CN115465239A - Vehicle brake device - Google Patents
Vehicle brake device Download PDFInfo
- Publication number
- CN115465239A CN115465239A CN202211015557.3A CN202211015557A CN115465239A CN 115465239 A CN115465239 A CN 115465239A CN 202211015557 A CN202211015557 A CN 202211015557A CN 115465239 A CN115465239 A CN 115465239A
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- CN
- China
- Prior art keywords
- control unit
- generating device
- signal generating
- axle
- signal
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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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
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
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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
- B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
- B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
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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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/402—Back-up
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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
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/40—Failsafe aspects of brake control systems
- B60T2270/413—Plausibility monitoring, cross check, redundancy
Abstract
The invention discloses a vehicle braking device.A brake pedal is provided with a first signal generating device and a second signal generating device; the first signal generating device is connected with the first shaft control unit through a first line; the second signal generating device is connected with the second shaft control unit through a second line; the parking switch is provided with a third signal generating device and a fourth signal generating device, and the third signal generating device is connected with the first shaft control unit through a third line; the fourth signal generating device is connected with the second shaft control unit through a fourth line. Compared with the prior art, each sensor is connected with each control unit by 1 data line, and if any part fails, the invention can realize the same safety redundancy effect, but reduces the line quantity by 50 percent.
Description
[ technical field ] A method for producing a semiconductor device
The invention belongs to the technical field of automobile parts, and particularly relates to a vehicle braking technology.
[ background of the invention ]
As shown in fig. 2, german patent publication DE202019106881U1 entitled "brake system for commercial vehicles" is known. The brake pedal unit 23 is disclosed as having two brake pedal sensors 24, 30 connected to a first control unit 27 via brake request signal lines 26, 32; and/or two brake pedal sensors 25, 31, which are connected to the second control unit 29 via brake request signal lines 28, 33; and/or the parking brake actuation unit 34 has two parking brake actuation sensors 35, 37, which are connected to the first control unit 27 via parking request signal lines 39, 40; and/or both parking brake actuation sensors 36, 38 are connected to the second control unit 29 via parking request signal lines 41, 42. The first control unit 27 and the second control unit 29 are both connected and drive the wheel brake unit 1 (containing 1a, 1b) via the buses 45, 46. The two control units allow redundant operation, wherein identical braking requests can be transmitted from the two control units to the wheel brake units, and/or different braking requests can be transmitted to the wheel brake unit control units by the first control unit or by the second control unit. When any one of the brake pedal, the parking brake execution unit, any one of the control units and the bus is in failure, it can still be ensured that the redundant setting can be taken over in order to realize the braking.
However, in the prior art, 2-4 sensors are respectively arranged on the brake pedal and the parking actuating mechanism, at least 2 data lines are respectively arranged on the brake pedal and the parking actuating mechanism to be connected with the first control unit, and 2 data lines are selectively arranged on the brake pedal and the parking actuating mechanism to be connected with the first control unit, so at least 4 data lines are arranged to be connected with the first control unit. This results in more wiring and higher cost.
[ summary of the invention ]
In order to overcome the defects in the prior art, the invention aims to provide a vehicle braking device which can reduce the number of lines and reduce the cost while realizing the safety redundancy effect.
In order to solve the technical problems, the invention adopts the following technical scheme:
the vehicle braking device comprises a brake pedal, a parking switch, a first axle control unit arranged on a first axle, a second axle control unit arranged on a second axle and wheel braking units correspondingly arranged on the first axle and the second axle, wherein the wheel braking units are provided with controllers, the first axle control unit is connected with the controllers on the first axle through a first data line, the second axle control unit is connected with the controllers on the second axle through a second data line, and the first axle control unit is connected with the second axle control unit through a third data line; the first data line and the second data line transmit information of braking torque required by wheels;
the brake pedal is provided with a first signal generating device and a second signal generating device; the first signal generating device is connected with the first shaft control unit through a first line and is used for transmitting a first signal generated by the first signal generating device to the first shaft control unit; the second signal generating device is connected with the second shaft control unit through a second line and used for transmitting a second signal generated by the second signal generating device to the second shaft control unit;
the parking switch is provided with a third signal generating device and a fourth signal generating device, the third signal generating device is connected with the first shaft control unit through a third line and is used for transmitting a third signal generated by the third signal generating device to the first shaft control unit; the fourth signal generating device is connected with the second shaft control unit through a fourth line and used for transmitting a fourth signal generated by the fourth signal generating device to the second shaft control unit;
the third data line transmits the effective signal acquired by the shaft control unit.
Preferably, the third signal generating device is a first switch analog circuit, the fourth signal generating device is a second switch analog circuit, and the third line and the fourth line are hard lines.
Preferably, the first data line, the second data line and the third data line are CAN buses.
Preferably, the first signal generating device is a pedal stroke sensor for detecting a pedal stroke signal; the second signal generating device is a force sensor for detecting a pedaling force signal.
Preferably, the first line and the second line are hard wires.
Preferably, the first shaft control unit is provided with a first energy storage module, and the second shaft control unit is provided with a second energy storage module.
Preferably, the effective signal is a signal within a preset range, and the braking torque is calculated and obtained by the axle control unit according to the effective signal.
According to the technical scheme, a first signal generating device transmits a generated first signal to a first shaft control unit through a first line, and a third signal generating device transmits a generated signal to the first shaft control unit through a third line; the second signal generating device transmits the generated second signal to the second shaft control unit through a second line, and the fourth signal generating device transmits the generated signal to the second shaft control unit through a fourth line. Meanwhile, the first shaft control unit is connected with the controllers on the first vehicle shaft through the first data line, the second shaft control unit is connected with the controllers on the second vehicle shaft through the second data line, braking torque information required by the wheels can be transmitted, the first shaft control unit is connected with the second shaft control unit through the third data line, and effective signals acquired by the shaft control units are transmitted.
Therefore, compared with the prior art, each sensor is connected with each control unit by 1 data line, and if any part fails, the invention can realize the same safety redundancy effect, but the number of lines is reduced by 50%.
These features and advantages of the present invention will be disclosed in more detail in the following detailed description and the accompanying drawings.
[ description of the drawings ]
The invention is further described with reference to the accompanying drawings:
FIG. 1 is a schematic view of the construction of a vehicular brake device of the present invention;
FIG. 2 is a schematic diagram of a braking system of a commercial vehicle in the background art;
reference numerals are as follows: the parking switch 47, the brake pedal 48, the controllers 49A, 49B, 49C, 49D, the wheel brake units 50A, 50B, 50C, 50D, the first axis control unit 51, the second axis control unit 52, the pedal stroke sensor 53, the force sensor 54, the first hard wire 55, the second hard wire 56, the first switch analog circuit 57, the second switch analog circuit 58, the third hard wire 59, the fourth hard wire 60, the first digital signal 61A, the second digital signal 61B, the first data line 62A, the second data line 62B, the third data line 63.
[ detailed description ] embodiments
The technical solutions of the embodiments of the present invention are explained and illustrated below with reference to the drawings of the embodiments of the present invention, but the following embodiments are only preferred embodiments of the present invention, and not all embodiments. Other embodiments obtained by persons skilled in the art without making creative efforts based on the embodiments in the implementation belong to the protection scope of the invention.
Referring to fig. 1, a vehicle brake device, which has at least a first axle and a second axle on a vehicle, includes a brake request device corresponding to a first axle control unit 51 provided on the first axle, a second axle control unit 52 provided on the second axle, and a first wheel brake unit and a second axle brake unit provided on the first axle and the second axle, two first wheel brake units being provided corresponding to two wheels at both ends of the first axle, namely, a first wheel brake unit a50A, a first wheel brake unit B50B; two second wheel brake units are provided corresponding to two wheels at both ends of the second axle, that is, the second wheel brake unit C50C, the second wheel brake unit D50D, and four wheel brake units are provided corresponding to four controllers, that is, the controller a49A, the controller B49B, the controller C49C, the controller D49D.
The wheel braking unit is an actuating mechanism for realizing vehicle braking, is arranged on each wheel, generates friction with the wheels and realizes braking.
The brake request devices include a brake pedal 48, a parking switch 47, a brake steering system, an automatic driving system, a driving assistance system, and the like, and the vehicle includes at least 2 or more brake request devices. The braking request device generates a braking request signal after being manually or automatically controlled.
The shaft control units involved in the invention are all electronic control units. In each shaft control unit, an independent energy storage module is arranged, namely, a first shaft control unit is provided with a first energy storage module, and a second shaft control unit is provided with a second energy storage module for supplying power to electronic components on the shaft control unit and a controller and a motor (not shown in the figure) in a brake unit corresponding to a shaft where the shaft control unit is located. The axle control unit can communicate with the brake request device and other detection units of the vehicle, process these signals, and then distribute the brake request to the brakes on the respective wheels, and the signal processing principle and the principle of distributing the brake request to the brakes on the respective wheels belong to the prior art, and are not described herein again.
The first axle control unit is connected with the controller on the first axle through a first data line 62A, the second axle control unit is connected with the controller on the second axle through a second data line 62B, and the first axle control unit is connected with the second axle control unit through a third data line 63. The first data line and the second data line transmit information of braking torque required by the wheels, and the third data line transmits an effective signal acquired by the axle control unit. The effective signal is a signal within a preset range, the braking torque is calculated by the axle control unit according to the effective signal, and the specific calculation method is described above, and belongs to the prior art.
In the present embodiment, the brake pedal 48 is provided with a first signal generating device and a second signal generating device; the first signal generating device is connected with the first shaft control unit through a first line and is used for transmitting a first signal generated by the first signal generating device to the first shaft control unit; the second signal generating device is connected with the second shaft control unit through a second line and used for transmitting a second signal generated by the second signal generating device to the second shaft control unit.
The parking switch 47 is provided with a third signal generating device and a fourth signal generating device, the third signal generating device is connected with the first shaft control unit through a third line and is used for transmitting a third signal generated by the third signal generating device to the first shaft control unit; the fourth signal generating device is connected with the second shaft control unit through a fourth line and used for transmitting a fourth signal generated by the fourth signal generating device to the second shaft control unit.
Because the first shaft control unit and the second shaft control unit are connected by adopting the third data line and transmit the effective signals acquired by the shaft control units, both the first shaft control unit and the second shaft control unit can acquire the effective signals, if the signals received by one shaft control unit are invalid or the shaft control unit fails, the other shaft control unit can distribute braking torque to each controller according to the received effective signals, and the first data line and the second data line transmit the braking torque information required by the wheels to the corresponding controllers, so that the safety redundancy configuration under the service braking is realized.
Therefore, compared with the prior art, each sensor is connected with each control unit by 1 data line, and if any part fails, the invention can realize the same safety redundancy effect, but the number of lines is reduced by 50%.
Example one
In this embodiment, the first signal generating device is a pedal stroke sensor 53, configured to detect a pedal stroke signal; the second signal generating means is a force sensor 54 for detecting a pedaling force signal. The third signal generating device is a first switch analog circuit 57, and the fourth signal generating device is a second switch analog circuit 58. The first line and the second line are hard wires, i.e., a first hard wire 55 and a second hard wire 56. The third line and the fourth line are hard lines, namely a third hard line 59 and a fourth hard line 60. A hard wire is here understood to be a conventional data line.
Specifically, a pedal stroke sensor 53 on the brake pedal 48 detects a pedal stroke signal, a force sensor 54 detects a pedal force signal, and the two sensors are respectively connected to the first shaft control unit 51 and the second shaft control unit 52 by a first hard wire 55 and a second hard wire 56, transmit the pedal stroke signal to the first shaft control unit, and transmit the pedal force signal to the second shaft control unit.
The first switch analog circuit 57 and the second switch analog circuit 58 on the parking switch 47 are respectively connected to the first axle control unit 51 and the second axle control unit 52 by a third hard wire 59 and a fourth hard wire 60.
The first axle control unit 51 receives the signals of the pedal stroke sensor 53 and/or the first switch analog circuit 57, which may be the signals of the pedal stroke sensor 53 alone or the signals of the first switch analog circuit 57, or may be two signals, and these signals are processed by the first axle control unit. The second shaft control unit 52 receives the signals of the force sensor 54 and/or the second switch analog circuit 58, which may be the signal of the force sensor 54 alone or the signal of the second switch analog circuit 58, or may be both signals, and the signals are processed by the second shaft control unit.
The two shaft control units respectively transmit the first digital signal 61A and the second digital signal 61B generated after processing to each controller on the corresponding axle by adopting a first data line 62A and a second data line 62B. The first data line 62A and the second data line 62B may specifically employ a CAN bus.
In this embodiment, the third data line 63 used between the first shaft control unit 51 and the second shaft control unit 52 may specifically use a CAN bus, so that the effective signals obtained by the shaft control units CAN be mutually transmitted between the first shaft control unit and the second shaft control unit.
Therefore, the first shaft control unit 51 and the second shaft control unit 52 can each obtain the pedal stroke sensor 53 signal, the signal of the first switch analog circuit 57, the force sensor 54 signal, the effective signal of the second switch analog circuit 58.
The method for processing signals by the two shaft control units is one or more of the following combinations, so as to obtain effective signals, and the shaft control units calculate and obtain braking torque according to the effective signals:
(1) And comparing any signal with a preset range, if the signal exceeds the preset range, judging the signal to be invalid, and not adopting the signal.
(2) And comparing any signal with a preset range, judging that the signal is effective if the signal is in the preset range, adopting the signal, calculating the required braking torque of the corresponding wheel to meet the braking request, and transmitting the torque signal to the corresponding controller.
(3) The signals judged to be effective by the shaft control unit are transmitted to another shaft control unit through the CAN bus, for example, the first shaft control unit is transmitted to the second shaft control unit, and the second shaft control unit is transmitted to the first shaft control unit.
(4) If the signals output to the two shaft control units from the brake pedal exceed the preset range, the signals transmitted by the parking switch are adopted, and the first shaft control unit and the second shaft control unit calculate the brake torque distribution.
(5) If the signals received by one of the axle control units are invalid or the axle control unit fails, the other axle control unit distributes braking torque to the controllers through the CAN bus according to the received braking request signals.
It will be appreciated that the invention is also applicable to vehicles having three or more axles. And the axle control units on other axles mutually transmit signals with the first axle control unit and the second axle control unit through communication lines.
While the foregoing is directed to embodiments of the present invention, the scope of the invention should not be limited thereby, and it will be apparent to those skilled in the art that the invention includes, but is not limited to, those illustrated in the drawings and described in the foregoing detailed description. Any modification which does not depart from the functional and structural principles of the invention is intended to be included within the scope of the claims.
Claims (7)
1. The vehicle brake device comprises a brake pedal, a parking switch, a first axle control unit arranged on a first axle, a second axle control unit arranged on a second axle and wheel brake units correspondingly arranged on the first axle and the second axle, wherein the wheel brake units are provided with controllers, the first axle control unit and the controllers on the first axle are connected through a first data line, the second axle control unit and the controllers on the second axle are connected through a second data line, and the first axle control unit and the second axle control unit are connected through a third data line; the first data line and the second data line transmit information of braking torque required by wheels; it is characterized in that the preparation method is characterized in that,
the brake pedal is provided with a first signal generating device and a second signal generating device; the first signal generating device is connected with the first shaft control unit through a first line and is used for transmitting a first signal generated by the first signal generating device to the first shaft control unit; the second signal generating device is connected with the second shaft control unit through a second line and used for transmitting a second signal generated by the second signal generating device to the second shaft control unit;
the parking switch is provided with a third signal generating device and a fourth signal generating device, the third signal generating device is connected with the first shaft control unit through a third line and is used for transmitting a third signal generated by the third signal generating device to the first shaft control unit; the fourth signal generating device is connected with the second shaft control unit through a fourth line and used for transmitting a fourth signal generated by the fourth signal generating device to the second shaft control unit; and the third data line transmits the effective signal acquired by the shaft control unit.
2. The vehicle brake device according to claim 1, wherein the third signal generating device is a first switch analog circuit, the fourth signal generating device is a second switch analog circuit, and the third line and the fourth line are hard wires.
3. The vehicle brake device according to claim 1, wherein the first data line, the second data line, and the third data line are CAN buses.
4. The vehicle brake device according to claim 1, wherein the first signal generating means is a pedal stroke sensor for detecting a pedal stroke signal; the second signal generating device is a force sensor for detecting a pedaling force signal.
5. The vehicle braking apparatus according to claim 1, wherein the first line and the second line are hard wires.
6. A vehicle brake arrangement according to claim 1, characterised in that the first axle control unit is provided with a first energy storage module and the second axle control unit is provided with a second energy storage module.
7. The vehicle brake device according to claim 1, wherein the effective signal is a signal within a preset range, and the brake torque is calculated by the axle control unit based on the effective signal.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211015557.3A CN115465239A (en) | 2022-08-24 | 2022-08-24 | Vehicle brake device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211015557.3A CN115465239A (en) | 2022-08-24 | 2022-08-24 | Vehicle brake device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115465239A true CN115465239A (en) | 2022-12-13 |
Family
ID=84367950
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211015557.3A Pending CN115465239A (en) | 2022-08-24 | 2022-08-24 | Vehicle brake device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115465239A (en) |
-
2022
- 2022-08-24 CN CN202211015557.3A patent/CN115465239A/en active Pending
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