal is energized, the 30 and 87 terminals of the power take-off control relay 3 are energized, and the 87 terminal outputs a 24V voltage, driving the power take-off solenoid valve 6 to work, the power take-off solenoid valve 6 is ventilated, the power take-off is successfully engaged, the power take-off engagement feedback signal switch 5 is closed, and the power take-off working indicator light 4 is lit. On the contrary, if any of the conditions is not met, the transmission controller TCU2 controls the power take-off pin to output a suspended signal, the power take-off control relay 3 is disconnected, the power take-off solenoid valve 6 is powered off, and the power take-off stops working.

Claims

1. An automatic transmission power take-off control system, characterized in that: The invention comprises an engine controller ECU (9), a transmission controller TCU (2), and a body controller BCM (7); the body controller BCM (7) is connected to the engine controller ECU (9) and the transmission controller TCU (2) by signal; the engine controller ECU (9) is electrically connected to a power take-off constant speed switch (1); the transmission controller TCU (2) is electrically connected to the power take-off constant speed switch (1) and a power take-off control relay (3); and the power take-off control relay (3) is electrically connected to a power take-off solenoid valve (6).

2. The automatic transmission power take-off control system according to claim 1, characterized in that: The power take-off constant speed switch (1) is arranged on a rocker switch and adopts a double-pole switch.

3. The automatic transmission power take-off control system according to claim 1, characterized in that: It also includes a vehicle speed sensor (8); the vehicle speed sensor (8) is electrically connected to the vehicle body controller BCM (7).

4. The automatic transmission power take-off control system according to claim 1, characterized in that: It also includes a power take-off working indicator light (4); the power take-off working indicator light (4) is electrically connected to the power take-off constant speed switch (1).

5. The automatic transmission power take-off control system according to claim 4, characterized in that: It also includes a power take-off engagement feedback signal switch (5); the power take-off engagement feedback signal switch (5) is electrically connected to the power take-off working indicator light (4).

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