CN217640010U - Remote PTO (power take off) clutch device controlled by PLC (programmable logic controller) and used for fire truck - Google Patents
Remote PTO (power take off) clutch device controlled by PLC (programmable logic controller) and used for fire truck Download PDFInfo
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- CN217640010U CN217640010U CN202221584906.9U CN202221584906U CN217640010U CN 217640010 U CN217640010 U CN 217640010U CN 202221584906 U CN202221584906 U CN 202221584906U CN 217640010 U CN217640010 U CN 217640010U
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Abstract
The utility model relates to the technical field of fire fighting truck design, in particular to a PLC controlled fire fighting truck remote PTO clutch device, which comprises a chassis remote clutch controller, a clutch actuating mechanism, a chassis BCM controller, a PTO actuating mechanism, a PLC controller and a pump-connected switch; the pump connection switch is used for outputting a pump connection signal or a pump disconnection signal to the PLC; the PLC is used for outputting a clutch request signal to the remote chassis clutch controller according to the pump connection signal or the pump disconnection signal and receiving a clutch in-place signal fed back by the remote chassis clutch controller; the PLC is also used for outputting a PTO connection signal to the chassis BCM controller and receiving a PTO in-place signal fed back by the chassis BCM controller. Through the device directly with the seamless butt joint of former car separation and reunion control, realized at the automatic control driver's cabin clutch behind the fire engine car, really realized a key pump, not add the sensor for the fault rate is extremely low.
Description
Technical Field
The utility model relates to a fire engine design technical field, especially a fire engine remote PTO clutch of PLC control.
Background
Fire control relates to the safety and the stability of society, and present fire engine all needs several people to operate simultaneously in order to accomplish various actions. When a fireman controls the fire engine behind the fire engine, the clutch, the accelerator and the like must be controlled by someone in the cab, and the control by one person is difficult to realize.
In most of the fire fighting vehicles in China, the throttle is controlled behind the vehicle, and in practical application, the throttle is controlled behind the vehicle and the clutch is also controlled behind the vehicle.
As the closest prior art, the utility model patent of an intelligent combined pump system for rear control clutch of fire fighting truck (publication number CN 203685936U) discloses an intelligent combined pump system for rear control clutch of fire fighting truck, the system block diagram is shown in figure 1, and the number in the figure is 1-air storage tank; 2-switch; 3-a time delay device; 4-pneumatic power takeoff; 5-clutch; 6-single-acting cylinder; 7-second bronchus; 8-first bronchus; 9-main gas pipe; 10-clutch pedal. The system comprises a clutch and a pneumatic power takeoff, wherein the clutch is connected with a clutch pedal, the clutch pedal is connected with a single-action type cylinder, the air inlet end of the single-action type cylinder is connected with an air storage tank, the pneumatic power takeoff is connected between the air storage tank and the single-action type cylinder in parallel, a time delay unit is arranged between the pneumatic power takeoff and the air storage tank, and a switch is arranged at the outlet of the air storage tank. The single-acting cylinder controls the piston rod and drives the clutch to switch, so that the clutch is controlled at a place far away from a cab, and the delay unit and the switch are used for realizing combined control of the pneumatic power takeoff.
The system has the defects that the pneumatic power takeoff is adopted for control, the structure is complex, a plurality of matched components are needed, and the remote intelligent control cannot be realized.
SUMMERY OF THE UTILITY MODEL
The invention of the utility model aims to: aiming at the problems that the existing clutch control system behind the vehicle is complex in structure, multiple in matched components and cannot be remotely and intelligently controlled, the clutch is controlled by adopting the principle of a pneumatic power takeoff device to be improved into a PLC control mode, the remote PTO clutch device of the fire fighting vehicle controlled by the PLC is provided, the remote one-key pump operation can be realized, the control is simpler and more convenient, and the installation volume is small.
In order to realize the purpose, the utility model discloses a technical scheme be:
a fire engine remote PTO clutch device controlled by a PLC comprises a chassis remote clutch controller, a clutch execution mechanism, a chassis BCM controller and a PTO execution mechanism, wherein the chassis remote clutch controller is used for driving the clutch execution mechanism to perform the separation or combination action of a clutch; the chassis BCM controller is used for driving the PTO actuating mechanism to enable the PTO to be combined with or separated from the gearbox,
the device also comprises a PLC controller and a pump-connected switch;
the pump connection switch is used for outputting a pump connection signal or a pump disconnection signal to the PLC;
the PLC is used for outputting a clutch request signal to a remote chassis clutch controller according to the pump connection signal or the pump disconnection signal and receiving a clutch in-place signal fed back by the remote chassis clutch controller;
the PLC is also used for outputting a PTO connection signal to the chassis BCM controller and receiving a PTO in-place signal fed back by the chassis BCM controller.
As the preferred scheme, the model of the PLC controller is XD3-16PR-C;
one end of a pump connection switch is connected with an X0 port of the PLC, the other end of the pump connection switch is connected with a power supply anode, one end of a clutch in-place signal switch KM1 is connected with an X1 port of the PLC, the other end of the clutch in-place signal switch KM1 is connected with the power supply anode, one end of a power takeoff in-place signal KM2 is connected with an X2 port of the PLC, and the other end of the power takeoff in-place signal KM2 is connected with the power supply anode; one end of an output switch KM3 is connected with the negative pole of a power supply, the other end of the output switch KM3 is connected with the positive pole of the power supply, one end of the output switch KM3 is also connected with the signal output end of the chassis remote clutch controller, and the other end of the output switch KM3 is connected with a coil KM 1;
the power takeoff in-place sensor is connected with a power takeoff in-place signal switch KM2 in series, one end of a branch circuit after series connection is connected with the positive electrode of a power supply, and the other end of the branch circuit is connected with 0V;
the Y2 end of the PLC is connected with a switch of the remote chassis clutch controller, the COM1 end of the PLC is connected with a power supply end of the remote chassis clutch controller, the COM0 end of the PLC is connected with a power supply anode through a fuse F1, and the Y1 end of the PLC is used for outputting a PTO connection signal.
Preferably, the positive power supply is +24V, the negative power supply is-24V, and the negative power supply is set to 0V.
Preferably, the pump-connected switch is a self-locking membrane button switch.
Preferably, the pump switch is mounted on a control panel of the pump chamber.
Preferably, the PLC is installed in a tail control box in the pump chamber.
Preferably, the chassis remote clutch controller is arranged outside the tail control box in the pump chamber.
Preferably, the chassis BCM controller is mounted in a glove box at a passenger compartment location.
Preferably, the clutch actuator is mounted at the rear upper part of the gearbox.
Preferably, the PTO actuator is mounted behind the gearbox.
To sum up, owing to adopted above-mentioned technical scheme, the beneficial effects of the utility model are that:
the utility model discloses a long-range PTO clutch of fire engine of PLC control through alliing oneself with pump switch cooperation PLC controller, directly with the seamless butt joint of former car clutch control, has realized automatic control driver's cabin clutch behind the fire engine car, has really realized a key antithetical couplet pump, the one man operation fire engine for the fire engine operation is more simple and convenient, and various demand signals are got from former car BCM controller, do not add the sensor outward, make the fault rate extremely low.
Drawings
FIG. 1 is a system diagram of a fire fighting vehicle rear control clutch intelligent combined pump system in the background art;
fig. 2 is a system block diagram of a PLC-controlled fire fighting vehicle remote PTO clutch apparatus according to embodiment 1 of the present invention;
fig. 3 is a schematic view showing the installation of a PLC controlled remote PTO clutch of a fire fighting truck according to embodiment 1 of the present invention;
fig. 4 is a schematic circuit diagram of a PLC control unit in embodiment 1 of the present invention.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings.
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.
Example 1
As shown in fig. 2 and 3, the remote PTO clutch device of the fire fighting truck controlled by the PLC includes a PLC controller, a pump-connected switch, a chassis remote clutch controller, a chassis BCM controller, a clutch actuator and a PTO actuator; the PLC controller is installed in an electric control box of a pump room, a pump-associated switch is a self-locking switch and is installed on a control panel of the pump room, a chassis remote clutch controller is a chassis belt of an original vehicle and is installed on the back of the electric control box, a chassis BCM controller is a chassis belt of the original vehicle and is installed in a copilot glove box, a clutch executing mechanism is a chassis belt of the original vehicle and is installed above the rear part of a gearbox, and a PTO executing mechanism is a chassis belt of the original vehicle and is installed behind the gearbox; and the pump-connected switch is pressed down behind the vehicle, and the one-key pump-connected operation can be realized through the logic control of the PLC on the clutch and the PTO.
Description of the function:
a PLC controller: the programmable logic controller is provided with a power supply, an input end and an output end, and collects a switch signal and a chassis signal so as to carry out a series of logic output actions.
A pump connection switch: the self-locking membrane button switch is pressed to switch on 24V voltage.
Chassis remote clutch controller: the original vehicle is provided with a controller which can control an oil valve and an air valve of a chassis clutch of the original vehicle, thereby pushing a mechanical structure to perform the separation/combination action of the clutch.
A chassis BCM controller: a power takeoff in-place signal and a tandem pump request signal may be collected at the controller.
The clutch actuating mechanism: the cylinder mechanism pushes the clutch device to disengage/engage the clutch.
PTO actuating mechanism: and the power takeoff device can drive the water pump to work after being connected to the gearbox when the chassis is in neutral gear.
The control of the PTO clutch device is divided into a pump connection process and a pump disconnection process, and as shown in fig. 2, the pump connection principle is as follows:
when a pump-connected switch is pressed down, a switch indicator lamp is turned on, the system is delayed for 2s, the setting is to prevent misoperation caused by repeated opening and closing of the switch, after the delay is 2s, a PLC (programmable logic controller) outputs a clutch request signal to a remote chassis clutch controller, the remote chassis clutch controller controls an oil pneumatic valve to push a clutch actuating mechanism, the clutch actuating mechanism enables a clutch to be disconnected with a gearbox, and when the clutch is disconnected with the gearbox, the remote chassis clutch controller outputs a clutch in-place signal.
The PLC controller receives the clutch in-place signal and then continuously outputs a PTO connection signal to the chassis BCM controller, the chassis BCM controller controls the PTO executing mechanism, the PTO executing mechanism enables the PTO to be mechanically combined with the gearbox, when the PTO is connected with the gearbox in place, the chassis BCM controller outputs the PTO in-place signal to the PLC controller, the PLC controller disconnects the clutch request signal, and the PTO and the gearbox are mechanically combined and then work normally.
The pump-off principle is as follows:
when the united pump switch is pressed down again, the switch indicator lamp is turned off, the PLC controller outputs a clutch request signal to the chassis remote clutch controller, the chassis remote clutch controller controls the oil-pneumatic valve to push the clutch actuating mechanism, the clutch actuating mechanism enables the clutch to be disconnected with the gearbox, and when the clutch is disconnected with the gearbox, the chassis remote clutch controller outputs a clutch in-place signal.
The PLC controller stops outputting a PTO connection signal to the chassis BCM controller after receiving the clutch in-place signal, when the PTO connection signal is disconnected, the chassis BCM controller stops outputting the PTO in-place signal to the PLC controller, the PLC controller disconnects the clutch request signal, and the PTO stops working after being mechanically separated from the gearbox.
Based on the principle, fig. 4 discloses a schematic circuit diagram of a PLC control part, and as can be seen from the diagram, the PLC control circuit includes a PLC controller, a pump-linked switch SB1, a clutch in-place signal switch KM1, a power takeoff in-place signal switch KM2, a chassis remote clutch controller, a 5V output switch KM3, a 5V coil KM1 (i.e., the clutch in-place signal switch KM 1), and a power takeoff in-place sensor.
The model of the PLC controller is XD3-16PR-C, a 24V + port is externally connected with a +24V power supply, a 24V-port is connected with a 0V port, an FG port is grounded, one end of a pump connection switch SB1 is connected with an X0 port of the PLC, the other end of the pump connection switch SB1 is connected with a 24V port, one end of a clutch in-place signal switch KM1 is connected with an X1 port of the PLC controller, the other end of the clutch in-place signal switch KM1 is connected with a 24V port, one end of a power takeoff in-place signal KM2 is connected with an X2 port of the PLC, and the other end of the power takeoff in-place signal switch KM2 is connected with a 24V port. One end of the 5V output switch KM3 is connected with 24V-, and the other end is connected with 24V, and one end of the 5V output switch KM3 is also connected with the signal output end of the chassis remote clutch controller, and the other end is connected with the 5V coil KM 1. Furthermore, the power takeoff in-place sensor is connected with a power takeoff in-place signal switch KM2 in series, one end of a branch circuit after series connection is connected with 24V, and the other end of the branch circuit after series connection is connected with 0V. In addition, the Y2 end of the PLC controller is connected with a switch of the chassis remote clutch controller, the COM1 end of the PLC controller is connected with a power supply end of the chassis remote clutch controller, and the COM0 end of the PLC controller is connected with 24V through a fuse F1 of 5A.
The working process of the combined pump is as follows:
the combined pump switch SB1 is pressed, the combined pump switch SB1 is closed and self-locked, the closed state is kept, the X0 end of the PLC is at a high level, the time delay 2s is carried out after the X0 end is at the high level, the PLC outputs a clutch request signal to a switch of the chassis remote clutch controller through the Y2, the switch of the chassis remote clutch controller is closed, the chassis remote clutch controller controls the oil pneumatic valve to push the clutch executing mechanism, the clutch executing mechanism enables the clutch to be disconnected with the gearbox, and when the clutch is disconnected with the gearbox, the chassis remote clutch controller outputs a clutch in-place signal from the signal output end. After the signal output end outputs a clutch in-place signal, the 5V output switch KM3 is closed, a loop is formed from the signal output end and the 5V coil KM1 to the ground, current flows out, the 5V coil generates magnetic force by the current, so that the 5V coil KM1 is attracted, namely, the clutch in-place signal switch KM1 at the port of the PLC X1 is attracted, after the clutch in-place signal switch KM1 is attracted, the port of the PLC X1 is at a high level, and the PLC receives the high level, namely, the fact that the clutch is in place is indicated.
After the X1 port of the PLC is in a high level, a PTO connection signal (namely a CANH1 pump connection signal in a graph 4) is continuously output from the Y1 port to the chassis BCM controller, the chassis BCM controller controls a PTO execution mechanism, the PTO execution mechanism enables the PTO to be mechanically combined with the gearbox, when the PTO is connected with the gearbox in place, the chassis BCM controller enables a power takeoff in-place signal switch KM2 to be closed through a power takeoff in-place sensor, the X2 pin of the PLC controller is in a high level, and the high level of the X2 pin of the PLC controller indicates that the PTO in-place signal is output to the PLC controller, at the moment, the Y2 port of the PLC controller disconnects a clutch request signal, the switch of the chassis remote clutch controller is disconnected, and the PTO and the gearbox are mechanically combined to normally work.
The above description is only exemplary of the present invention and should not be taken as limiting the scope of the present invention, as any modifications, equivalents, improvements and the like made within the spirit and principles of the present invention are intended to be included within the scope of the present invention.
Claims (10)
1. A fire truck remote PTO clutch device controlled by a PLC (programmable logic controller) comprises a chassis remote clutch controller, a clutch execution mechanism, a chassis BCM (binary coded modulation) controller and a PTO execution mechanism, wherein the chassis remote clutch controller is used for driving the clutch execution mechanism to perform the disengaging or combining action of a clutch; the chassis BCM controller is used for driving the PTO actuating mechanism to enable the PTO to be combined with or separated from the gearbox,
it is characterized by also comprising a PLC controller and a pump-connected switch;
the pump connection switch is used for outputting a pump connection signal or a pump disconnection signal to the PLC;
the PLC is used for outputting a clutch request signal to a remote chassis clutch controller according to the pump connection signal or the pump disconnection signal and receiving a clutch in-place signal fed back by the remote chassis clutch controller;
the PLC is also used for outputting a PTO connection signal to the chassis BCM controller and receiving a PTO in-place signal fed back by the chassis BCM controller.
2. The PLC controlled remote PTO clutch apparatus of a fire truck of claim 1, wherein the PLC controller is model number XD3-16PR-C;
one end of the pump-connected switch is connected with an X0 port of the PLC, the other end of the pump-connected switch is connected with a power supply anode, one end of a clutch in-place signal switch KM1 is connected with an X1 port of the PLC, the other end of the clutch in-place signal switch KM1 is connected with a power supply anode, one end of a power takeoff in-place signal KM2 is connected with an X2 port of the PLC, and the other end of the power takeoff in-place signal switch KM2 is connected with a power supply anode; one end of an output switch KM3 is connected with the negative electrode of a power supply, the other end of the output switch KM3 is connected with the positive electrode of the power supply, one end of the output switch KM3 is also connected with the signal output end of the chassis remote clutch controller, and the other end of the output switch KM3 is connected with a coil KM 1;
the power takeoff in-place sensor is connected with a power takeoff in-place signal switch KM2 in series, one end of a branch circuit after series connection is connected with the positive electrode of a power supply, and the other end of the branch circuit is connected with 0V;
the Y2 end of the PLC is connected with a switch of the remote chassis clutch controller, the COM1 end of the PLC is connected with a power supply end of the remote chassis clutch controller, the COM0 end of the PLC is connected with a power supply anode through a fuse F1, and the Y1 end of the PLC is used for outputting a PTO connection signal.
3. The PLC controlled fire truck remote PTO clutch of claim 2, wherein the power source positive pole is +24V, the power source negative pole is-24V, and the power source negative pole is set to 0V.
4. The PLC-controlled remote PTO clutch for a fire truck of claim 2, wherein the gang pump switch is a self-locking membrane push button switch.
5. The PLC-controlled fire truck remote PTO clutch assembly of claim 4, wherein the gang pump switch is mounted on a control panel of the pump chamber.
6. The remote PTO clutch apparatus for a fire engine controlled by PLC of claim 2, wherein the PLC controller is installed in a rear console box in the pump room.
7. The PLC-controlled fire truck remote PTO clutch assembly as recited in claim 6, wherein the chassis remote clutch controller is mounted outside the rear control box in the pumping chamber.
8. The PLC controlled remote PTO clutch of the fire truck of claim 7, wherein the chassis BCM controller is mounted within a glove box at a copilot location.
9. The PLC-controlled remote PTO clutch for a fire truck of claim 8, wherein the clutch actuator is mounted above and behind the gearbox.
10. The PLC-controlled remote PTO clutch of the fire engine of claim 9, wherein the PTO actuator is mounted behind the transmission.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221584906.9U CN217640010U (en) | 2022-06-23 | 2022-06-23 | Remote PTO (power take off) clutch device controlled by PLC (programmable logic controller) and used for fire truck |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221584906.9U CN217640010U (en) | 2022-06-23 | 2022-06-23 | Remote PTO (power take off) clutch device controlled by PLC (programmable logic controller) and used for fire truck |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217640010U true CN217640010U (en) | 2022-10-21 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221584906.9U Active CN217640010U (en) | 2022-06-23 | 2022-06-23 | Remote PTO (power take off) clutch device controlled by PLC (programmable logic controller) and used for fire truck |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217640010U (en) |
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2022
- 2022-06-23 CN CN202221584906.9U patent/CN217640010U/en active Active
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