CN111824092A - Multi-master real-time hot standby redundant braking force distribution method and system - Google Patents
Multi-master real-time hot standby redundant braking force distribution method and system Download PDFInfo
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- CN111824092A CN111824092A CN201910301083.0A CN201910301083A CN111824092A CN 111824092 A CN111824092 A CN 111824092A CN 201910301083 A CN201910301083 A CN 201910301083A CN 111824092 A CN111824092 A CN 111824092A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
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Abstract
The invention provides a multi-master real-time hot standby redundancy braking force distribution method and a system, wherein the method comprises the steps that more than two central braking control units (ECUs) independently calculate the target braking force of each shaft in real time, a message containing the target braking force is transmitted through a network communication bus, and each shaft electric control valve determines a target control value or performs braking force mode switching based on the target braking force calculated by all the central braking control units (ECUs). The system comprises more than two central brake control units (ECU), a network communication bus, a shaft electric control valve and external brake demand input, and adopts the braking force distribution method provided by the invention. The braking force distribution method and the braking force distribution system can meet the real-time requirement of vehicle braking response, and meanwhile, the reliability of the system is improved by the framework of at least two central braking control units (ECU).
Description
Technical Field
The invention relates to a braking force distribution method and a braking force distribution system of a vehicle, in particular to a real-time hot standby redundancy distribution method and a real-time hot standby redundancy distribution system adopting a plurality of central brake control units (ECUs).
Background
Currently, brake systems in the field of road traffic, such as commercial vehicles, trailers, automobiles, passenger cars, buses, etc., have begun to be equipped with electronic brake force distribution control devices (EBD/EBS). A central brake control unit ECU is generally configured in the EBS system, and the central brake control unit ECU sends a brake request command to each axle/each wheel electric control valve through a CAN bus. When the main control ECU fails, the electronic braking force distribution function fails, the mode is automatically switched to a pure pneumatic control mode, and at the moment, the vehicle braking function is automatically degraded.
In the rail transit train braking system, each train of the train control system is provided with an Electronic Brake Control Unit (EBCU), the EBCUs of two cabs are respectively used as a master control ECU and a backup master ECU, and other trains are all slave EBCUs. In the frame control dynamic system, two EBCUs are arranged at the head end and the tail end of each unit grouping, namely a main control ECU and a backup main ECU. When the main control ECU is invalid or abnormal, the backup main ECU contends for the master right. Similar to a master-slave mode-based braking topology architecture, master-slave switching logic is complex, and braking cannot respond in time during master-slave switching transition, and the safety of train braking is seriously affected by frequent master-slave switching caused by certain abnormality.
Disclosure of Invention
Aiming at the problems, the technical scheme meets the corresponding requirements of real-time braking, improves the reliability of a control system, and avoids the risk of abnormal repeated switching or master-slave switching failure under the master-slave ECU framework.
The invention provides a multi-master real-time hot standby redundancy braking force distribution method, which comprises the following steps:
step 1, more than two central brake control units (ECUs) respectively receive the same external brake demand input, independently calculate the target brake force of each shaft in a plurality of shafts in real time based on the external brake demand input, and send the target brake force in the form of messages;
step 2, the network communication bus transmits the message to the electric control valves of the shafts;
and 3, the electric control valves of all the shafts receive the messages in real time, and select the target braking force in one message as a target control value according to a data processing strategy or switch the braking force mode.
In contrast to the master-slave ECU architecture, all the central brake control unit ECUs in the present invention can be understood as being the master ECU.
Preferably, in step 3, the data processing policy is to determine whether all the received messages are available, and when more than two messages are available, select the message with the largest target braking force, and use the target braking force as the target control value; when only one message is available, taking the target braking force as the target control value; and when all the messages are unavailable, the electric control valve is automatically switched from an electric control braking mode to a pneumatic control braking mode.
By judging the availability of the received message and selecting the maximum target braking force in the credible data as the target control value, the situation that the braking force of the train is insufficient due to the fact that a certain central control unit ECU calculates errors in any period can be prevented.
Preferably, the determining whether the message is usable includes determining whether the state and the communication state of the central brake control unit ECU corresponding to the message are normal.
Preferably, the determining whether the message is available further includes determining one or more of whether the message is continuously updated, whether the message is verified correctly, or whether a fault is reported inside the network communication bus.
Preferably, in step 1, the central brake control units ECU are provided in two, and the two central brake control units (ECUs) receive the external brake demand input simultaneously.
Preferably, in step 1, the number of the central brake control units ECU is more than two, and the central brake control unit ECU at the activation end receives an external brake demand input first; and the central brake control unit ECU at the activation end distributes the external brake requirement input to other central brake control unit ECUs through an external network bus.
Preferably, the shaft electric control valve discards an unavailable message in real time in each operation period, and reports the fault state of the unavailable central brake control unit ECU in real time.
The invention also provides a multi-master real-time hot standby redundancy braking force distribution system which comprises more than two central braking control units (ECU), a network communication bus, electric control valves of all shafts and an external braking demand input unit and is characterized in that the multi-master real-time hot standby redundancy braking force distribution method is adopted.
Preferably, the two or more central brake control units ECU respectively send the messages through different ports or frame IDs.
The data are sent through different ports or frame IDs, message collision among different central control unit ECUs can be prevented to the greatest extent, and command synchronism is guaranteed.
Preferably, the network communication bus may be any kind of industrial bus, such as a CAN bus, an ethernet, Lonworks, and the like. Based on the vehicle requirements, the type of the network communication bus is flexibly selected.
Preferably, the network communication bus adopts a single-network hot standby mode or a double-network hot standby mode; when the network communication bus adopts the single-network hot standby mode, the central brake control unit ECU transmits the message through one network communication bus; when the network communication buses adopt the dual-network hot standby mode, the central brake control unit ECU transmits the same messages through the two network communication buses respectively, so that when one network communication bus fails, the other network communication bus can still transmit the messages to the electric control valves of all the shafts.
The invention has the beneficial effects that:
1. compared with a master-slave ECU, in the aspect of system architecture, the hardware configuration cost of two or more central brake control unit ECUs is consistent with that of the master-slave ECU, but the software algorithm of the master-slave ECU is more complex, and the master-slave ECU architecture is simpler and has lower cost; meanwhile, the risk of abnormal repeated switching or master-slave switching failure of the master-slave ECU architecture can be avoided.
2. Compared with a master-slave ECU, in the aspect of functions, two or more central brake control units (ECUs) perform real-time operation simultaneously, a master-slave switching transition stage does not exist, when any one central brake control unit (ECU) fails at any moment, brake response cannot be influenced, and a response vacuum area in the master-slave transition stage does not exist.
3. Compared with a single EBS control system, the reliability of the multi-master real-time redundancy backup mode is doubled in the aspect of system architecture.
4. Compared with a single EBS control system, the two or more central brake control unit ECU architectures have less cross-car wiring and simpler wiring compared with the traditional single EBS system architecture in terms of hardware architecture.
Drawings
The foregoing summary, as well as the following detailed description of the invention, will be better understood when read in conjunction with the appended drawings. It is to be noted that the appended drawings are intended as examples of the claimed invention. In the drawings, like reference characters designate the same or similar elements.
FIG. 1 is a schematic diagram of one embodiment of a multi-master real-time hot standby redundant braking force distribution method and system provided by the present invention;
FIG. 2 is a schematic diagram of a data processing strategy provided by the present invention;
FIG. 3 is a schematic diagram of one embodiment of a multi-master real-time hot-standby redundant braking force distribution method and system provided by the present invention;
FIG. 4 is a schematic diagram of one embodiment of a multi-master real-time hot-standby redundant braking force distribution method and system provided by the present invention;
FIG. 5 is a schematic diagram of an embodiment of a multi-master real-time hot standby redundant braking force distribution method and system provided by the invention.
Detailed Description
The detailed features and advantages of the present invention are described in detail in the detailed description which follows, and will be sufficient for anyone skilled in the art to understand the technical content of the present invention and to implement the present invention, and the related objects and advantages of the present invention will be easily understood by those skilled in the art from the description, claims and drawings disclosed in the present specification.
In one embodiment, fig. 1 is a schematic diagram of an embodiment of a multi-master real-time hot-standby redundant brake force distribution method and system provided by the present invention. As shown in fig. 1, the multi-master real-time hot-standby redundant braking force distribution system of the embodiment includes two central brake control units ECU, a network communication bus, electric control valves of each shaft, and an external brake demand input unit.
The external brake demand input unit generates external brake demand inputs, in particular a pedal signal 401, a direction signal 402 and a driver activation 403, and supplies them to the central brake control unit ECU.
The two central brake control unit ECUs include a first central brake control unit ECU1301 and a second central brake control unit ECU 2302. The first and second central brake control unit ECUs 1301 and 2302 simultaneously receive the pedal signal 401, the direction signal 402 and the driver activation 403; and calculates the target brake force for each axle independently and in real time based on the pedal signal 401, the direction signal 402 and the driver activation 403 and sends out in the form of a message.
It can be understood that, when one central brake control unit ECU fails, since both central brake control unit ECUs calculate the target brake force of all the axles in real time, the available central brake control unit ECUs can respond in real time, and compared with the master-slave ECUs, the problems that the master-slave ECUs cannot respond in time during switching and the master-slave ECUs are frequently switched do not exist.
The network communication bus may be any kind of industrial bus, such as a CAN bus, an ethernet, a Lonworks, and the like.
The network communication bus CAN 1201 transmits messages formed by the first central brake control unit ECU1301 and the second central brake control unit ECU2302 respectively to the electric control valves 101-106 of the shafts.
It should be noted that, when the central brake control unit is set as two, the network communication bus refers to an intranet bus for transmitting messages from the ECU to the electronic control valve; when the number of the central brake control units is more than two, the network communication buses comprise an intranet bus for transmitting messages from the ECU to the electric control valve and an extranet bus for transmitting information between the ECUs; in this embodiment, the network communication bus is an intranet bus.
The intranet bus may adopt a single-network hot standby mode or a dual-network hot standby mode, and a single-network hot standby mode is adopted in this embodiment.
When the network communication bus CAN 1201 transmits messages, the first central brake control unit ECU1301 and the second central brake control unit ECU2302 respectively transmit the messages through different ports or frame IDs, so that collision between the messages is prevented.
And the electric control valves 101-106 of each shaft receive the messages in real time, and select the target braking force of one message as a target control value or switch the braking force mode according to the data processing strategy.
FIG. 2 illustrates a data processing strategy according to one embodiment of the present invention. As shown in fig. 2, the data processing policy includes:
s101: it is determined whether the message of the first central brake control unit ECU1301 is available.
This step may include determining whether the state of the first central brake control unit ECU1301 itself and the communication state are normal.
The step further comprises one or more of judging whether the message is continuously updated or not, whether the message is checked correctly or whether a fault is reported in the network communication bus or not; this decision is not shown in fig. 2 to ensure clarity of illustration.
S102: it is determined whether the message of the second central brake control unit ECU2302 is available.
This step may include determining whether the state of the second central brake control unit ECU2302 itself and the communication state are normal.
This step may further include determining whether the message is continuously updated, whether the message is verified correctly, or whether a fault is reported inside the network communication bus (not shown in the figure);
when the message of the first central brake control unit ECU1301 is available and the message of the second central brake control unit ECU2302 is not available, go to step S103; when the message of the first central brake control unit ECU1301 is available and the message of the second central brake control unit ECU2302 is available, go to S104; when the message of the first central brake control unit ECU1301 is not available and the message of the second central brake control unit ECU2302 is available, go to S105; when the message of the first central brake control unit ECU1301 is unavailable and the message of the second central brake control unit ECU2302 is unavailable, go to S106;
wherein:
s103: the target control value (axis x _ Req) of the electric control valve 101 to 106 for each axis is equal to the target braking force (Req _ Ecu1) of the first central brake control unit ECU 1301;
s104: the target control value (axis x _ Req) of the electrically controlled valves 101 to 106 for each axis is equal to the maximum value of the target braking force (Req _ Ecu1) of the first central brake control unit ECU1301 and the target braking force (Req _ Ecu2) of the second central brake control unit ECU 2302;
s105: the target control value (axis x _ Req) of the electrically controlled valves 101 to 106 for each axis is equal to the target braking force (Req _ Ecu2) of the second central brake control unit ECU 2302;
s106: the electric control valve is switched from an electric control dynamic mode to a pneumatic control braking mode.
It should be noted that the pneumatic control brake mode is to brake directly according to the air pressure change, and when the electric control brake fails, the electric control valve does not perform the electric control brake through an electric signal any more, but performs the pneumatic control brake according to the air pressure change generated by stepping on and releasing the pedal.
It should be noted that the determination of whether two central brake control unit ECUs are available may change the order.
According to the data processing strategy provided by the embodiment, when the messages are in three states of available, unavailable and partially available, three corresponding processing strategies are provided, so that the brake control problem under the fault of the brake control unit is solved, meanwhile, when the brake control unit normally works, the electric control valve can also adopt the optimal maximum target brake force as a target control value based on all the messages, and the problem of insufficient vehicle brake force caused by the calculation error of an ECU (electronic control unit) of a certain central brake control unit is avoided.
And the electric control valves of all the shafts discard unavailable messages in real time in each operation period and report the fault state of the unavailable central brake control unit ECU in real time.
In another embodiment, fig. 3 is a schematic diagram of an embodiment of a multi-master real-time hot-standby redundant brake force distribution method and system provided by the invention. This embodiment is similar to the embodiment of a multi-master real-time hot standby redundant brake force distribution method and system shown in FIG. 1. As shown in fig. 3, the multi-master real-time hot-standby redundant braking force distribution system of this embodiment includes two central brake control units ECU, a network communication bus, electric control valves of respective shafts, and an external brake demand input unit, and functions of the respective units are the same as those of the embodiment shown in fig. 1.
The external brake demand input unit generates external brake demand inputs 401-403 and provides them to two central brake control units ECU, a first central brake control unit ECU 301 and a second central brake control unit ECU 302.
The two central brake control units (ECUs) receive external brake demand input at the same time, independently calculate the target brake force of each shaft in real time and send the target brake force in the form of messages.
The network communication bus CAN 1201 transmits the message to the electric control valves 101-106 of each shaft.
It should be noted that the network communication bus in this embodiment is an intranet bus.
It should be noted that, in this embodiment, the network communication bus CAN 1201 adopts a dual-network hot standby mode different from that of the embodiment shown in fig. 1, and the two central brake control units ECU respectively transmit the same message through the two network communication buses.
It can be understood that when the intranet bus adopts the single-network hot standby mode, the whole intranet bus fails due to the fact that any node fails, and the message cannot be normally transmitted, and when one intranet bus fails, the other intranet bus can still transmit the message to the electric control valve by adopting the double-network hot standby mode.
The electric control valves 101-106 of each shaft receive the messages in real time, and select the target braking force of one message as a target control value or switch the braking force mode according to a data processing strategy, wherein the data processing strategy is the same as the data processing strategy shown in fig. 2.
In another embodiment, fig. 4 is a schematic diagram of an embodiment of a multi-master real-time hot-standby redundant brake force distribution method and system provided by the invention. As shown in fig. 4, the multi-master real-time hot-standby redundant braking force distribution system of the embodiment includes three central brake control units ECU, a network communication bus, electric control valves of respective shafts, and an external brake demand input unit.
The external brake demand input unit generates external brake demand inputs, in particular a pedal signal 401, a direction signal 402 and a driver activation 403, and provides them to the central control unit ECU.
The three central brake control unit ECUs include a first central brake control unit ECU1301, a second central brake control unit ECU2302, and a third central brake control unit ECU 3303, wherein the first central brake control unit ECU1301 is located at an activated end, and the second central brake control unit ECU2302 and the third central brake control unit ECU 3303 are located at an inactivated end. The first central brake control unit ECU1301 first receives the pedal signal 401, the direction signal 402 and the driver activation 403; the pedal signal 401, the direction signal 402 and the driver activation 403 are then distributed to the second central brake control unit ECU2302 and the third central brake control unit ECU 3303 via the extranet bus CAN 2202 in the network communication bus. The first central brake control unit ECU1301, the second central brake control unit ECU2302, and the third central brake control unit ECU 3303 calculate the target braking force of each axle independently in real time based on the pedal signal 401, the direction signal 402, and the driver activation 403, and send out in the form of messages.
An intranet bus CAN 1201 in the network communication bus transmits messages of the first central brake control unit ECU1301, the second central brake control unit ECU2302 and the third central brake control unit ECU 3303 to the electric control valves of each shaft.
And the electric control valves 101-106 of each shaft receive the messages in real time, and select the target braking force of one message as a target control value or switch the braking force mode according to the data processing strategy.
The intranet bus CAN 1201 in the network communication bus CAN adopt a single-network hot standby mode or a double-network hot standby mode, and a single-network hot standby mode is adopted in the embodiment.
And the electric control valves of all the shafts receive the messages in real time, and select a target braking force in one message as a target control value according to a data processing strategy or switch the braking force mode.
The data processing strategy is similar to that in the embodiment shown in fig. 2, and only three determined message numbers need to be added, which correspond to the first central brake control unit ECU1301, the second central brake control unit ECU2302, and the third central brake control unit ECU 3303, respectively. The data processing strategy comprises the following steps:
judging whether the received three messages are available, and when more than two messages are available, selecting the message with the maximum target braking force and taking the target braking force as the target control value; when only one message is available, the target braking force is used as a target control value; and when the three messages are unavailable, the electric control valve is automatically switched to the pneumatic control braking mode from the electric control braking mode.
It should be noted that, the present invention may also be provided with more than three central brake control unit ECUs, and the method of providing three central brake control unit ECUs described in this embodiment may be analogized.
In another embodiment, fig. 5 is a schematic diagram of an embodiment of a multi-master real-time hot-standby redundant brake force distribution method and system provided by the present invention. This embodiment is similar to the embodiment of a multi-master real-time hot standby redundant brake force distribution method and system shown in FIG. 4. As shown in fig. 5, the multi-master real-time hot-standby redundant braking force distribution system of this embodiment includes three central brake control units ECU, a network communication bus, electric control valves of respective shafts, and an external brake demand input unit, and functions of the respective units are the same as those of the embodiment shown in fig. 4.
The external brake demand input unit generates external brake demand inputs 401-403 and provides them to the central brake control unit ECU.
The first central brake control unit ECU 301 located at the activating end receives external brake demand input 401-403 firstly, and then is distributed to the second central brake control unit ECU 302 and the third central brake control unit ECU 303 located at the non-activating end through an external network bus CAN 2202 in a network communication bus, and the three central brake control units independently calculate target brake force of each shaft in real time based on the external brake demand input and send the target brake force in the form of messages.
An intranet bus CAN 1201 in the network communication bus transmits the message to the electric control valves 101-106 of each shaft.
In this embodiment, the intranet bus CAN 1201 in the network communication bus adopts a dual-network hot standby mode different from the embodiment shown in fig. 4.
The electric control valves 101-106 of each shaft receive the messages in real time, and select the target braking force of one message as a target control value or switch the braking force mode according to a data processing strategy, wherein the data processing strategy is the same as the data processing strategy shown in fig. 2.
The terms and expressions which have been employed herein are used as terms of description and not of limitation. The use of such terms and expressions is not intended to exclude any equivalents of the features shown and described (or portions thereof), and it is recognized that various modifications may be made within the scope of the claims. Other modifications, variations, and alternatives are also possible. Accordingly, the claims should be looked to in order to cover all such equivalents.
Also, it should be noted that although the present invention has been described with reference to the current specific embodiments, it should be understood by those skilled in the art that the above embodiments are merely illustrative of the present invention, and various equivalent changes or substitutions may be made without departing from the spirit of the present invention, and therefore, it is intended that all changes and modifications to the above embodiments be included within the scope of the claims of the present application.
Claims (11)
1. A multi-master real-time hot standby redundancy braking force distribution method is characterized by comprising the following steps:
(1) the method comprises the following steps that more than two central brake control units (ECUs) respectively receive the same external brake demand input, independently calculate the target brake force of each shaft in a plurality of shafts in real time based on the external brake demand input, and send out the target brake force in the form of messages;
(2) the network communication bus transmits the message to the electric control valves of the shafts;
(3) and the electric control valves of all the shafts receive the messages in real time, and select the target braking force in one message as a target control value according to a data processing strategy or switch the braking force mode.
2. The multi-master real-time hot standby redundancy braking force distribution method according to claim 1, wherein in step (3), the data processing policy is to determine whether all the received messages are available, and when more than two messages are available, select the message with the largest target braking force, and use the target braking force as the target control value; when only one message is available, taking the target braking force as the target control value; and when all the messages are unavailable, the electric control valve is automatically switched from the electric control braking mode to the pneumatic control braking mode.
3. The multi-master real-time hot standby redundancy braking force distribution method according to claim 2, wherein judging whether the message is usable comprises judging whether the own state and the communication state of the central brake control unit ECU corresponding to the message are normal.
4. The multi-master real-time hot standby redundancy braking force distribution method according to claim 3, wherein judging whether the message is available further comprises one or more of judging whether the message is continuously updated, whether the message is verified correctly, or whether a fault is reported inside a network communication bus.
5. The multi-master real-time hot-standby redundant braking force distribution method according to claim 1, wherein in step (1), the central brake control unit ECUs are provided in two, and the two central brake control unit ECUs simultaneously receive the external brake demand inputs.
6. The multi-master real-time hot-standby redundancy braking force distribution method according to claim 1, wherein in step (1), the central brake control unit ECU is set to be more than two, and the central brake control unit ECU at the activation end receives the external brake demand input first; and the central brake control unit ECU at the activation end distributes the external brake requirement input to other central brake control unit ECUs through an external network bus.
7. The multi-master real-time hot-standby redundancy braking force distribution method according to claim 2, wherein the shaft electric control valve discards the unavailable message in real time in each operation cycle and reports the fault state of the unavailable central brake control unit (ECU) in real time.
8. A multi-master real-time hot standby redundancy braking force distribution system comprises more than two central brake control units (ECUs), a network communication bus, electric control valves of all shafts and an external brake demand input unit, and is characterized in that the multi-master real-time hot standby redundancy braking force distribution method according to any one of claims 1 to 7 is adopted.
9. The multi-master real-time hot-standby redundant brake force distribution system according to claim 8, wherein the two or more central brake control unit ECUs send the messages through different ports or frame IDs, respectively.
10. The multi-master real-time hot-standby redundant brake force distribution system of claim 8, wherein the network communication bus can be any kind of industrial bus.
11. The multi-master real-time hot-standby redundancy braking force distribution system according to claim 8, wherein the network communication bus adopts a single-network hot-standby mode or a dual-network hot-standby mode; when the network communication bus adopts the single-network hot standby mode, the central brake control unit ECU transmits the message through one network communication bus; when the network communication buses adopt the dual-network hot standby mode, the central brake control unit ECU transmits the same messages through the two network communication buses respectively, so that when one network communication bus fails, the other network communication bus can still transmit the messages to the electric control valves of all the shafts.
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