CN113859194A - Novel retarder control system and control method - Google Patents
Novel retarder control system and control method Download PDFInfo
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- CN113859194A CN113859194A CN202111169298.5A CN202111169298A CN113859194A CN 113859194 A CN113859194 A CN 113859194A CN 202111169298 A CN202111169298 A CN 202111169298A CN 113859194 A CN113859194 A CN 113859194A
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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
- B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
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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
- 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
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- Mechanical Engineering (AREA)
- Regulating Braking Force (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
Abstract
The invention belongs to the technical field of retarder cruise control, and particularly relates to a novel retarder control system and a novel retarder control method. The control system comprises a retarder, a retarder control unit, an ESC control unit and an ECU control unit, wherein the retarder control unit is connected with the retarder, the ESC control unit is connected with the retarder control unit and used for acquiring the pressure value of a brake master cylinder, processing and transmitting the pressure value to the retarder control unit, the ECU control unit is connected with the retarder control unit and used for acquiring a brake signal and an accelerator signal and transmitting the brake signal and the accelerator signal to the retarder control unit, and the retarder control unit is used for adjusting the retarder to a target working gear according to the brake signal, the accelerator signal and the pressure value; the invention is used for solving the problems that a driver frequently operates a handle and a vehicle is easy to damage.
Description
Technical Field
The invention belongs to the technical field of retarder cruise control, and particularly relates to a novel retarder control system and a novel retarder control method.
Background
At present, vehicles operated in mountainous areas such as Yun Guichuan have long downhill working conditions, a brake is degraded due to heat after the hydraulic braking vehicle is braked for a long time, the reduction of the braking torque of the vehicle seriously affects the safety performance, and most vehicles are additionally provided with an eddy current retarder to solve the problem of insufficient braking torque after the brake is degraded due to heat.
The work of the eddy current retarder at the present stage is controlled by foot control and hand control in a combined mode, and the manual mode needs a driver to frequently operate a handle to control a working gear, so that the driving safety is influenced, the mode cannot meet the requirement of uniform downhill running of a vehicle, and meanwhile, because the eddy current retarder can instantaneously generate a larger anti-drag torque during working, the instantaneous impact of the anti-drag torque of the retarder on the rear axle under the condition that the rear axle is not contacted with teeth can not be avoided, and under the working condition, if the retarder is used for a long time, the rear axle gear is easily abraded by the surfaces of the teeth, and the problem that the rear axle is noisy or even damaged is caused.
Disclosure of Invention
The technical problem that this application embodiment will solve lies in overcoming prior art not enough, provides a neotype retarber control system and control method, does not need driver frequent operation handle, and solves the fragile problem of vehicle.
The technical scheme for solving the technical problems in the embodiment of the application is as follows: a novel retarder control system, comprising: a retarder;
the retarder control unit is connected with the retarder;
the ESC control unit is connected with the retarder control unit and used for collecting the pressure value of the brake master cylinder for processing and transmitting the pressure value to the retarder control unit;
the ECU control unit is connected with the retarder control unit and used for acquiring a brake signal and an accelerator signal and transmitting the brake signal and the accelerator signal to the retarder control unit;
and the retarder control unit is used for adjusting the retarder to a target working gear according to the brake signal, the accelerator signal and the pressure value.
Compared with the prior art, the technical scheme has the following beneficial effects:
the retarder can be calibrated by a program to control the retarder to automatically turn on or off in the running process of the vehicle, the working gear is automatically identified, and a manual operation handle is not needed; the working gear of the retarder is judged by a master cylinder pressure value signal acquired by an ESC control unit, and a pedal displacement sensor, a handle gear switch, an independent pipeline pressure switch and the like are not required to be additionally arranged, so that the cost and the failure rate are reduced; the gear division control is more nimble, and the division of many gears can make retarber output torque divide more meticulously, and the rear axle is contacted gradually by the tooth, is evenly stressed by the tooth, reduces the retarber and intervenes in the twinkling of an eye and produces great anti-torque of dragging, reduces wearing and tearing and damage to the rear axle.
And the cruise key is connected with the retarder control unit and used for sending a cruise state entering instruction to the retarder control unit.
Further, still include: the wheel speed sensor is connected with the ESC control unit and is used for collecting a current vehicle speed signal and transmitting the current vehicle speed signal to the ESC control unit;
the yaw angle sensor is connected with the ESC control unit and used for acquiring a current acceleration signal and transmitting the current acceleration signal to the ESC control unit;
the ESC control unit is used for processing and transmitting the speed signal and the acceleration signal to the retarder according to the speed signal and the acceleration signal;
and the ECU control unit is used for processing and transmitting the brake signal and the accelerator signal to the retarder control unit.
Judging the current vehicle speed through a vehicle speed signal and an acceleration signal acquired by an ESC control unit, and sending a working state quitting instruction when the vehicle speed is less than 5 Km/h; when an ABS or ESC function activation signal transmitted by the ESC control unit is identified, a working state quitting instruction is sent out; and when the percent signal of the throttle opening transmitted by the ECU control unit is identified to be larger than 0%, sending out a command of quitting the working state.
Further, the device also comprises a pressure sensor which is connected with the ESC control unit and used for collecting the pressure value of a brake master cylinder;
when the pressure value is larger than 0 and smaller than a first threshold value, the retarder control unit controls the retarder not to output torque.
When the pressure value of the brake master cylinder is greater than 0, the rear axle is gradually contacted by the teeth, on the basis of the contact by the teeth, the rear axle is more attached and the stress is uniform along with the increase of the pressure value by the tooth contact, and before the pressure value does not reach the first threshold value, the retarder is controlled to be in a standby state without outputting the brake torque, so that the instant impact of the anti-drag torque of the retarder on the rear axle gear is effectively solved.
Further, the retarder control unit, the ESC control unit and the ECU control unit are connected through a CAN communication module.
The invention also provides a control method of the retarder, which comprises the following steps:
acquiring a switch signal of a cruise key;
receiving and storing a current vehicle speed signal sent by an ESC control unit, and receiving an acceleration signal sent by a yaw angle sensor in real time;
and adjusting the input voltage of the retarder according to the vehicle acceleration signal to keep the vehicle at a constant speed and go down the slope.
Further, adjusting the input voltage of the retarder according to the vehicle acceleration signal includes:
calculating the braking torque of the retarder to be adjusted according to the magnitude of the vehicle acceleration signal;
and calculating and controlling the input voltage of the retarder according to the braking torque of the retarder to be adjusted.
Further, calculating and controlling the input voltage of the retarder according to the magnitude of the braking torque of the retarder to be adjusted comprises:
setting base number voltage with value of UForehead (forehead)/n；
Inputting the base number voltage of the target number according to the braking torque of the retarder needing to be adjusted;
wherein n is the number of parts, UForehead (forehead)Is a rated voltage value.
Further, the input voltage is calculated using the following equation:
in the formula (I), the compound is shown in the specification,
Temoutputting braking torque for the retarder;
CTis a torque constant;
u is an input voltage;
and R is coil resistance.
Further, a retarder braking torque is calculated from the vehicle acceleration, using the following formula:
in the formula (I), the compound is shown in the specification,
Temoutputting braking torque for the retarder;
i0the transmission ratio of the main speed reducer is set;
η0the transmission efficiency of the main speed reducer is improved;
m is the total mass of the vehicle;
r is the rolling radius of the wheel;
a is the vehicle acceleration.
One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:
1. the pressure value of the brake master cylinder is detected through the ESC control unit, the brake master cylinder is divided into a plurality of gears according to the size of the pressure value, when the pressure value is detected to be in the gears, the retarder control unit controls the retarder to output corresponding torque, the torque output of the retarder is directly controlled through collecting the pressure value of the brake master cylinder, the manual control mode of a handle gear switch is omitted, and the handle gear switch is prevented from being frequently operated.
2. When detecting that brake master cylinder pressure is under first threshold value, control retarber does not output braking torque, and the retarber is out of work this moment promptly, but the rear axle has gradually begun the contact by the tooth, on the basis contacted by the tooth, is laminated more and the atress is even by the tooth contact along with the increase of pressure value, effectively solves the counter-trailing moment of retarber and to the impact in the twinkling of an eye of rear axle gear.
3. The cruise key is used for controlling the vehicle to enter a cruise state on a downhill, the braking torque of the retarder to be adjusted is calculated according to the collected acceleration, the input voltage of the retarder is correspondingly calculated according to the braking torque to be adjusted, and the control mode of automatic matching of the braking torque of the retarder is controlled, so that the corresponding braking torque is automatically matched and output according to the acceleration, the vehicle is kept on the downhill at a constant speed, and the potential safety hazard caused by long-time brake stepping is avoided.
4. The rated voltage is manually divided into target parts, the target parts can be divided according to actual control precision, the base voltage value of the corresponding parts is correspondingly input according to the acceleration of the input voltage, so that the corresponding braking torque is matched and output, the vehicle is controlled to descend at a constant speed, and gears are manually divided more finely by subdividing the rated voltage, so that the control is more precise.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
Fig. 1 is a schematic structural diagram of this embodiment 1.
Fig. 2 is a schematic flow chart of this embodiment 2.
Detailed Description
Embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The following examples are only for illustrating the technical solutions of the present invention more clearly, and therefore are only examples, and the protection scope of the present invention is not limited thereby.
It is to be noted that, unless otherwise specified, technical or scientific terms used herein shall have the ordinary meaning as understood by those skilled in the art to which the invention pertains.
In the description of the present application, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "inner", "outer", and the like, indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, are only for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.
Furthermore, the terms "first", "second", etc. are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.
In this application, unless expressly stated or limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly and can include, for example, fixed connections, removable connections, or integral parts; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
Example 1
As shown in fig. 1, a novel retarder control system provided in an embodiment of the present invention includes: the retarder, the retarder control unit, the ESC control unit and the ECU control unit;
the retarder control unit is connected with the retarder, the retarder control unit is further sequentially connected with a power main switch and a storage battery, and the retarder control unit is further connected with a display for displaying current gear information in real time;
the ESC control unit is connected with the retarder control unit and used for collecting the pressure value of the brake master cylinder for processing and transmitting the pressure value to the retarder control unit;
the ECU control unit is connected with the retarder control unit and used for acquiring a brake signal and an accelerator signal and transmitting the brake signal and the accelerator signal to the retarder control unit;
the retarder control unit is connected with the ESC control unit and the ECU control unit through the CAN communication module;
the retarder control unit is used for adjusting the retarder to a target working gear according to the brake signal and the pressure value, specifically, when the ECU control unit collects the brake signal to be switched on, the retarder control unit automatically judges that the retarder enters a working mode, and the retarder control unit judges that the retarder is started to the target gear according to the pressure value of the brake master cylinder collected by the ESC control unit.
The retarder control unit is connected with the ESC control unit and used for acquiring a pressure value of a brake master cylinder, and when the pressure value is larger than 0 and smaller than a first threshold value, the retarder control unit controls the retarder not to output torque;
when the pressure value is larger than the first threshold value, the retarder control unit controls the retarder to start working and starts to a target gear.
Wherein, the first threshold value can be set to 1bar, namely when the master cylinder pressure value is greater than or equal to 1bar, the retarder starts to work.
Specifically, when the pressure value of the master cylinder is less than or equal to 1bar and less than 3bar, the retarder is started to work at first gear (the input voltage of the retarder is 1/4U)Forehead (forehead)The retarder output torque is about 100 n.m);
when the pressure value of the master cylinder is less than or equal to 3bar and less than 5bar, the retarder is started to work in the second gear (the input voltage of the retarder is 1/2U)Forehead (forehead)The retarder output torque is about 200 n.m);
when the pressure value of the master cylinder is less than or equal to 5bar and less than 7bar, the retarder is started to work in three gears (the input voltage of the retarder is 3/4U)Forehead (forehead)The retarder output torque is about 300 n.m);
when the pressure value of the main cylinder is less than or equal to 7bar, the retarder is started to work in four gears (the input voltage of the retarder is U)Forehead (forehead)To relieveTransmission output torque about 400 n.m);
the specific gear division can be divided into different intervals and different gears according to actual conditions.
When the pressure value of the brake master cylinder is greater than 0, the rear axle is gradually contacted by the teeth, on the basis of the contact by the teeth, the rear axle is more attached and the stress is uniform along with the increase of the pressure value by the tooth contact, and before the pressure value does not reach the first threshold value, the retarder is controlled to be in a standby state without outputting the brake torque, so that the instant impact of the anti-drag torque of the retarder on the rear axle gear is effectively solved.
The retarder can be calibrated by a program to control the retarder to automatically turn on or off in the running process of the vehicle, the working gear is automatically identified, and a manual operation handle is not needed; the working gear of the retarder is judged by a master cylinder pressure value signal acquired by an ESC control unit, and a pedal displacement sensor, a handle gear switch, an independent pipeline pressure switch and the like are not required to be additionally arranged, so that the cost and the failure rate are reduced; the gear division control is more nimble, and the division of many gears can make retarber output torque divide more meticulously, and the rear axle is contacted gradually by the tooth, is evenly stressed by the tooth, reduces the retarber and intervenes in the twinkling of an eye and produces great anti-torque of dragging, reduces wearing and tearing and damage to the rear axle.
In this embodiment, the vehicle driving system further includes a cruise key connected to the retarder control unit and configured to send a command to the retarder control unit to enter a cruise state, and the retarder control unit adjusts an input voltage to the retarder after receiving the command, so that the vehicle keeps going downhill at a constant speed.
Specifically, the method further comprises the following steps: the wheel speed sensor is connected with the ESC control unit and is used for acquiring a current vehicle speed signal and transmitting the current vehicle speed signal to the ESC control unit;
the yaw angle sensor is connected with the ESC control unit and used for acquiring a current acceleration signal;
the ESC control unit transmits the vehicle speed signal and the acceleration signal to the retarder control unit, and the ESC control unit transmits an ABS or ESC function activation signal to the retarder control unit. When the vehicle speed is less than 5Km/h, sending a command of quitting the working state; and when the signal of the ABS or the ESC function activation transmitted by the ESC control unit is identified, a command of exiting the working state is sent out.
And the ECU control unit is used for processing and transmitting the processed signals to the retarder control unit according to the brake signals and the accelerator signals, judging that the vehicle is accelerated at the moment when the accelerator signals transmitted by the ECU control unit are on, and sending out a working state quitting instruction.
Namely, the trigger condition for the retarder to exit the working mode is as follows: the vehicle speed is less than 5 Km/h; the ESC control unit sends an ABS or ESC function activation signal; the throttle opening percentage signal is greater than 0%; the above three conditions are satisfied, one of which immediately controls the retarder to exit the working mode, so that the automatic control of the retarder is realized, and the operation is time-saving and labor-saving.
Example 2
As shown in fig. 2, on the basis of embodiment 1, the present embodiment provides a method for controlling a retarder, which includes the following steps:
s1, acquiring a switch signal of the cruise key;
s2, receiving and storing a current vehicle speed signal sent by an ESC control unit, and receiving an acceleration signal sent by a yaw angle sensor in real time;
specifically, under the condition that the cruise mode is met, when a cruise key is pressed down, the retarder control unit collects and records a vehicle speed signal of the ESC control unit at the moment, the vehicle speed signal is used as a target vehicle speed, and meanwhile, an acceleration signal sent by the yaw angle sensor is collected and used as a judgment parameter for controlling the output of the braking torque of the retarder.
And S3, adjusting the input voltage of the retarder according to the vehicle acceleration signal to keep the vehicle at a constant speed and descend the slope.
Specifically, the acceleration of the vehicle is read in real time, the input voltage of the retarder is controlled, the output braking torque of the retarder is controlled, the vehicle keeps F driving + F braking, and the vehicle continuously runs on a downhill at a constant speed.
When the cruise key is pressed down, the retarder control unit acquires the switch signal, and if the switch signal is on an uphill slope at the moment, a driver normally steps on an accelerator, and the retarder stops working at the moment;
when the vehicle is on the flat ground, the accelerator and the brake are not stepped on, the actual speed is lower than the cruising speed when the cruising key is pressed, and the retarder control unit judges that the retarder does not work and the input voltage is 0;
if the brake is stepped on, the retarder control unit acquires the pressure of the main cylinder, controls the retarder to continue to work, and controls the retarder to stop working until the vehicle stops.
Specifically, adjusting the input voltage of the retarder according to the vehicle acceleration signal includes:
calculating the braking torque of the retarder to be adjusted according to the magnitude of the vehicle acceleration signal;
and calculating and controlling the input voltage of the retarder according to the braking torque of the retarder to be adjusted.
In order to keep the F drive + F weight as F resistance + F system, the braking torque of the retarder is controlled by controlling the input voltage of the retarder, so that the balance of the vehicle force is kept, and the requirement that the vehicle continuously runs downhill at a constant speed is met.
Wherein, according to the braking moment size that the retarber needs to be adjusted, adjust the input voltage of retarber and include:
setting base number voltage with value of UForehead (forehead)N, where n is the number of parts, UForehead (forehead)Is a rated voltage value.
Specifically, the rated voltage is divided into n parts, each part forms a smaller base voltage, and the specific division number can be set manually according to the control precision and the like;
inputting the base number voltage of the target number according to the braking torque of the retarder needing to be adjusted;
after calculating the input voltage, the retarder control unit increases or decreases the input voltage of the retarder coil according to the multiple relation of the set base voltage, thereby controlling the increase or decrease of the braking torque of the retarder, realizing the downhill driving of the vehicle according to the set cruising speed, accurately calculating the required braking torque through the deceleration change, and forming the base voltage through finely dividing the rated voltage, so that the increasing or decreasing of the input voltage each time can keep enough smoothness, which is different from the prior art that the output of the braking torque is limited, the fluctuation of the vehicle speed during the downhill cruising is large, and the control mode enables the downhill cruising to be more easily controlled and more accurate.
In this embodiment, the input voltage is calculated using the following equation;
in the formula (I), the compound is shown in the specification,
Temoutputting braking torque for the retarder;
CTis a torque constant;
u is an input voltage;
and R is coil resistance.
Through the formula, the relation between the braking torque and the input voltage is calculated, and then the output braking torque of the retarder is controlled by controlling the input voltage, so that the requirement of uniform speed downhill cruising is met.
Further, a retarder braking torque is calculated from the vehicle acceleration, using the following formula:
in the formula (I), the compound is shown in the specification,
Temoutputting braking torque for the retarder;
i0the transmission ratio of the main speed reducer is set;
η0the transmission efficiency of the main speed reducer is improved;
m is the total mass of the vehicle;
r is the rolling radius of the wheel;
a is the vehicle acceleration.
One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:
1. the pressure value of the brake master cylinder is detected through the ESC control unit, the brake master cylinder is divided into a plurality of gears according to the size of the pressure value, when the pressure value is detected to be in the gears, the retarder control unit controls the retarder to output corresponding torque, the torque output of the retarder is directly controlled through collecting the pressure value of the brake master cylinder, the manual control mode of a handle gear switch is omitted, and the handle gear switch is prevented from being frequently operated.
2. When detecting that brake master cylinder pressure is under first threshold value, control retarber does not output braking torque, and the retarber is out of work this moment promptly, but the rear axle has gradually begun the contact by the tooth, on the basis contacted by the tooth, is laminated more and the atress is even by the tooth contact along with the increase of pressure value, effectively solves the counter-trailing moment of retarber and to the impact in the twinkling of an eye of rear axle gear.
3. The cruise key is used for controlling the vehicle to enter a cruise state on a downhill, the braking torque required by the retarder is calculated according to the collected acceleration, and the input voltage is correspondingly matched according to the braking torque to control the automatic matching control mode of the braking torque of the retarder, so that the corresponding braking torque is automatically matched and output according to the acceleration, the vehicle is kept on the downhill at a constant speed, and the potential safety hazard caused by long-time brake stepping is avoided.
4. The rated voltage is manually divided into target parts, the target parts can be divided according to actual control precision, the base voltage value of the corresponding parts is correspondingly input according to the acceleration of the input voltage, so that the corresponding braking torque is matched and output, the vehicle is controlled to descend at a constant speed, and gears are manually divided more finely by subdividing the rated voltage, so that the control is more precise.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. A novel retarder control system, characterized in that, includes: a retarder;
the retarder control unit is connected with the retarder;
the ESC control unit is connected with the retarder control unit and used for collecting the pressure value of the brake master cylinder for processing and transmitting the pressure value to the retarder control unit;
the ECU control unit is connected with the retarder control unit and used for acquiring a brake signal and an accelerator signal and transmitting the brake signal and the accelerator signal to the retarder control unit;
and the retarder control unit is used for adjusting the retarder to a target working gear according to the brake signal, the accelerator signal and the pressure value.
2. The control system of claim 1, further comprising a cruise key coupled to the retarder control unit for sending a cruise status entry command to the retarder control unit.
3. The control system of claim 1, further comprising: the wheel speed sensor is connected with the ESC control unit and is used for collecting a current vehicle speed signal and transmitting the current vehicle speed signal to the ESC control unit;
the yaw angle sensor is connected with the ESC control unit and used for acquiring a current acceleration signal and transmitting the current acceleration signal to the ESC control unit;
the ESC control unit is used for processing and transmitting the speed signal and the acceleration signal to the retarder control unit according to the speed signal and the acceleration signal;
and the ECU control unit is used for processing and transmitting the brake signal and the accelerator signal to the retarder control unit.
4. The control system of claim 1, further comprising a pressure sensor connected to the ESC control unit for collecting a pressure value of a master cylinder;
when the pressure value is larger than 0 and smaller than a first threshold value, the retarder control unit controls the retarder not to output torque.
5. The control system of claim 1, further comprising a CAN communication module connecting the retarder control and ESC control unit and the ECU control unit.
6. A control method of a retarder is characterized by comprising the following steps:
acquiring a switch signal of a cruise key;
receiving and storing a current vehicle speed signal sent by an ESC control unit, and receiving an acceleration signal sent by a yaw angle sensor in real time;
and adjusting the input voltage of the retarder according to the vehicle acceleration signal to keep the vehicle at a constant speed and go down the slope.
7. The control method of claim 6, wherein adjusting the input voltage of the retarder based on the vehicle acceleration signal comprises:
calculating the braking torque of the retarder to be adjusted according to the magnitude of the vehicle acceleration signal;
and calculating and controlling the input voltage of the retarder according to the braking torque of the retarder to be adjusted.
8. The control method of claim 7, wherein adjusting the input voltage of the retarder according to the magnitude of the braking torque of the retarder comprises:
setting base number voltage with value of UForehead (forehead)/n；
Inputting the base number voltage of the target number according to the braking torque of the retarder needing to be adjusted;
wherein n is the number of parts, UForehead (forehead)Is a rated voltage value.
9. The control method of claim 7, wherein the input voltage is calculated using the equation:
in the formula (I), the compound is shown in the specification,
Temoutputting braking torque for the retarder;
CTis a torque constant;
u is an input voltage;
and R is coil resistance.
10. A control method according to claim 7, characterised in that the retarder braking torque is calculated from the vehicle acceleration, using the formula:
in the formula (I), the compound is shown in the specification,
Temoutputting braking torque for the retarder;
i0the transmission ratio of the main speed reducer is set;
η0the transmission efficiency of the main speed reducer is improved;
m is the total mass of the vehicle;
r is the rolling radius of the wheel;
a is the vehicle acceleration.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111169298.5A CN113859194A (en) | 2021-09-30 | 2021-09-30 | Novel retarder control system and control method |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111169298.5A CN113859194A (en) | 2021-09-30 | 2021-09-30 | Novel retarder control system and control method |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114435322A (en) * | 2022-02-28 | 2022-05-06 | 东风华神汽车有限公司 | Commercial vehicle slow braking control method, device, equipment and storage medium |
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2021
- 2021-09-30 CN CN202111169298.5A patent/CN113859194A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114435322A (en) * | 2022-02-28 | 2022-05-06 | 东风华神汽车有限公司 | Commercial vehicle slow braking control method, device, equipment and storage medium |
| CN114435322B (en) * | 2022-02-28 | 2023-01-31 | 东风华神汽车有限公司 | Commercial vehicle slow braking control method, device, equipment and storage medium |
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