Transfer case control system

Abstract

The utility model relates to a transfer case control system, a transfer case is provided with a high-gear control interface, a low-gear control interface, a front axle disengagement control interface and a front axle combination control interface, the system comprises a valve assembly, the valve assembly comprises a first control valve and a second control valve, the first control valve is connected with the high-gear control interface and the front axle disengagement control interface, and the second control valve is connected with the low-gear control interface; the second control valve is connected with the low-gear control interface and the front axle combination control interface; the control module is used for controlling opening and closing of the valve assembly; the vehicle speed detection element is used for detecting the vehicle speed of the vehicle; and the control switch is connected with the control module, when the control switch is turned on and the vehicle speed detection element detects a preset vehicle speed signal, the control module controls the first control valve to be turned off and the second control valve to be turned on, and the vehicle is switched from the two-wheel drive mode to the four-wheel drive mode. The transfer case control system is easy and reliable to operate, capable of avoiding misoperation and low in manufacturing cost.

Description

Technical Field

[0001] This utility model relates to the field of automotive automation technology, and in particular to a transfer case control system. Background Technology

[0002] Currently, existing transfer case operation and control logic is complex, easily causing transfer case damage and dangerous accidents, and the manufacturing cost of existing transfer case operating devices is high. In order to quickly and easily operate the transfer case while ensuring safety and reliability, there is an urgent need to propose a transfer case operating system that simplifies gear control and operation, improves safety, and reduces manufacturing costs. Utility Model Content

[0003] In view of the shortcomings of the prior art described above, the purpose of this utility model is to provide a transfer case control system to solve the problems of complex operation and control logic, easy damage and safety accidents in existing transfer case systems.

[0004] To achieve the above and other related objectives, this utility model provides a transfer case control system. The transfer case is used for switching between two-wheel drive and four-wheel drive modes of a vehicle. The transfer case includes a high-gear control interface, a low-gear control interface, a front axle disengagement control interface, and a front axle engagement control interface. The transfer case control system includes:

[0005] The valve assembly includes a first control valve and a second control valve, wherein the first control valve is connected to the high-level control interface and the front axle disengagement control interface, and the second control valve is connected to the low-level control interface and the front axle engagement control interface.

[0006] A control module is connected to the valve assembly, and the control module is used to control the opening and closing of the valve assembly;

[0007] A vehicle speed detection element is connected to the control module, and the vehicle speed detection element is used to detect the vehicle speed;

[0008] A control switch, connected to the control module, is used when the control switch is turned on and the vehicle speed detection element detects a preset vehicle speed signal. The control module then controls the first control valve to close and the second control valve to open, switching the vehicle from two-wheel drive mode to four-wheel drive mode.

[0009] Optionally, the vehicle speed detection element is a wheel speed sensor.

[0010] Optionally, the vehicle speed detection element is a vehicle speed sensor.

[0011] Optionally, the vehicle speed detection element is a rotational speed sensor.

[0012] Optionally, the preset vehicle speed is less than 5 km / h.

[0013] Optionally, it also includes a signal light, which is connected to the control switch.

[0014] Optionally, the first control valve is a normally open solenoid valve.

[0015] Optionally, the second control valve is a normally closed solenoid valve.

[0016] Optionally, both the first control valve and the second control valve are two-position three-way solenoid valves.

[0017] Optionally, it also includes a gas source, and both the first control valve and the second control valve are connected to the gas source.

[0018] As described above, the present invention has the following beneficial effects: The transfer case operating system proposed in this application adopts a control switch to control the control module and adds a vehicle speed detection element to determine the vehicle speed signal. Only when the control switch is turned on and the vehicle is in the preset vehicle speed state can the switching between high-gear two-wheel drive mode and low-gear four-wheel drive mode be performed. It is simple and reliable to operate, avoids misoperation, and has low manufacturing cost. Attached Figure Description

[0019] Figure 1 The diagram shown is a schematic representation of the transfer case control system according to an embodiment of this application.

[0020] Explanation of reference numerals in the attached figures

[0021] Transfer case 1, high gear control interface 101, low gear control interface 102, front axle disengagement control interface 103, front axle engagement control interface 104, first control valve 201, second control valve 202, control module 3, vehicle speed detection element 4, control switch 5, signal light 6, air source 7. Detailed Implementation

[0022] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model.

[0023] Please see Figure 1It should be noted that the illustrations provided in this embodiment are only schematic representations of the basic concept of this utility model. Therefore, the drawings only show components relevant to this utility model and are not drawn according to the actual number, shape, and size of the components in implementation. In actual implementation, the form, quantity, and proportion of each component can be arbitrarily changed, and the component layout may be more complex. The structures, proportions, and sizes shown in the accompanying drawings are only for illustrative purposes and to assist those skilled in the art in understanding and reading the content disclosed in the specification. They are not intended to limit the implementation conditions of this utility model and therefore have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives of this utility model, should still fall within the scope of the technical content disclosed in this utility model. Meanwhile, the terms such as "upper", "lower", "left", "right", "middle" and "one" used in this specification are only for clarity of description and are not intended to limit the scope of implementation of this utility model. Changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered as within the scope of implementation of this utility model.

[0024] Before describing the embodiments of this utility model in detail, the application environment of this utility model will be described first. The technology of this utility model is mainly applied to the field of automotive automation technology. This utility model is used to solve the problems of complex operation and control logic of existing transfer case systems, which are prone to damage and safety accidents.

[0025] Please combine Figure 1 As shown, this utility model provides a transfer case control system.

[0026] In an exemplary embodiment of this application, the transfer case 1 is used for switching between two-wheel drive mode and four-wheel drive mode of the vehicle. The transfer case 1 is provided with a high gear control interface 101, a low gear control interface 102, a front axle disengagement control interface 103, and a front axle engagement control interface 104. The transfer case 1 operating system includes:

[0027] The valve assembly includes a first control valve 201 and a second control valve 202. The first control valve 201 is connected to a high-level control interface 101 and a front axle disengagement control interface 103, and the second control valve 202 is connected to a low-level control interface 102 and a front axle engagement control interface 104.

[0028] Control module 3 is connected to the valve assembly and is used to control the opening and closing of the valve assembly;

[0029] Vehicle speed detection element 4 is connected to control module 3 and is used to detect vehicle speed.

[0030] Control switch 5 is connected to control module 3. When control switch 5 is turned on and vehicle speed detection element 4 detects the preset vehicle speed signal, control module 3 controls the first control valve 201 to close and the second control valve 202 to open, and the vehicle switches from two-wheel drive mode to four-wheel drive mode.

[0031] In this embodiment, the transfer case 1 operating system uses a control switch 5 to control the control module 3, and adds a vehicle speed detection element 4 to determine the vehicle speed signal. Only when the control switch 5 is turned on and the vehicle is at a preset speed can the switching between high-gear two-wheel drive mode and low-gear four-wheel drive mode be performed. It is simple to operate, reliable, avoids misoperation, and has low manufacturing cost.

[0032] In an exemplary embodiment of this application, the vehicle speed detection element 4 is a wheel speed sensor.

[0033] In this embodiment, the vehicle speed detection element 4 is a wheel speed sensor, which calculates the vehicle speed by measuring the rotational speed of the wheels. It is installed in the vehicle's braking or drive control system, such as ABS (Anti-lock Braking System) / ASR (Anti-Slip Regulation). The wheel speed sensor can directly or indirectly detect the wheel rotational speed. Indirect speed measurement mainly involves detecting the rotational speed of components that rotate with the wheel (such as the wheel hub, brake disc, or half-shaft) to indirectly measure the vehicle speed. Wheel speed sensors include, but are not limited to, electromagnetic and Hall effect sensors.

[0034] In an exemplary embodiment of this application, the vehicle speed detection element 4 is a vehicle speed sensor.

[0035] In this embodiment, the vehicle speed detection element 4 is a vehicle speed sensor. The vehicle speed is obtained by detecting the vehicle's speed through direct or indirect detection of the rotational speed of the vehicle's tires. Vehicle speed sensors include, but are not limited to, reed switch type, electromagnetic induction type, photoelectric type, variable reluctance type, Hall effect type, etc.

[0036] In an exemplary embodiment of this application, the vehicle speed detection element 4 is a rotational speed sensor.

[0037] In this embodiment, the vehicle speed detection element 4 is a speed sensor. The speed sensor detects the engine speed, which is usually achieved by using the detection signal of the crankshaft position sensor. The speed sensor detects the speed and sends the speed signal to the control module 3, which analyzes and compares whether the current vehicle speed meets the preset vehicle speed.

[0038] In one exemplary embodiment of this application, the preset vehicle speed is less than 5 km / h.

[0039] In this embodiment, by setting the preset vehicle speed to less than 5 km / h, it is possible to ensure that the vehicle switches between high-speed two-wheel drive and low-speed four-wheel drive modes when the vehicle speed is below 5 km / h, thus avoiding gear grinding that could damage the transfer case 1.

[0040] In one exemplary embodiment of this application, a signal light 6 is also included, which is connected to the control switch 5.

[0041] In this embodiment, the on / off contact of the control switch 5 is connected to the working power supply circuit of the indicator light 6. When the control switch 5 is turned on, the indicator light 6 is powered on and illuminates, and the on / off status of the control switch 5 is fed back to the user through the indicator light 6.

[0042] In an exemplary embodiment of this application, the first control valve 201 is a normally open solenoid valve.

[0043] In this embodiment, the first control valve 201 is a normally open solenoid valve, so that when the control switch 5 is closed, the first control valve 201 is always connected to the high-gear control interface 101 and the front axle disengagement control interface 103, so that the high-gear control interface 101 and the front axle disengagement control interface 103 are always in working state, and the vehicle is in normal two-wheel drive driving state.

[0044] In an exemplary embodiment of this application, the second control valve 202 is a normally closed solenoid valve.

[0045] In this embodiment, the second control valve 202 is a normally closed solenoid valve, so that when the control switch 5 is closed, the second control valve 202 is always disconnected from the low gear control interface 102 and the front axle engagement control interface 104, so that the low gear control interface 102 and the front axle engagement control interface 104 are not working, ensuring that the vehicle is in normal two-wheel drive driving state when the control switch 5 is closed, and avoiding combination errors in the operation of the transfer case 1 due to power failure.

[0046] In an exemplary embodiment of this application, both the first control valve 201 and the second control valve 202 are two-position three-way solenoid valves.

[0047] In an exemplary embodiment of this application, a gas source 7 is also included, and the first control valve 201 and the second control valve 202 are both connected to the gas source 7.

[0048] In terms of working principle, the transfer case 1 operating system proposed in this application uses control switch 5 to control control module 3, and adds vehicle speed detection element 4 to determine vehicle speed signal. Only when control switch 5 is turned on and the vehicle is in the preset vehicle speed state can the high-level two-wheel drive mode and low-level four-wheel drive mode be switched. It has the advantages of simple operation, reliability, avoiding misoperation, and low manufacturing cost.

[0049] The specific implementation of the transfer case control system in this application may involve the use of software, but the software used is the most commonly used software by those skilled in the art, and is not within the scope of protection sought by the claims of this patent application.

[0050] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.

Claims

1. A transfer case control system, wherein the transfer case is used for switching between two-wheel drive mode and four-wheel drive mode of a vehicle, the transfer case being provided with a high gear control interface, a low gear control interface, a front axle disengagement control interface, and a front axle engagement control interface, characterized in that, The transfer case control system includes: The valve assembly includes a first control valve and a second control valve, wherein the first control valve is connected to the high-level control interface and the front axle disengagement control interface, and the second control valve is connected to the low-level control interface and the front axle engagement control interface. A control module is connected to the valve assembly, and the control module is used to control the opening and closing of the valve assembly; A vehicle speed detection element is connected to the control module, and the vehicle speed detection element is used to detect the vehicle speed; A control switch, connected to the control module, is used when the control switch is turned on and the vehicle speed detection element detects a preset vehicle speed signal. The control module then controls the first control valve to close and the second control valve to open, switching the vehicle from two-wheel drive mode to four-wheel drive mode.

2. The transfer case control system according to claim 1, characterized in that: The vehicle speed detection element is a wheel speed sensor.

3. The transfer case control system according to claim 1, characterized in that: The vehicle speed detection element is a vehicle speed sensor.

4. The transfer case control system according to claim 1, characterized in that: The vehicle speed detection element is a speed sensor.

5. The transfer case control system according to claim 1, characterized in that: The preset vehicle speed is less than 5 km / h.

6. The transfer case control system according to claim 1, characterized in that: It also includes a signal light, which is connected to the control switch.

7. The transfer case control system according to claim 1, characterized in that: The first control valve is a normally open solenoid valve.

8. The transfer case control system according to claim 1, characterized in that: The second control valve is a normally closed solenoid valve.

9. The transfer case control system according to claim 1, characterized in that: Both the first control valve and the second control valve are two-position three-way solenoid valves.

10. The transfer case control system according to claim 1, characterized in that: It also includes a gas source, and both the first control valve and the second control valve are connected to the gas source.

Images