A control device for emergency engine shutdown and power cut-off in heavy trucks

Abstract

This utility model discloses an emergency engine shutdown and power cut-off control device for heavy-duty trucks, comprising: a body electronic controller, a chassis electronic controller, an IG relay, and an electromagnetic main power switch; the body electronic controller and the chassis electronic controller are connected to a gateway via the body CAN bus; the control input terminal of the IG relay is connected to the control output terminal of the chassis electronic controller, and the control output terminal of the IG relay is located on the ignition circuit connected to the ignition power supply and the engine controller; the control output terminal of the engine controller is connected to the control input terminal of the gas cut-off valve; the chassis electronic controller is connected to the electromagnetic main power switch. This device achieves tiered control of engine shutdown, gas cut-off, and power cut-off, ensuring that the vehicle can quickly stop operating in emergency situations, minimizing safety risks; the system cost is low; and it fundamentally solves the problem of uncontrollable self-excited generators.

Description

Technical Field

[0001] This utility model relates to the field of gas-powered heavy-duty truck technology, and in particular to a control device for emergency engine shutdown and power cut-off of heavy-duty trucks. Background Technology

[0002] According to relevant technical specifications, emergency shut-off switches must be installed both in the driver's cab and under the vehicle to enable rapid power-off operation in different scenarios. After the emergency shut-off switch is triggered, the entire vehicle's circuit must be disconnected within 10 seconds to ensure that the vehicle can stop running quickly and avoid potential safety risks.

[0003] Currently, the heavy-duty truck industry widely adopts an ADR (Automatic Disconnect Controller) system to collect the status of the emergency stop switch, determine whether the circuit needs to be cut off, and control a switching relay via an output signal to further control the excitation circuit of the separately excited generator, thereby controlling whether the generator generates electricity to meet relevant technical specifications. However, the ADR controller and switching relay solution involves multiple control modules and complex circuit design, resulting in high overall costs. Moreover, existing technology is mainly designed for separately excited generators of Euro II engines, controlling the generator's start and stop through the excitation circuit. However, most modern heavy-duty trucks use a combination of separately excited and self-excited generators, and this solution can no longer fully meet the control requirements of new generators. Summary of the Invention

[0004] To address the aforementioned technical problems, this utility model provides an emergency power-off control device for heavy-duty trucks. To provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is given below. This summary is not intended as a general commentary, nor is it intended to identify key / important components or describe the scope of protection of these embodiments. Its sole purpose is to present some concepts in a simple form as a prelude to the detailed description that follows.

[0005] The present invention adopts the following technical solution: A control device for emergency engine shutdown and power cut-off in heavy trucks is provided, comprising: a body electronic controller, a chassis electronic controller, an IG relay, and an electromagnetic main power switch; The body electronic controller and the chassis electronic controller are connected to the gateway via the body CAN bus; The control input terminal of the IG relay is connected to the control output terminal of the chassis electronic controller. The control output terminal of the IG relay is located on the ignition circuit connected to the ignition power supply and the engine controller. The control output terminal of the engine controller is connected to the control input terminal of the gas shut-off valve. The chassis electronic controller is connected to the electromagnetic main power switch, and the control output terminal of the electromagnetic main power switch is connected to the generator and the battery.

[0006] Furthermore, the engine includes: the generator and the engine controller; the control input terminal of the engine controller is connected to an IG relay, so that the IG relay responds to the control signal output by the chassis electronic controller to connect or disconnect the IG relay of the engine controller.

[0007] Furthermore, the electromagnetic power switch has two control output terminals, and the control output terminal of the chassis electronic controller is connected to the control input terminal of the electromagnetic power switch to control the on / off state of the two control output terminals of the electromagnetic power switch.

[0008] Furthermore, one of the control output terminals of the electromagnetic power main switch is located on the power supply circuit connecting the battery and the vehicle's electrical equipment, and the other control output terminal is located on the charging circuit connecting the generator and the battery.

[0009] Furthermore, the aforementioned emergency power-off control device for heavy trucks also includes: a cab emergency cut-off switch and a chassis emergency cut-off switch; the cab emergency cut-off switch is connected to the vehicle body electronic controller, and the chassis emergency cut-off switch is connected to the chassis electronic controller; both the cab emergency cut-off switch and the chassis emergency cut-off switch are double-pole double-position switches.

[0010] Furthermore, the engine controller is continuously connected to the battery.

[0011] Furthermore, the aforementioned emergency power-off control device for heavy trucks also includes: an instrument and a vehicle speed sensor, wherein the instrument is connected to the vehicle speed sensor via a hard wire, and the instrument is connected to the gateway.

[0012] The beneficial effects of this utility model are: 1. It achieves graded control of engine shutdown, gas cut-off, and power cut-off, ensuring that the vehicle can stop running quickly in an emergency, minimizing safety risks and providing a high level of safety; 2. By utilizing the vehicle's existing controller and sensor resources, the system can shut down the heavy truck, cut off power, and disconnect the fuel supply through a hardware interface, resulting in a lower system cost. 3. By controlling the engine's IG electricity to shut down the engine, the generator is controlled to supply power to the entire vehicle, fundamentally solving the problem of uncontrollable self-excited generators. Attached Figure Description

[0013] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0014] Figure 1 This is a schematic diagram of an emergency power-off control device for heavy trucks according to the present invention; Figure 2 This utility model provides a control flowchart for the emergency cut-off switch in the driver's cab to control the power outage, engine shutdown, and fuel cut-off of the entire vehicle. Figure 3 This utility model describes the control flowchart of the chassis electronic controller controlling the vehicle to cut off power, shut down the engine, and cut off the fuel supply. Detailed Implementation

[0015] The embodiments of this utility model will now be described in detail with reference to the accompanying drawings. It should be understood that the described embodiments are merely some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the scope of protection of this utility model.

[0016] like Figure 1 As shown, an emergency power-off control device for heavy trucks is provided to achieve safe control of engine shutdown, vehicle power cut-off and gas cut-off in emergency situations. Specifically, it includes: body electronic controller 100, chassis electronic controller 200, cab emergency cut-off switch 110, chassis emergency cut-off switch 210, instrument 300, vehicle speed sensor 400, IG relay 500 and electromagnetic power main switch 600.

[0017] The body electronic controller 100 and the chassis electronic controller 200 are connected to the gateway 700 via the body CAN bus. This serves two purposes: first, to achieve signal sharing; and second, when the emergency cut-off switch 110 in the driver's cab is pressed, the body electronic controller 100 sends a power-off / fire-off request message to the chassis electronic controller 200.

[0018] The instrument cluster 300 is connected to the vehicle speed sensor 400 via a hard wire and is also connected to the gateway 700. The instrument cluster 300 collects the signal from the vehicle speed sensor via the hard wire and forwards it to the vehicle body CAN via the gateway 700, so that the chassis electronic controller 200 can determine the vehicle speed conditions.

[0019] Both the cab emergency shut-off switch 110 and the chassis emergency shut-off switch 210 are double-pole double-position switches.

[0020] The cab emergency cut-off switch 110 is connected to the vehicle body electronic controller 100. Pins 1 and 2 of the cab emergency cut-off switch 110 are connected by default, and pins 3 and 4 are disconnected by default. When the cab emergency cut-off switch 110 is pressed, pins 1 and 2 are disconnected, and pins 3 and 4 are connected. At this time, the vehicle body electronic controller 100 receives the corresponding signal and outputs a control signal, which is used to trigger subsequent control logic.

[0021] The chassis emergency cut-off switch 210 is connected to the chassis electronic controller 200. Pins 1 and 2 of the chassis emergency cut-off switch 210 are connected by default, and pins 3 and 4 are disconnected by default. When the chassis emergency cut-off switch 210 is pressed, pins 1 and 2 are disconnected, and pins 3 and 4 are connected. At this time, the chassis electronic controller 200 receives the corresponding signal and outputs a control signal, which is used to trigger subsequent control logic.

[0022] The emergency disconnect switch employs dual redundancy, enabling it to detect switch or line faults in advance to prevent failure in emergency situations.

[0023] The control input terminal of the IG relay 500 is connected to the control output terminal of the chassis electronic controller 200. The control output terminal of the IG relay 500 is located in the ignition circuit connected to the ignition power supply and the engine controller 810, that is, the control output terminal of the IG relay 500 is connected in series in the ignition circuit of the engine controller 810. When the chassis electronic controller 200 determines that the engine shutdown condition is met, it outputs a control signal to disconnect the IG relay 500, cut off the ignition power supply (IG power) of the engine controller 810, and realize the engine shutdown.

[0024] The engine 800 includes a generator 820 and an engine controller 810. The control input terminal of the engine controller 810 is connected to an IG power supply, so that the IG relay 500 responds to the control signal output by the chassis electronic controller 200 to connect or disconnect the IG power supply of the engine controller 810.

[0025] Specifically, pin 85 of the IG relay 500 is connected to pin 6 of the chassis electronic controller 200, enabling the chassis electronic controller 200 to control the on / off state of the IG relay 500. This, in turn, connects or disconnects the IG power supply to the engine controller 810. Specifically, pin 1 of the engine controller 810 is connected to pin 87 of the IG relay 500 and is controlled by the IG relay 500. For example, when the chassis electronic controller 200 outputs a low level, the IG relay 500 is energized, and the IG power supply is activated; conversely, it is deactivated, and the engine is shut off.

[0026] Pin 30 of the IG relay 500 is connected to the ignition power supply, and pin 86 of the IG relay 500 is grounded.

[0027] The engine controller 810 is connected to the constant power supply of the battery 1000, that is, pin 2 of the engine controller 810 is connected to the constant power supply of the battery (B+), and is directly powered by the battery.

[0028] The control output terminal of the engine controller 810 is connected to the control input terminal of the gas shut-off valve 900. Specifically, pin 3 of the engine controller 810 is connected to pin 2 of the gas shut-off valve 900, so that the engine controller 810 controls the gas shut-off valve 900 to disconnect. After the IG power is disconnected, the engine controller 810 delays the power-off through internal control logic to control the gas shut-off valve 900 to close, ensuring that the gas fuel is cut off.

[0029] The chassis electronic controller 200 is connected to the electromagnetic main power switch 600, and the control output terminal of the electromagnetic main power switch 600 is connected to the generator 820 and the battery 1000. Specifically, the electromagnetic main power switch 600 has two control output terminals, and the control output terminal of the chassis electronic controller 200 is connected to the control input terminal of the electromagnetic main power switch 600 to control the on / off state of the two control output terminals of the electromagnetic main power switch 600.

[0030] One control output terminal of the electromagnetic main power switch 600 is located on the power supply circuit connecting the battery 1000 and the vehicle's electrical equipment, controlling the on / off state of the vehicle's power supply and distributing the battery's power to the vehicle's electrical equipment. The other control output terminal of the electromagnetic main power switch 600 is located on the charging circuit connecting the alternator 820 and the battery 1000, receiving the alternator's charging current to charge the battery.

[0031] Pin 5 of the chassis electronic controller 200 is connected to pin 1 of the electromagnetic power switch 600 via a hard wire to control the on / off state of pins 2 and 3 of the electromagnetic power switch 600. Pin 3 of the electromagnetic power switch 600 is connected to the battery power supply B+, and pin 2 of the electromagnetic power switch 600 supplies power to the entire vehicle. Pin 1 of the generator 820 is connected to pin 2 of the electromagnetic power switch 600. This serves two purposes: first, to supply power to the entire vehicle after the engine 800 starts; and second, to allow current to flow through the electromagnetic power switch 600 to charge the battery 1000.

[0032] like Figure 2 As shown, the control procedure for the emergency shut-off switch 110 in the driver's cab to control the power cut-off, engine shutdown, and fuel cut-off of the entire vehicle is as follows: 201: The emergency shut-off switch 110 in the driver's cab is pressed.

[0033] 202: The chassis electronic controller 200 receives the status signal from the emergency cut-off switch 110 in the cab.

[0034] 203: The chassis electronic controller 200 determines whether the following conditions are met simultaneously: Condition 1: Vehicle speed is less than a certain value; Condition 2: The engine speed is within the idle range; Condition 3: The throttle opening is less than a certain value; The purpose is to determine the conditions for flameout, power outage, and gas cutoff.

[0035] 204: If any one of the conditions 1, 2, or 3 is not met, the switch is judged to be malfunctioning or an unreasonable instruction.

[0036] 205: The chassis electronic controller 200 controls the IG relay 500 to cut off the IG power to the engine 800. This causes the engine to lose its ignition signal and immediately shut down.

[0037] 206: IG power cut off, engine shuts off.

[0038] 207: Engine 800 delayed power cut-off control gas shut-off valve 900 disconnects. Ensure the engine is completely shut off before stopping gas supply to avoid unburned gas residue.

[0039] 208: The chassis electronic controller 200 controls the electromagnetic main power switch 600 to disconnect. This cuts off the power supply to the entire vehicle (except for necessary backup circuits), completely stopping the operation of all electrical equipment.

[0040] like Figure 3 As shown, the control process of the chassis electronic controller 200 controlling the vehicle to cut off power, shut down the engine, and cut off fuel is as follows: 301: Chassis emergency cut-off switch 210 is pressed.

[0041] 302: The chassis electronic controller 200 determines whether the following conditions are met simultaneously: Condition 1: Vehicle speed is less than a certain value; Condition 2: The engine speed is within the idle range; Condition 3: The throttle opening is less than a certain value; The purpose is to determine the conditions for flameout, power outage, and gas cutoff.

[0042] 303: If any one of the conditions 1, 2, or 3 is not met, the switch is judged to be malfunctioning or an unreasonable instruction.

[0043] 304: The chassis electronic controller 200 controls the IG relay 500 to disconnect the IG power to the engine 800. This causes the engine to lose its ignition signal and immediately shut down.

[0044] 305: IG power cut off, engine shuts off.

[0045] 306: Engine 800 delayed power cut-off control gas shut-off valve 900 disconnects. Ensure the engine is completely shut off before stopping gas supply to avoid unburned gas residue.

[0046] 307: The chassis electronic controller 200 controls the electromagnetic main power switch 600 to disconnect. This cuts off the power supply to the entire vehicle (except for necessary backup circuits), completely stopping the operation of all electrical equipment.

[0047] The emergency shutdown / power cut-off control device for heavy-duty trucks in this application allows for one-button control of engine shutdown, vehicle power cut-off, and gas fuel shut-off in emergency situations encountered while transporting dangerous goods, whether in the cab or outside the vehicle.

[0048] This application does not use a high-cost ADR system. Instead, it utilizes the vehicle's existing controller and sensor resources to collect signals and switch input commands. Through a hardware interface, it enables the heavy truck to shut down, cut off power, and disconnect the fuel supply, resulting in a lower system cost.

[0049] By controlling the engine's IG electricity to shut down the engine, the generator is controlled to supply power to the entire vehicle, fundamentally solving the problem of uncontrollable self-excited generators. It is applicable to both externally excited and self-excited generators and has strong versatility and adaptability.

[0050] By utilizing the engine's constant connection to the battery and the ability to delay power cut-off via internal control after the IG power is lost, the gas fuel valve can be controlled, thereby increasing safety in emergency situations involving hazardous chemicals.

[0051] By implementing tiered control measures such as engine shutdown, gas cut-off, and power cut-off, the system ensures that vehicles can quickly stop operating in emergency situations, minimizing safety risks.

[0052] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. A control device for emergency engine shutdown and power cutoff in heavy-duty trucks, characterized in that, include: Body electronic controller, chassis electronic controller, IG relay and electromagnetic main power switch; The body electronic controller and the chassis electronic controller are connected to the gateway via the body CAN bus; The control input terminal of the IG relay is connected to the control output terminal of the chassis electronic controller. The control output terminal of the IG relay is located on the ignition circuit connected to the ignition power supply and the engine controller. The control output terminal of the engine controller is connected to the control input terminal of the gas shut-off valve. The chassis electronic controller is connected to the electromagnetic main power switch, and the control output terminal of the electromagnetic main power switch is connected to the generator and the battery.

2. The emergency power-off control device for heavy trucks according to claim 1, characterized in that, The engine includes: The generator and the engine controller; the control input terminal of the engine controller is connected to the IG power supply, so that the IG relay responds to the control signal output by the chassis electronic controller to turn the IG power supply of the engine controller on or off.

3. The emergency power-off control device for heavy trucks according to claim 2, characterized in that, The electromagnetic power switch has two control output terminals, and the control output terminal of the chassis electronic controller is connected to the control input terminal of the electromagnetic power switch to control the on / off state of the two control output terminals of the electromagnetic power switch.

4. The emergency power-off control device for heavy trucks according to claim 3, characterized in that, One of the control output terminals of the electromagnetic power main switch is located on the power supply circuit connecting the battery and the vehicle's electrical equipment, and the other control output terminal is located on the charging circuit connecting the generator and the battery.

5. The emergency power-off control device for heavy trucks according to claim 4, characterized in that, Also includes: Emergency shut-off switch in the cab and emergency shut-off switch on the chassis; The cab emergency shut-off switch is connected to the vehicle body electronic controller, and the chassis emergency shut-off switch is connected to the chassis electronic controller; Both the cab emergency shut-off switch and the chassis emergency shut-off switch are double-pole double-position switches.

6. The emergency power-off control device for heavy trucks according to claim 5, characterized in that, The engine controller is connected to the battery by constant power.

7. The emergency power-off control device for heavy trucks according to claim 6, characterized in that, Also includes: The instrument panel and vehicle speed sensor are connected via a hardwired connection, and the instrument panel is also connected to the gateway.

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