CN115092106B - Control method and control system for redundant braking of vehicle - Google Patents
Control method and control system for redundant braking of vehicle Download PDFInfo
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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
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
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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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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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Abstract
The application provides a control method and a control system for redundant braking of a vehicle, wherein when basic braking fails, the control system executes the following steps: acquiring a first braking deceleration according to a first preset braking deceleration corresponding table, and when the yaw rate variation is larger than the preset yaw rate variation, negatively correlating the first braking deceleration with the yaw rate variation; acquiring a second braking deceleration according to a second preset braking deceleration corresponding table, and when the variation of the counter-dragging torque is larger than the variation of the preset counter-dragging torque, negatively correlating the second braking deceleration with the variation of the counter-dragging torque; and controlling the redundant braking system to brake the vehicle according to the minimum value of the first braking deceleration and the second braking deceleration. According to the control method and the control system, the braking deceleration of the vehicle is dynamically adjusted according to the yaw rate variation and the anti-dragging torque variation, so that the safety of a driver is improved.
Description
Technical Field
The present application relates generally to control of a vehicle, and in particular to a control method and control system for redundant braking of a vehicle.
Background
The failure of the foundation brake of the vehicle refers to the condition that the foundation brake system fails and cannot be recovered, and the condition that the brake pedal is hard due to the failure of the booster, the effective brake pressure cannot be realized, the brake pipeline is impacted by foreign matters, the pipeline is broken, and the pipeline at the joint of the wheel side brake pipeline is leaked is included.
When the basic braking of the vehicle fails, the vehicle brakes the vehicle in a redundant braking mode to reduce the speed reduction of the vehicle, and the stability of the speed reduction process of the vehicle is maintained in the redundant braking process. When the state of the vehicle changes to cause deceleration instability of the vehicle, for example, when the reverse torque of the vehicle suddenly changes or the driver greatly operates the steering wheel, the deceleration of the vehicle may change, which may cause a sense of safety of the driver and a decrease in the confidence in controlling the vehicle.
The sense of safety of the vehicle control is easily lost due to the operation of the driver. With the continued innovation of vehicle chassis electronic control systems, the user's demands on the vehicle are no longer limited to safety, but rather require a sense of safety during braking of the vehicle and confidence in vehicle control.
Therefore, how to improve the driver's sense of safety and the confidence in controlling the vehicle is a problem to be solved.
Content of the application
The technical problem to be solved by the application is to provide a control method and a control system for redundant braking of a vehicle, which can improve the safety feeling of a driver and the confidence of controlling the vehicle.
The technical scheme adopted by the application for solving the technical problems is a control method for redundant braking of a vehicle, which comprises the steps of detecting whether the foundation braking of the vehicle is effective or not, and executing the following steps when the foundation braking is invalid: acquiring the current yaw rate and the counter-drag torque of the vehicle; calculating a yaw rate variation according to a previous yaw rate of the vehicle and a current yaw rate of the vehicle; inquiring a first preset braking deceleration corresponding table according to a comparison result of the yaw rate variation and a preset yaw rate variation to obtain a first braking deceleration, wherein when the yaw rate variation is larger than the preset yaw rate variation, the first braking deceleration is inversely related to the yaw rate variation; calculating the change amount of the counter-drag torque according to the previous counter-drag torque of the vehicle and the current counter-drag torque of the vehicle; inquiring a second preset braking deceleration corresponding table according to a comparison result of the counter-dragging torque variation and a preset counter-dragging torque variation to obtain a second braking deceleration, wherein when the counter-dragging torque variation is larger than the preset counter-dragging torque variation, the second braking deceleration is inversely related to the counter-dragging torque variation; and controlling a redundant braking system to brake the vehicle according to the minimum value of the first braking deceleration and the second braking deceleration.
In an embodiment of the present application, when the yaw rate variation is greater than the preset yaw rate variation, the first braking deceleration is located in a first section, and when the yaw rate variation is less than or equal to the preset yaw rate variation, the first braking deceleration is a fixed value, and the fixed value is higher than the upper limit of the first section.
In an embodiment of the present application, when the countertraction torque variation is greater than the preset countertraction torque variation, the second braking deceleration is located in a second interval, and when the countertraction torque variation is less than or equal to the preset countertraction torque variation, the second braking deceleration is a fixed value, and the fixed value is higher than an upper limit of the second interval.
In an embodiment of the present application, the fixed value is 0.1 times the gravitational acceleration.
In an embodiment of the present application, when the countertraction torque variation amounts reach 3%, 5% and 10%, a second preset braking deceleration corresponding table is respectively queried to obtain a second braking deceleration corresponding to the countertraction torque variation amount.
In an embodiment of the present application, when the yaw rate variation is greater than the preset yaw rate variation, the first braking deceleration is reduced by a multiple as the yaw rate is increased by a multiple.
In an embodiment of the present application, when the redundant braking system is controlled to brake the vehicle according to the minimum value of the first braking deceleration and the second braking deceleration, the braking force of the redundant braking system is linearly adjusted.
In an embodiment of the present application, the redundant braking system is controlled to brake the vehicle according to a minimum value of the first braking deceleration and the second braking deceleration until the speed of the vehicle is zero.
In one embodiment of the present application, the redundant brake system includes a stand alone redundant brake system and an integrated redundant brake system.
The application further provides a control system for redundant braking of a vehicle, which comprises a whole vehicle control unit, wherein the whole vehicle control unit is configured to execute the control method.
According to the control method and the control system, the braking deceleration of the vehicle is dynamically adjusted according to the yaw rate variation and the anti-dragging torque variation, so that the safety of a driver is improved.
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In order to make the above objects, features and advantages of the present application more comprehensible, embodiments accompanied with figures are described in detail below, wherein:
FIG. 1 is an exemplary flow chart of a method of controlling redundant braking of a vehicle according to an embodiment of the present application;
FIG. 2 is a system block diagram of a redundant brake control system for a vehicle in accordance with an embodiment of the present application.
Detailed Description
In order to make the above objects, features and advantages of the present application more comprehensible, embodiments accompanied with figures are described in detail below.
In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application, but the present application may be practiced otherwise than as described herein, and therefore the present application is not limited to the specific embodiments disclosed below.
As used in this application and in the claims, the terms "a," "an," "the," and/or "the" are not specific to the singular, but may include the plural, unless the context clearly dictates otherwise. In general, the terms "comprises" and "comprising" merely indicate that the steps and elements are explicitly identified, and they do not constitute an exclusive list, as other steps or elements may be included in a method or apparatus.
In addition, the terms "first", "second", etc. are used to define the components, and are merely for convenience of distinguishing the corresponding components, and unless otherwise stated, the terms have no special meaning, and thus should not be construed as limiting the scope of the present application. Furthermore, although terms used in the present application are selected from publicly known and commonly used terms, some terms mentioned in the specification of the present application may be selected by the applicant at his or her discretion, the detailed meanings of which are described in relevant parts of the description herein. Furthermore, it is required that the present application be understood, not simply by the actual terms used but by the meaning of each term lying within.
Flowcharts are used in this application to describe the operations performed by systems according to embodiments of the present application. It should be understood that the preceding or following operations are not necessarily performed in order precisely. Rather, the various steps may be processed in reverse order or simultaneously. At the same time, other operations are added to or removed from these processes.
Next, a control method and a control system for redundant braking of a vehicle in the present application will be described by way of examples.
Fig. 1 is an exemplary flow of a control method of redundant braking of a vehicle according to an embodiment of the present application. Referring to fig. 1, the control method of this embodiment includes the steps of:
step S110: the current yaw rate and the counter-drag torque of the vehicle are obtained.
Step S120: the yaw rate variation is calculated from the previous yaw rate of the vehicle and the current yaw rate of the vehicle.
Step S130: and inquiring a first preset braking deceleration corresponding table according to a comparison result of the yaw rate variation and the preset yaw rate variation to obtain a first braking deceleration, wherein when the yaw rate variation is larger than the preset yaw rate variation, the first braking deceleration is inversely related to the yaw rate variation.
Step S140: and calculating the change amount of the counter-drag torque according to the previous counter-drag torque of the vehicle and the current counter-drag torque of the vehicle.
Step S150: and inquiring a second preset braking deceleration corresponding table according to a comparison result of the anti-dragging torque variation and the preset anti-dragging torque variation to obtain a second braking deceleration, wherein when the anti-dragging torque variation is larger than the preset anti-dragging torque variation, the second braking deceleration is inversely related to the anti-dragging torque variation.
Step S160: and controlling the redundant braking system to brake the vehicle according to the minimum value of the first braking deceleration and the second braking deceleration.
The following specifically describes the steps S110 to S160 described above.
Before step S110 is performed, it is detected whether the foundation brake of the vehicle is valid, and when the foundation brake fails, steps S110 to S160 are performed. The detection method includes receiving a signal sent by a driver when the driver manually triggers redundant braking.
In step S110, the current yaw rate and the counter drag torque of the vehicle are acquired. In the case of redundant braking of a vehicle, if the yaw rate of the vehicle changes as a result of the driver turning the steering wheel or sudden bumps on the road, the vehicle's power plant, such as an engine or a drive motor, may apply a counter-drag torque to the vehicle that has a braking effect on the vehicle. It should be noted that the time interval for acquiring the current yaw rate and the current counter-drag torque of the vehicle may be set according to the need, and may be acquired, for example, once every 50 ms. In this way, the yaw rate and the counter-drag torque of the vehicle at different moments can be obtained.
In step S120, a yaw rate variation is calculated from the current yaw rate of the vehicle and the previous yaw rate of the vehicle acquired in step S110. The previous yaw rate and the current yaw rate are adjacent in acquisition time, and the time interval between the previous yaw rate and the current yaw rate is not particularly limited in the present application. For example, as described above, the time interval for acquiring the previous yaw rate and the current yaw rate is 50ms, and in other embodiments, may be 20ms or 80ms.
To facilitate an understanding of the above-described computing process, a non-limiting example is given herein.
In this example, the yaw rate of the vehicle is acquired every 50ms, assuming that the current yaw rate is 1.5rad/s and the previous yaw rate of the vehicle is 0.4rad/s, that is, the yaw rate of the vehicle is 0.4rad/s when the vehicle is pushed forward for 50ms from the time at which the current yaw rate of the vehicle is acquired, the corresponding yaw rate variation amount is 1.1rad/s. In other embodiments, the yaw rate variation may also be expressed in terms of a percentage, for example, 275% when the yaw rate variation in the above example is expressed as a percentage, i.e., the current yaw rate is increased by 275% with respect to the previous yaw rate.
In step S130, the yaw rate variation acquired in step S120 is compared with a preset yaw rate variation, and a first preset braking deceleration corresponding table is queried according to the comparison result to acquire a first braking deceleration. When the yaw rate variation is greater than the preset yaw rate variation, the first braking deceleration is inversely related to the yaw rate variation.
When the yaw rate variation is greater than zero, it indicates that the driver is adjusting the direction of the vehicle or that the vehicle encounters a rough road. If the yaw rate variation is small, the adjustment range of the vehicle by the driver is small, or the fluctuation degree of the road surface is small. If the yaw rate change amount is large, this indicates that the driver has a large adjustment range for the vehicle or that the road surface has a large degree of fluctuation. If the yaw rate variation is large, the driver's feeling of safety is reduced if the current braking deceleration of the vehicle is maintained, and it is necessary to reduce the braking deceleration of the vehicle.
In step S130, when the yaw rate variation is greater than the preset yaw rate variation, it is indicated that the first braking deceleration of the vehicle needs to be adjusted, and the first braking deceleration of the vehicle is inversely related to the variation in yaw rate. The specific value of the preset yaw rate variation may be set according to actual demands, and for example, the preset yaw rate variation may be set to 0.5rad/s or 1rad/s. The preset yaw-rate variation may also be expressed in the form of a percentage, for example, 50%, 70%, or the like.
The present application is not limited to the specific form in which the first braking deceleration is inversely related to the yaw-rate variation, and includes both linear negative correlation and nonlinear negative correlation. For example, in one embodiment, when the yaw rate variation is greater than the preset yaw rate variation, the first braking deceleration is reduced by a factor when the yaw rate is increased by a factor. The psychological of the driver becoming increasingly panic due to the increase in yaw rate being more and more relieved by the multiple decrease in the first braking deceleration can be effectively achieved as compared to the control of the first braking deceleration being unchanged or gradually decreased when the increase in yaw rate is multiple.
In an embodiment of the present application, when the yaw rate variation is greater than the preset yaw rate variation, the first braking deceleration is located in the first section, and when the yaw rate variation is less than or equal to the preset yaw rate variation, the first braking deceleration is a fixed value that is higher than an upper limit of the first section.
When the yaw rate variation is smaller than or equal to the preset yaw rate variation, it is indicated that the driver has a smaller adjustment range for the vehicle or the fluctuation degree of the road surface is smaller, so that the current deceleration of the current vehicle can be maintained. For example, if the preset yaw rate variation is 20% and the yaw rate variation is 10%, the current first braking deceleration may be maintained unchanged.
In an embodiment of the present application, the first interval range is less than 0.1G (G is gravitational acceleration), and greater than 0G. In this embodiment, when the yaw rate variation is equal to or smaller than the preset yaw rate variation, the first braking deceleration may take a value larger than the above-described first section upper limit, that is, a range of 0.1G or larger. In some embodiments of the present application, when the yaw rate variation is equal to or less than the preset yaw rate variation, the first braking deceleration is a fixed value of 0.1G.
A more detailed embodiment is given here for the sake of facilitating understanding of the relationship between the first braking deceleration and the yaw-rate variation.
Table 1 shows the first braking deceleration and the yaw rate at different vehicle speeds in this embodiment. Referring to table 1, when the yaw rate of the vehicle is 0.4rad/s or less during the gradual deceleration of the vehicle speed from 50m/h to 44km/h, the redundant braking system of the vehicle, such as the electronic parking brake system (Electrical Park Brake, EPB), always brakes the vehicle at the first braking deceleration of 0.1G due to the small yaw rate of the vehicle. In other words, there is a threshold yaw rate, and the first braking deceleration of the vehicle may not be regulated if the current yaw rate is less than the threshold yaw rate.
In the process when the vehicle speed gradually decelerates from 42m/h to 38km/h, the yaw rate suddenly increases due to the driver's sudden jerk of the steering wheel or the road surface. At 42km/h, the yaw rate of the vehicle increases to 0.8rad/s, at 40km/h, the yaw rate of the vehicle increases to 1rad/s, and at 38km/h, the yaw rate further increases to 2rad/s, which results in a yaw rate variation amount greater than the preset yaw rate variation amount. In order to avoid a decrease in the feeling of safety of the driver, the first braking deceleration is correspondingly decreased at this time. The first braking deceleration is reduced to 0.05G when the yaw rate is 0.8rad/s, to 0.04G when the yaw rate is 1rad/s, and is correspondingly reduced to 0.02G when the yaw rate is further increased to 2rad/s, in order to enhance the feeling of safety of the driver.
When the yaw rate of the vehicle decreases to 0.4rad/s, the first braking deceleration is restored to 0.1G. The vehicle will then decelerate at a first brake deceleration of the order of 0.1G until the vehicle speed drops to zero. It is understood that if the yaw rate variation of the vehicle is greater than the preset yaw rate variation during deceleration of the vehicle at the first braking deceleration of the magnitude of 0.1G, the yaw rate of the vehicle is again adjusted.
Note that the above-described embodiment does not consider the second braking deceleration, which will be mentioned later. In the embodiment of table 1, the amount of change in the counter-drag torque of the vehicle is always smaller than the preset amount of change in the counter-drag torque, at which time the braking deceleration of the vehicle is the first braking deceleration. When the amount of change in the counter-drag torque is larger than the preset amount of change in the counter-drag torque, the braking deceleration of the vehicle is the minimum value of the first braking deceleration and the second braking deceleration, which will be described in detail later.
TABLE 1
| Sequence number | Speed of a motor vehiclekm/h) | First braking deceleration (G) | Yaw rate (rad/s) |
| 1 | 50 | 0.1 | Less than or equal to 0.4 |
| 2 | 48 | 0.1 | Less than or equal to 0.4 |
| 3 | 46 | 0.1 | Less than or equal to 0.4 |
| 4 | 44 | 0.1 | Less than or equal to 0.4 |
| 5 | 42 | 0.05 | 0.8 |
| 6 | 40 | 0.04 | 1 |
| 7 | 38 | 0.02 | 2 |
| 8 | 36 | 0.1 | Less than or equal to 0.4 |
| 9 | 34 | 0.1 | Less than or equal to 0.4 |
| 10 | …… | …… | …… |
Further, when the vehicle is redundantly braked, the vehicle's power plant applies a counter-drag torque to the vehicle that is capable of braking the vehicle.
In step S140, a counter-drag torque variation amount is calculated from the previous counter-drag torque of the vehicle and the current counter-drag torque of the vehicle. It should be noted that, the previous counter-drag torque and the current counter-drag torque are adjacent in acquisition time, and the time interval between the two is not specifically limited in the present application. For example, the time interval between the acquisition of the previous counter-drag torque and the current counter-drag torque is 50ms, and in other embodiments, may be 20ms or 80ms.
In step S150, according to the comparison result of the countertraction torque variation and the preset countertraction torque variation, a second preset braking deceleration corresponding table is queried to obtain a second braking deceleration, and when the countertraction torque variation is greater than the preset countertraction torque variation, the second braking deceleration is inversely related to the countertraction torque variation. When the change amount of the reverse towing torque of the vehicle is larger than the preset change amount of the reverse towing torque, the increase amount of the reverse towing torque exceeds the preset change amount of the reverse towing torque in the process of redundant braking, so that the vehicle is in a jerk in the process of redundant braking, and the safety of a driver is reduced.
The method does not limit the preset anti-dragging torque variation, and can be adjusted according to actual requirements. For example, in one embodiment of the present application, the preset amount of change in the counter-drag torque is 3%. And when the variation of the counter drag torque is more than 3%, inquiring a second preset braking deceleration corresponding table in real time to acquire a second braking deceleration. In other embodiments, the preset reverse torque variation is 3%, and when the reverse torque variation is greater than 3%, the second preset braking deceleration corresponding table may not be queried in real time, but when the reverse torque variation reaches 3%, 5% and 10%, respectively, the second preset braking deceleration corresponding table may be queried to obtain the second braking deceleration corresponding to the reverse torque variation. For example, when the amount of change in the counter drag torque is 4%, the first braking deceleration is still the second braking deceleration inquired to be obtained when the amount of change in the counter drag torque is 3%.
Further, the present application is not limited to the specific form of the negative correlation of the second braking deceleration with the amount of change in the counter-drag torque, and includes both linear negative correlations and nonlinear negative correlations.
In an embodiment of the present application, when the counterdrag torque variation is greater than the preset counterdrag torque variation, the second braking deceleration is located in the second section, and when the counterdrag torque variation is less than or equal to the preset counterdrag torque variation, the second braking deceleration is a fixed value, and the fixed value is higher than the upper limit of the second section. In this embodiment, when the amount of change in the reverse torque is smaller than the preset amount of change in the reverse torque, it is indicated that the magnitude of change in the reverse torque of the vehicle is small, and the current second braking deceleration can be maintained unchanged. When the variation of the counter-drag torque is larger than the preset counter-drag torque, the counter-drag torque of the vehicle is greatly increased at the moment, the second braking deceleration needs to be adjusted, and a second interval in which the corresponding second braking deceleration is located can be set according to actual requirements.
In an embodiment of the present application, the fixed value is 0.1G, and the corresponding second interval range is less than 0.1G and greater than 0G.
It should be noted that the execution sequence of steps S110 to S160 in the present application is not limited to the above embodiments. For example, in some embodiments, step S140 and step S150 may be performed first, after which step S120 and step S130 are performed. In other embodiments, step S120 and step S140 may be performed simultaneously, followed by step S130 and step S150.
In step S160, the redundant brake system is controlled to brake the vehicle according to the minimum value of the first braking deceleration and the second braking deceleration obtained previously. Specifically, the following three cases are classified.
The yaw rate variation is larger than a preset yaw rate variation, and the counter-drag torque variation is not larger than a preset counter-drag torque variation. At this time, since the magnitude of the change in the counter drag torque does not reach the preset value, the second braking deceleration may not be adjusted, and the second braking deceleration at this time is larger than the first braking deceleration. Therefore, in the above case, the redundant brake system is controlled to brake the vehicle at the first braking deceleration.
The reverse drag torque variation is larger than a preset reverse drag torque variation, and the yaw rate variation is not larger than a preset yaw rate variation. At this time, since the amplitude of the change in the yaw rate does not reach the preset value, the first braking deceleration may not be adjusted, and the first braking deceleration at this time is larger than the second braking deceleration. Therefore, in the above case, the redundant brake system is controlled to brake the vehicle at the first braking deceleration.
The counter drag torque variation is larger than the preset counter drag torque variation, and the yaw rate variation is also larger than the preset yaw rate variation. At this time, since the magnitudes of the variation in the counter drag torque and the yaw rate both reach the preset value, it is necessary to obtain a minimum value according to the magnitude of the comparison of the first braking deceleration and the second braking deceleration, and the minimum value controls the redundant braking system to brake the vehicle.
In an embodiment of the present application, when the redundant brake system is controlled to brake the vehicle according to the minimum value of the first braking deceleration and the second braking deceleration, the braking force of the redundant brake system is linearly adjusted. The adjustment means includes controlling the strength and rate of release of the redundant brake system caliper clamp. The brake force of the redundant brake system is linearly adjusted, so that the brake deceleration change of the vehicle can be smoother, and the safety of a driver is improved. Further, in other embodiments, the redundant braking system is controlled to brake the vehicle until the speed of the vehicle is zero based on the minimum of the first braking deceleration and the second braking deceleration.
In one embodiment of the present application, a redundant brake system for a vehicle includes a stand alone redundant brake system and an integrated redundant brake system. Wherein the integrated redundant brake system refers to a dynamic brake function integrated in a vehicle body electronic stability control system (Electronic Stability Controller, ECU). Because the pressure build-up frequency of the independent redundant brake system is lower than that of the integrated redundant brake system, the brake caliper clamping release time is longer in the dynamic braking process, and the control method in the application can better control the independent redundant brake system so that a driver obtains higher driving safety.
The above embodiments of the present application propose a control method of redundant braking of a vehicle, which can improve the feeling of safety of a driver.
Another aspect of the present application proposes a control system for redundant braking of a vehicle, which can improve the sense of safety of a driver.
FIG. 2 is a system block diagram of a redundant brake control system for a vehicle according to one embodiment of the present application. Referring to fig. 2, a control system 200 for redundant braking of a vehicle includes a vehicle control unit 210, the vehicle control unit 210 being configured to execute a control method as described above.
A non-limiting example is presented herein to facilitate an understanding of the operation of the control system of the present application.
In this embodiment, first, when the vehicle control unit 210 learns of the foundation brake failure of the vehicle, the current yaw rate of the vehicle is acquired from the chassis domain control unit 220, and the current counter-drag torque of the vehicle is acquired from the power control unit 230.
Next, the vehicle control unit 210 calculates a yaw rate variation according to a previous yaw rate and a current yaw rate of the vehicle, and queries a first preset braking deceleration corresponding table according to a comparison result of the yaw rate variation and the preset yaw rate variation to obtain a first braking deceleration, and when the yaw rate variation is greater than the preset yaw rate variation, the first braking deceleration is negatively related to the yaw rate variation. And calculating a counter-drag torque variation according to the previous counter-drag torque and the current counter-drag torque of the vehicle, inquiring a second preset braking deceleration corresponding table according to a comparison result of the counter-drag torque variation and the preset counter-drag torque variation to obtain a second braking deceleration, and inversely correlating the second braking deceleration with the counter-drag torque variation when the counter-drag torque variation is larger than the preset counter-drag torque variation. For details of this portion, reference is made to the foregoing description of the control method, and details thereof are not repeated herein.
Thereafter, the vehicle control unit 210 controls the electronic parking brake unit 240 to brake the vehicle according to the minimum value of the first braking deceleration and the second braking deceleration.
While the basic concepts have been described above, it will be apparent to those skilled in the art that the foregoing application disclosure is by way of example only and is not intended to be limiting. Although not explicitly described herein, various modifications, improvements, and adaptations of the present application may occur to one skilled in the art. Such modifications, improvements, and modifications are intended to be suggested within this application, and are therefore within the spirit and scope of the exemplary embodiments of this application.
Meanwhile, the present application uses specific words to describe embodiments of the present application. Reference to "one embodiment," "an embodiment," and/or "some embodiments" means that a particular feature, structure, or characteristic is associated with at least one embodiment of the present application. Thus, it should be emphasized and should be appreciated that two or more references to "an embodiment" or "one embodiment" or "an alternative embodiment" in various positions in this specification are not necessarily referring to the same embodiment. Furthermore, certain features, structures, or characteristics of one or more embodiments of the present application may be combined as suitable.
In some embodiments, numbers describing the components, number of attributes are used, it being understood that such numbers being used in the description of embodiments are modified in some examples by the modifier "about," approximately, "or" substantially. Unless otherwise indicated, "about," "approximately," or "substantially" indicate that the number allows for a 20% variation. Accordingly, in some embodiments, numerical parameters set forth in the specification and claims are approximations that may vary depending upon the desired properties sought to be obtained by the individual embodiments. In some embodiments, the numerical parameters should take into account the specified significant digits and employ a method for preserving the general number of digits. Although the numerical ranges and parameters set forth herein are approximations that may be employed in some embodiments to confirm the breadth of the range, in particular embodiments, the setting of such numerical values is as precise as possible.
Claims (10)
1. A control method of redundant braking of a vehicle, comprising detecting whether foundation braking of the vehicle is effective, and performing the following steps when the foundation braking is failed:
acquiring the current yaw rate and the counter-drag torque of the vehicle;
calculating a yaw rate variation according to a previous yaw rate of the vehicle and a current yaw rate of the vehicle;
inquiring a first preset braking deceleration corresponding table according to a comparison result of the yaw rate variation and a preset yaw rate variation to obtain a first braking deceleration, wherein when the yaw rate variation is larger than the preset yaw rate variation, the first braking deceleration is inversely related to the yaw rate variation;
calculating the change amount of the counter-drag torque according to the previous counter-drag torque of the vehicle and the current counter-drag torque of the vehicle;
inquiring a second preset braking deceleration corresponding table according to a comparison result of the counter-dragging torque variation and a preset counter-dragging torque variation to obtain a second braking deceleration, wherein when the counter-dragging torque variation is larger than the preset counter-dragging torque variation, the second braking deceleration is inversely related to the counter-dragging torque variation; and
and controlling a redundant braking system to brake the vehicle according to the minimum value of the first braking deceleration and the second braking deceleration.
2. The control method according to claim 1, wherein the first braking deceleration is located in a first section when the yaw-rate variation is greater than the preset yaw-rate variation, and the first braking deceleration is a fixed value that is higher than the first section upper limit when the yaw-rate variation is less than or equal to the preset yaw-rate variation.
3. The control method according to claim 1, wherein the second braking deceleration is located in a second section when the amount of change in the counter-drag torque is larger than the preset amount of change in the counter-drag torque, and the second braking deceleration is a fixed value that is higher than the second section upper limit when the amount of change in the counter-drag torque is smaller than or equal to the preset amount of change in the counter-drag torque.
4. A control method according to claim 2 or 3, characterized in that the fixed value is 0.1 times the gravitational acceleration.
5. The control method according to claim 1, wherein when the amounts of change in the counter-dragging torque reach 3%, 5%, and 10%, a second preset braking deceleration map is respectively queried to acquire a second braking deceleration corresponding to the amount of change in the counter-dragging torque.
6. The control method according to claim 1, wherein when the yaw rate variation is larger than the preset yaw rate variation, the first braking deceleration is reduced by a multiple as the yaw rate is increased by a multiple.
7. The control method according to claim 1, characterized in that when a redundant brake system is controlled to brake the vehicle according to a minimum value of the first brake deceleration and the second brake deceleration, a braking force of the redundant brake system is linearly adjusted.
8. The control method according to claim 1, characterized in that the redundant brake system is controlled to brake the vehicle until the speed of the vehicle is zero, based on a minimum value of the first brake deceleration and the second brake deceleration.
9. The control method of claim 1, wherein the redundant braking system comprises a stand alone redundant braking system and an integrated redundant braking system.
10. A control system for redundant braking of a vehicle, comprising a vehicle control unit, characterized in that the vehicle control unit is configured to execute a control method according to any one of claims 1-9.
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Address after: 314500 988 Tong Tong Road, Wu Tong Street, Tongxiang, Jiaxing, Zhejiang Applicant after: United New Energy Automobile Co.,Ltd. Address before: 314500 988 Tong Tong Road, Wu Tong Street, Tongxiang, Jiaxing, Zhejiang Applicant before: Hezhong New Energy Vehicle Co.,Ltd. |
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Denomination of invention: Control methods and systems for redundant braking of vehicles Granted publication date: 20230425 Pledgee: Tongxiang Science and Technology Entrepreneurship Service Center Co.,Ltd. Pledgor: United New Energy Automobile Co.,Ltd. Registration number: Y2024330000709 |