Error-proof control system for transfer case of all-wheel-drive truck

Abstract

The transfer case mistake-proofing control system of the all-wheel-drive truck solves the problem of misoperation in the prior art by providing the transfer case mistake-proofing control system of the all-wheel-drive truck. The single electromagnetic valve, the vehicle body controller CBCU and the vehicle speed sensor are connected in series through a circuit, the vehicle body controller CBCU controls the single electromagnetic valve to be switched on and switched off through signals of the vehicle speed sensor, and the vehicle four-loop protection valve port is connected with the single electromagnetic valve, the four-connected-body electromagnetic valve I, the four-connected-body electromagnetic valve II, the four-connected-body electromagnetic valve III and the four-connected-body electromagnetic valve IV in series through gas circuits. The four-connected electromagnetic valve I is connected with a driving front axle longitudinal locking switch and simultaneously connected with a driving front axle longitudinal locking air cylinder, the four-connected electromagnetic valve II, the four-connected electromagnetic valve III and the four-connected electromagnetic valve IV are respectively connected with a transfer case gear control switch and simultaneously and respectively connected with a transfer case gear shifting air cylinder, and the single electromagnetic valve is connected with a 24 port of a vehicle four-loop protection valve. The transfer case can be effectively prevented from being damaged due to wrong operation, the labor intensity of a driver is reduced, and the man-machine performance is improved.

Description

Technical Field

[0001] The utility model relates to an error-proofing control system for a transfer case of an all-wheel drive truck, belonging to the field of commercial all-wheel drive trucks. Background Art

[0002] The transfer case of a commercial all-wheel drive truck requires the vehicle to be stopped before shifting gears. However, the existing transfer case control system allows the transfer case to shift gears while the vehicle is moving at speed. This control method may result in operational errors and damage to the transfer case.

[0003] Chinese patent ZL 201721771095.2 A four-wheel drive vehicle locking control system discloses a control system that has the defect of misoperation. Utility Model Content

[0004] The utility model solves the problem of misoperation in the current technology by providing an anti-error operation system for a transfer case of an all-wheel drive truck.

[0005] The utility model is realized by the following technical solutions:

[0006] A transfer case error prevention control system for an all-wheel drive truck includes a front axle longitudinal locking switch 1, a transfer case gear control switch 2, a four-piece solenoid valve I 3, a four-piece solenoid II 4, a four-piece solenoid III 5, a four-piece solenoid IV 6, a driving front axle longitudinal locking cylinder 7, a transfer case shift cylinder 8, a vehicle speed sensor 9, a single solenoid valve 11, and a vehicle four-circuit protection valve. The single solenoid valve 11, a vehicle body controller CBCU 10, and the vehicle speed sensor 9 are connected in series through a circuit. The vehicle body controller CBCU 10 controls the on / off of the single solenoid valve 11 through the signal of the vehicle speed sensor 9. The port 12 of the vehicle four-circuit protection valve 24 is connected in series with the single solenoid valve 11, the four-connected solenoid valve I3, the four-connected solenoid valve II4, the four-connected solenoid valve III5, and the four-connected solenoid valve IV6 through the air circuit. The four-connected solenoid valve I3 is connected to the front axle longitudinal locking switch 1 and the front axle longitudinal locking cylinder 7. The four-connected solenoid valve II4, the four-connected solenoid valve III5, and the four-connected solenoid valve IV6 are respectively connected to the transfer case gear control switch 2 and the transfer case shift cylinder 8. The single solenoid valve 11 is connected to the port 12 of the vehicle four-circuit protection valve 24.

[0007] When the detected vehicle speed is zero, the body controller CBCU 11 controls the air passage of the single battery valve 11 to be open, and the transfer case operating system operates normally;

[0008] When the detected vehicle speed is not zero, the body controller CBCU 11 controls the air circuit of the single battery valve 11 to be disconnected, and the transfer case operating system cannot operate the transfer case.

[0009] The utility model can effectively prevent the transfer case from being damaged due to operating errors, and at the same time reduces the driver's labor intensity and improves the human-machine performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 It is the operating principle diagram of the utility model. DETAILED DESCRIPTION

[0011] The utility model adopts a commercial all-wheel drive truck chassis body controller to judge whether the vehicle speed is zero through the vehicle speed signal, thereby controlling the air circuit to be open and close. If the vehicle speed is not zero, the air circuit is closed, and if the vehicle speed is zero, the air circuit is open, thereby realizing the error-proof operation function.

[0012] like Figure 1 As shown, the single solenoid valve 11, the body controller CBCU 10, and the vehicle speed sensor 9 are connected in series via a circuit. The body controller CBCU 10 controls the on / off of the single solenoid valve 11 through the signal from the vehicle speed sensor 9. The port 12 of the vehicle four-circuit protection valve 24 is connected in series with the single solenoid valve 11, the four-connected solenoid valve I3, the four-connected solenoid valve II4, the four-connected solenoid valve III5, and the four-connected solenoid valve IV6 via an air circuit. The four-connected solenoid valve I3 is connected to drive the front axle longitudinal locking switch 1 and is also connected to drive the front axle longitudinal locking cylinder 7.

[0013] The four-piece electromagnetic II4, four-piece electromagnetic III5 and four-piece electromagnetic IV6 are respectively connected to the transfer case gear control switch 2 and the transfer case shift cylinder 8. The single electromagnetic valve 11 is connected to the port 12 of the vehicle four-circuit protection valve 24.

[0014] When the detected vehicle speed is zero, the body controller CBCU 11 controls the air passage of the single battery valve 11 to be open, and the transfer case operating system operates normally;

[0015] When the detected vehicle speed is not zero, the body controller CBCU 11 controls the air circuit of the single battery valve 11 to be disconnected, and the transfer case operating system cannot operate the transfer case, thereby realizing the error prevention function.

[0016] The utility model only needs to add a single electromagnetic valve to control the on-off of the air path, so as to realize the function of preventing the transfer case from being misoperated when the vehicle has a certain speed.

Claims

1. A transfer case error-proofing system for an all-wheel drive truck, characterized by: It includes a front axle longitudinal locking switch, a transfer case gear control switch, a four-piece solenoid valve I, a four-piece solenoid II, a four-piece solenoid III, a four-piece solenoid IV, a driving front axle longitudinal locking cylinder, a transfer case shift cylinder, a vehicle speed sensor, a single solenoid valve and a vehicle four-circuit protection valve. The single solenoid valve, the body controller CBCU and the vehicle speed sensor are connected in series through a circuit. The body controller CBCU controls the on-off of the single solenoid valve through a speed sensor signal. The vehicle four-circuit protection valve port is connected in series with the single solenoid valve, the four-piece solenoid valve I, the four-piece solenoid II, the four-piece solenoid III and the four-piece solenoid IV through an air circuit. The four-piece solenoid valve I is connected to the driving front axle longitudinal locking switch and the driving front axle longitudinal locking cylinder at the same time. The four-piece solenoid II, the four-piece solenoid III and the four-piece solenoid IV are respectively connected to the transfer case gear control switch and the transfer case shift cylinder at the same time. The single solenoid valve is connected to the 24th port of the vehicle four-circuit protection valve. When the detected vehicle speed is zero, the body controller CBCU controls the air passage of the single battery valve to open, and the transfer case control system operates normally; When the detected vehicle speed is not zero, the body controller CBCU controls the single battery valve air circuit to be disconnected, and the transfer case control system cannot operate the transfer case.

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