CN112984095A

CN112984095A - Non-road automatic mechanical gear box controller, gear box and non-road locomotive

Info

Publication number: CN112984095A
Application number: CN202110172698.5A
Authority: CN
Inventors: 何松; 王进; 吴涛; 于梅祥; 孙晓彬
Original assignee: Weichai Lovol Heavy Industry Co Ltd
Current assignee: Weichai Lovol Intelligent Agricultural Technology Co Ltd
Priority date: 2021-02-08
Filing date: 2021-02-08
Publication date: 2021-06-18
Anticipated expiration: 2041-02-08
Also published as: CN112984095B

Abstract

The invention relates to a non-road automatic mechanical gearbox controller, a non-road automatic mechanical gearbox and a non-road locomotive, wherein the controller comprises: the device comprises a processor, and a power module, a switching signal acquisition module, an analog signal acquisition module, a frequency acquisition module, a switching type low-side driving module, a PWM type high-side driving module, a PWM type low-side driving module, an H-bridge driving module and a communication module which are connected with the processor; in the automatic mechanical transmission controller provided by the embodiment of the invention, one path of hardware AD channel can be used as a switch channel and can also be used as an AD channel, so that the compatibility of the controller is improved; the driving circuit comprises various types of driving circuits, different driving requirements can be met, and the PWM type high-side driving module, the PWM type low-side driving module and the H-bridge driving module are high in driving capability and stable in driving signals.

Description

Non-road automatic mechanical gear box controller, gear box and non-road locomotive

Technical Field

The invention relates to the technical field of gearbox controllers, in particular to a non-road automatic mechanical gearbox controller, a gearbox and a non-road locomotive.

Background

Manually operated transmissions and clutches have two unresolved problems over their long history of development. First, in manual operation, the driver is required to consider the proper shift time, otherwise long periods of poor operation can affect the useful life of the transmission and clutches. Second, the clutch itself requires some delay, especially when the off-road locomotive equipped with the mechanical transmission is being started, i.e., from a stationary state to a starting state. This requires the skill and concentration of the driver to be examined, which significantly increases the difficulty of operation. In other words, the use of manually operated transmissions and clutches is not suitable for most people.

Against this background, off-road mechanical transmission automatic controllers were created that could effectively address these issues. For example, when a non-road locomotive equipped with an automatic mechanical gearbox is started and shifted, the non-road locomotive can replace a driver to operate a clutch and a shift lever, so that the fatigue of the driver can be effectively reduced, particularly in the period of traffic jam; because the driver does not need to shift gears by himself, the attention of the driver can be guaranteed not to be affected by gear shifting, and the driver can always put both hands on the steering wheel, so that the safety driving is facilitated; because of automatic operation, the automatic transmission can run more stably under the condition of general driving, because the gear shifting time is obtained by real-time calculation, the automatic transmission can be executed accurately theoretically, and the service lives of the transmission and the clutch can be effectively prolonged.

Compared with the traditional mechanical gearbox, the automatic mechanical gearbox has the natural advantages of simplicity in operation, long service life of the clutch and the like. Therefore, with the rapid development of automotive electronic controls, more and more automatic mechanical transmissions are being used in off-road vehicles equipped with mechanical transmissions. The controller is particularly important as a core component. However, most automatic mechanical transmission controllers in the current market have the problems of poor compatibility and the like.

Disclosure of Invention

The invention aims to solve the technical problems in the prior art and provides a non-road automatic mechanical gearbox controller, a gearbox and a non-road locomotive.

To solve the above technical problem, an embodiment of the present invention provides a non-road automatic mechanical transmission controller, including: the device comprises a processor, and a power module, a switching signal acquisition module, an analog signal acquisition module, a frequency acquisition module, a switching type low-side driving module, a PWM type high-side driving module, a PWM type low-side driving module, an H-bridge driving module and a communication module which are connected with the processor;

the signal output end of the switch signal acquisition module and the signal output end of the analog signal acquisition module are both connected to an AD acquisition module in the processor, and the processor performs high-low level calibration on the received switch signal or analog signal and outputs the switch signal or analog signal through a switch software interface; or the AD acquisition module outputs the received switching signal or analog signal through an AD software interface.

The invention has the beneficial effects that: all the switch channels and the AD channels are connected to an AD acquisition module in the processor; through the classified design of the software interfaces, one path of hardware AD channel (namely one switch or AD input connector PIN channel) can be used as a switch channel and an AD channel at the same time, so that the compatibility of the controller is improved; the driving circuit comprises various types of driving circuits, different driving requirements can be met, and the PWM type high-side driving module, the PWM type low-side driving module and the H-bridge driving module are high in driving capability and stable in driving signals.

On the basis of the technical scheme, the invention can be further improved as follows:

further, the power module comprises a storage battery module, a DCtoDC power module, an internal LDO5V power module, an internal LDO reference power module and a storage battery voltage driving power module; the storage battery module is respectively connected with the DCtoDC power supply module and the storage battery voltage driving power supply module; the DCtoDC power supply module is respectively connected with the internal LDO5V power supply module and the internal LDO reference power supply module.

The beneficial effect of adopting the further scheme is that: the DCtoDC power supply module has the characteristic of wide input voltage range, so that 12V and 24V voltage systems can be compatible, the DCtoDC power supply module has the characteristic of constant output voltage, the output voltage supplies power to the internal LDO power supply module, and the internal LDO voltage can be kept stable under the condition that the input voltage changes (within the power supply range of the 12V or 24V system); aiming at the characteristic that different power supply systems adopt different driving load voltage levels, the controller also provides a storage battery voltage driving power supply to supply power to the high-side driving module and the H-bridge driving module, so that the load voltage is compatible with 12V and 24V systems, and the compatibility of the controller is improved.

Further, the switch signal acquisition module comprises a signal input end and a signal output end, and a first capacitor C1 is connected between the signal input end and a ground end; a first resistance position is reserved between the signal input end and a power supply end, and a second resistance position is reserved between the signal input end and a grounding end; a third resistor R3 is connected between the signal input end and the signal output end, a second capacitor C2 is connected between the signal output end and a ground end, and the signal output end is connected with the processor;

and the switching signal acquisition module is used for welding a second resistor R2 at the second resistor position when the requirement is high-effective identification, and welding a first resistor R1 at the first resistor position when the requirement is low-effective identification.

The beneficial effect of adopting the further scheme is that: all channels are compatible with high-effective identification and low-effective identification, and different requirements can be met.

Further, the analog signal acquisition module comprises a signal input end and a signal output end, and a first capacitor C1 is connected between the signal input end and a ground end; a first resistance position is reserved between the signal input end and a power supply end, and a second resistance position is reserved between the signal input end and a grounding end; a third resistor R3 is connected between the signal input end and the signal output end, a second capacitor C2 is connected between the signal output end and a ground end, and the signal output end is connected with the processor;

the analog signal acquisition module is used for welding a second resistor R2 at the second resistor position when the requirement is a voltage type signal, and welding a first resistor R1 at the first resistor position when the requirement is a resistor type signal.

The beneficial effect of adopting the further scheme is that: the voltage range of the sampling is 0-5V, the voltage type acquisition signals and the resistance type acquisition signals are compatible, 12-bit ADC is adopted, the sampling precision is high, and the error is small.

Further, the frequency acquisition module comprises a signal input end, a fourth resistance position is reserved between the signal input end and a power supply end, and a fifth resistance position is reserved between the signal input end and a grounding end; when the demand is a magnetoelectric signal, a fifth resistor R5 is welded at the position of the fifth resistor, and when the demand is a Hall signal, a fourth resistor R4 is welded at the position of the fourth resistor; the signal input end is connected with one end of a sixth resistor R6, the other end of the sixth resistor R6 is grounded through a third capacitor C3 and a diode D1 which are connected in parallel, and the positive end of the diode D1 is grounded; the other end of the sixth resistor is connected with one end of a seventh resistor R7, the other end of the seventh resistor R7 is connected with the positive input end of an operational amplifier, the negative input end of the operational amplifier is connected with a Verf network, the output end of the operational amplifier is connected with the positive input end of the operational amplifier through an eighth resistor R8, the output end of the operational amplifier is connected with the processor, and is connected with a power supply end through a ninth resistor R9.

The beneficial effect of adopting the further scheme is that: different identification voltages can be realized by using a hysteresis comparator design and adjusting the Vref network voltage through a divider resistor, the hardware identification voltage is adjustable, the acquisition range is wide, and the accuracy is high; through the selection and sticking of the pull-up resistor and the pull-down resistor, the identification of two types of signals, namely magnetoelectricity and Hall type signals, can be realized on hardware.

Further, the communication module comprises a CAN transceiver circuit, and the CAN transceiver circuit comprises reserved positions of two CAN transceiver chips and is used for selecting and pasting a non-isolated CAN transceiver chip or an isolated CAN transceiver chip according to requirements; two connection points for sending and receiving exist between the processor and the communication module, and the two connection points are connected with two reserved positions; the two reserved locations are connected to the low network output CANL and the high network output CANH of the transceiver, respectively.

The beneficial effect of adopting the further scheme is that: the communication module mainly refers to CAN communication, adopts two schemes of isolation and non-isolation compatibility, and has adjustable baud rate software.

Further, the communication module further comprises a protection circuit, wherein the protection circuit comprises a common mode choke coil and a transient voltage stabilizing diode; the low network output terminal CANL and the high network output terminal CANH of the CAN transceiver circuit are connected to two input terminals of the common mode choke, the low network output terminal CANL _ OUT of the common mode choke is connected to a negative electrode of the first transient voltage regulator diode TVS1, a positive electrode of the first transient voltage regulator diode TVS1 is connected to a positive electrode of the second transient voltage regulator diode TVS2, a negative electrode of the second transient voltage regulator diode TVS2 is connected to a negative electrode of the third transient voltage regulator diode TVS3, a positive electrode of the third transient voltage regulator diode is connected to a positive electrode of the fourth transient voltage regulator diode TVS4, a negative electrode of the fourth transient voltage regulator diode TVS4 is connected to a high network output terminal CANH _ OUT of the common mode choke, and a negative electrode of the second transient voltage regulator diode TVS2 and a negative electrode of the third transient voltage regulator diode TVS3 are grounded.

The beneficial effect of adopting the further scheme is that: the protection circuit CAN realize the short-circuit protection of the CAN receiving and transmitting circuit to the ground and the power supply.

Further, the communication module further includes a termination resistance compatible circuit, which includes a tenth resistor R10, one end of the tenth resistor R10 is connected to the low network output terminal CANL _ OUT of the common mode choke, and the other end CANR of the tenth resistor R10 is connected to or disconnected from the high network output terminal CANH _ OUT of the common mode choke as required.

The beneficial effect of adopting the further scheme is that: when the CANR is connected with the CANH _ OUT network on a wiring harness, a terminal resistor inside the controller is selected; when the CANR is not connected with the CANH _ OUT network on a wire harness, a terminal resistor outside the controller is selected; the design method is convenient for a customer to match the resistance value of the terminal resistor of the CAN bus under the condition that the state of the controller is not changed.

Further, H bridge drive module and PWM type high side drive module realize circuit protection through driving the chip in advance, driving the chip in advance and connecting each drive MOSFET ' S G/D/S utmost point, when there is the trouble in the drive channel, driving the chip in advance and sending the diagnosis message to the treater through SPI ' S four-wire interface, when the treater confirms according to the diagnosis message that MOSFET ' S DS voltage is greater than preset voltage value and this condition lasts preset time, the treater sets up corresponding fault sign, whether disposes according to the OBD message, sends the fault message to instrument ECU through the CAN bus.

The beneficial effect of adopting the further scheme is that: by setting corresponding protection or diagnosis schemes, corresponding faults caused by accidents can be dealt with, and stable and safe operation of the module is guaranteed.

In order to solve the technical problem, an embodiment of the present invention provides a non-road automatic mechanical transmission, including the non-road automatic mechanical transmission controller according to the above technical solution.

In order to solve the technical problem, an embodiment of the invention further provides a non-road locomotive, which comprises the non-road automatic mechanical gearbox in the technical scheme.

Additional aspects of the invention and its advantages will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

FIG. 1 is a block diagram of a non-road automatic mechanical transmission controller provided in an embodiment of the present invention;

FIG. 2 is a block diagram of an internal processing switch/AD signal of a processor according to an embodiment of the present invention;

FIG. 3 is a circuit diagram of a power module according to an embodiment of the present invention;

fig. 4 is a circuit structure diagram of a switching signal acquisition module and an analog signal acquisition module according to an embodiment of the present invention;

fig. 5 is a circuit structure diagram of a frequency acquisition module according to an embodiment of the present invention;

fig. 6 is a circuit structure diagram of a communication module according to an embodiment of the present invention;

fig. 7 is a circuit diagram of a protection circuit in a communication module according to an embodiment of the present invention;

fig. 8 is a diagram illustrating a connection relationship between a pre-driver chip and a processor according to an embodiment of the present invention.

1. External power supply, 2, logic or, 3, power module, 4, MCU, 5, ignition switch signal, 6, awakening signal, 7, switch signal acquisition module, 8, analog signal acquisition module, 9, frequency acquisition module, 10, CAN communication module, 11, switch type low-side driving module, 12, PWM type high-side driving module, 13, PWM type low-side driving module, 14, H bridge driving module, 15, 5V sensor output.

Detailed Description

The principles and features of this invention are described below in conjunction with the following drawings, which are set forth by way of illustration only and are not intended to limit the scope of the invention.

FIG. 1 is a block diagram of a non-road automatic mechanical transmission controller according to an embodiment of the present invention. Fig. 2 is a block diagram of the switch/AD signal processing inside the processor according to the embodiment of the present invention. As shown in fig. 1, the controller includes: the device comprises a processor, and a power module, a switching signal acquisition module, an analog signal acquisition module, a frequency acquisition module, a switching type low-side driving module, a PWM type high-side driving module, a PWM type low-side driving module, an H-bridge driving module and a communication module which are connected with the processor.

As shown in fig. 2, the signal output end of the switching signal acquisition module and the signal output end of the analog signal acquisition module are both connected to the AD acquisition module inside the processor, and the processor performs high-low level calibration on the received switching signal or analog signal and outputs the signal through a switching software interface; or the AD acquisition module outputs the received switching signal or analog signal through an AD software interface.

The basic working conditions of the automatic mechanical gearbox controller provided by the embodiment of the invention are as follows: when the external power supply 1 is switched on, the ignition switch signal 5 or the wake-up signal 6 is turned on, and the controller can complete power-on after the power module processing 3. After the power-on, firstly, external signals are acquired through the switch signal acquisition module 7, the analog signal acquisition module 8 and the frequency acquisition module 9, then various sensor signals describing the current vehicle driving state are processed through the processor MCU4, and finally, control instructions are sent to the switch type low-side driving module 11, the PWM type high-side driving module 12, the PWM type low-side driving module 13 and the H-axle driving module 14 according to an internally set control program, so that the whole gearbox is controlled to operate orderly. The CAN communication module 10 plays a role of mutually transmitting information therein, and the 5V sensor output 15 is generated by the power module 3 through the power chip output.

The pressure sensor signal, the temperature sensor signal, the accelerator pedal sensor signal and the like belong to analog signals; the signals of the rotating speed sensor and the like are pulse signals; the mode selection switch signal, the manual up-down shift switch signal, the automatic switch signal and the like belong to the switch signals; the gear selecting motor, the gear shifting motor, the clutch motor, the relay for controlling the working state of part of the sensors and the like belong to the actuators.

In the above embodiment, all the switch channels and the AD channels are connected to the AD acquisition module of the internal MCU; through the classified design of the software interfaces, one path of hardware AD channel (namely one switch or AD input connector PIN channel) can be used as a switch channel and an AD channel at the same time, so that the compatibility of the controller is improved; the PWM type drive comprises a PWM type high-side drive and a PWM type low-side drive, has strong driving capability and stable driving signals, and supports destructive fault protection functions such as overcurrent protection, overvoltage protection, short-circuit protection and the like; the switch type drive is mainly a switch type low-side drive, has strong driving capability and stable driving signals, and supports destructive fault protection functions such as overcurrent protection, overvoltage protection, short-circuit protection and the like; the H-bridge driving module is strong in driving capability, can stably drive different motors such as gear selection, gear shifting and clutch, and supports destructive fault protection functions such as overcurrent protection, overvoltage protection and short-circuit protection.

Optionally, as shown in fig. 3, the power modules include a battery module, a DCtoDC power module, an internal LDO5V power module, an internal LDO reference power module, and a battery voltage drive power module; the storage battery module is respectively connected with the DCtoDC power supply module and the storage battery voltage driving power supply module; the DCtoDC power supply module is respectively connected with the internal LDO5V power supply module and the internal LDO reference power supply module.

The DCtoDC power supply module has the characteristic of wide input voltage range, so that 12V and 24V voltage systems can be compatible, the DCtoDC power supply module has the characteristic of constant output voltage, the output voltage supplies power to the internal LDO power supply module, and the internal LDO voltage can be kept stable and support the power supply range of 9-32V under the condition that the input voltage changes (within the power supply range of 12V or 24V systems); aiming at the characteristic that different power supply systems adopt different driving load voltage levels, the controller also provides a storage battery voltage driving power supply to supply power to a high-side driving module and an H-bridge driving module, so that the load voltage is compatible with 12V and 24V systems, 5V sensor power supply output is supported, and a power supply module adopts a vehicle gauge chip with a current limiting function to ensure the protection of an internal power supply and support an overcurrent protection function; the power module greatly improves the compatibility of the controller.

Optionally, as shown in fig. 4, the switching signal acquisition module and the analog signal acquisition module have the same circuit structure, and both include a signal input end and a signal output end, and a first capacitor C1 is connected between the signal input end and a ground end; a first resistance position is reserved between the signal input end and a power supply end, and a second resistance position is reserved between the signal input end and a grounding end; and a third resistor R3 is connected between the signal input end and the signal output end, a second capacitor C2 is connected between the signal output end and a grounding end, and the signal output end is connected with the processor.

Above-mentioned switching signal acquisition module, pull-up resistance or pull-down resistance welding as required, all the compatible high effective discernment of passageway and low effective discernment can satisfy different demands.

The analog signal acquisition module has the advantages that the sampling voltage range is 0-5V, the voltage type acquisition signals and the resistance type acquisition signals are compatible, a 12-bit ADC is realized, the sampling precision is high, and the error is small.

Optionally, as shown in fig. 5, the frequency acquisition module includes a signal input end, a fourth resistance position is reserved between the signal input end and a power source end, and a fifth resistance position is reserved between the signal input end and a ground end; when the demand is a magnetoelectric signal, a fifth resistor R5 is welded at the position of the fifth resistor, and when the demand is a Hall signal, a fourth resistor R4 is welded at the position of the fourth resistor; the signal input end is connected with one end of a sixth resistor R6, the other end of the sixth resistor R6 is grounded through a third capacitor C3 and a diode D1 which are connected in parallel, and the positive end of the diode D1 is grounded; the other end of the sixth resistor is connected with one end of a seventh resistor R7, the other end of the seventh resistor R7 is connected with the positive input end of an operational amplifier, the negative input end of the operational amplifier is connected with a Verf network, the output end of the operational amplifier is connected with the positive input end of the operational amplifier through an eighth resistor R8, the output end of the operational amplifier is connected with the processor, and is connected with a power supply end through a ninth resistor R9.

The frequency acquisition module is designed by using a hysteresis comparator, and different identification voltages can be realized by adjusting the Vref network voltage through a divider resistor, so that the hardware identification voltage is adjustable, the acquisition range is wide, and the accuracy is high; through the selection and sticking of the pull-up resistor and the pull-down resistor, the identification of two types of signals, namely magnetoelectricity and Hall type signals, can be realized on hardware.

Optionally, as shown in fig. 5, the communication module includes a CAN transceiver circuit, and the CAN transceiver circuit includes reserved positions of two CAN transceiver chips, and is configured to select and paste a non-isolated CAN transceiver chip or an isolated CAN transceiver chip according to a requirement; two connection points for sending and receiving exist between the processor and the communication module, and the two connection points are connected with two reserved positions; the two reserved locations are connected to the low network output CANL and the high network output CANH of the transceiver, respectively.

CAN module transceivers on the market are divided into an isolated transceiver and a non-isolated transceiver. The isolated transceiver has the characteristics of good anti-interference performance and strong protection capability, but has the defect of higher cost, and is generally applied to a part CAN bus with a high-voltage module.

In the communication module, CANL and CANH are two networks of CAN low and CAN high output by the transceiver. There are two connection points for transmitting and receiving between the MCU and the transceiver. The PCB reserves the positions of two chips in the design process. The controller CAN be used for selecting and pasting an isolated CAN transceiver and a non-isolated CAN transceiver by hardware. Therefore, the requirement of customer isolation or non-isolation can be realized under the condition that the PCB is not required to be redesigned and only the BOM table is required to be changed.

Optionally, as shown in fig. 7, the communication module further includes a protection circuit, where the protection circuit includes a common mode choke and a transient zener diode; the low network output terminal CANL and the high network output terminal CANH of the CAN transceiver circuit are connected to two input terminals of the common mode choke, the low network output terminal CANL _ OUT of the common mode choke is connected to a negative electrode of the first transient voltage regulator diode TVS1, a positive electrode of the first transient voltage regulator diode TVS1 is connected to a positive electrode of the second transient voltage regulator diode TVS2, a negative electrode of the second transient voltage regulator diode TVS2 is connected to a negative electrode of the third transient voltage regulator diode TVS3, a positive electrode of the third transient voltage regulator diode is connected to a positive electrode of the fourth transient voltage regulator diode TVS4, a negative electrode of the fourth transient voltage regulator diode TVS4 is connected to a high network output terminal CANH _ OUT of the common mode choke, and a negative electrode of the second transient voltage regulator diode TVS2 and a negative electrode of the third transient voltage regulator diode TVS3 are grounded. The protection circuit realizes the protection of the CAN receiving and transmitting circuit through the common mode choke coil and the TVS tube, and CAN realize the short-circuit protection of the CAN receiving and transmitting circuit to the ground and the power supply.

Optionally, as shown in fig. 7, the communication module further includes a termination resistance compatible circuit, which includes a tenth resistor R10, one end of the tenth resistor R10 is connected to the low network output terminal CANL _ OUT of the common mode choke, and the other end CANR of the tenth resistor R10 is connected to or disconnected from the high network output terminal CANH _ OUT of the common mode choke according to requirements. The three networks of CANR, CANL _ OUT and CANH _ OUT are connector networks and are connected with an external bus. A 120 Ω termination resistor may be designed between the CANR and CANL _ OUT networks.

In the resistance compatible circuit, when the CANR is connected with the CANH _ OUT network on a wire harness, a terminal resistor inside the controller is selected; when the CANR is not connected with the CANH _ OUT network on a wire harness, a terminal resistor outside the controller is selected; the design method is convenient for a customer to match the resistance value of the terminal resistor of the CAN bus under the condition that the state of the controller is not changed.

In the above embodiments, the power module, the switch-type driving module, the PWM-type driving module, the H-bridge driving module, the communication module, and the like are all designed with corresponding protection or diagnosis schemes.

The power module adopts a vehicle gauge chip with a current limiting function to ensure the protection of an internal power supply. The low-side switch type driver controls a driver chip TLE6240 to realize driving through an SPI communication instruction interface, the chip has open circuit and overcurrent protection, can be fed back and read through the SPI interface, and performs algorithm filtering and related diagnosis strategies aiming at feedback messages. The low-side PWM type drive is realized by controlling a drive chip TLE6240 through an MCU, the chip has open circuit and overcurrent protection, can be fed back and read through an SPI (serial peripheral interface), and is used for carrying out algorithm filtering and related diagnosis strategies aiming at feedback messages.

The protection of the H-bridge drive module and the PWM type high-side drive module is realized through a pre-drive chip. The pre-drive chip is connected with the G/D/S poles of the drive MOSFETs, rationality diagnosis is carried out aiming at various overcurrent and open circuit states, then 32Bit data messages of each channel are fed back to the MCU through the SPI, and the MCU carries out algorithm filtering and related diagnosis strategies aiming at the feedback messages.

The connection relationship between the pre-driver chip and the processor is shown in fig. 8. When a certain drive channel has faults (including open-circuit faults, short-circuit faults to the ground and short-circuit faults to a power supply), the pre-drive chip sends messages to the MCU through the four-wire interface of the SPI, the CH1-CH4 messages form hexadecimal diagnosis messages of the H bridge 1, and the CH5-CH8 messages form diagnosis messages of the H bridge 2. The range of the combined message value is 0-7777, the corresponding fault type is judged according to the value, and at the moment, the program enters a diagnosis counting filtering program. When the type of fault lasts more than 500ms, the corresponding fault mark is established in the internal tree, and the fault message is sent to the instrument ECU through the CAN bus according to whether the OBD message is configured or not after the corresponding fault mark is established.

At present, more automatic mechanical transmission controllers in the market have the problems of poor compatibility, low acquisition precision, poor safety and reliability, high cost and the like. Compared with the prior art, the automatic mechanical gearbox controller provided by the embodiment of the invention has the following advantages:

1. the compatibility is strong: the invention adopts the power supply range of 9-32V and can be compatible with a 12V or 24V power supply system; the switch acquisition channel compatible with high-effective identification and low-effective identification is adopted, so that the requirements of different types of switches can be met; the AD channel compatible with voltage type signals and resistance type signals is adopted, so that the requirements of different types of sensors can be met; the frequency acquisition channel with adjustable hardware identification voltage is adopted, and signals generated by most of rotating speed sensors can be accurately acquired.

2. The acquisition precision is high: the AD acquisition channel and the frequency acquisition channel both adopt 12-bit ADCs, have high acquisition precision, can acquire more accurate values under the conditions of low level and low rotating speed, and do not influence the acquisition range of the channels while ensuring the precision. By means of high-precision acquisition of the acquisition channel, the MCU can send instructions to each actuator at the optimal time, so that the whole system of the automatic mechanical gearbox can stably operate.

3. Safety and reliability are high: the power module, the switch type driving module, the PWM type driving module, the H-bridge driving module, the communication module and the like of the invention are all designed with corresponding protection or diagnosis schemes, can deal with corresponding faults caused by accidents, and ensure the stable and safe operation of each module. Of course, in special cases, it allows the driver to replace the automated control, and also to force the gear change when necessary, since no system is available to anticipate the specific road and traffic conditions in advance.

4. The cost is low: the materials used in the invention are automobile-grade materials commonly used in the market, so that the problems of supply and demand are solved and the cost is saved on the premise of ensuring the safety and reliability of the materials.

The embodiment of the invention also provides a non-road mechanical gearbox, which comprises the non-road automatic mechanical gearbox controller provided by the embodiment.

The embodiment of the invention also provides the off-road machine which comprises the off-road machine gearbox provided by the embodiment.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims

1. An off-road automatic mechanical transmission controller, comprising: the device comprises a processor, and a power module, a switching signal acquisition module, an analog signal acquisition module, a frequency acquisition module, a switching type low-side driving module, a PWM type high-side driving module, a PWM type low-side driving module, an H-bridge driving module and a communication module which are connected with the processor;

2. The off-road automated mechanical transmission controller of claim 1, wherein the power modules comprise a battery module, a DCtoDC power module, an internal LDO5V power module, an internal LDO reference power module, and a battery voltage drive power module; the storage battery module is respectively connected with the DCtoDC power supply module and the storage battery voltage driving power supply module; the DCtoDC power module is respectively connected with the internal LDO5V power module and the internal LDO reference power module.

3. The off-road automatic mechanical transmission controller according to claim 1, wherein the switch signal acquisition module and the analog signal acquisition module have the same circuit structure and each comprise a signal input end and a signal output end, and a first capacitor C1 is connected between the signal input end and a ground end; a first resistance position is reserved between the signal input end and a power supply end, and a second resistance position is reserved between the signal input end and a grounding end; a third resistor R3 is connected between the signal input end and the signal output end, a second capacitor C2 is connected between the signal output end and a ground end, and the signal output end is connected with the processor;

the switching signal acquisition module is used for welding a second resistor R2 at the second resistor position when the requirement is high-effective identification, and welding a first resistor R1 at the first resistor position when the requirement is low-effective identification;

4. The off-road automatic mechanical transmission controller according to claim 1, wherein the frequency acquisition module comprises a signal input end, a fourth resistance position is reserved between the signal input end and a power supply end, and a fifth resistance position is reserved between the signal input end and a ground end; when the demand is a magnetoelectric signal, a fifth resistor R5 is welded at the position of the fifth resistor, and when the demand is a Hall signal, a fourth resistor R4 is welded at the position of the fourth resistor; the signal input end is connected with one end of a sixth resistor R6, the other end of the sixth resistor R6 is grounded through a third capacitor C3 and a diode D1 which are connected in parallel, and the positive end of the diode D1 is grounded; the other end of the sixth resistor is connected with one end of a seventh resistor R7, the other end of the seventh resistor R7 is connected with the positive input end of an operational amplifier, the negative input end of the operational amplifier is connected with a Verf network, the output end of the operational amplifier is connected with the positive input end of the operational amplifier through an eighth resistor R8, the output end of the operational amplifier is connected with the processor, and is connected with a power supply end through a ninth resistor R9.

5. The off-road automatic mechanical transmission controller according to any one of claims 1 to 4, wherein the communication module comprises a CAN transceiver circuit, the CAN transceiver circuit comprises reserved positions of two CAN transceiver chips for selecting and pasting a non-isolated CAN transceiver chip or an isolated CAN transceiver chip according to requirements; two connection points for sending and receiving exist between the processor and the communication module, and the two connection points are connected with two reserved positions; the two reserved locations are connected to the low network output CANL and the high network output CANH of the transceiver, respectively.

6. The off-road automatic mechanical transmission controller of claim 5, wherein the communication module further comprises a protection circuit comprising a common mode choke and a transient zener diode; the low network output terminal CANL and the high network output terminal CANH of the CAN transceiver circuit are connected to two input terminals of the common mode choke, the low network output terminal CANL _ OUT of the common mode choke is connected to a negative electrode of the first transient voltage regulator diode TVS1, a positive electrode of the first transient voltage regulator diode TVS1 is connected to a positive electrode of the second transient voltage regulator diode TVS2, a negative electrode of the second transient voltage regulator diode TVS2 is connected to a negative electrode of the third transient voltage regulator diode TVS3, a positive electrode of the third transient voltage regulator diode is connected to a positive electrode of the fourth transient voltage regulator diode TVS4, a negative electrode of the fourth transient voltage regulator diode TVS4 is connected to a high network output terminal CANH _ OUT of the common mode choke, and a negative electrode of the second transient voltage regulator diode TVS2 and a negative electrode of the third transient voltage regulator diode TVS3 are grounded.

7. The off-road automatic mechanical transmission controller of claim 6, wherein the communication module further comprises a termination resistance compatible circuit including a tenth resistor R10, one end of the tenth resistor R10 being connected to the low network output terminal CANL _ OUT of the common mode choke, the other end CANR 10 being connected or disconnected to the high network output terminal CANH _ OUT of the common mode choke as required.

8. The off-road automatic mechanical transmission controller according to any one of claims 1 to 4, wherein the H-bridge driving module and the PWM type high-side driving module realize circuit protection through a pre-driving chip, the pre-driving chip is connected with G/D/S poles of each driving MOSFET, when a driving channel has a fault, the pre-driving chip sends a diagnosis message to a processor through a four-wire interface of the SPI, when the processor confirms that the DS voltage of the MOSFETs is greater than a preset voltage value according to the diagnosis message and the situation lasts for a preset time, the processor establishes a corresponding fault mark, and sends a fault message to the instrument ECU through the CAN bus according to whether OBD message configuration exists or not.

9. An off-road automatic mechanical transmission, comprising an off-road automatic mechanical transmission controller according to any one of claims 1 to 8.

10. An off-road locomotive comprising the off-road automatic mechanical transmission of claim 9.