CN112455414B - Bridge module, brake system, brake method and storage medium - Google Patents
Bridge module, brake system, brake method and storage medium Download PDFInfo
- Publication number
- CN112455414B CN112455414B CN202110102465.8A CN202110102465A CN112455414B CN 112455414 B CN112455414 B CN 112455414B CN 202110102465 A CN202110102465 A CN 202110102465A CN 112455414 B CN112455414 B CN 112455414B
- Authority
- CN
- China
- Prior art keywords
- pressure
- air
- unit
- brake
- air pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- 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
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Braking Systems And Boosters (AREA)
Abstract
The embodiment of the application discloses a bridge module, a brake system, a brake method and a storage medium, and relates to the field of vehicle control, in particular to the field of brake-by-wire of commercial vehicles. The bridge module includes: the air pressure detection device comprises a first conduction unit, a second conduction unit, an air pressure detection unit, an air flow amplification unit and a third conduction unit. The embodiment of the application provides a bridge module, a brake system, a brake method and a storage medium, and reduces the structural complexity and the manufacturing cost of a brake-by-wire system.
Description
Technical Field
The embodiment of the application relates to the field of vehicle control, in particular to the field of brake-by-wire of commercial vehicles. In particular, embodiments of the present application relate to a bridge module, a brake system, a brake method, and a storage medium.
Background
The pneumatic brake-by-wire system is a system in which the brake air pressure can be controlled by an electric signal. The air brake system is an execution system that realizes functions such as active braking and deceleration control.
In the existing pneumatic brake-by-wire system, pressure sensors are required to be respectively arranged on a brake pedal and each connected wheel so as to acquire actual braking force. The arrangement of a plurality of pressure sensors not only improves the structural complexity of the pneumatic brake-by-wire system, but also increases the manufacturing cost of the system.
How to reduce the structural complexity and manufacturing cost of the pneumatic brake-by-wire system has been one of the main research targets of the brake system.
Disclosure of Invention
Embodiments of the present application provide a bridge module, a brake system, a braking method, and a storage medium to reduce complexity and cost of the brake system.
In a first aspect, an embodiment of the present application provides a bridge module, including: the air pressure detection device comprises a first conduction unit, a second conduction unit, an air pressure detection unit, an airflow amplification unit and a third conduction unit;
the first conduction unit is used for adjusting the air pressure of input air according to the received first air pressure adjusting instruction and outputting the adjusted air;
the first input end of the second conduction unit is connected with the output end of the first conduction unit through an air path, and the second conduction unit is used for selecting a target input end from the first input end of the second conduction unit and other input ends of the second conduction unit according to the air pressure comparison result of the air input from the first input end of the second conduction unit and the air input from other input ends of the second conduction unit, and controlling the air path conduction between the output end of the second conduction unit and the target input end;
the input end of the air pressure detection unit is connected with the output end of the second conduction unit in an air path, and the air pressure detection unit is used for detecting the air pressure of the air output by the second conduction unit and sending a detected pressure value through the first output end of the air pressure detection unit in an electric signal mode;
the first input end of the air flow amplifying unit is in air circuit connection with the second output end of the air pressure detecting unit, and the air flow amplifying unit is used for amplifying the flow of the air output by the second output end of the air pressure detecting unit;
the first input end of the third conduction unit is connected with the output end of the airflow amplification unit through an air circuit, the second input end of the third conduction unit is used for receiving a second air pressure regulation instruction, and the third conduction unit is used for directly outputting the air amplified by the airflow amplification unit when the second air pressure regulation instruction is not received; and when the second air pressure adjusting instruction is received, carrying out air pressure adjustment on the air amplified by the air flow amplifying unit according to the second air pressure adjusting instruction, and outputting the adjusted air.
In a second aspect, embodiments of the present application further provide a braking system, including: a brake chamber, a brake pedal, an air reservoir, a controller and a bridge module as described in any of the embodiments of the present application;
the controller is electrically connected with the first conduction unit, the third conduction unit and the air pressure detection unit in the bridge module;
the brake air chamber is connected with a third conduction unit air passage in the bridge module;
the air storage tank is connected with an air passage of the airflow amplification unit in the bridge module;
and one end of the brake pedal is connected with the air storage tank through an air path, and the other end of the brake pedal is connected with the second conduction unit through an air path of the bridge module.
In a third aspect, an embodiment of the present application further provides a braking method, which is applied to the braking system according to the embodiment of the present application, and the method includes:
if an electric control trigger command is received, the controller determines a first air pressure adjusting command input into a first conduction unit in the bridge module according to a pressure value detected by an air pressure detection unit in the bridge module, and the first conduction unit adjusts the air pressure of output air according to the first air pressure adjusting command so as to enable an air path between the output end of the first conduction unit and the output end of a second conduction unit to be conducted; the gas output by the second conduction unit is processed by the air pressure detection unit and the airflow amplification unit and then output to the third conduction unit, the controller determines a second air pressure adjusting instruction according to the expected brake pressure of the wheel, the third conduction unit adjusts the air pressure of the output gas according to the second air pressure adjusting instruction, and the gas output by the third conduction unit acts on the wheel through the brake chamber.
In a fourth aspect, embodiments of the present application also provide a non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the method of any one of the embodiments of the present application.
According to the technical scheme of the embodiment of the application, an air pressure detection unit is arranged between the second conduction unit and the airflow amplification unit and is used for detecting the air pressure of the gas output by the second conduction unit; and then determining the gas pressure of the gas output by the third conduction unit based on the detected gas pressure. Because the third switches on the unit and generally outputs multichannel gas, compare installation atmospheric pressure detecting element on each gas circuit, this embodiment only needs to set up an atmospheric pressure detecting element and can realize the determination that the third switches on unit output each way gas pressure to the structural complexity and the manufacturing cost of bridge module have been reduced.
Drawings
The drawings are included to provide a better understanding of the present solution and are not intended to limit the present application. Wherein:
FIG. 1 is a schematic structural diagram of a bridge module provided in accordance with an embodiment of the present application;
FIG. 2 is a schematic structural diagram of a bridge module according to a second embodiment of the present application;
FIG. 3 is a schematic structural diagram of another bridge module provided in the second embodiment of the present application;
FIG. 4 is a schematic structural diagram of a braking system according to a third embodiment of the present application;
FIG. 5 is a flow chart of a braking method according to a fourth embodiment of the present disclosure;
FIG. 6 is a flow chart of another braking method provided in the fourth embodiment of the present application;
fig. 7 is a flowchart of a braking method according to a fifth embodiment of the present application.
Detailed Description
The following description of the exemplary embodiments of the present application, taken in conjunction with the accompanying drawings, includes various details of the embodiments of the application for the understanding of the same, which are to be considered exemplary only. Accordingly, those of ordinary skill in the art will recognize that various changes and modifications of the embodiments described herein can be made without departing from the scope and spirit of the present application. Also, descriptions of well-known functions and constructions are omitted in the following description for clarity and conciseness.
Example one
FIG. 1 is a schematic structural diagram of a bridge module in accordance with an embodiment of the present disclosure. The embodiment is suitable for adjusting the structure of the bridge module to reduce the structural complexity and the manufacturing cost of the brake system. Referring to fig. 1, a bridge module 100 according to an embodiment of the present application includes: the first conduction unit 110, the second conduction unit 120, the air pressure detection unit 130, the air flow amplification unit 140, and the third conduction unit 150;
wherein the solid lines represent gas path connections and the dashed lines represent circuit connections. The first conduction unit 110 is configured to adjust the pressure of the input gas according to the received first pressure adjustment instruction, and output the adjusted gas;
the first input end of the second conduction unit 120 is connected to the output end of the first conduction unit 110 through an air path, and the second conduction unit 120 is configured to select a target input end from the first input end of the second conduction unit 120 and other input ends of the second conduction unit 120 according to a result of comparing air pressures of the air input through the first input end of the second conduction unit 120 and the air input through other input ends of the second conduction unit 120, and control the air path conduction between the output end of the second conduction unit 120 and the target input end;
the input end of the air pressure detection unit 130 is connected to the output end of the second conduction unit 120 through an air path, and the air pressure detection unit 130 is configured to detect the air pressure of the air output by the second conduction unit 120, and send out a detected pressure value through the first output end of the air pressure detection unit 130 in the form of an electrical signal;
a first input end of the airflow amplifying unit 140 is connected to a second output end of the air pressure detecting unit 130 through an air path, and the airflow amplifying unit 140 is configured to amplify a flow rate of the air output by the second output end of the air pressure detecting unit 130;
the first input end of the third conduction unit 150 is connected with the output end of the airflow amplification unit 140 through an air circuit, the second input end of the third conduction unit 150 is used for receiving a second air pressure adjustment instruction, and the third conduction unit 150 is used for directly outputting the air amplified by the airflow amplification unit 140 when the second air pressure adjustment instruction is not received; and when the second air pressure adjusting instruction is received, adjusting the air pressure of the air amplified by the air flow amplifying unit 140 according to the second air pressure adjusting instruction, and outputting the adjusted air.
According to the technical scheme of the embodiment of the application, an air pressure detection unit is arranged between the second conduction unit and the airflow amplification unit and is used for detecting the air pressure of the gas output by the second conduction unit; and then determining the gas pressure of the gas output by the third conduction unit based on the detected gas pressure. Because the third switches on the unit and generally outputs multichannel gas, compare installation atmospheric pressure detecting element on each gas circuit, this embodiment only needs to set up an atmospheric pressure detecting element and can realize the determination that the third switches on unit output each way gas pressure to the structural complexity and the manufacturing cost of bridge module have been reduced.
Specifically, the air pressure detecting unit includes a pressure detector and a connector;
wherein the connector is used for connecting the second conduction unit, the pressure detector and the airflow amplification unit;
the pressure detector is used for detecting the air pressure of the gas output by the second conduction unit and outputting the detected air pressure through the output end of the pressure detector.
The pressure detector is a device capable of detecting the pressure of the output gas. Typically, the pressure detector may be a pressure sensor, a travel sensor, or other devices capable of detecting air pressure. This embodiment does not limit this.
The connector refers to a device capable of performing multi-air path connection. Typically, the connector may be a three-way valve, a four-way valve, or a more multi-way vent valve may be connected. This embodiment is also not limited in any way.
Typically, the air pressure detecting unit may include a pressure sensor and a three-way valve;
a first end of the three-way valve is in gas circuit connection with an output end of the second conduction unit, a second end of the three-way valve is in gas circuit connection with an input end of the pressure detector, and a third end of the three-way valve is connected with a second input end of the airflow amplification unit;
the pressure sensor is used for detecting the air pressure of the gas output by the second conduction unit and outputting the detected air pressure through the output end of the pressure sensor.
In order to improve the regulation precision of the air pressure, the first conduction unit comprises a proportional valve;
the proportional valve is used for adjusting the air pressure of input air according to the received first air pressure adjusting instruction and outputting the adjusted air.
In order to realize multi-path control, the third conduction unit comprises at least one airflow control device;
the first input end of each air flow control device is connected with the output end of the air flow amplification unit in an air path, the second input end of each air flow control device is used for receiving the second air pressure adjusting instruction, and each air flow control device is used for directly outputting the air amplified by the air flow amplification unit when the second air pressure adjusting instruction is not received; and when the second air pressure adjusting instruction is received, adjusting the air pressure of the air amplified by the air flow amplifying unit according to the second air pressure adjusting instruction, and outputting the adjusted air.
The air flow control device is a device that adjusts the pressure of the gas flowing in and outputs the adjusted gas. Typically, the device may be a switching valve or a proportional valve.
To further reduce the manufacturing costs of the bridge module, the gas flow control device may be a switching valve.
Optionally, if the third conduction unit includes at least two airflow control devices, the pressure values of the gas output by the at least two airflow control devices are the same or different. When the gas pressure values of the gas output by the at least two gas flow control devices are different, the bridge module based on the embodiment can realize differential braking.
Example two
Fig. 2 is a schematic structural diagram of a bridge module according to a second embodiment of the present application. The present embodiment is an alternative provided on the basis of the above-described embodiments, and is applied to a braking system, and is used for realizing braking control of two wheels. Referring to fig. 2, an embodiment of the present application provides a bridge module including: a proportional valve 111, a two-way check valve 121, a three-way valve 131, a pressure sensor 132, a relay valve 141, a first switching valve 151, and a second switching valve 152. Where solid lines represent gas path connections and dashed lines represent circuit connections. Reference numeral 1 denotes an air supply input, 4 denotes a control air input, 21 denotes a first output terminal connected to one side wheel, and 22 denotes a second output terminal connected to the other side wheel.
The proportional valve 111 is used for adjusting the air pressure of input air according to the received first air pressure adjusting instruction and outputting the adjusted air; the output air pressure of the two-way one-way valve is larger than the air pressure of the two input ends; the relay valve amplifies the gas flow of control gas from the three-way valve to serve as output; the switch valve has three states, the output end is connected with the input end in a pressurization state, the output end is connected with the atmosphere in a decompression state, and the output end is not connected with any port in a pressure maintaining state.
The working principle of the bridge module is as follows: when the controller does not control the axle module 100, the control gas output of the brake pedal reaches the two-way check valve 121 through the gas path, the pressure is transmitted to the relay valve 141 under the action of the two-way check valve 121, and the relay valve 141 amplifies the gas flow and outputs the gas flow to the left and right wheels. When the controller controls the bridge module 100, the controller may simultaneously regulate the pressure at the first output 21 and the second output 22 by adjusting the proportional valve 111; when the control air pressure output by the brake pedal is greater than the expected brake pressure or the wheels on both sides request different expected brake pressures, the pressure regulation of the wheels is realized through the pressurization, pressure maintaining and pressure reducing states of the first switch valve 151 and the second switch valve 152.
Referring to fig. 3, to reduce exhaust noise, a muffler 161 is provided at one end of the relay valve.
An integrated valve body can be selected on the basis of the principles of the above-described embodiments, or several valves with this function can be combined into a bridge module. The present embodiment forms the bridge module by components of the conventional brake system, thereby reducing the manufacturing cost of the bridge module.
EXAMPLE III
Fig. 4 is a schematic structural diagram of a braking system according to a third embodiment of the present application. The embodiment can be applied to the situation of reducing the structural complexity and the cost of the braking system. The present embodiment is described as being applied to a two-axle four-wheel vehicle, and it should be emphasized that the vehicle brake with a smaller number of axles or a larger number of axles can be realized based on the principle of the present embodiment. The same structure can be added to be applicable to vehicles with other axle numbers. Referring to fig. 4, the braking system includes: a brake chamber 210, a brake pedal 220, an air reservoir 230, a controller 240, and a bridge module 100 as described in any of the embodiments above; reference numeral 1 denotes an air supply input, 4 denotes a control air input, 21 denotes a first output terminal connected to one side wheel, and 22 denotes a second output terminal connected to the other side wheel.
Wherein the controller 240 is electrically connected to the first conduction unit, the third conduction unit and the air pressure detection unit in the bridge module 100;
the brake chamber 210 is connected with a third conduction unit in the bridge module 100 through an air path;
the air storage tank 230 is in air path connection with the airflow amplification unit in the bridge module 100;
one end of the brake pedal 220 is connected to the air storage tank 230, and the other end is connected to the second communication unit of the bridge module 100.
The working principle of the braking system is as follows: when the driver steps on the brake pedal 220, the pressure detector in the bridge module 100 collects the stroke variation of the brake pedal, which is collected by the controller 240 through voltage or other forms, and the air pressure of the control gas of the brake pedal 220 is in positive correlation with the stroke of the brake pedal. When the controller 240 does not control the bridge module 100, the bridge module 100 amplifies the gas flow of the control gas through the mechanical structure and outputs the gas flow to the left and right wheels; when the controller 240 controls the axle module 100, the axle module 100 adjusts the left and right side wheel pressures in response to commands from the controller 240.
Alternatively, the same side output of the axle module may be connected to a plurality of wheels. The configuration of the brake system can also meet the requirements of vehicles with other axle numbers.
In this embodiment, the bridge module described in any one of the above embodiments is provided to reduce the structural complexity and cost of the brake system.
Example four
Fig. 5 is a flowchart of a braking method according to a fourth embodiment of the present application. The present embodiment is applicable to the brake system described in the above embodiment. Referring to fig. 5, the braking method provided by the present embodiment includes:
and S510, if an electric control trigger instruction is received, the controller determines a first air pressure adjusting instruction input into a first conduction unit in the bridge module according to a pressure value detected by an air pressure detection unit in the bridge module.
The electric control trigger command is a command for instructing the controller to control the braking force of the braking system. The command may be triggered by the brake logic applying the brake system. Typically, the braking logic may be Automatic Emergency Braking (AEB) logic.
The first air pressure adjustment instruction is an instruction instructing the first conduction unit to perform air pressure adjustment on the gas flowing in.
Specifically, if an electric control trigger command is received, the controller determines a first air pressure adjusting command according to a pressure value detected by the air pressure detection unit in the bridge module, so that the first conduction unit adjusts a larger air pressure according to the first air pressure adjusting command, the first conduction unit is conducted with an air passage of the air pressure detection unit, and the controller can control the braking force of the braking system based on the first conduction unit.
Specifically, the controller determines a first air pressure adjusting instruction input to a first conduction unit in the bridge module according to a pressure value detected by an air pressure detection unit in the bridge module, and the method includes:
the controller determines the expected brake pressure of a driver according to the pressure value detected by the air pressure detection unit in the bridge module;
the controller determines the first air pressure adjustment command based on the driver desired brake pressure and the captured differential brake pressure.
The driver-desired brake pressure is a brake force that the driver desires to apply to the wheels.
The differential brake pressure refers to the difference in braking force acting on different wheels, and may be specifically determined by differential logic applied in the brake system.
Specifically, the determining the first air pressure adjusting instruction according to the driver desired brake pressure and the acquired differential brake pressure comprises:
determining a maximum of the desired brake pressure and the differential brake pressure;
determining the first air pressure regulating instruction according to the determined maximum value.
S520, the first conduction unit adjusts the air pressure of the output air according to the first air pressure adjusting instruction, so that the air path between the output end of the first conduction unit and the output end of the second conduction unit is conducted.
And S530, the gas output by the second conduction unit is processed by the gas pressure detection unit and the airflow amplification unit and then output to a third conduction unit.
And S540, determining a second air pressure adjusting instruction according to the expected braking pressure of the wheel by the controller.
Wherein the desired brake pressure of the wheel is a brake pressure desired to act on the wheel. The pressure may be determined based on the change in the stroke of the driver depressing the brake pedal, or based on the requested braking force output by the brake logic.
In order to improve the accuracy of the determination of the desired brake pressure of the wheels, the desired brake pressure of the wheels may be determined based on the change in the stroke of the driver depressing the brake pedal and the requested braking force output by the brake logic.
The second air pressure adjustment instruction is an instruction for adjusting the air pressure of the gas flowing in by the third conduction unit.
S550, the third conduction unit adjusts the air pressure of the output air according to the second air pressure adjusting instruction; and the gas output by the third conduction unit acts on the wheel through the brake chamber.
The second air pressure adjusting instruction can realize readjustment of the air pressure of the output air, so that the control precision of the braking force is improved.
According to the technical scheme, the first air pressure adjusting instruction of the first conduction unit in the input bridge module is determined according to the pressure value obtained by detecting the air pressure detection unit in the bridge module, the first air pressure adjusting instruction is determined by the pressure value obtained by detecting the air pressure detection unit installed on each air path, and only one air pressure detection unit is needed to realize the first air pressure adjusting instruction, so that the structural complexity and the manufacturing cost of the wire control brake system are reduced.
Referring to fig. 6, if an electrically controlled trigger command is not received, the brake system performs the following operations: s610, if the electric control trigger command is not received, the controller determines a first air pressure adjusting command input into a first conduction unit in the bridge module.
And S620, the first conduction unit adjusts the air pressure of the output air according to the first air pressure adjusting instruction so as to enable the air path between the brake pedal and the output end of the second conduction unit to be conducted.
Based on the step, an air path between the output ends of the first conduction unit and the second conduction unit can be disconnected, and the driver can control the braking force of the wheel based on the brake pedal.
And S630, the gas output by the second conduction unit is processed by the air pressure detection unit, the air flow amplification unit and the third conduction unit and then acts on the wheel through the brake chamber.
In the embodiment of the application, when the electric control trigger command is received, the controller performs circuit control on the braking force acting on the wheel; when an electric control command is not received, the braking force of the wheels is mechanically controlled by the driver based on the brake pedal.
Further, before the controller determines the second air pressure adjustment command according to the wheel desired brake pressure, the method further comprises:
determining a reference brake pressure according to a driver desired brake pressure, a requested brake pressure, and a differential brake pressure;
determining the desired wheel brake pressure based on a requested brake pressure, the reference brake pressure and the differential brake pressure.
The requested brake pressure is a brake pressure requested to act on the wheels, and in particular, the requested brake pressure may be determined by a brake logic applied in the brake system.
The reference brake pressure is the minimum value of the brake pressure acting on the wheels.
Specifically, the determining the wheel desired brake pressure from the requested brake pressure, the reference brake pressure and the differential brake pressure comprises:
comparing the requested brake pressures of the different wheels;
determining the wheel desired brake pressures for different wheels based on the comparison, the reference brake pressure and the differential brake pressure.
Alternatively, determining the reference brake pressure according to the driver desired brake pressure, the requested brake pressure, and the differential brake pressure includes:
taking a driver-desired brake pressure, a requested brake pressure, or a differential brake pressure as a reference brake pressure; or the like, or, alternatively,
determining an average value of the driver's desired brake pressure, the requested brake pressure, and the differential brake pressure, and using the determined average value as a reference brake pressure; or the like, or, alternatively,
the driver desired brake pressure, the requested brake pressure, and the differential brake pressure are weighted and summed, and a reference brake pressure is determined according to the weighted and summed result.
EXAMPLE five
Fig. 7 is a flowchart of a braking method according to a fifth embodiment of the present application. This embodiment is a further refinement of S540 on the basis of the above embodiment. Referring to fig. 7, the above S540 includes:
s541, the controller determines the second air pressure adjusting instruction according to the actual pressure of the wheel cylinder and/or the brake pressure expected by the driver and the brake pressure expected by the wheel.
Wherein the wheel cylinder actual pressure is a pressure that actually acts on the wheel cylinder.
Alternatively, the controller may determine the second air pressure adjustment command based on the wheel cylinder actual pressure, the driver desired brake pressure, and the wheel desired brake pressure; the second air pressure regulating instruction can also be determined according to the actual pressure of the wheel cylinder and the expected braking pressure of the wheel; the second air pressure adjustment command may also be determined based on the driver desired brake pressure and the wheel desired brake pressure.
According to the technical scheme of the embodiment, the second air pressure adjusting instruction is determined according to the actual pressure of the wheel cylinder and/or the brake pressure expected by the driver and the brake pressure expected by the wheel, so that the determination accuracy of the second air pressure adjusting instruction is improved, and the control precision of the controller on the braking force is improved.
In order to reduce cost, before the controller determines the second air pressure adjustment command according to the wheel cylinder actual pressure and/or the driver desired brake pressure, and the wheel desired brake pressure, if the wheel cylinder actual pressure is the wheel cylinder actual pressure at the current time, the method further includes:
determining a change value of the cylinder pressure in a time period of the current moment according to the working state of the third conduction unit at the current moment, the pressure value detected by the air pressure detection unit in the bridge module at the current moment and the actual pressure of the wheel cylinder at the previous moment;
and determining the actual wheel cylinder pressure at the current moment according to the actual wheel cylinder pressure at the previous moment and the change value.
Specifically, the determining, according to the operating state of the third conduction unit at the current time, the pressure value detected by the pressure detection unit in the bridge module at the current time, and the actual pressure of the wheel cylinder at the previous time, a change value of the wheel cylinder pressure within the time period to which the current time belongs includes:
determining a target pressure difference according to the working state of the third conduction unit at the current moment, the pressure value detected by the air pressure detection unit in the bridge module and the actual pressure of the wheel cylinder at the previous moment;
determining target consumed time according to the working state of the third conduction unit at the current moment;
and determining the change value of the wheel cylinder pressure in the time period of the current moment according to the target pressure difference, the target consumed time and the time length corresponding to the time period.
The target pressure difference refers to a difference value between the wheel cylinder actual pressure at the previous time and the wheel cylinder target pressure at the current time.
The target elapsed time refers to the elapsed time from the actual pressure at the previous time on the wheel to the target pressure at the current time on the wheel at the set ratio by control.
Further, if the third conduction unit is an on-off valve, determining a target pressure difference according to the working state of the third conduction unit at the current time, the pressure value detected by the air pressure detection unit in the bridge module at the current time, and the actual pressure of the wheel cylinder at the previous time, includes:
if the working state of the switch valve is a pressurization or pressure maintaining state, determining the target pressure of the wheel cylinder as a pressure value detected by an air pressure detection unit in the bridge module;
if the working state of the switch valve is a decompression state, determining that the target pressure of the wheel cylinder is a set value;
and determining a target pressure difference according to the target wheel cylinder pressure and the actual wheel cylinder pressure at the previous moment.
Further, the controller determines the second air pressure adjustment command according to the wheel cylinder actual pressure and/or the driver desired brake pressure, and the wheel desired brake pressure, and includes:
if the expected brake pressure of the wheel is equal to a set value, determining that the second air pressure adjusting instruction is a pressure reducing instruction or a pressure increasing instruction;
comparing the expected brake pressure of the wheels with the expected brake pressure of the driver, and determining that the second air pressure adjusting instruction is a pressurization instruction or a depressurization instruction according to the comparison result;
and comparing the expected braking pressure of the wheel with the actual pressure of the wheel cylinder, and determining that the second air pressure regulating instruction is a pressure increasing instruction or a pressure reducing instruction according to the comparison result.
EXAMPLE six
An embodiment of the present invention further provides a storage medium containing computer-executable instructions, which when executed by a computer processor, perform a search method, the method including:
if an electric control trigger command is received, the controller determines a first air pressure adjusting command input into a first conduction unit in the bridge module according to a pressure value detected by an air pressure detection unit in the bridge module, and the first conduction unit adjusts the air pressure of output air according to the first air pressure adjusting command so as to enable an air path between the output end of the first conduction unit and the output end of a second conduction unit to be conducted; the gas output by the second conduction unit is processed by the air pressure detection unit and the airflow amplification unit and then output to the third conduction unit, the controller determines a second air pressure adjusting instruction according to the expected brake pressure of the wheel, the third conduction unit adjusts the air pressure of the output gas according to the second air pressure adjusting instruction, and the gas output by the third conduction unit acts on the wheel through the brake chamber.
Of course, the storage medium provided by the embodiment of the present invention contains computer-executable instructions, and the computer-executable instructions are not limited to the operations of the method described above, and may also execute the relevant operations in the braking method provided by any embodiment of the present invention.
From the above description of the embodiments, it is obvious for those skilled in the art that the present invention can be implemented by software and necessary general hardware, and certainly, can also be implemented by hardware, but the former is a better embodiment in many cases. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as a floppy disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a FLASH Memory (FLASH), a hard disk or an optical disk of a computer, and includes several instructions for enabling a computer device (which may be a personal computer, a server, or a network device) to execute the methods according to the embodiments of the present invention.
It should be noted that, in the embodiment of the above search apparatus, each included unit and module are merely divided according to functional logic, but are not limited to the above division as long as the corresponding functions can be implemented; in addition, specific names of the functional units are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present invention.
The above-described embodiments should not be construed as limiting the scope of the present application. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (19)
1. A bridge module, comprising: the air pressure detection device comprises a first conduction unit, a second conduction unit, an air pressure detection unit, an airflow amplification unit and a third conduction unit;
the first conduction unit is used for adjusting the air pressure of input air according to the received first air pressure adjusting instruction and outputting the adjusted air;
the first input end of the second conduction unit is in gas circuit connection with the output end of the first conduction unit, and the second conduction unit is used for selecting a target input end from the first input end of the second conduction unit and other input ends of the second conduction unit according to a gas pressure comparison result of gas input from the first input end of the second conduction unit and gas input from other input ends of the second conduction unit and controlling gas circuit conduction between the output end of the second conduction unit and the target input end;
the input end of the air pressure detection unit is connected with the output end of the second conduction unit in an air path, and the air pressure detection unit is used for detecting the air pressure of the air output by the second conduction unit and sending a detected pressure value through the first output end of the air pressure detection unit in an electric signal mode;
the first input end of the air flow amplifying unit is in air circuit connection with the second output end of the air pressure detecting unit, and the air flow amplifying unit is used for amplifying the flow of the air output by the second output end of the air pressure detecting unit;
the first input end of the third conduction unit is connected with the output end of the airflow amplification unit through an air circuit, the second input end of the third conduction unit is used for receiving a second air pressure regulation instruction, and the third conduction unit is used for directly outputting the air amplified by the airflow amplification unit when the second air pressure regulation instruction is not received; and when the second air pressure adjusting instruction is received, carrying out air pressure adjustment on the air amplified by the air flow amplifying unit according to the second air pressure adjusting instruction, and outputting the adjusted air.
2. The bridge module of claim 1, wherein the air pressure detecting unit includes a pressure detector and a connector;
wherein the connector is used for connecting the second conduction unit, the pressure detector and the airflow amplification unit;
the pressure detector is used for detecting the air pressure of the gas output by the second conduction unit and outputting the detected air pressure through the output end of the pressure detector.
3. The bridge module of claim 1, wherein the first conducting unit comprises a proportional valve;
the proportional valve is used for adjusting the air pressure of input air according to the received first air pressure adjusting instruction and outputting the adjusted air.
4. The bridge module of any of claims 1-3, wherein the third conducting unit comprises at least one airflow control device;
the first input end of each air flow control device is connected with the output end of the air flow amplification unit in an air path, the second input end of each air flow control device is used for receiving the second air pressure adjusting instruction, and each air flow control device is used for directly outputting the air amplified by the air flow amplification unit when the second air pressure adjusting instruction is not received; and when the second air pressure adjusting instruction is received, adjusting the air pressure of the air amplified by the air flow amplifying unit according to the second air pressure adjusting instruction, and outputting the adjusted air.
5. The bridge module of claim 4, wherein if the third conducting unit comprises at least two gas flow control devices, the gas pressure values of the gas output by the at least two gas flow control devices are the same or different.
6. The bridge module of claim 4, wherein the airflow control device is an on-off valve.
7. A braking system, characterized in that the system comprises: a brake chamber, a brake pedal, an air reservoir, a controller and a bridge module as claimed in any one of claims 1 to 6;
the controller is electrically connected with the first conduction unit, the third conduction unit and the air pressure detection unit in the bridge module;
the brake air chamber is connected with a third conduction unit air passage in the bridge module;
the air storage tank is connected with an air passage of the airflow amplification unit in the bridge module;
and one end of the brake pedal is connected with the air storage tank through an air path, and the other end of the brake pedal is connected with the second conduction unit through an air path of the bridge module.
8. A braking method applied to the braking system of claim 7, the method comprising:
if an electric control trigger command is received, the controller determines a first air pressure adjusting command input into a first conduction unit in the bridge module according to a pressure value detected by an air pressure detection unit in the bridge module, and the first conduction unit adjusts the air pressure of output air according to the first air pressure adjusting command so as to enable an air path between the output end of the first conduction unit and the output end of a second conduction unit to be conducted; the gas output by the second conduction unit is processed by the air pressure detection unit and the airflow amplification unit and then output to the third conduction unit, the controller determines a second air pressure adjusting instruction according to the expected brake pressure of the wheel, the third conduction unit adjusts the air pressure of the output gas according to the second air pressure adjusting instruction, and the gas output by the third conduction unit acts on the wheel through the brake chamber.
9. The method of claim 8, further comprising:
if an electric control trigger instruction is not received, the controller determines a first air pressure adjusting instruction input into a first conduction unit in the bridge module, and the first conduction unit adjusts the air pressure of output air according to the first air pressure adjusting instruction so as to enable an air path between a brake pedal and the output end of the second conduction unit to be conducted; the air output by the second conduction unit is processed by the air pressure detection unit, the air flow amplification unit and the third conduction unit and then acts on wheels through a brake chamber.
10. The method of claim 8, wherein the controller determines the first air pressure adjustment command input to the first communication unit of the bridge module according to the pressure value detected by the air pressure detection unit of the bridge module, and the determining comprises:
the controller determines the expected brake pressure of a driver according to the pressure value detected by the air pressure detection unit in the bridge module;
the controller determines the first air pressure adjustment command based on the driver desired brake pressure and the captured differential brake pressure.
11. The method of claim 10, wherein said determining the first air pressure adjustment command based on the driver desired brake pressure and the captured differential brake pressure comprises:
determining a maximum of the desired brake pressure and the differential brake pressure;
determining the first air pressure regulating instruction according to the determined maximum value.
12. The method of claim 8, wherein the controller determines a second air pressure adjustment command based on a desired wheel brake pressure, comprising:
the controller determines the second air pressure adjustment command according to the actual wheel cylinder pressure and/or the driver desired brake pressure, and the wheel desired brake pressure.
13. The method according to claim 12, wherein the controller determines the second air pressure adjustment command according to wheel cylinder actual pressure and/or driver desired brake pressure, and the wheel desired brake pressure, including:
if the expected brake pressure of the wheel is equal to a set value, determining that the second air pressure adjusting instruction is a pressure reducing instruction or a pressure increasing instruction;
comparing the expected brake pressure of the wheels with the expected brake pressure of the driver, and determining that the second air pressure adjusting instruction is a pressurization instruction or a depressurization instruction according to the comparison result;
and comparing the expected braking pressure of the wheel with the actual pressure of the wheel cylinder, and determining that the second air pressure regulating instruction is a pressure increasing instruction or a pressure reducing instruction according to the comparison result.
14. The method according to claim 12, wherein before the controller determines the second air pressure adjustment command based on the wheel cylinder actual pressure and/or the driver's desired brake pressure, and the wheel desired brake pressure, if the wheel cylinder actual pressure is the wheel cylinder actual pressure at the present time, the method further comprises:
determining a change value of the cylinder pressure in a time period of the current moment according to the working state of the third conduction unit at the current moment, the pressure value detected by the air pressure detection unit in the bridge module at the current moment and the actual pressure of the wheel cylinder at the previous moment;
and determining the actual wheel cylinder pressure at the current moment according to the actual wheel cylinder pressure at the previous moment and the change value.
15. The method according to claim 14, wherein the determining a change value of the wheel cylinder pressure within the time period to which the current time belongs according to the operating state of the third conduction unit at the current time, the pressure value detected by the pressure detection unit in the bridge module at the current time, and the actual wheel cylinder pressure at the previous time comprises:
determining a target pressure difference according to the working state of the third conduction unit at the current moment, the pressure value detected by the air pressure detection unit in the bridge module and the actual pressure of the wheel cylinder at the previous moment;
determining target consumed time according to the working state of the third conduction unit at the current moment;
and determining the change value of the wheel cylinder pressure in the time period of the current moment according to the target pressure difference, the target consumed time and the time length corresponding to the time period of the current moment.
16. The method according to claim 15, wherein if the third conduction unit includes an open/close valve as the air flow control device, the determining a target pressure difference based on the operating state of the third conduction unit at the present time, the pressure value detected by the air pressure detection unit in the bridge module at the present time, and the actual pressure of the wheel cylinder at the previous time comprises:
if the working state of the switch valve is a pressurization or pressure maintaining state, determining the target pressure of the wheel cylinder as a pressure value detected by an air pressure detection unit in the bridge module;
if the working state of the switch valve is a decompression state, determining that the target pressure of the wheel cylinder is a set value;
and determining a target pressure difference according to the target wheel cylinder pressure and the actual wheel cylinder pressure at the previous moment.
17. The method of claim 8, wherein prior to the controller determining a second air pressure adjustment command based on the desired wheel brake pressure, the method further comprises:
determining a reference brake pressure according to a driver desired brake pressure, a requested brake pressure, and a differential brake pressure;
determining the desired wheel brake pressure based on a requested brake pressure, the reference brake pressure and the differential brake pressure.
18. The method of claim 17, wherein said determining a desired brake pressure for the wheel based on the requested brake pressure, the reference brake pressure, and the differential brake pressure comprises:
comparing the requested brake pressures of the different wheels;
determining the wheel desired brake pressures for different wheels based on the comparison, the reference brake pressure and the differential brake pressure.
19. A non-transitory computer readable storage medium having stored thereon computer instructions for causing the computer to perform the method of any one of claims 8-18.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110102465.8A CN112455414B (en) | 2021-01-26 | 2021-01-26 | Bridge module, brake system, brake method and storage medium |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110102465.8A CN112455414B (en) | 2021-01-26 | 2021-01-26 | Bridge module, brake system, brake method and storage medium |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112455414A CN112455414A (en) | 2021-03-09 |
| CN112455414B true CN112455414B (en) | 2021-04-16 |
Family
ID=74802294
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110102465.8A Active CN112455414B (en) | 2021-01-26 | 2021-01-26 | Bridge module, brake system, brake method and storage medium |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112455414B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114074646B (en) * | 2022-01-19 | 2022-05-06 | 天津所托瑞安汽车科技有限公司 | Vehicle braking method, braking system, and computer-readable storage medium |
Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0800975A3 (en) * | 1996-04-08 | 2003-05-07 | Denso Corporation | Brake control apparatus for a vehicle |
| CN102126487A (en) * | 2011-02-11 | 2011-07-20 | 铁道部运输局 | Brake control device for railway vehicle |
| CN102490710A (en) * | 2011-12-05 | 2012-06-13 | 中联重科股份有限公司 | Air braking system and tire type engineering machinery |
| CN103350695A (en) * | 2013-07-31 | 2013-10-16 | 中联重科股份有限公司 | Axle braking device and method and vehicle |
| CN106004463A (en) * | 2016-07-04 | 2016-10-12 | 吉林大学 | Brake control system of pure electric city bus and control method thereof |
| CN106627541A (en) * | 2016-09-30 | 2017-05-10 | 三环集团有限公司 | Automobile active hydraulic braking system |
| CN108622060A (en) * | 2018-05-09 | 2018-10-09 | 浙江荣众机械有限公司 | A kind of automatically controlled gas braking axle valve |
| JP2019011013A (en) * | 2017-06-30 | 2019-01-24 | 日信工業株式会社 | Vehicle brake fluid pressure control device |
| CN109927693A (en) * | 2019-04-22 | 2019-06-25 | 三一汽车制造有限公司 | Braking system and vehicle |
| CN110654359A (en) * | 2019-09-30 | 2020-01-07 | 清华大学 | Bridge module, pneumatic line control brake system and control method |
-
2021
- 2021-01-26 CN CN202110102465.8A patent/CN112455414B/en active Active
Patent Citations (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0800975A3 (en) * | 1996-04-08 | 2003-05-07 | Denso Corporation | Brake control apparatus for a vehicle |
| CN102126487A (en) * | 2011-02-11 | 2011-07-20 | 铁道部运输局 | Brake control device for railway vehicle |
| CN102490710A (en) * | 2011-12-05 | 2012-06-13 | 中联重科股份有限公司 | Air braking system and tire type engineering machinery |
| CN103350695A (en) * | 2013-07-31 | 2013-10-16 | 中联重科股份有限公司 | Axle braking device and method and vehicle |
| CN106004463A (en) * | 2016-07-04 | 2016-10-12 | 吉林大学 | Brake control system of pure electric city bus and control method thereof |
| CN106627541A (en) * | 2016-09-30 | 2017-05-10 | 三环集团有限公司 | Automobile active hydraulic braking system |
| JP2019011013A (en) * | 2017-06-30 | 2019-01-24 | 日信工業株式会社 | Vehicle brake fluid pressure control device |
| CN108622060A (en) * | 2018-05-09 | 2018-10-09 | 浙江荣众机械有限公司 | A kind of automatically controlled gas braking axle valve |
| CN109927693A (en) * | 2019-04-22 | 2019-06-25 | 三一汽车制造有限公司 | Braking system and vehicle |
| CN110654359A (en) * | 2019-09-30 | 2020-01-07 | 清华大学 | Bridge module, pneumatic line control brake system and control method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN112455414A (en) | 2021-03-09 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109455174B (en) | Wire control hydraulic braking system adopting high-pressure accumulator and braking control method thereof | |
| US9073525B2 (en) | Brake apparatus brake control apparatus, and brake control method | |
| CN111634304A (en) | Locomotive brake control system and control method | |
| KR20140132759A (en) | Method for determining a pressure/volume characteristic curve of a wheel brake | |
| CN112455414B (en) | Bridge module, brake system, brake method and storage medium | |
| US9352736B2 (en) | Monitor for brake actuator pressure and method for monitoring brake actuator pressure | |
| JP2001301604A (en) | Brake pressure modulator for electronic braking system | |
| CN112714726B (en) | Brake system for a vehicle, vehicle and method for controlling a brake system | |
| JP2013532604A (en) | Brake system for a vehicle and method of operating a brake system for a vehicle | |
| CN104379418A (en) | Method for operating recuperative brake system of vehicle, control device for recuperative brake system of vehicle, and recuperative brake system | |
| JP2020533221A (en) | Electric-aerodynamic parking brake controller and vehicle braking equipment | |
| CN114148303B (en) | Electric brake boosting control method | |
| US9580056B2 (en) | Vehicle brake device | |
| US9352655B2 (en) | Brake device for vehicle and control method thereof | |
| US10189456B2 (en) | Vehicle brake system and method of operating | |
| JP2020521666A (en) | Auxiliary deceleration using electronic parking brake in a fully integrated braking system | |
| KR102502927B1 (en) | Method for adjusting brake pressures of a vehicle via control of a pressure control valve, brake system for carrying out the method and motor vehicle | |
| US9517758B2 (en) | Vehicle braking device | |
| CN114728647A (en) | Electrically controllable pneumatic brake system with dual channel pressure modulation system | |
| CN113619639A (en) | Air backup brake conversion system and method and rail transit vehicle | |
| EP4227173A3 (en) | Hybrid brake systems and methods for load cell calibration | |
| CN113246942B (en) | Line-controlled redundant brake system | |
| CN109641573B (en) | Method and device for operating a brake system and brake system | |
| CN103415426B (en) | For the method and system compensating is constructed to pressure not enough in motor vehicle braking system | |
| JP2857068B2 (en) | Brake equipment |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CB03 | Change of inventor or designer information |
Inventor after: Xu Xianjie Inventor after: Wei Lingtao Inventor after: Wang Xiangyu Inventor before: Xu Xianjie Inventor before: Li Liang Inventor before: Wei Lingtao Inventor before: Wang Xiangyu |
|
| CB03 | Change of inventor or designer information |