Loader dual-protection remote locking system and loader

Abstract

The utility model discloses a loader dual-protection remote vehicle locking system and a loader, and relates to the field of engineering machinery control, the loader dual-protection remote vehicle locking system comprises a TBOX used for receiving platform vehicle locking signals and sending vehicle locking control instructions to a vehicle body controller; the vehicle body controller is connected with the TBOX through a CAN bus and used for receiving the vehicle locking instruction, sending an on-off signal to the relay and controlling the relay to cut off hard wire connection between an accelerator pedal and an engine. The relay is mounted on the hard wire between the accelerator pedal and the engine, receives an on-off signal of the vehicle body controller and controls connection or disconnection of the hard wire between the accelerator pedal and the engine; the relay between the ECU and the accelerator pedal is controlled through the vehicle body controller, hard wire connection between the engine and the accelerator pedal can be directly cut off during remote vehicle locking, the situation that the accelerator is started by malicious ECU flashing can be prevented, and economic losses are avoided.

Description

Technical Field

[0001] The utility model relates to the field of construction machinery control, and particularly relates to a dual-protection remote vehicle locking system for a loader and a loader. Background Art

[0002] In the construction machinery industry, due to the continuous improvement of technology level, various models with complex structures and high prices are becoming more and more widespread, which involves vehicle leasing and installment purchase by mortgage. Therefore, some vehicles use the functions of the installed remote monitoring devices to implement vehicle locking, which plays a good role in monitoring and controlling the state of construction machinery.

[0003] However, in many traditional models of current loaders, the throttle is directly connected to the engine. When locking the vehicle, the rotation and speed of the engine can be remotely restricted. However, there is currently a situation where the engine program is maliciously rewritten to control the throttle and start the vehicle, rendering the vehicle locking function ineffective and seriously affecting vehicle losses. Content of the Utility Model

[0004] Aiming at the deficiencies of the above-mentioned existing technologies, the utility model provides a dual-protection remote vehicle locking system for a loader, which can prevent maliciously rewriting the engine program to start the vehicle and cause economic losses to the vehicle of the vehicle manufacturer, and realizes safe and effective remote vehicle locking.

[0005] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0006] In the first aspect, a dual-protection remote vehicle locking system for a loader is provided, including

[0007] A TBOX, which is used to receive the platform vehicle locking signal and send a vehicle locking control instruction to the body controller;

[0008] The body controller is connected to the TBOX through a CAN bus, and is used to receive the vehicle locking instruction and send a on-off signal to the relay to control the relay to cut off the hard wire connection between the throttle pedal and the engine;

[0009] The relay is installed on the hard wire between the throttle pedal and the engine, receives the on-off signal from the body controller, and controls the connection or disconnection of the hard wire between the throttle pedal and the engine.

[0010] Further, the relay adopts a conversion type relay, including a coil and a switch.

[0011] Further, the switch includes three contacts, namely a static contact one, a static contact two and a moving contact; the static contact one is connected to the throttle pedal, and the moving contact is connected to the ECU.

[0012] Furthermore, diodes are connected in parallel at both ends of the coil to prevent a large voltage from breaking down the coil when power is cut off, playing a protective role.

[0013] Furthermore, the body controller includes two types of output pins, namely the first output pin and the second output pin.

[0014] Furthermore, the first output pin of the body controller is connected to the coil of the relay. When the body controller receives the car locking instruction, the coil controls the conversion of the relay contacts.

[0015] Furthermore, the second output pin is connected to the second static contact. When the coil disconnects the moving contact of the relay from the first static contact and closes it with the second static contact, the body controller is connected to the ECU and sends an analog throttle signal to the ECU, and the engine outputs an invalid initial voltage value.

[0016] Furthermore, the body controller is connected to the ECU through the CAN bus and can send a rotational speed control request message to the engine to limit the engine speed to the idle state.

[0017] Furthermore, there are two relays, and the two relays are arranged in parallel.

[0018] On the other hand, a loader is also provided, which adopts the dual - protection remote car - locking system for loaders as described in any one of the above.

[0019] Adopting the above - mentioned technical solution, the beneficial effects of the present utility model are as follows:

[0020] 1. The present utility model controls the relay between the ECU and the throttle pedal through the body controller, and can directly cut off the hard - wire connection between the engine and the throttle pedal when remotely locking the car, which can prevent the situation of starting the throttle by maliciously flashing the ECU and avoid economic losses.

[0021] 2. In the present utility model, the body controller and the relay have two pin signals. While the relay cuts off the connection between the ECU and the throttle pedal, it is connected to the throttle controller and inputs an analog throttle signal. The body controller is connected to the ECU through the bus to control the engine to be in the idle state and does not report throttle fault information, so that the engine cannot run at a normal high speed, realizing the second - layer protection of car - locking and ensuring the safety and stability of the vehicle engine system.

[0022] 3. The present utility model can request the engine speed to be adjusted to zero or the idle state through the J1939 protocol, can ignore the effects of analog signals and throttle signals, and achieves double car - locking insurance. Description of the Drawings

[0023] The attached drawings forming a part of the present utility model are used to provide a further understanding of the present utility model. The schematic embodiments and descriptions thereof of the present utility model are used to explain the present utility model and do not constitute an improper limitation to the present utility model.

[0024] Figure 1 It is a schematic diagram of the present utility model.

[0025] In the figure: 1, TBOX; 2, body controller; 3, relay; 4, ECU; 5, accelerator pedal. Detailed implementation manners

[0026] The present utility model will be further described below in conjunction with the attached drawings and embodiments.

[0027] It should be noted that the following detailed descriptions are all exemplary and are intended to provide a further description of the present utility model. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those of ordinary skill in the technical field to which the present utility model belongs.

[0028] It should be noted that the terms used herein are only for describing specific implementation manners and are not intended to limit the exemplary implementation manners according to the present utility model. As used herein, unless the context clearly indicates otherwise, the singular forms are also intended to include the plural forms. In addition, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0029] All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without making creative efforts belong to the scope of protection of the present utility model.

[0030] As is well known, ECU (Electronic Control Unit) is an electronic control unit, also known as "vehicle computer", "on-board computer", etc. It is the same as an ordinary computer and consists of a microprocessor (MCU), a memory (ROM, RAM), an input / output interface (I / O), an analog-to-digital converter (A / D), and large-scale integrated circuits such as shaping and driving.

[0031] TBOX (Telematics-BOX) is a vehicle information and positioning transmission system composed of a power conversion circuit, OBD, MCU, GPRS, GPS, and sensors. The automotive T-BOX communicates with the host through the canbus bus to achieve the transmission of instructions and information, so as to obtain information such as vehicle status and key status and transmit control instructions, etc.

[0032] Embodiment 1

[0033] In a typical embodiment of the present application, a dual - protection remote vehicle - locking system for a loader is provided. As Figure 1 shown, it includes a TBOX 1, which is used to receive a platform vehicle - locking signal and send a vehicle - locking control instruction to the body controller; a body controller 2, which is connected to the TBOX 1 through a CAN bus, is used to receive the vehicle - locking instruction, and send a on - off signal to the relay to control the relay to cut off the hard - wire connection between the accelerator pedal and the engine; a relay 3, which is installed on the hard - wire between the accelerator pedal 5 and the ECU 4, receives the on - off signal from the body controller, and controls to connect or cut off the hard - wire connection between the accelerator pedal and the engine.

[0034] Furthermore, the relay adopts a conversion - type (Z - type) relay, such as the HHZ / 024 - 1Z - 6SGD2 model, which includes a switch and a coil. Among them, the switch includes three contacts, namely static contact one, static contact two and moving contact. Among them, static contact one is connected to the accelerator pedal, and the moving contact is connected to the ECU. Under the normal running state of the vehicle, the moving contact is closed with static contact one, the ECU is connected to the accelerator signal of the accelerator pedal, and the engine can drive the accelerator pedal to move, so as to control the running of the vehicle.

[0035] The coil is used to control the switching state of the switch. As Figure 1 shown, a diode is connected in parallel at both ends of the coil to prevent a large voltage from breaking down the coil when power is cut off, protecting the component.

[0036] Furthermore, the body controller 2 includes two types of output pins, namely the first output pin and the second output pin. Among them, the first output pin is connected to the coil of the relay. When the body controller receives the vehicle - locking instruction, the coil controls the conversion of the relay contact, disconnects the moving contact from static contact one, and closes the moving contact with static contact two, thereby cutting off the throttle signal, realizing vehicle - locking, and preventing maliciously rewriting the ECU to start the vehicle, causing economic losses to the vehicle manufacturer.

[0037] The second output pin of the body controller 2 is connected to static contact two of the relay. When the coil disconnects the moving contact of the relay from static contact one and closes it with static contact two, the engine is disconnected from the accelerator pedal. At the same time, the body controller 2 is connected to the ECU 4 through the relay 3, and the body controller 2 sends an analog throttle signal to the ECU 4. The engine outputs an invalid initial voltage value and is in an idle state, so that the motor cannot run at a normal high speed.

[0038] In addition, the body controller 2 is connected to the ECU 4 through the CAN bus, and can send a rotational - speed control request message to the engine, limiting the engine speed to the idle state and not reporting a throttle - fault message. At this time, the engine cannot normally execute a high speed, ensuring that the vehicle cannot meet the normal working conditions, thus providing a second - level insurance for remote vehicle - locking.

[0039] Further, as Figure 1 shown, in this embodiment, two relays 3 are provided, and the two relays are connected in parallel. When the system is functioning properly, the states and actions of the two relays are always the same; when the two relays are inconsistent, with the idle speed information requested by the body controller, the engine will still enter the idle state, which does not affect locking the vehicle, but will display a throttle pedal fault for easy and timely maintenance.

[0040] The working principle of the present utility model is as follows:

[0041] Under normal vehicle operation, the moving contact of the relay 3 closes with the first stationary contact, and the ECU 4 turns on the throttle signal of the throttle pedal, controls the action of the throttle pedal 5 through the engine, and further controls the start and driving of the vehicle.

[0042] When the TBOX 1 receives the remote vehicle locking signal from the platform through the communication connection, it sends an instruction to the body controller 2 through the CAN bus. After receiving the vehicle locking instruction, the body controller controls the coil of the relay 3 to switch the contact state, cuts off the hard wire connection between the throttle pedal 5 and the engine, and realizes remote vehicle locking; at the same time, since the moving contact of the relay switches to close with the second stationary contact, and the relay connects the output pin of the body controller, at this time the ECU is connected to the body controller, and the body controller sends an analog throttle signal, and the engine outputs an invalid initial voltage value, and the engine will not report a throttle fault message; moreover, the body controller sends a speed control request message to the engine through the J1939 protocol, limits the engine speed to the idle state, and enables the engine to not be able to execute high speed normally, realizing safe and effective remote vehicle locking.

[0043] In summary, when the present utility model performs remote vehicle locking, on the one hand, it can cut off the throttle signal, and on the other hand, it can request the engine to idle, and the dual protection realizes effective vehicle locking to prevent malicious ECU flashing from causing economic losses to the vehicle manufacturer.

[0044] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present utility model, rather than limiting it. Those of ordinary skill in the art should understand that the present utility model can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A loader double protection remote locking system, characterized in that: include TBOX is used to receive the platform locking signal and send the locking control command to the vehicle body controller; The body controller is connected to the TBOX via the CAN bus, and is used to receive the vehicle lock command and send an on / off signal to the relay to control the relay to cut off the hard-wire connection between the accelerator pedal and the engine; The relay is installed on the hard line between the accelerator pedal and the engine, receives the on-off signal of the body controller, and controls the connection or disconnection of the hard line connection between the accelerator pedal and the engine; the relay adopts a conversion relay, including a coil and a switch; the switch includes three contacts, namely static contact 1, static contact 2 and moving contact, the static contact 1 is connected to the accelerator pedal, and the moving contact is connected to the ECU; the body controller includes two output pins, namely a first output pin and a second output pin, the first output pin of the body controller is connected to the coil, and the second output pin is connected to the static contact 2.

2. A loader dual protection remote locking system as claimed in claim 1, characterized in that: Two ends of the coil are connected in parallel with diodes.

3. A loader dual protection remote locking system as claimed in claim 1, characterized in that: The body controller is connected to the ECU via the CAN bus and can send a speed control request message to the engine to limit the engine speed to an idle state.

4. A loader dual protection remote locking system as claimed in claim 1, characterized in that: The relays are provided in two, and the two relays are provided in parallel.

5. A loader, characterized in that: A loader double protection remote locking system as described in any one of claims 1 to 4 is adopted.

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