Power takeoff protection system and automobile

Abstract

The utility model provides a power takeoff protection system which comprises a power takeoff switch, a power takeoff controller and an electromagnetic gas valve, the power takeoff switch is connected with the power takeoff controller, the power takeoff controller is connected with the electromagnetic gas valve, and the power takeoff controller is located between the power takeoff switch and the electromagnetic gas valve. An execution unit and a power unit are further connected to the electromagnetic gas valve, the power takeoff switch, the power takeoff controller and the electromagnetic gas valve form a circuit loop, and the power takeoff switch is used for controlling the electromagnetic gas valve to be switched between an on state and an off state. The power takeoff controller is additionally arranged between the power takeoff switch and the electromagnetic gas valve, meanwhile, after the power takeoff controller receives correct vehicle information, the power takeoff switch can normally control the electromagnetic gas valve to be switched between the on state and the off state, it is effectively guaranteed that the power takeoff can normally take off power under the proper condition, and the power takeoff control method is simple and convenient to operate. And the situation that the power takeoff and upper equipment are damaged due to manual mistaken touch of the switch or improper operation is avoided.

Description

Technical Field

[0001] This utility model relates to the field of automotive automation, and in particular to a power take-off protection system and an automobile. Background Technology

[0002] Currently, some vehicles are equipped with superstructures that require the vehicle's engine to provide full power output during operation. This power take-off (PTO) process is designed to only occur when the vehicle is stationary to ensure safety. However, most existing PTO control systems rely on manual operation, which introduces potential operational risks. Specifically, if the driver accidentally touches the PTO switch, or if the PTO is activated due to operational error while the vehicle is in motion, it will cause the vehicle's power system to supply all or most of its power to the superstructure, resulting in loss of vehicle power and / or the superstructure operating in an unsafe state, significantly increasing driving safety hazards. 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 power take-off protection system to solve the technical problems in the prior art where accidental switch activation by human error causes vehicle power loss and / or the operation of the superstructure equipment in an unsafe state.

[0004] To achieve the above and other related objectives, this utility model provides a power take-off (PTO) protection system, which includes a PTO switch, a PTO controller, and a solenoid valve.

[0005] The power take-off switch is connected to the power take-off controller, the power take-off controller is connected to the solenoid valve, the power take-off controller is located between the power take-off switch and the solenoid valve, and an execution unit and a power unit are also connected to the solenoid valve;

[0006] The power take-off switch, power take-off controller, and solenoid valve form a circuit loop. The power take-off controller is used to receive vehicle information. When the power take-off controller receives the required vehicle information, the power take-off switch is used to control the solenoid valve to switch between an open and closed state.

[0007] The advantage of adopting the above technical solution is that this application adds a power take-off controller between the power take-off switch and the solenoid valve. At the same time, the power take-off controller needs to receive the correct vehicle information before the power take-off switch can normally control the solenoid valve to switch between the open and closed states. This effectively ensures that the power take-off can take power normally under appropriate conditions, and avoids damage to the power take-off and superstructure equipment caused by accidental switch touch or improper operation.

[0008] Optionally, an indicator light is connected to the power take-off switch, and the on / off contacts of the power take-off switch are connected to the power supply circuit of the indicator light.

[0009] Optionally, the solenoid valve includes an inlet pipe and an outlet pipe, the power take-off controller is connected to the power circuit of the solenoid valve, the solenoid valve is connected to the power unit through the inlet pipe, and the actuator is connected to the outlet pipe of the solenoid valve.

[0010] Optionally, the solenoid valve is a two-position three-way solenoid valve, the power take-off controller is connected to the power circuit of the two-position three-way solenoid valve, the two-position three-way solenoid valve is connected to the power unit through the air inlet pipe, and the actuator is connected to the air outlet pipe of the two-position three-way solenoid valve.

[0011] Optionally, the power unit is an air compressor, and the air outlet of the air compressor is connected to the two-position three-way solenoid valve through an air inlet pipe.

[0012] Optionally, the execution unit is a cylinder, and the cylinder is connected to the air outlet pipe of the two-position three-way solenoid valve.

[0013] Optionally, a parking information receiving unit is provided on the power take-off controller, which is used to receive parking brake signals.

[0014] Optionally, the power take-off controller is provided with a vehicle speed information receiving unit, which is used to receive vehicle speed signals.

[0015] Optionally, a vehicle includes the aforementioned power take-off protection system.

[0016] As described above, the power take-off (PTO) protection system of this utility model has the following beneficial effects: This application adds a PTO controller between the PTO switch and the solenoid valve. At the same time, the PTO controller needs to receive the correct vehicle information before the PTO switch can normally control the solenoid valve to switch between the open and closed states. This effectively ensures that the PTO can take power normally under appropriate conditions, and avoids damage to the PTO and superstructure caused by accidental switch touch or improper operation. Attached Figure Description

[0017] Figure 1 The diagram shows the structural connection relationship in one embodiment of this utility model. Detailed Implementation

[0018] 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.

[0019] Please see Figure 1 It should be noted that the illustrations provided in this embodiment are merely schematic representations of the basic concept of this utility model. The illustrations 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 implementation, the form, quantity, and proportion of each component can be arbitrarily changed, and the component layout may also be more complex. The structures, proportions, sizes, etc., shown in the accompanying drawings are only used to complement the content disclosed in the specification for those skilled in the art to understand and read, and are not intended to limit the implementation conditions of this utility model. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationships, or adjustments to the size, without affecting the effects and purposes that this utility model can produce, 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.

[0020] Please see Figure 1 As shown, this utility model provides a power take-off (PTO) protection system. The PTO is used to obtain power from the automobile engine and transmit it to an external working device, and includes a PTO switch, a PTO controller, and a solenoid valve.

[0021] The power take-off switch is connected to the power take-off controller, the power take-off controller is connected to the solenoid valve, the power take-off controller is located between the power take-off switch and the solenoid valve, and an execution unit and a power unit are also connected to the solenoid valve;

[0022] The power take-off switch, power take-off controller, and solenoid valve form a circuit loop. The power take-off controller is used to receive vehicle information. When the power take-off controller receives the required vehicle information, the power take-off switch is used to control the solenoid valve to switch between an open and closed state.

[0023] Furthermore, when the power take-off controller receives a parking brake signal and a zero vehicle speed signal, and the power take-off switch is turned on, the power take-off controller energizes the solenoid valve.

[0024] Furthermore, the solenoid valve is de-energized when any one of the following three conditions is not met: receiving a parking brake signal, receiving a zero vehicle speed signal, or the power take-off switch being turned on.

[0025] Furthermore, the vehicle information includes parking brake signal and vehicle speed signal. When the power take-off controller receives the parking brake signal and the required vehicle speed signal, the power take-off switch is used to control the on / off state of the solenoid valve.

[0026] When the power take-off controller receives the parking brake signal and the vehicle speed is zero signal, the power take-off switch is used to control the on / off state of the solenoid valve.

[0027] For example, a signal light is connected to the power take-off switch, and the on / off contacts of the power take-off switch are connected to the power supply circuit of the signal light.

[0028] It should also be noted that the purpose of connecting the indicator light to the power take-off switch is to illuminate the indicator light when the power take-off switch is turned on, so as to visually demonstrate to the operator whether the power take-off protection system is working properly.

[0029] For example, the solenoid valve includes an inlet pipe and an outlet pipe, the power take-off controller is connected to the power circuit of the solenoid valve, the solenoid valve is connected to the power unit through the inlet pipe, and the actuator is connected to the outlet pipe of the solenoid valve.

[0030] It should also be noted that the purpose of this setting is to ensure the safe operation of the power take-off (PTO): the setting is designed to ensure that the PTO can only be activated when the vehicle is stopped and under the parking brake, thereby avoiding safety accidents caused by misoperation during driving. The PTO controller controls the power circuit of the solenoid valve, and then controls the opening and closing of the solenoid valve, thereby controlling the airflow supply from the intake pipe to the actuator to realize the action control of the PTO.

[0031] For the electromagnetic air valve, it controls the air flow supply from the power unit to the execution unit through its inlet pipeline and outlet pipeline. When the electromagnetic air valve is powered on, the inlet and outlet of the electromagnetic air valve are connected, and the air flow enters the execution unit to drive its action; when the electromagnetic air valve is powered off, the inlet pipeline is closed, the outlet of the electromagnetic air valve is connected to the exhaust port, and the high-pressure air in the execution unit is exhausted through the exhaust port of the electromagnetic air valve, the execution unit returns to its original position, the power take-off stops operating, and the power take-off controller controls the on / off of the power circuit of the electromagnetic air valve by reading the vehicle speed signal, parking brake signal, and the status of the power take-off control switch, thereby realizing the linkage control of the power take-off. This setting ensures that the power take-off can only be activated when all safety conditions are met.

[0032] Exemplarily, the electromagnetic air valve is a two-position three-way electromagnetic air valve, the power take-off controller is connected to the power circuit of the two-position three-way electromagnetic air valve, the two-position three-way electromagnetic air valve is connected to the power unit through the inlet pipeline, and the execution unit is connected to the outlet pipeline of the two-position three-way electromagnetic air valve.

[0033] It should also be noted that when the power take-off control switch is turned on, the vehicle speed is zero, and the parking brake is on, the two-position three-way electromagnetic air valve is powered on, enabling the gas from the gas source to enter the execution unit through the electromagnetic air valve, driving the power take-off to work, preventing the power take-off from being opened during driving due to accidental touch of the switch or improper operation by the driver, and avoiding all or most of the vehicle power being switched to the power take-off, thus preventing the vehicle from being in an unsafe state.

[0034] Exemplarily, the power unit is an air compressor, and the air outlet of the air compressor is connected to the two-position three-way electromagnetic air valve through the inlet pipeline.

[0035] It should also be noted that the air compressor can continuously and stably supply gas at a certain pressure, which is crucial for the normal operation of pneumatic components such as the two-position three-way electromagnetic air valve in the power take-off protection device. At the same time, its structure is relatively simple, easy to maintain and repair, which helps to reduce the operating cost of the power take-off protection device.

[0036] Exemplarily, the execution unit is a cylinder, and the cylinder is connected to the outlet pipeline of the two-position three-way electromagnetic air valve.

[0037] It should also be noted that the cylinder is used to drive the power take-off (PTO). As the actuator, the cylinder receives high-pressure air from the 2-position 3-way solenoid valve or exhausts air through the valve's exhaust port to open or close the PTO. When the 2-position 3-way solenoid valve is energized, the air pressure signal is transmitted to the cylinder through the exhaust pipe, driving the cylinder piston to move and thus powering the PTO. The cylinder has a fast response speed, enabling it to complete the opening or closing of the PTO in a short time, improving the efficiency of the PTO protection device. It also has advantages such as simple structure, easy maintenance, and strong adaptability. The cylinder maintains good performance under different working environments and air pressure requirements.

[0038] For example, the power take-off controller is provided with a parking information receiving unit, which is used to receive parking brake signals.

[0039] It should also be noted that the main function of the parking information receiving unit is to receive signals from the vehicle's parking brake system. When the vehicle is in parking brake mode, the parking brake system will send a specific signal, which is captured by the parking information receiving unit and transmitted to the power take-off controller. The parking brake signal received by the parking information receiving unit is one of the important inputs for the linkage control of the power take-off protection device.

[0040] By incorporating a parking information receiving unit, the power take-off (PTO) protection device ensures that the PTO cannot be activated when the vehicle is not in the parking brake state. This effectively prevents damage to the PTO and superstructure or safety accidents caused by misoperation or vehicle movement.

[0041] For example, the power take-off controller is provided with a vehicle speed information receiving unit, which is used to receive vehicle speed signals.

[0042] It should also be noted that the main function of the vehicle speed information receiving unit is to receive signals from the vehicle speed sensor. This signal reflects the vehicle's speed in real time, and the vehicle speed signal received by the vehicle speed information receiving unit is an important basis for the power take-off (PTO) protection device to perform safety control. When the vehicle speed is not zero, even if the PTO control switch is turned on, the PTO protection device will not allow the PTO to work, thereby avoiding safety hazards caused by PTO misoperation during driving.

[0043] For example, this application also provides a vehicle including the above-described power take-off protection system.

[0044] In summary, the power take-off (PTO) protection system of this utility model adds a PTO controller between the PTO switch and the solenoid valve. Furthermore, the PTO controller requires the PTO switch to properly control the solenoid valve to switch between open and closed states only after receiving correct vehicle information. This effectively ensures that the PTO can take power normally under appropriate conditions, avoiding damage to the PTO and superstructure caused by accidental switch activation or improper operation.

[0045] 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 power take-off (PTO) protection system, characterized in that: The power take-off protection system includes a power take-off switch, a power take-off controller, and a solenoid valve; The power take-off switch is connected to the power take-off controller, the power take-off controller is connected to the solenoid valve, the power take-off controller is located between the power take-off switch and the solenoid valve, and an execution unit and a power unit are also connected to the solenoid valve; The power take-off switch, power take-off controller, and solenoid valve form a circuit loop. The power take-off controller is used to receive vehicle information. When the power take-off controller receives the required vehicle information, the power take-off switch is used to control the solenoid valve to switch between an open and closed state.

2. The power take-off protection system according to claim 1, characterized in that: An indicator light is connected to the power take-off switch, and the on / off contacts of the power take-off switch are connected to the power supply circuit of the indicator light.

3. The power take-off protection system according to claim 2, characterized in that: The solenoid valve includes an inlet pipe and an outlet pipe. The power take-off controller is connected to the power circuit of the solenoid valve. The solenoid valve is connected to the power unit through the inlet pipe. The actuator is connected to the outlet pipe of the solenoid valve.

4. A power take-off protection system according to claim 3, characterized in that: The solenoid valve is a two-position three-way solenoid valve. The power take-off controller is connected to the power circuit of the two-position three-way solenoid valve. The two-position three-way solenoid valve is connected to the power unit through the air inlet pipe. The actuator is connected to the air outlet pipe of the two-position three-way solenoid valve.

5. A power take-off protection system according to claim 4, characterized in that: The power unit is an air compressor, and the air outlet of the air compressor is connected to the two-position three-way solenoid valve through the air inlet pipe.

6. A power take-off protection system according to claim 4, characterized in that: The execution unit is a cylinder, and the cylinder is connected to the air outlet pipe of the two-position three-way solenoid valve.

7. A power take-off protection system according to claim 1, characterized in that: The power take-off controller is equipped with a parking information receiving unit, which is used to receive parking brake signals.

8. A power take-off protection system according to claim 1, characterized in that: The power take-off controller is equipped with a vehicle speed information receiving unit, which is used to receive vehicle speed signals.

9. A car, characterized in that: Includes the power take-off protection system as described in any one of claims 1-8.

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