CN112606811B - Vehicle downhill braking system and braking method - Google Patents
Vehicle downhill braking system and braking method Download PDFInfo
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- CN112606811B CN112606811B CN202011577640.0A CN202011577640A CN112606811B CN 112606811 B CN112606811 B CN 112606811B CN 202011577640 A CN202011577640 A CN 202011577640A CN 112606811 B CN112606811 B CN 112606811B
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
Abstract
The invention discloses a vehicle downhill braking system and a vehicle downhill braking method, wherein the vehicle downhill braking system comprises an angle sensor, a controller and an ECU, wherein the angle sensor is used for detecting the downward inclination angle of a vehicle body of a vehicle; the controller is used for receiving the inclination angle, and when the inclination angle is within a preset angle range, the controller controls the rotation speed of the engine to be obtained; when the rotating speed is smaller than the combined rotating speed of the CVT system, generating a rotating speed adjusting instruction for adjusting the rotating speed; the ECU is used for receiving the rotating speed adjusting instruction and adjusting the rotating speed according to the rotating speed adjusting instruction until the rotating speed is equal to or larger than the combined rotating speed of the CVT system. Compared with the prior art, the system carries out engine braking by adjusting the rotating speed of the engine, does not need to adopt hand brake or foot brake, not only can effectively reduce unnecessary part abrasion, but also can promote the experience fun of a driver.
Description
Technical Field
The invention relates to the technical field of vehicle braking, in particular to a vehicle downhill braking system and a braking method.
Background
Currently, a braking system of an all-terrain vehicle mainly adopts a hand brake operating system to control braking of two front wheels, and a foot brake system controls braking of two rear wheels, wherein the brake system is formed by controlling a brake pump to generate fluid pressure through a brake rod fixed on a right-hand handle, and then controlling a brake of a front wheel through a front wheel shunt to finish braking of the front wheel; the hydraulic pump of the foot brake system is connected with the foot brake split flow pump to generate fluid pressure to control the rear wheel brake, and due to the fact that hand brake braking or foot brake braking is adopted, not only is the experience of a driver poor, but also the abrasion degree of parts is high.
Therefore, how to reduce unnecessary wear of parts and tear, and at the same time to enhance the experience pleasure of the driver is a technical problem that needs to be solved by those skilled in the art.
Disclosure of Invention
In view of the above, an object of the present invention is to provide a vehicle downhill braking system that not only effectively reduces unnecessary wear of components, but also improves the experience pleasure of the driver.
Another object of the present invention is to provide a vehicle downhill braking method.
In order to achieve the above purpose, the present invention provides the following technical solutions:
a vehicle downhill braking system, comprising:
an angle sensor for detecting a downward inclination angle of a vehicle body;
the controller is used for receiving the inclination angle, and when the inclination angle is in a preset angle range, the controller obtains the rotating speed of the engine; generating a rotational speed adjustment command to adjust the rotational speed when the rotational speed is less than a combined rotational speed of the CVT system;
and the ECU is used for receiving the rotating speed adjusting command and adjusting the rotating speed according to the rotating speed adjusting command until the rotating speed is equal to or greater than the combined rotating speed of the CVT system.
Preferably, the device further comprises a distance meter for measuring the length from the top of the slope to the bottom of the slope, and the controller obtains the rotating speed of the engine when the inclination angle is in a preset angle range and the length is in a preset length range.
Preferably, the preset length is 3-5m.
Preferably, the preset angle range is 2-13 degrees.
Preferably, the engine further comprises a rotating speed collector for collecting the rotating speed of the engine, and the rotating speed collector is electrically connected with the controller.
Preferably, the ECU is integrated with the controller.
Preferably, the CVT includes: a drive wheel connected to a crankshaft of the engine; and a driven wheel for transmitting torque with the driving wheel through a belt.
Preferably, the driving wheel comprises a driving fixed disc and a driving movable disc, and the driving fixed disc
And the conical surface of the driving movable disk forms a first V-shaped groove;
the driven wheel comprises a driven fixed disc and a driven movable disc, and the driven fixed disc and the driven movable disc are provided with second V-shaped grooves formed by conical surfaces;
the belt is a V-shaped belt, and the belt is connected with the first V-shaped groove and the second V-shaped groove.
Preferably, the driving moving disc is internally provided with a ball and a spring for pushing the driving moving disc to axially move along the crankshaft, and the driven moving disc is internally provided with a sliding block and a thrust spring for pushing the driven moving disc to axially move.
A vehicle downhill braking method comprising:
detecting a downward inclination angle of a vehicle body;
when the inclination angle is in a preset angle range, acquiring the rotating speed of the engine;
when the rotational speed is less than the combined rotational speed of the CVT system,
preferably, the method further comprises: and measuring the length from the top of the slope to the bottom of the slope, and when the inclination angle is in a preset angle range and the length is in a preset length range, acquiring the rotating speed of the engine by the controller.
Preferably, the acquiring the rotation speed of the engine includes: and collecting a rotating speed signal of the engine, receiving the rotating speed signal and converting the rotating speed signal into the rotating speed of the engine.
Preferably, the acquiring the rotation speed of the engine includes: and calling the rotation speed of the engine stored by the ECU.
Preferably, the adjusting the rotation speed of the engine specifically includes: the ECU controls a throttle valve of the engine to adjust the rotation speed of the engine.
The embodiment of the invention discloses a vehicle downhill braking system, which comprises an angle sensor, a controller and an ECU, wherein the angle sensor is used for detecting the downward inclination angle of a vehicle body of a vehicle; the controller is used for receiving the inclination angle, and when the inclination angle is within a preset angle range, the controller controls the rotation speed of the engine to be obtained; when the rotating speed is smaller than the combined rotating speed of the CVT system, generating a rotating speed adjusting instruction for adjusting the rotating speed; the ECU is used for receiving the rotating speed adjusting instruction and adjusting the rotating speed according to the rotating speed adjusting instruction until the rotating speed is equal to or larger than the combined rotating speed of the CVT system. In the running process of the vehicle, the angle sensor detects the downward inclination angle of the vehicle body of the vehicle constantly and transmits detection information to the controller, the controller receives the detection information, compares the downward inclination angle of the vehicle body with a stored preset angle range, judges whether the downward inclination angle of the vehicle body is in the preset angle range, if the downward inclination angle of the vehicle body is in the preset angle range, the controller acquires the rotating speed of the engine, compares the rotating speed of the engine with the stored combined rotating speed of the CVT system, judges whether the rotating speed of the engine is equal to or greater than the combined rotating speed of the CVT system, generates a rotating speed adjusting instruction for adjusting the rotating speed when the rotating speed of the engine is smaller than the combined rotating speed of the CVT system, transmits the information to the ECU, and after receiving the rotating speed adjusting instruction, adjusts the rotating speed of the engine according to the rotating speed adjusting instruction until the rotating speed of the engine is equal to or greater than the combined rotating speed of the CVT system, and plays a role in downhill braking by adjusting the rotating speed of the engine when the vehicle descends. Compared with the prior art, the system carries out engine braking by adjusting the rotating speed of the engine, does not need to adopt hand brake or foot brake, not only can effectively reduce unnecessary part abrasion, but also can promote the experience fun of a driver.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the description of the embodiments or the prior art are briefly introduced below, and it is obvious that the drawings in the following description are only embodiments of the present invention, and other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
FIG. 1 is a block diagram of a vehicle downhill braking system disclosed in an embodiment of the present invention;
FIG. 2 is a block diagram of another vehicle downhill braking system disclosed in an embodiment of the present invention;
FIG. 3 is a block diagram of yet another vehicle downhill braking system disclosed in an embodiment of the present invention;
fig. 4 is a schematic diagram showing the overall structure of a CVT system according to an embodiment of the present invention;
fig. 5 is an enlarged schematic structural view of a driving wheel according to an embodiment of the present invention;
FIG. 6 is an enlarged schematic view of the driven wheel according to the embodiment of the present invention;
FIG. 7 is a flow chart of a method of braking a vehicle downhill according to one embodiment of the present invention;
fig. 8 is a schematic flow chart of a vehicle downhill braking method according to another embodiment of the present invention.
Wherein, each part name is as follows:
100 is an angle sensor, 200 is a controller, 300 is an ECU, 400 is an engine, 500 is a CVT system, 600 is a throttle regulating valve, 700 is a range finder, and 800 is a rotation speed collector;
401 is a crankshaft, 501 is a driving wheel, 502 is a belt, 503 is a driven wheel;
5011 is a driving fixed disk, 5012 is a driving movable disk, 5013 is a ball, 5014 is a spring, 5031 is a driven fixed disk, and 5032 is a driven movable disk.
Detailed Description
Chinese and English interpretation:
the Chinese name of CVT is a continuously variable transmission, (English: continuously Variable Transmission), which is an automobile transmission;
the Chinese name of the ECU is an engine controller (English: engine control unit) which is an electronic device for controlling the operation of each part of the internal combustion engine;
the combined rotation speed of the CVT system is the rotation speed at which the belt drives the driven wheel to rotate.
In view of this, the core of the present invention is to provide a vehicle downhill braking system, which not only can effectively reduce unnecessary wear of parts, but also can promote the experience pleasure of the driver.
Another object of the present invention is to provide a vehicle downhill braking method.
The present invention will be described in further detail below with reference to the drawings and detailed description for the purpose of better understanding of the present invention by those skilled in the art.
Referring to fig. 1, an embodiment of the present invention discloses a vehicle downhill braking system, which includes an angle sensor 100, a controller 200, and an ECU300, wherein the angle sensor 100 is used to detect a downward inclination angle of a vehicle body; the controller 200 is configured to receive the inclination angle, and when the inclination angle is within a preset angle range, the controller 200 controls to obtain the rotation speed of the engine 400; when the rotational speed is less than the combined rotational speed of CVT system 500, a rotational speed adjustment command to adjust the rotational speed is generated; ECU300 is configured to receive the rotational speed adjustment command and adjust the rotational speed in accordance with the rotational speed adjustment command until the rotational speed is equal to or greater than the combined rotational speed of CVT system 500.
In the running process of the vehicle, the angle sensor 100 detects the downward inclination angle of the vehicle body from time to time and transmits the detection information to the controller 200, the controller 200 receives the detection information and compares the downward inclination angle of the vehicle body with a stored preset angle range, judges whether the downward inclination angle of the vehicle body is within the preset angle range, if the downward inclination angle of the vehicle body is within the preset angle range, the controller 200 acquires the rotation speed of the engine 400 and compares the rotation speed of the engine 400 with the stored combined rotation speed of the CVT system 500, judges whether the rotation speed of the engine 400 is equal to or greater than the combined rotation speed of the CVT system 500, generates a rotation speed adjusting instruction for adjusting the rotation speed when the rotation speed of the engine 400 is smaller than the combined rotation speed of the CVT system 500, transmits the information to the ECU300, adjusts the rotation speed of the engine 400 according to the rotation speed adjusting instruction after receiving the rotation speed adjusting instruction until the rotation speed of the engine 400 is equal to or greater than the combined rotation speed of the CVT system 500, and plays a role in downhill braking by adjusting the rotation speed of the engine 400 when the vehicle is downhill. Compared with the prior art, the system brakes the engine 400 by adjusting the rotating speed of the engine 400, does not need to use a handbrake or a foot brake, not only can effectively reduce unnecessary part wear, but also can promote the experience pleasure of a driver.
The function of the angle sensor 100 is to detect the inclination angle of the vehicle body. The angle sensor 100 is a sensor for detecting an angle, and a hole is formed in the angle sensor 100 for matching with the Lego mechanical shaft, and the angle counter counts once every 1/16 turn of the shaft, so that the angle value can be obtained through final counting. Preferably, the angle sensor 100 adopts an inclination sensor, which is also called a level sensor, a level meter and an inclinometer, and is used for detecting the levelness of the system, and the inclination sensor can be divided into three types of liquid pendulum type, solid pendulum type and gas pendulum type according to different working principles.
The controller 200 is used for acquiring the inclination angle, and when the inclination angle is within the preset range, the rotation speed of the engine 400 is acquired, and it is to be noted here that, in the vehicle downhill braking system disclosed in the embodiment of the present invention, the downward inclination angle of the vehicle body is not specifically limited, so long as the structure capable of meeting the use requirement of the present invention is within the protection range of the present invention. In addition, the inclination angle can be adjusted according to different brands of vehicle types, and the inclination angle is 2-13 degrees optionally. When the rotation speed of the engine 400 is acquired, the rotation speed of the engine 400 stored in the ECU300 can be directly called by setting the rotation speed collector 800, and the rotation speed of the engine 400 stored in the ECU300 is preferably called, so that hardware setting can be increased to the minimum, and downhill braking can be realized.
ECU300 is configured to receive the rotational speed adjustment command and adjust the rotational speed in accordance with the rotational speed adjustment command until the rotational speed is equal to or greater than the combined rotational speed of CVT system 500. There are various ways to adjust the rotational speed of the engine 400, for example, an exhaust valve, an intake valve, a throttle valve, and a throttle valve are adjusted, and the present invention preferably adjusts the throttle valve.
In order to further optimize the above technical solution and further reduce inertial impact caused by braking, referring to fig. 2, the downhill braking system for a vehicle disclosed in the embodiment of the present invention further includes a rangefinder 700 for measuring a length from a top of a hill to a bottom of the hill, wherein the rangefinder 700 is in signal connection with the controller 200, when the angle sensor 100 detects that the angle of downward inclination of the vehicle body is within a preset angle range and the rangefinder 700 detects that the length from the top of the hill to the bottom of the hill is within a preset length range, the controller 200 acquires the rotation speed of the engine 400, compares the rotation speed of the engine 400 with the stored combined rotation speed of the CVT system 500, determines whether the rotation speed of the engine 400 is equal to the combined rotation speed of the CVT system 500, generates a rotation speed adjustment command for adjusting the rotation speed when the rotation speed of the engine 400 is less than the combined rotation speed of the CVT system 500, transmits information to the ECU300, adjusts the rotation speed of the engine 400 according to the rotation speed adjustment command after the rotation speed adjustment command is received by the ECU300 until the rotation speed of the engine 400 is equal to or greater than the combined rotation speed of the system 500, and braking is performed by the hand brake by the CVT 400 when the rotation speed of the engine 400 is adjusted to be equal to or greater than the combined rotation speed of the system 500,
in the vehicle downhill braking system disclosed by the embodiment of the invention, the length from the top of the slope to the bottom of the slope is not particularly limited, and the preset length can be adjusted according to different brands of vehicle types, and is optionally 3-5m as long as the structure capable of meeting the use requirement of the invention is within the protection scope of the invention. Because the present embodiment combines the two aspects of the inclination angle and the inclination length to determine whether the basis of the engine 400 braking is needed, the braking can be performed more reasonably, and the inertial impact on the driver and the passengers due to unreasonable braking can be reduced.
Therefore, in the vehicle downhill braking system disclosed in the embodiment of the present invention, the angle sensor 100 may be separately provided; the angle sensor 100 and the range finder 700 may be simultaneously provided, so long as the structure capable of meeting the use requirements of the present invention is within the scope of the present invention.
Referring to fig. 3, in order to further optimize the technical solution in the foregoing embodiment, in the downhill braking system for a vehicle disclosed in the embodiment of the present invention, a rotation speed collector 800 may be further disposed on the vehicle, and the rotation speed of the engine 400 is obtained by using the rotation speed collector 800, where the rotation speed collector 800 is electrically connected with the controller 200, and after the rotation speed of the engine 400 is collected by the rotation speed collector 800, the rotation speed is converted into a signal and transmitted to the controller 200.
Of course, ECU300 may be provided separately from controller 200 or may be provided integrally therewith, and in order to reduce the vehicle utilization space and facilitate the overall arrangement of the vehicle, the embodiment of the present invention preferably provides ECU300 integrally with controller 200.
Further, in the present invention, the controller 200 and the ECU300 are the same controller 200, and by storing the program codes in the ECU300 to execute corresponding actions, the modification of the downhill braking system of the vehicle can be completed without adding hardware devices of the vehicle, thereby optimizing the downhill braking system and improving the riding experience of the driver and the passengers.
Referring to fig. 4-6, a CVT system 500 as disclosed in the downhill braking system of the present invention includes a drive wheel 501 coupled to the crankshaft 401 of the engine 400; driven pulley 503 transmitting torque with driving pulley 501 via belt 502; the driving wheel 501 comprises an active fixed disc 5011 and an active movable disc 5012, and the conical surfaces of the active fixed disc 5011 and the active movable disc 5012 form a first V-shaped groove; the driven wheel 503 comprises a driven fixed disc 5031 and a driven disc 5032, and conical surfaces of the driven fixed disc 5031 and the driven disc 5032 form a second V-shaped groove; the belt 502 is a V-belt 502, the belt 502 connecting a first V-groove and a second V-groove.
When the rotation speed of the engine 400 is lower than the combined rotation speed of the CVT system 500 when the vehicle is in a downhill state, on the one hand, the driving wheel 501 no longer presses the belt 502, no pre-tightening force exists between the belt 502 and the driving wheel 501 and the driven wheel 503, and the driven wheel 503 does not follow the rotation trend of the driving wheel 501; on the other hand, since the vehicle speed is high, the rotation speed of the driven wheel 503 connected to the vehicle hub does not follow the rotation trend of the driving wheel 501, and the engine 400 cannot exert the braking effect. When the rotational speed of the engine 400 is equal to or greater than the combined rotational speed of the CVT system 500, there is a pre-tightening force between the driving wheel 501, the driven wheel 503 and the belt 502, so that, on the one hand, the driven wheel 503 has a tendency to rotate following the driving wheel 501, and on the other hand, the driven wheel 503 follows the vehicle downhill to generate a higher rotational speed, under the combined action of the two tendencies, the driven wheel 503 is blocked by the friction of the belt 502, the downhill speed gradually becomes slower, and thus the wheel connected with the driven wheel 503 is slower under the resistance action speed, thereby playing the role of downhill braking.
It should be noted that, the driving disc 5012 is provided with a ball 5013 and a spring 5014 for pushing the driving disc 5012 to move axially along the crankshaft 401, the driven disc 5032 is provided with a slider and a thrust spring for pushing the driven disc 5032 to move axially, and the CVT changes the working radius of the driving wheel 501 by axially moving the driving disc 5012 of the driving wheel 501 and the driven disc 5032 of the driven wheel 503, and the conical surface of the driven wheel 503 is meshed with the belt 502, thereby changing the transmission ratio. When the engine 400 is idling, the gap between the driving fixed disc 5011 and the driving movable disc 5012 of the driving wheel 501 is larger than the width of the belt 502, the driving fixed disc 5011 and the driving movable disc 5012 cannot generate extrusion friction force on the belt 502, the belt 502 does not work, the vehicle is in a parking state, when the rotation speed of the engine 400 is increased, the rotation speed of the driving wheel 501 is increased along with the rotation speed, the driving movable disc 5012 moves towards the driving fixed disc 5011 under the action of the balls 5013 and the springs 5014, extrusion friction force is generated on the belt 502, the belt 502 rotates along with the driving wheel 501, the driving fixed disc 5011 and the driving movable disc 5012 extrude the belt 502, the belt 502 at the driving wheel 501 moves towards the outer disc ring, the belt 502 at the driven wheel 503 extrudes the driven movable disc 5032 of the driven wheel 503, and the driven movable disc 5032 moves towards the direction away from the driven fixed disc 5031 under the action of the sliding blocks and the thrust springs.
Referring to fig. 7, the embodiment of the invention also discloses a vehicle downhill braking method, which comprises the following steps:
step S11: detecting a downward inclination angle of a vehicle body; the above-described inclination angle can be measured by the angle sensor 100. The angle sensor 100 is a sensor for detecting an angle, and a hole is formed in the angle sensor 100 to fit a shaft of a music instrument, and the angle counter counts every time the shaft rotates by 1/16 turn, so that a value of the angle can be obtained by final counting. Preferably, the angle sensor 100 adopts an inclination sensor, which is also called a level sensor, a level meter and an inclinometer, and is used for detecting the levelness of the system, and the inclination sensor can be divided into three types of liquid pendulum type, solid pendulum type and gas pendulum type according to different working principles.
Step S12: judging whether the inclination angle is in a preset angle range, if so, executing the step S13, otherwise, executing the step S15; and when the inclination angle is within the preset angle range, the vehicle is in a downhill state, and when the inclination angle exceeds the preset angle range, the vehicle is not in the downhill state. It should be noted that the downward inclination angle of the vehicle body is not particularly limited, and the structure capable of meeting the use requirement of the invention is within the protection scope of the invention. In addition, the inclination angle can be adjusted according to different brands of vehicle types, and the inclination angle is 2-13 degrees optionally.
Step S13: acquiring the rotation speed of the engine 400; when the rotation speed of the engine 400 is acquired, the rotation speed can be acquired by arranging a rotation speed acquisition device 800, and the rotation speed signal of the engine 400 is acquired, received and converted into the rotation speed of the engine 400; the rotational speed of engine 400 stored in ECU300 may also be directly called, and the present invention preferably uses the rotational speed of engine 400 stored in ECU300, so that the hardware configuration can be increased to a minimum, and the downhill braking can be achieved.
Step S14: judging whether the rotating speed is smaller than the combined rotating speed of the CVT system, if so, executing the step S15; otherwise, executing the step S16; indicating that CVT system 500 is not transmitting when the rotational speed of engine 400 is less than the combined rotational speed of CVT system 500; the CVT system 500 is described as transmitting when the rotational speed of the engine 400 is greater than the combined rotational speed of the CVT system 500, where there is a difference in the theoretical output rotational speed from the actual output rotational speed in the CVT system 500.
Step S15: the engine 400 speed is unchanged; in this state, it is indicated that the vehicle is not in a downhill state or that the rotational speed of the vehicle has reached a combined rotational speed, and that the engine brake can be applied under the effect of the rotational speed difference.
Step S16: the rotational speed of the engine is adjusted until the rotational speed is greater than or equal to the combined rotational speed of the CVT system. There are various ways to adjust the rotational speed of the engine 400, for example, an exhaust valve, an intake valve, a throttle valve, and a throttle valve are adjusted, and the present invention preferably adjusts the throttle valve.
Referring to fig. 8, an embodiment of the invention discloses another vehicle downhill braking method, which includes:
step S21: detecting a downward inclination angle of a vehicle body; the above-described inclination angle 100 may be measured by the angle sensor 100. The angle sensor 100 is a sensor for detecting an angle, and a hole is formed in the angle sensor 100 for engaging with the mechanical shaft of the Lego machine, and the angle counter counts once every 1/16 turn of the shaft, so that the value of the angle can be obtained by final counting. Preferably, the angle sensor 100 adopts an inclination sensor, which is also called a level sensor, a level meter and an inclinometer, and is used for detecting the levelness of the system, and the inclination sensor can be divided into three types of liquid pendulum type, solid pendulum type and gas pendulum type according to different working principles.
Step S22: judging whether the inclination angle is in a preset angle range, if so, executing the step S23, otherwise, executing the step S27; and when the inclination angle is within the preset angle range, the vehicle is in a downhill state, and when the inclination angle exceeds the preset angle range, the vehicle is not in the downhill state. It should be noted that the downward inclination angle of the vehicle body is not particularly limited, and the structure capable of meeting the use requirement of the invention is within the protection scope of the invention. In addition, the inclination angle can be adjusted according to different brands of vehicle types, and the inclination angle is 2-13 degrees optionally.
Step S23: measuring the length from the top of the slope to the bottom of the slope; the length from the top of the slope to the bottom of the slope can be measured by an infrared range finder, a laser range finder and a CCD image collector, and the length from the top of the slope to the bottom of the slope can be directly or indirectly measured by various devices. As long as the device is capable of achieving this can be used as a range finder.
Step S24: judging whether the length is in a preset length range, if so, executing the step S25, otherwise, executing the step S27; the length from the top of the slope to the bottom of the slope is not particularly limited, and the preset length can be adjusted according to different brands of vehicle types, and is optionally 3-5m as long as the structure capable of meeting the use requirement of the invention is within the protection scope of the invention. Because the embodiment combines the two aspects of the inclined angle and the inclined length to judge whether the basis of engine braking is needed, the braking can be more reasonably performed, and the inertia impact on drivers and passengers caused by unreasonable braking is reduced.
Step S25: acquiring the rotation speed of the engine 400; when the rotation speed of the engine 400 is acquired, the rotation speed can be acquired by arranging a rotation speed acquisition device 800, and the rotation speed signal of the engine 400 is acquired, received and converted into the rotation speed of the engine 400; the rotational speed of engine 400 stored in ECU300 may also be directly called, and the present invention preferably uses the rotational speed of engine 400 stored in ECU300, so that the hardware configuration can be increased to a minimum, and the downhill braking can be achieved.
Step S26: judging whether the rotation speed is less than the combined rotation speed of the CVT system 500, if so, executing step S27; otherwise, executing the step S28; indicating that CVT system 500 is not transmitting when the rotational speed of the engine is less than the combined rotational speed of the CVT system; the CVT system 500 is described as transmitting when the rotational speed of the engine 400 is greater than the combined rotational speed of the CVT system 500, where there is a difference in the theoretical output rotational speed from the actual output rotational speed in the CVT system 500.
Step S27: the engine 400 speed is unchanged; in this state, it is indicated that the vehicle is not in a downhill state or that the rotational speed of the vehicle has reached a combined rotational speed, and that the engine brake can be applied under the effect of the rotational speed difference.
Step S28: the rotational speed of the engine 400 is adjusted until the rotational speed is greater than or equal to the combined rotational speed of the CVT system. There are various ways to adjust the rotational speed of the engine 400, for example, an exhaust valve, an intake valve, a throttle valve 600, and a throttle valve are adjusted, and the present invention preferably adjusts the throttle valve.
In the description of the present application, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of description of the present application and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Unless specifically stated or limited otherwise, the terms "mounted," "connected," and "coupled" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art in a specific context.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (10)
1. A vehicle downhill braking system, comprising:
an angle sensor (100) for detecting a downward inclination angle of a vehicle body;
a controller (200) for receiving the tilt angle;
the device also comprises a distance meter (700) for measuring the length from the top of the slope to the bottom of the slope, and when the inclination angle is in a preset angle range and the length is in a preset length range, the controller (200) acquires the rotating speed of the engine (400); generating a rotational speed adjustment command to adjust the rotational speed when the rotational speed is less than a combined rotational speed of the CVT system (500);
an ECU (300) for receiving the rotation speed adjustment command, and adjusting the rotation speed according to the rotation speed adjustment command until the rotation speed is equal to or greater than a combined rotation speed of the CVT system (500);
the combined rotating speed of the CVT system is the rotating speed of the belt for driving the driven wheel to rotate;
the CVT system (500) includes: a driving wheel (501) connected to a crankshaft (401) of the engine (400); a driven wheel (503) which transmits torque with the driving wheel (501) through a belt (502);
the driving wheel (501) comprises a driving fixed disc (5011) and a driving movable disc (5012);
the driven wheel (503) comprises a driven fixed disc (5031) and a driven disc (5032);
the novel crank shaft is characterized in that a ball (5013) and a spring (5014) for pushing the driving moving disc (5012) to axially move along the crank shaft (401) are arranged in the driving moving disc (5012), and a sliding block and a thrust spring for pushing the driven moving disc (5032) to axially move are arranged in the driven moving disc (5032).
2. The vehicle downhill braking system according to claim 1, wherein the preset length is 3-5m.
3. The vehicle downhill braking system according to claim 1, wherein the preset angle range is 2-13 degrees.
4. The vehicle downhill braking system according to claim 1, further comprising a rotational speed collector (800) that collects rotational speed of the engine, the rotational speed collector (800) being electrically connected with the controller (200).
5. The vehicle downhill braking system according to claim 1, wherein the ECU (300) is integrated with the controller (200).
6. The vehicle downhill braking system according to claim 1, wherein,
the conical surfaces of the driving fixed disc (5011) and the driving movable disc (5012) form a first V-shaped groove;
a second V-shaped groove formed by conical surfaces of the driven fixed disk (5031) and the driven movable disk (5032);
the belt (502) is a V-shaped belt, and the belt (502) is connected with the first V-shaped groove and the second V-shaped groove.
7. A vehicle downhill braking method applied to a vehicle downhill braking system according to any one of claims 1 to 6, comprising:
detecting a downward inclination angle of a vehicle body;
measuring the length from the top of the slope to the bottom of the slope;
when the inclination angle is within a preset angle range and the length is within a preset length range, acquiring the rotating speed of the engine (400);
when the rotational speed is less than the combined rotational speed of the CVT system, the rotational speed is adjusted until the rotational speed is equal to the combined rotational speed of the CVT system (500).
8. The vehicle downhill braking method according to claim 7, wherein the obtaining the rotational speed of the engine (400) includes: a rotational speed signal of the engine (400) is acquired, received and converted into a rotational speed of the engine (400).
9. The vehicle downhill braking method according to claim 7, wherein the obtaining the rotational speed of the engine (400) includes: -recalling the rotational speed of the engine (400) stored by the ECU (300).
10. The vehicle downhill braking method according to claim 9, characterized in that the adjusting of the rotational speed of the engine (400) is in particular: the ECU (300) adjusts the rotational speed of the engine (400) in such a manner as to control a throttle valve of the engine (400).
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| CN103343786A (en) * | 2013-07-24 | 2013-10-09 | 浙江春风动力股份有限公司 | Engine brake system and continuously variable transmission |
| CN107128308A (en) * | 2016-02-29 | 2017-09-05 | 福特全球技术公司 | Increase the method and system of engine braking |
| CN109895769A (en) * | 2017-12-11 | 2019-06-18 | 郑州宇通客车股份有限公司 | Hybrid vehicle and constant-speed-cruise control method and control system |
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| JPS63314569A (en) * | 1987-06-17 | 1988-12-22 | Ricoh Co Ltd | Light emitting output controller for laser diode |
| JP2002161976A (en) * | 2000-09-18 | 2002-06-07 | Fuji Heavy Ind Ltd | Maintenance vehicle |
| JP4674979B2 (en) * | 2001-02-23 | 2011-04-20 | 川崎重工業株式会社 | V belt type continuously variable transmission for rough terrain vehicle |
| CN201502673U (en) * | 2009-10-12 | 2010-06-09 | 浙江坤鸿机械设备有限公司 | Novel stepless speed changing mechanism |
| CN204300258U (en) * | 2014-11-07 | 2015-04-29 | 山东良子动力有限公司 | With the CVT buncher of down hill braking function |
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| CN103343786A (en) * | 2013-07-24 | 2013-10-09 | 浙江春风动力股份有限公司 | Engine brake system and continuously variable transmission |
| CN107128308A (en) * | 2016-02-29 | 2017-09-05 | 福特全球技术公司 | Increase the method and system of engine braking |
| CN109895769A (en) * | 2017-12-11 | 2019-06-18 | 郑州宇通客车股份有限公司 | Hybrid vehicle and constant-speed-cruise control method and control system |
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