CN114572170A - Anti-lock braking system and control method thereof - Google Patents

Anti-lock braking system and control method thereof Download PDF

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Publication number
CN114572170A
CN114572170A CN202011380619.1A CN202011380619A CN114572170A CN 114572170 A CN114572170 A CN 114572170A CN 202011380619 A CN202011380619 A CN 202011380619A CN 114572170 A CN114572170 A CN 114572170A
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CN
China
Prior art keywords
preset
value
braking state
reducing valve
pressure reducing
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Pending
Application number
CN202011380619.1A
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Chinese (zh)
Inventor
陈冠宇
吴加恩
陈俊杰
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
LIO HO MACHINE WORKS Ltd
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LIO HO MACHINE WORKS Ltd
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Publication date
Application filed by LIO HO MACHINE WORKS Ltd filed Critical LIO HO MACHINE WORKS Ltd
Priority to CN202011380619.1A priority Critical patent/CN114572170A/en
Publication of CN114572170A publication Critical patent/CN114572170A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
    • B62L3/00—Brake-actuating mechanisms; Arrangements thereof
    • B62L3/02—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever
    • B62L3/023—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever acting on fluid pressure systems

Abstract

The invention provides an anti-lock brake system and a control method thereof. The anti-lock braking system is connected with the first sensor, and comprises: an actuator HCU including a pressure increasing valve, a pressure reducing valve, an accumulator, a pump, and a motor; an electronic control unit ECU; the first sensor is used for detecting the braking state of the brake handle and sending the information of the braking state of the brake handle to the electronic control unit ECU, and when the brake handle is judged to be in the braking state, the electronic control unit ECU applies a first preset voltage to the pressure reducing valve; and when the slip value of the vehicle is judged to be within the first preset value range and the wheel deceleration is larger than the first threshold value, the electronic control unit ECU applies a second preset voltage to the pressure reducing valve, and the average value of the applied first preset voltage between the moment of applying the first preset voltage and the moment of applying the second preset voltage is smaller than the second preset voltage.

Description

Anti-lock braking system and control method thereof
Technical Field
The present invention relates to the field of vehicle control management technology, and in particular, to an Antilock Brake System (ABS) and a control method thereof.
Background
With the development of technology, the speed of motor vehicles is faster and faster, and the requirements on braking systems are higher and higher. The conventional anti-lock brake system mostly includes an execution mechanism HCU (hybrid Control unit), an electronic Control unit ECU (electronic Control unit), and a wheel speed sensor, wherein the electronic Control unit ECU determines whether a wheel is about to be locked based on a detection value of the wheel speed sensor, and controls the execution mechanism HCU in a state that the wheel is about to be locked, and specifically, the electronic Control unit ECU applies a voltage to a pressure reducing valve of the execution mechanism HCU to Control the pressure reducing valve when the wheel speed sensor detects that the wheel is about to be locked.
It is known that a pressure relief valve needs to overcome the return spring force to actuate when actuated, and as such there is some time delay between the time the pressure relief valve is actuated and the time it is actuated. Therefore, in the prior art, the electronic control unit ECU applies voltage to the pressure reducing valve of the actuating mechanism HCU for control when the wheel is detected to be locked, so that the response time of the pressure reducing valve is long, and rollover is easily caused.
Disclosure of Invention
The invention aims to solve the technical problem of providing an anti-lock brake system with quick response time and a control method thereof aiming at the defects of the prior art.
In order to solve the above problems, the present invention provides an anti-lock brake system connected to a first sensor, the anti-lock brake system comprising:
the actuating mechanism HCU comprises a pressure increasing valve, a pressure reducing valve, an energy accumulator, a pump and a motor, wherein the pressure increasing valve, the pressure reducing valve, the energy accumulator and the pump are sequentially connected through a pipeline and are connected to a brake handle to form a hydraulic loop, and the motor is connected with the pump and used for controlling the pump;
an electronic control unit ECU for controlling the pressure increasing valve, the pressure reducing valve, and the pump; and
a second sensor for detecting the speed of the wheels and sending a speed signal to the electronic control unit ECU,
the first sensor is used for detecting the braking state of the brake handle and sending the information of the braking state of the brake handle to the electronic control unit ECU,
the electronic control unit ECU judges whether the brake handle is changed from a non-braking state to a braking state or not based on the information of the braking state, and when the brake handle is changed to the braking state, the electronic control unit ECU applies a first preset voltage to the reducing valve;
the electronic control unit ECU judges whether the slip value of the vehicle is within a first preset value range or not and whether the wheel deceleration is larger than a first threshold value or not based on the speed signal, when the slip value of the vehicle is within the first preset value range and the wheel deceleration is larger than the first threshold value, the electronic control unit ECU applies a second preset voltage to the pressure reducing valve, and the average value of the first preset voltage applied between the moment when the first preset voltage is applied and the moment when the second preset voltage is applied is smaller than the second preset voltage.
In some embodiments, when the ECU determines that the brake handle is changed from the non-braking state to the braking state, the ECU further determines whether the slip value is within a second preset value range based on the speed signal, and whether the wheel speed is greater than a second threshold value.
In some embodiments, the first preset range is a range greater than a first preset value and smaller than a second preset value, the second preset range is a range greater than a third preset value, and the third preset value is greater than the second preset value.
In some embodiments, at least a portion of the motor is housed in a housing of the actuator HCU and is located between the actuator HCU and the ECU.
In some embodiments, the motor is detachably fixed in the accommodating groove of the actuator HCU by a fixing member.
In some embodiments, a fixing portion is convexly disposed on an outer surface of the motor, a through hole is formed in the fixing portion in a penetrating manner, the actuating mechanism HCU further has a fitting hole, the fitting hole is located on a periphery of the accommodating groove, and the fixing member is inserted into and fixed in the fitting hole through the through hole.
In order to solve the above problem, the present invention also provides a control method of an anti-lock brake system, the control method including:
judging whether a brake handle of the vehicle is changed from a non-braking state to a braking state;
when the brake handle is changed from a non-braking state to a braking state, applying a first preset voltage to the pressure reducing valve;
judging whether the slip value of the vehicle is within a first preset value range or not and whether the wheel deceleration is larger than a first threshold value or not;
and when the slip value is within the first preset value range and the wheel deceleration is greater than the first threshold value, applying a second preset voltage to the reducing valve.
In some embodiments, when it is determined that the brake handle is changed from the non-braking state to the braking state, the control method further includes:
judging whether the slip value is within a second preset value range or not, whether the wheel speed is greater than a second threshold value or not,
and when the slip value is within a second preset value range and the wheel speed is greater than a second threshold value, applying the first preset voltage to the pressure reducing valve.
In some embodiments, the first preset range is a range greater than a first preset value and smaller than a second preset value, the second preset range is a range greater than a third preset value, and the third preset value is greater than the second preset value.
Compared with the prior art, in the anti-lock brake system provided by the invention, the brake handle is changed from a non-braking state to a braking state, when the pressure reducing valve does not need to act, the electronic control unit ECU applies a first preset voltage smaller than a second preset voltage to the pressure reducing valve to overcome the return spring force of the pressure reducing valve, so that when the electromagnetic valve needs to act, the second preset voltage is applied to the pressure reducing valve again, the pressure reducing valve can act immediately after the second preset voltage is applied, the response speed of the pressure reducing valve is accelerated, the response speed of the anti-lock brake system is further effectively accelerated, locked wheels can be released quickly, and rollover is effectively prevented.
Drawings
Fig. 1 is a block diagram illustrating the construction of an anti-lock brake system according to the present invention.
Fig. 2 is a schematic diagram of a hydraulic circuit of the anti-lock brake system shown in fig. 1.
FIG. 3 is a schematic diagram of a hydraulic circuit for a pressurization process in which the anti-lock brake system is normally operated.
Fig. 4 is a schematic diagram of a hydraulic circuit for a pressure holding process in which the anti-lock brake system normally operates.
Fig. 5 is a schematic diagram of a hydraulic circuit during decompression in normal operation of the anti-lock brake system.
Fig. 6 is a graph of the voltage applied to the pressure reducing valve versus time and a graph of the opening degree of the pressure reducing valve versus time.
Fig. 7 is a graph of voltage applied to a pressure reducing valve versus time according to another embodiment.
Fig. 8 is a schematic view of the structure of an anti-lock brake system.
Fig. 9 is an exploded schematic view of the anti-lock brake system shown in fig. 8.
Fig. 10 is a sectional view of the anti-lock brake system shown in fig. 8.
Fig. 11 is a graph of a voltage applied to a pressure reducing valve versus time and a graph of an opening degree of the pressure reducing valve versus time in the related art.
Fig. 12 is a schematic view of a structure of an anti-lock brake system in the related art.
Description of the main elements
Anti-lock brake system 100
Brake handle 110
Vacuum booster 120
Master cylinder 130
Brake 150
First sensor 200
Actuator HCU10
Pressure increasing valve 11
Check valve 12
Pressure reducing valve 13
Energy accumulator 14
Pump 15
Motor 16
Fixing member 161
Fixing part 162
Through hole 163
Hydraulic circuit 17
Boost circuit 171
Pressure relief circuit 172
Accommodation groove 18
Fitting hole 19
Electronic control unit ECU30
Accommodating cavity 31
Second sensor 50
The following detailed description will further illustrate the present application in conjunction with the above-described figures.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein in the description of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application.
Some embodiments of the present application will be described in detail below with reference to the accompanying drawings. The embodiments described below and the features of the embodiments can be combined with each other without conflict.
Referring to fig. 1, the present invention provides an anti-lock brake system 100, wherein the anti-lock brake system 100 can be used for various vehicles, such as automobiles, motorcycles, etc., and in the present embodiment, the vehicle is exemplified as a motorcycle.
Referring to fig. 1, an anti-lock brake system 100 according to the present invention is connected to a first sensor 200. The antilock brake system 100 includes an actuator HCU10, an ECU30, and a second sensor 50. In the motorcycle as an example, the brake system mainly includes an anti-lock brake system 100, a brake handle 110, a vacuum booster 120, a master cylinder 130, and a brake 150.
Specifically, the actuator HCU10 includes a pressure increasing valve 11, a check valve 12, a pressure reducing valve 13, an accumulator 14, a pump 15, and a motor 16, and the pressure increasing valve 11, the pressure reducing valve 13, the accumulator 14, and the pump 15 are connected in sequence through a pipe and connected to the brake handle 110 to constitute a hydraulic circuit. The motor 16 is connected to the pump 15 for controlling the pump 15, and the pressure increasing valve 11, the pressure reducing valve 13, and the pump 15 are controlled by the electronic control unit ECU 30. The pressure increasing valve 11 is a normally open type solenoid valve, and the pressure reducing valve 13 is a normally closed type solenoid valve.
In the embodiment of the present invention, the actuator HCU10 includes two sets of hydraulic circuits, one of which is a hydraulic circuit for controlling the front wheels and is installed between the front wheel brake handle and the front wheel brake. The other set of hydraulic circuits is a hydraulic circuit for controlling the rear wheels, and is installed between the rear wheel brake handle and the rear wheel brake. In the present embodiment, since the two sets of hydraulic circuits have the same configuration, the hydraulic circuit 17 for controlling the front wheels (hereinafter simply referred to as "hydraulic circuit") is described as an example in the present embodiment, and the description of the other set of hydraulic circuits is omitted.
Referring to fig. 2, the hydraulic circuit 17 includes a pressure increasing circuit 171 and a pressure releasing circuit 172, wherein the pressure increasing circuit 171 includes a pressure increasing valve 11 and a check valve 12, and the pressure releasing circuit 172 includes a pressure reducing valve 13 and a pump 15. The antilock brake system 100 controls the pressure-increasing circuit 171 and the pressure-releasing circuit 172 through the electronic control unit ECU30 to regulate the pressure of the brake fluid.
Specifically, the adjustment process of the antilock brake system 100 includes a pressurization process, a pressure maintaining process, and a pressure reducing process. As shown in fig. 3, in the pressurization process of the anti-lock brake system 100, when the driver pulls the brake handle 110, the pressurization valve 11 is in an open state, the pressure reducing valve 13 is in a closed state, and the brake fluid flows into the pressurization circuit 171 from the master cylinder 130 and flows into the brake 150 via the pressurization valve 11. As shown in fig. 4, the pressure maintaining process of the anti-lock brake system 100 is such that the pressure increasing valve 11 is in a closed state and the pressure reducing valve 13 is continuously maintained in a closed state, and thus the pressure of the wheel cylinder of the brake 150 is maintained. As shown in fig. 5, in the pressure reducing process of the antilock brake system 100, the pressure increasing valve 11 is continuously maintained in the closed state, and the pressure reducing valve 13 is opened, and at this time, the motor 16 controls the pump 15 so that the brake fluid in the wheel cylinder flows into the pressure releasing circuit 172 and flows back to the master cylinder 130 via the pressure reducing valve 13.
When the wheels are gradually locked, namely the process of changing from the pressurization process to the pressure maintaining process, and when the wheels are quickly locked, namely the process of changing from the pressurization process to the pressure reducing process.
The first sensor 200 is configured to detect a braking state of the brake handle 110 and transmit information of the braking state of the brake handle 110 to the ECU 30.
The ECU30 determines whether the brake handle 110 is changed from the non-braking state to the braking state based on the information of the braking state, and the ECU30 applies a first preset voltage to the pressure reducing valve 13 when the brake handle 110 is changed from the non-braking state to the braking state.
In the embodiment of the present invention, when the ECU30 determines that the brake handle 110 is changed from the non-braking state to the braking state, that is, the driver pulls the brake handle, the ECU30 applies the first preset voltage to the pressure reducing valve 13. It is understood that in the prior art, the first sensor 200 is used for detecting the braking state of the brake handle 110, and then the warning light at the rear of the vehicle is turned on when the brake handle 110 is detected to be in the braking state. In the present embodiment, the first sensor 200 is connected to the ECU30, and the information on the braking state of the brake handle 110 is transmitted to the ECU30, so that the ECU30 can operate according to the information on the braking state of the brake handle 110, and thus can operate according to the information on the braking state of the brake handle 110 without adding an additional element.
The second sensor 50 is provided at the wheel, and detects speed information of the wheel and sends the detected value to the electronic control unit ECU 30. In the present embodiment, the second sensor 50 is a wheel speed sensor. The ECU30 determines whether the slip value of the vehicle is within a first preset value range and the wheel deceleration is greater than a first threshold value based on the detection value of the second sensor 50, and when the slip value of the vehicle is within the first preset value range and the wheel deceleration is greater than the first threshold value, the ECU30 applies a second preset voltage to the pressure reducing valve 13, wherein the average value of the first preset voltage applied between the time when the first preset voltage starts to be applied and the time when the second preset voltage starts to be applied is smaller than the second preset voltage.
The slip value is a value obtained by dividing a difference between the wheel speed and the vehicle speed by the vehicle speed, and satisfies the following formula (1).
Slip value (W-V)/V (1)
In the above formula (1), W is the wheel speed and V is the vehicle speed.
In the present embodiment, the average value of the first preset voltage applied between the time when the first preset voltage starts to be applied and the time when the second preset voltage starts to be applied is smaller than the second preset voltage, so that the application of the first preset voltage enables the pressure reducing valve to overcome the return spring force thereof when it is detected that the brake handle 110 is changed from the non-braking state to the braking state. It is understood that the first preset voltage may range from 2V to 6V, for example, 3V, and the second preset voltage may range from 10V to 15V, for example, 12V.
Please refer to fig. 6 and fig. 11 to describe the advantageous effects of the embodiments of the present invention. Fig. 6(a) is a relationship between the opening degree of the pressure reducing valve and time in the present embodiment, and fig. 6(b) is a relationship between the voltage applied to the pressure reducing valve and time in the present embodiment. Fig. 11(a) is a relationship between the opening degree of the pressure reducing valve and time in the related art, and fig. 11(b) is a relationship between the voltage applied to the pressure reducing valve and time in the related art.
Please refer to FIG. 6 and FIG. 11 in combination, T in FIG. 6(a)AAnd T in FIG. 11(a)BIt can be seen from comparison between fig. 6 and 11 that, in the present embodiment, the brake handle 110 is changed from the non-braking state to the braking state, and when the pressure reducing valve 13 does not need to operate, a first preset voltage smaller than a second preset voltage is applied to the pressure reducing valve 13 to overcome the return spring force of the pressure reducing valve 13, so that when the pressure reducing valve 13 needs to operate, a second preset voltage is applied to the pressure reducing valve 13 again, so that the pressure reducing valve 13 can operate immediately after being driven (applied with the second preset voltage) to accelerate the response speed of the pressure reducing valve 13, thereby effectively accelerating the response speed of the anti-lock brake system 100, and quickly releasing the locked wheels.
It is to be understood that fig. 6 is only one example illustrating the graph of the change in the first preset voltage applied to the pressure reducing valve 13 in the embodiment of the present invention, and for example, the first preset voltage applied to the pressure reducing valve 13 in the present invention may be changed in a slope form with time as shown in fig. 7(a), in an exponential form with time as shown in fig. 7(b), in an "S" form with time as shown in fig. 7(c), in a pulse form with time as shown in fig. 7(d), or in a step form with time as shown in fig. 7 (e). Of course, in other embodiments, the change of the first preset voltage applied to the pressure reducing valve 13 may also be changed in other shapes with the change of time, and is not limited herein.
In one embodiment, when the ECU30 determines that the brake handle 110 is changed from the non-braking state to the braking state, it further determines whether the slip value of the vehicle is within a second preset value range and the wheel speed is greater than a second threshold value based on the speed signal of the second sensor 50, and when the slip value of the vehicle is within the second preset value range and the wheel speed is greater than the second threshold value, the ECU30 applies a first preset voltage to the pressure reducing valve 13.
The first preset range is a range which is larger than a first preset value and smaller than a second preset value, the second preset range is a range which is larger than a third preset value, and the third preset value is larger than the second preset value.
It can be understood that, when the ECU30 determines that the brake handle 110 is changed from the non-braking state to the braking state, it further determines whether the slip value and the wheel speed are within a predetermined range to apply a first preset voltage to the pressure reducing valve 13, so that the return spring force of the pressure reducing valve 13 can be overcome, and so that when the pressure reducing valve 13 needs to be actuated, a second preset voltage is applied to the pressure reducing valve 13 again, so that the response speed of the pressure reducing valve 13 can be effectively increased, the response speed of the anti-lock brake system 100 can be effectively increased, and the locked wheel can be quickly released.
In an embodiment of the invention, referring to fig. 8 and 9, the actuator HCU10 has a receiving slot 18, and at least a portion of the motor 16 is received in the receiving slot 18 of the actuator HCU10 and located between the actuator HCU10 and the ECU 30.
By accommodating at least a portion of the motor 16 in the accommodating groove 18 of the actuator HCU10 and accommodating another portion in the accommodating cavity 31 of the ECU30, the motor 16 is disposed inside, and referring to fig. 12, compared to the prior art in which the motor 16 ' is disposed outside the ECU30 ' and the actuator HCU10 ', the volume occupied by the abs system 100 can be effectively reduced, which is convenient for implementing a compact design and achieving a better appearance.
Further, the motor 16 is detachably fixed in the accommodation groove 18 of the actuator HCU 10. In the present embodiment, the motor 16 is detachably fixed to the accommodation groove 18 of the actuator HCU10 by a fixing member 161.
Specifically, the fixing portion 162 is protruded from the outer surface of the motor 16, a through hole 163 is formed through the fixing portion 162, and the actuating mechanism HCU10 further has a fitting hole 19, wherein the fitting hole 19 is located at the periphery of the accommodating groove 18. The motor 16 is fixed in the accommodating groove 18 of the actuator HCU10 by inserting the fixing member 161 into the fitting hole 19 through the through hole 163 of the fixing portion 162 in sequence. In the embodiment of the present invention, the fixing member 161 is a screw, and the fitting hole 19 is a screw hole. Of course, other fixing methods, such as welding, snapping, etc., may be used, and are not limited herein.
It will be appreciated that the motor 16 ' is typically attached to the actuator HCU10 ' in the prior art, and thus, in the event that the motor 16 ' requires servicing, the motor 16 ' and the actuator HCU10 ' are typically either scrapped or the motor 16 ' is removed from the actuator HCU10 ' for servicing, such that the internal components of the motor 16 ' and the actuator HCU10 ' are inevitably damaged during the removal process. In the present embodiment, the motor 16 is detachably fixed in the storage tank 18 of the actuator HCU10, so that, when the motor 16 needs to be repaired, the motor 16 only needs to be detached, thereby facilitating the repair.
When assembling the abs system 100, a portion of the motor 16 is first accommodated in the accommodating groove 18 of the actuator HCU10, and the fixing member 161 is inserted into and fixed to the engaging hole 19 through the through hole 163 of the fixing portion 162, so as to fix the motor 16 in the accommodating groove 18 of the actuator HCU10, and then the ECU30 is mounted on the motor 16, so that the portion of the motor 16 exposed from the accommodating groove 18 is accommodated in the accommodating cavity 31. When it is necessary to disassemble the antilock brake system 100, the ECU30 is first disassembled, then the fixing member 161 is disassembled, and the motor 16 is disassembled.
According to the embodiment of the invention, the brake handle 110 is changed from the non-braking state to the braking state, when the pressure reducing valve 13 does not need to act, the first preset voltage smaller than the second preset voltage is firstly applied to the pressure reducing valve 13 to overcome the return spring force of the pressure reducing valve 13, so that when the pressure reducing valve 13 needs to act, the second preset voltage is applied to the pressure reducing valve 13 again, and thus, the pressure reducing valve 13 can act immediately after being driven (the second preset voltage is applied) to accelerate the response speed of the pressure reducing valve 13, further, the response speed of the anti-lock brake system 100 is effectively accelerated, locked wheels can be released quickly, and rollover is effectively prevented.
The present invention also provides a control method of the antilock brake system 100, the control method including:
judging whether a brake handle of the vehicle is changed from a non-braking state to a braking state;
when the brake handle is changed from a non-braking state to a braking state, a first preset voltage is applied to the pressure reducing valve;
judging whether the slip value of the vehicle is within a first preset value range or not and whether the wheel deceleration is greater than a first threshold value or not;
and when the slip value of the vehicle is within a first preset value range and the wheel deceleration is greater than a first threshold value, applying a second preset voltage to the pressure reducing valve.
In the present embodiment, the average value of the first preset voltage applied between the time when the first preset voltage starts to be applied and the time when the second preset voltage starts to be applied is smaller than the second preset voltage, so that the application of the first preset voltage enables the pressure reducing valve to overcome the return spring force thereof when it is detected that the brake handle 110 is changed from the non-braking state to the braking state. It is understood that the first preset voltage may range from 2V to 6V, for example, 3V, and the second preset voltage may range from 10V to 15V, for example, 12V.
It can be understood that the brake handle is changed from a non-braking state to a braking state, a first preset voltage is firstly applied to the pressure reducing valve to overcome the return spring force of the pressure reducing valve, and therefore when the pressure reducing valve needs to act, a second preset voltage is applied to the pressure reducing valve again, so that the pressure reducing valve can act immediately after being driven (the second preset voltage is applied), the response speed of the anti-lock brake system is effectively increased, and locked wheels can be released quickly.
In one embodiment, the control method further includes, when it is determined that the brake handle is changed from the non-braking state to the braking state:
judging whether the slip value of the vehicle is within a second preset value range or not, judging whether the wheel speed is greater than a second threshold value or not,
and when the slip value of the vehicle is within a second preset value range and the wheel speed is greater than a second threshold value, applying a first preset voltage to the pressure reducing valve.
The first preset range is a range which is larger than a first preset value and smaller than a second preset value, the second preset range is a range which is larger than a third preset value, and the third preset value is larger than the second preset value.
It can be understood that, through the mode, when judging that the brake handle becomes the braking state by non-braking state, further judge whether slip value and wheel speed are located the within range value of regulation, in order to apply first preset voltage to the relief pressure valve, so, can overcome the return spring force of relief pressure valve, so, when the action of needs relief pressure valve, apply second preset voltage to the relief pressure valve once more, so, can effectively accelerate the response speed of relief pressure valve, thereby effectively accelerate anti-lock braking system's response speed, make the dead wheel of lock obtain the release fast, effectively prevent the rollover.
The first preset range is a range which is larger than a first preset value and smaller than a second preset value, the second preset range is a range which is larger than a third preset value, and the third preset value is larger than the second preset value.
In this embodiment, the change of the first preset voltage with time is as described above, and is not described herein again.
In the control method of the anti-lock brake system 100 provided by the invention, the brake handle is changed from a non-braking state to a braking state, when the pressure reducing valve is not required to act, a first preset voltage smaller than a second preset voltage is firstly applied to the pressure reducing valve to overcome the return spring force of the pressure reducing valve, so that when the pressure reducing valve is required to act, the second preset voltage is applied to the pressure reducing valve again, and thus, the pressure reducing valve can act immediately after being driven (the second preset voltage is applied) to accelerate the response speed of the pressure reducing valve, further, the response speed of the anti-lock brake system is effectively accelerated, locked wheels can be released quickly, and rollover is effectively prevented.
Finally, it should be noted that the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting, and although the present invention is described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications or equivalent substitutions may be made on the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention.

Claims (9)

1. An anti-lock brake system coupled to a first sensor, the anti-lock brake system comprising:
the actuating mechanism HCU comprises a pressure increasing valve, a pressure reducing valve, an energy accumulator, a pump and a motor, wherein the pressure increasing valve, the pressure reducing valve, the energy accumulator and the pump are sequentially connected through a pipeline and are connected to a brake handle to form a hydraulic loop, and the motor is connected with the pump and used for controlling the pump;
an electronic control unit ECU for controlling the pressure increasing valve, the pressure reducing valve, and the pump; and
a second sensor for detecting the speed of the wheels and sending a speed signal to the electronic control unit ECU,
the first sensor is used for detecting the braking state of the brake handle and sending the information of the braking state of the brake handle to the electronic control unit ECU,
the electronic control unit ECU judges whether the brake handle is changed from a non-braking state to a braking state or not based on the information of the braking state, and when the brake handle is changed to the braking state, the electronic control unit ECU applies a first preset voltage to the reducing valve;
the electronic control unit ECU judges whether a slip value of the vehicle is within a first preset value range or not and whether wheel deceleration is larger than a first threshold value or not based on the speed signal, when the slip value is within the first preset value range and the wheel deceleration is larger than the first threshold value, the electronic control unit ECU applies a second preset voltage to the pressure reducing valve, and the average value of the first preset voltage applied between the moment when the first preset voltage is applied and the moment when the second preset voltage is applied is smaller than the second preset voltage.
2. The antilock braking system as set forth in claim 1,
and when the electronic control unit ECU judges that the brake handle is changed from a non-braking state to a braking state, the electronic control unit ECU further judges whether the slip value is in a second preset value range or not based on the speed signal, and whether the wheel speed is greater than a second threshold value or not, and when the slip value is in the second preset value range and the wheel speed is greater than the second threshold value, the electronic control unit ECU applies the first preset voltage to the pressure reducing valve.
3. The antilock braking system as set forth in claim 2,
the first preset range is a range which is larger than a first preset value and smaller than a second preset value, the second preset range is a range which is larger than a third preset value, and the third preset value is larger than the second preset value.
4. The antilock braking system as set forth in claim 1,
at least a part of the motor is accommodated in the accommodating groove of the execution mechanism HCU and is positioned inside the execution mechanism HCU and the electronic control unit ECU.
5. The antilock braking system as set forth in claim 4,
the motor is detachably fixed in the accommodating groove of the actuating mechanism HCU through a fixing piece.
6. The antilock braking system as set forth in claim 5,
the outer surface of the motor is convexly provided with a fixing part, the fixing part is provided with a through hole in a penetrating mode, the execution mechanism HCU is further provided with a matching hole, the matching hole is located on the periphery of the containing groove, and the fixing piece penetrates through the through hole and is inserted into and fixed in the matching hole.
7. A control method of an anti-lock brake system, characterized by comprising:
judging whether a brake handle of the vehicle is changed from a non-braking state to a braking state;
when the brake handle is changed from a non-braking state to a braking state, applying a first preset voltage to the pressure reducing valve;
judging whether the slip value of the vehicle is within a first preset value range or not and whether the wheel deceleration is larger than a first threshold value or not;
and when the slip value is within the first preset value range and the wheel deceleration is greater than the first threshold value, applying a second preset voltage to the reducing valve.
8. The control method of an antilock brake system according to claim 7,
when the control method judges that the brake handle is changed from the non-braking state to the braking state, the control method further comprises the following steps:
judging whether the slip value is within a second preset value range or not, judging whether the wheel speed is greater than a second threshold value or not,
and when the slip value is within a second preset value range and the wheel speed is greater than a second threshold value, applying the first preset voltage to the pressure reducing valve.
9. The control method of an antilock brake system according to claim 7,
the first preset range is a range which is larger than a first preset value and smaller than a second preset value, the second preset range is a range which is larger than a third preset value, and the third preset value is larger than the second preset value.
CN202011380619.1A 2020-11-30 2020-11-30 Anti-lock braking system and control method thereof Pending CN114572170A (en)

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Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB8716585D0 (en) * 1986-08-02 1987-08-19 Automotive Prod Plc Vehicle antilock braking system
JP2000280881A (en) * 1999-04-01 2000-10-10 Toyota Motor Corp Hydraulic brake system for vehicle
JP2006103547A (en) * 2004-10-06 2006-04-20 Toyota Motor Corp Hydraulic brake control device
CN101720288A (en) * 2007-08-07 2010-06-02 丰田自动车株式会社 Brake control system and brake control method
CN101784427A (en) * 2007-07-17 2010-07-21 丰田自动车株式会社 Brake control apparatus and control method for brake control apparatus
CN102463974A (en) * 2010-11-05 2012-05-23 本田技研工业株式会社 Antilock brake control system
CN102811893A (en) * 2010-03-31 2012-12-05 博世株式会社 Method and system for controlling brake fluid pressure
CN108137014A (en) * 2015-10-23 2018-06-08 株式会社爱德克斯 Hydraulic control device

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB8716585D0 (en) * 1986-08-02 1987-08-19 Automotive Prod Plc Vehicle antilock braking system
JP2000280881A (en) * 1999-04-01 2000-10-10 Toyota Motor Corp Hydraulic brake system for vehicle
JP2006103547A (en) * 2004-10-06 2006-04-20 Toyota Motor Corp Hydraulic brake control device
CN101784427A (en) * 2007-07-17 2010-07-21 丰田自动车株式会社 Brake control apparatus and control method for brake control apparatus
CN101720288A (en) * 2007-08-07 2010-06-02 丰田自动车株式会社 Brake control system and brake control method
CN102811893A (en) * 2010-03-31 2012-12-05 博世株式会社 Method and system for controlling brake fluid pressure
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