WO2021056842A1 - 一种制动缓解控制方法及装置 - Google Patents

一种制动缓解控制方法及装置 Download PDF

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Publication number
WO2021056842A1
WO2021056842A1 PCT/CN2019/124436 CN2019124436W WO2021056842A1 WO 2021056842 A1 WO2021056842 A1 WO 2021056842A1 CN 2019124436 W CN2019124436 W CN 2019124436W WO 2021056842 A1 WO2021056842 A1 WO 2021056842A1
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WIPO (PCT)
Prior art keywords
braking
vehicle
mode
relief
brake
Prior art date
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.)
Ceased
Application number
PCT/CN2019/124436
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English (en)
French (fr)
Inventor
方长征
黄金虎
武小平
毛金虎
舒畅
张娟
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.)
CRRC Zhuzhou Locomotive Co Ltd
Original Assignee
CRRC Zhuzhou Locomotive Co Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by CRRC Zhuzhou Locomotive Co Ltd filed Critical CRRC Zhuzhou Locomotive Co Ltd
Priority to BR112021013747A priority Critical patent/BR112021013747A2/pt
Priority to SG11202106615YA priority patent/SG11202106615YA/en
Publication of WO2021056842A1 publication Critical patent/WO2021056842A1/zh
Anticipated expiration legal-status Critical
Ceased 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
    • 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
    • B60T13/10—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 fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles

Definitions

  • This application relates to the technical field of air braking, and in particular to a brake relief control method and device.
  • Braking mitigation is the process of weakening or eliminating the braking effect.
  • the locomotive in order to reduce the response time of the locomotive and improve the speed of the locomotive control, the locomotive is set in the automatic driving mode with a larger braking relief rate (the reduction value of the braking force per unit time).
  • the present application provides a brake mitigation control method and device that overcomes the above-mentioned problems or at least partially solves the above-mentioned problems.
  • the technical solutions are as follows:
  • a brake relief control method includes:
  • the brake cylinder pressure value of the braking mechanism of the vehicle is controlled to decrease according to a preset first decrease mode, and the decrease rate of the first decrease mode is lower than the preset rate .
  • the obtaining the brake relief instruction and obtaining the driving parameters of the vehicle includes:
  • the brake relief instruction is obtained, and the driving parameters of the vehicle are obtained.
  • the driving parameters include: road gradient and/or driving speed.
  • the preset requirement is: the road gradient is greater than a preset gradient threshold, or the driving speed is less than a preset speed threshold.
  • control of the brake cylinder pressure value of the braking mechanism of the vehicle according to the slow braking mode to decrease according to a preset first decrease mode includes:
  • the preset brake cylinder pressure value reduction formula and the initial brake cylinder pressure value determine the brake cylinder pressure value at multiple times during the vehicle driving process after the current time;
  • the individual brake controller is controlled to move to a position matching the brake cylinder pressure value.
  • the preset brake cylinder pressure value reduction formula is:
  • P 0 is the brake cylinder pressure control target value after the current moment
  • P 1 is the initial pressure value of the brake cylinder
  • n is the number of calculation cycles of the brake system control program
  • T is the brake system control program
  • P m is the maximum brake cylinder pressure value during normal braking
  • t is the preset duration parameter value for controlling the relief rate, where the time interval between each moment after the current moment and the adjacent previous moment All are the T.
  • the method further includes:
  • determining that the current braking relief mode is: a quick relief braking mode according to the braking relief instruction;
  • the braking force of the braking mechanism of the vehicle is controlled according to the quick release braking mode to decrease according to a preset second decrease mode, and the decrease rate of the second decrease mode is greater than the decrease of the first decrease mode rate.
  • a brake relief control device comprising: a first obtaining unit, a first mode determining unit, and a first pressure control unit, wherein:
  • the first obtaining unit is configured to obtain a brake relief instruction and obtain driving parameters of the vehicle;
  • the first mode determination unit is configured to determine whether the driving parameter meets at least one preset requirement, and if so, determine that the current relief braking mode is: a slow relief braking mode according to the brake relief instruction;
  • the first pressure control unit is configured to control the brake cylinder pressure value of the braking mechanism of the vehicle to decrease according to a preset first decrease mode according to the slow release braking mode, and the first decrease The reduction rate of the mode is lower than the preset rate.
  • the first obtaining unit is specifically configured to:
  • the brake relief instruction is obtained, and the driving parameters of the vehicle are obtained.
  • the driving parameters include: road gradient and/or driving speed.
  • the preset requirement is: the road gradient is greater than a preset gradient threshold, or the driving speed is less than a preset speed threshold.
  • the first pressure control unit specifically includes: an initial pressure obtaining unit, a pressure determining unit, and a movement control unit, wherein:
  • the initial pressure obtaining unit is configured to obtain an initial pressure value of a brake cylinder that matches the position of a separate brake controller in the brake mechanism of the vehicle at the current moment according to the slow braking mode;
  • the pressure determining unit is configured to determine the brake cylinder pressure value at multiple times during the vehicle driving process after the current time according to a preset brake cylinder pressure value reduction formula and the brake cylinder initial pressure value;
  • the movement control unit is configured to control the individual brake controller to move to the brake cylinder according to the brake cylinder pressure value corresponding to the brake cylinder at the multiple moments in the driving process after the current moment. The position where the pressure value matches.
  • the preset brake cylinder pressure value reduction formula is:
  • P 0 is the brake cylinder pressure control target value after the current moment
  • P 1 is the initial pressure value of the brake cylinder
  • n is the number of calculation cycles of the brake system control program
  • T is the brake system control program
  • P m is the maximum brake cylinder pressure value during normal braking
  • t is the preset duration parameter value for controlling the relief rate, where the time interval between each moment after the current moment and the adjacent previous moment All are the T.
  • the device further includes: a second mode determination unit and a second pressure control unit, wherein:
  • the second mode determining unit is configured to determine, according to the brake relief instruction, that the current relief braking mode is: a quick relief braking mode if the current driving state of the vehicle is not a preset state;
  • the second pressure control unit is configured to control the braking force of the braking mechanism of the vehicle to reduce according to a preset second reduction mode according to the quick release braking mode, and the second reduction mode is reduced
  • the rate is greater than the rate of decrease in the first mode of decrease.
  • the present application discloses a brake relief control method and device.
  • the driving parameters of the vehicle are obtained, and it is determined whether the driving parameters meet at least one preset requirement, and if so, according to the brake relief
  • the instruction determines that the current relief braking mode is: slow relief braking mode, and according to the slow relief braking mode, the brake cylinder pressure value of the braking mechanism of the vehicle is controlled according to a preset first reduction mode. Small, the reduction rate of the first reduction mode is lower than the preset rate.
  • the braking relief process of the vehicle can be controlled according to the slow relief braking mode, so that the vehicle is in the process of braking relief. There is sufficient time to build up enough traction to overcome the starting resistance, avoid the risk of rolling and reduce the braking impact.
  • Fig. 1 is a flowchart of a brake relief control method proposed in this embodiment
  • FIG. 2 is a flowchart of another brake relief control method proposed in this embodiment
  • FIG. 3 is a flowchart of another brake relief control method proposed in this embodiment.
  • Figure 4 is a schematic structural diagram of a brake relief control device proposed in this embodiment
  • Figure 5 is a schematic structural diagram of another brake relief control device proposed in this embodiment.
  • Fig. 6 is a schematic structural diagram of another brake relief control device proposed in this embodiment.
  • an embodiment of the present application proposes a brake relief control method, and the method may include the following steps:
  • the vehicles in this application can be locomotives and engineering vehicles.
  • the weakening or release of the brake is the braking relief
  • the brake relief command is generated when the vehicle's braking is weakened or released. After the vehicle receives the brake relief command, it can perform brake relief according to the corresponding relief braking mode.
  • step S10 may specifically include:
  • the brake relief instruction is obtained, and the driving parameters of the vehicle are obtained.
  • step S10 may also specifically include:
  • the brake relief instruction is obtained, and the driving parameters of the vehicle are obtained.
  • this application when the vehicle is in the automatic driving mode, this application will add the slow alleviation braking mode in this application to the control logic of the microcomputer brake control unit, so that when the vehicle is in the driving process, the trigger in this application will be triggered.
  • this application will control the current braking relief process of the vehicle according to the slow alleviation braking mode; when the vehicle is running, the slow alleviation braking mode in this application is not triggered
  • the present application will control the automatic braking relief process of the current vehicle according to the braking relief mode in the prior art.
  • the present application may be provided with a switch on the vehicle for turning on or off the slow release brake control mode in the present application.
  • the application can add the slow braking mode in the application to the control logic of the microcomputer brake control unit; when the switch is closed and the vehicle is in In the manual driving mode, the microcomputer brake control unit will control the braking relief process of the vehicle according to the manual operation of the driving driver; when the switch is turned off and the vehicle is in the automatic driving mode, the microcomputer brake control unit will follow the prior art
  • the mitigation braking mode controls the vehicle's automatic braking mitigation process.
  • the driving parameters of the vehicle can reflect the driving state of the vehicle and the state of each device in the vehicle.
  • the driving parameters may include: road gradient and/or driving speed.
  • the road gradient may include the gradient of the road when the vehicle is uphill, and may also include the gradient of the road where the vehicle is downhill.
  • the vehicle can use the gradient sensor to measure the slope value of the road during the driving process, and the speed sensor can measure the driving speed during the driving process. It should be noted that this application does not deal with the sensor types used to obtain the road slope and driving speed. limited.
  • the driving parameters of the vehicle may also include the resistance, acceleration and fuel during the driving of the vehicle. It should be noted that this application does not limit the types of driving parameters of the vehicle.
  • step S10 the execution order of obtaining the brake mitigation instruction and obtaining the driving parameters of the vehicle in the present application is in no particular order, that is, the braking mitigation command may be obtained first, and then the driving parameters of the vehicle may be obtained. , It can also obtain the driving parameters of the vehicle first, and then obtain the brake relief instruction, or both can be obtained at the same time.
  • the slow braking mode set in this application is opposite to the (fast) braking mode set in the prior art when the vehicle is in the automatic driving mode.
  • this application can consider that the vehicle is currently in a specific driving condition.
  • this application does not limit the number of preset requirements set by the vehicle.
  • the specific content of the preset requirements can be formulated by the technicians based on the requirements of relevant braking standards, vehicle braking performance and actual braking needs, etc., which is not limited in this application.
  • the specific driving conditions can also be determined by the technicians in accordance with the requirements of the relevant braking standards, the braking performance of the vehicle, and the actual braking requirements, etc., which is not limited in this application.
  • the technician may first determine the type of a specific driving condition, and then determine the type of the corresponding driving parameter according to the characteristics of the specific driving condition, and determine the specific preset requirements.
  • the specific driving condition is a ramp start
  • this application may use the slope of the road on which the vehicle is traveling as the driving parameter to be obtained, and whether the slope of the road on which the vehicle is traveling is greater than a preset slope threshold is a preset requirement.
  • the braking relief process of the vehicle can be controlled according to the slow relief braking mode.
  • the brake cylinder pressure value is positively correlated with the braking force output by the brake mechanism, that is, when the brake cylinder pressure value decreases, the braking force output by the brake mechanism decreases accordingly to relieve braking; when the brake cylinder pressure increases , The braking force output by the braking mechanism increases accordingly, and the vehicle brakes or the braking effect is strengthened.
  • the reduction rate of the first reduction mode is the difference between the brake cylinder pressure values at adjacent moments in a unit time.
  • the brake cylinder pressure value of the brake mechanism at the current moment is 1000 Pa
  • the brake cylinder pressure value at the next moment is the reduction rate.
  • the reduction rate is the value obtained by dividing the difference between 1000 Pa and 900 Pa (that is, 100 Pa) by the time interval between adjacent moments.
  • the first reduction method can be formulated by the technicians according to the requirements of braking-related standards, vehicle braking performance, and actual braking requirements, etc., which is not limited in this application.
  • the preset rate can also be formulated by a technician in consideration of actual conditions, which is not limited in this application.
  • the rate of reduction in this application can be changed.
  • the present application can associate the value of the reduction rate with the type and value of the driving parameter, so that the reduction rate can be changed with changes in the type or value of the driving parameter, so that the vehicle can operate in a corresponding specific working condition.
  • this application does not limit the above-mentioned association establishment process and the specific association relationship.
  • the rate of decrease in this application can also be a single value, that is, for any type and value of the driving parameter, the rate of decrease is fixed, which is conducive to the simplification of the control logic.
  • the present application can set the software code for realizing the first reduction mode in the braking microcomputer control unit of the vehicle, so that the present application can use the slow relief braking mode to perform braking relief under specific working conditions.
  • the present application may use the road gradient and driving speed as driving parameters for judging whether the vehicle is starting on a slope, that is, the driving parameters obtained in step S10 are the road slope and driving speed.
  • the road gradient threshold and the driving speed threshold are preset, and the preset requirements are set as: the road gradient obtained in step S10 is greater than the preset road gradient threshold, and the driving speed obtained in step S10 is greater than the preset driving speed threshold .
  • the present application can determine that the current driving condition of the vehicle is an automatic ramp start. Then, when the vehicle has a brake relief command, the present application can determine whether the vehicle is in a slow speed
  • the brake relief control mode controls the brake cylinder pressure value to be reduced in the first reduction mode, that is, the brake cylinder pressure is reduced at the rate of decrease in the first reduction mode, so that the vehicle is in the process of braking relief There is sufficient time to build up enough traction to overcome the starting resistance, avoid the risk of rolling, and reduce the impact of braking.
  • the vehicle can also determine whether the vehicle is currently in the automatic driving mode and the driving parameters meet the preset requirements (corresponding to the specific driving conditions for starting on the automatic ramp) after obtaining the brake relief instruction.
  • This application determines whether the vehicle is in the automatic driving mode.
  • the judgment of the automatic driving mode and the execution order of the two instructions acquired in step S10 are not limited.
  • the present application can also control the braking release process of the vehicle according to the slow release brake control mode during the vehicle starting on the slope. Complete the ramp to start the vehicle.
  • the brake mitigation control method proposed in this embodiment obtains the driving parameters of the vehicle by obtaining the brake mitigation instruction, and determines whether the driving parameter meets at least one preset requirement, and if so, determines the current braking according to the brake mitigation instruction.
  • the relief braking mode is: slow relief braking mode, according to the slow relief braking mode, the brake cylinder pressure value of the braking mechanism of the vehicle is controlled to decrease according to a preset first reduction mode, and the first The reduction rate of a reduction mode is lower than the preset rate.
  • the braking relief process of the vehicle can be controlled according to the slow relief braking mode, so that the vehicle has sufficient capacity during the braking relief process. Time to establish enough traction to overcome the starting resistance, avoid the risk of rolling and reduce the impact of braking.
  • this embodiment proposes another brake relief control method.
  • the preset requirement may be: The road gradient is greater than the preset gradient threshold, or the driving speed is less than the preset speed threshold.
  • the present application can add a slow braking mode in the automatic driving mode of the vehicle.
  • the application can relieve the brakes according to the slow speed.
  • the braking mode controls the braking relief process of the vehicle; if the road gradient or driving speed does not meet the preset requirements, the braking relief process of the vehicle will automatically control the vehicle according to the rapid relief braking mode set in the prior art. Control the mitigation process.
  • this application can also add a slow alleviation brake mode in the manual driving mode of the vehicle.
  • this application can be used when the road gradient or driving speed meets the preset requirements.
  • the slow braking mode to control the braking relief process of the vehicle; when the road gradient or driving speed does not meet the preset requirements, the braking relief process of the vehicle will brake the vehicle according to the manual operation of the driver Control the mitigation process.
  • both the preset gradient threshold and the preset traveling speed threshold can be formulated by technicians according to relevant braking standards, vehicle braking performance, and actual braking needs, which are not limited in this application.
  • the braking relief control method proposed in this embodiment can control the braking relief process of the vehicle according to the slow relief braking mode when the slope of the vehicle driving road is greater than the preset gradient threshold or the traveling speed is less than the preset speed threshold. , To avoid the risk of rolling the vehicle and excessive braking impact force during the driving process, and reduce the adverse effect of speed control deviation.
  • step S30 may specifically include the following steps:
  • the separate brake controller realizes the control of the brake cylinder pressure value by controlling the separate control valve, which can be used alone to manipulate the braking and brake relief of the locomotive, regardless of the braking and brake relief status of other parts of the vehicle .
  • S32 Determine brake cylinder pressure values at multiple times during the vehicle's driving process after the current time according to the preset brake cylinder pressure value reduction formula and the initial brake cylinder pressure value;
  • the formula for reducing the pressure value of the brake cylinder can be formulated by a technician in accordance with relevant braking standards, vehicle braking performance, and actual braking needs, etc., which is not limited in this application.
  • the preset brake cylinder pressure value reduction formula is:
  • P 0 is the brake cylinder pressure control target value after the current moment
  • P 1 is the initial pressure value of the brake cylinder
  • n is the number of calculation cycles of the brake system control program
  • T is the brake system control program
  • P m is the maximum brake cylinder pressure value during normal braking
  • t is the preset duration parameter value for controlling the relief rate, where the time interval between each moment after the current moment and the adjacent previous moment All are the T.
  • this application changes the braking relief rate value of the vehicle by changing the value of t, that is, P m /t.
  • the specific value of t can be determined by the technicians according to the requirements of relevant braking standards, vehicle braking performance and actual braking requirements To be formulated, specifically, the technician can set the t value to 15-20 seconds. It should be noted that this application does not limit the formulation of the t value.
  • the technician can also control the brake cylinder pressure value according to the above-mentioned brake cylinder pressure value reduction formula. Specifically, the technician can change t The value can be set to 2 to 4 seconds.
  • the brake cylinder pressure value of the vehicle decreases by T*P m /t every time the brake system control program is calculated.
  • the brake cylinder pressure value will decrease P m /t every second, and the decrease rate is a single value (for any type and value of the driving parameter, the decrease rate is fixed, which is conducive to the simplification of the control logic). For example, if P m is 300 kN and t is 15 seconds, the reduction rate of the brake cylinder pressure value reduction formula is 20 kN per second.
  • T is determined by the calculation performance of the brake system control program, which is not limited in this application.
  • the brake relief control method proposed in this embodiment specifically implements the slow relief braking mode by proposing a preset brake cylinder pressure value reduction formula, and uses a single value as the reduction rate of the first reduction mode. Realizing slow braking mode is conducive to the simplification of control logic.
  • this embodiment proposes another brake relief control method.
  • the method may further include the following steps:
  • the driving state of the vehicle may be described according to the driving parameters obtained in step S10.
  • the driving state of the vehicle includes the driving speed and the slope of the road on which it is traveling.
  • the preset state can be formulated by the technicians according to the requirements of braking-related standards, vehicle braking performance and actual braking needs. For example, when driving on a road greater than a certain slope value, or the driving speed is less than a certain speed value, this The application is not limited.
  • the present application may consider that the current driving state of the vehicle is not the preset state.
  • a quick release braking mode is set to control the automatic braking release process of the vehicle, and this quick release braking mode is opposite to the slow release braking mode in the present application.
  • the reduction rate of the second reduction mode can be formulated by the technicians according to the requirements of braking-related standards, vehicle braking performance, and actual braking requirements, etc., which is not limited in this application.
  • the brake relief control method proposed in this embodiment can control the automatic brake relief process of the vehicle by using the rapid relief brake when the vehicle does not need to perform slow relief braking, which is beneficial to reduce the brake control system Adjust the time and improve the speed of the brake control system.
  • this embodiment proposes a brake relief control device.
  • the device may include: a first obtaining unit 100, a first mode determining unit 200, and a first pressure
  • the control unit 300 in which:
  • the first obtaining unit 100 is configured to obtain a brake relief instruction and obtain driving parameters of the vehicle;
  • the vehicles in this application can be locomotives and engineering vehicles.
  • the weakening or release of the brake is the braking relief
  • the brake relief command is generated when the vehicle's braking is weakened or released. After the vehicle receives the brake relief command, it can perform brake relief according to the corresponding relief braking mode.
  • the first obtaining unit 100 may be specifically configured to:
  • the brake relief instruction is obtained, and the driving parameters of the vehicle are obtained.
  • the first obtaining unit 100 may also be specifically used for:
  • the brake relief instruction is obtained, and the driving parameters of the vehicle are obtained.
  • this application when the vehicle is in the automatic driving mode, this application will add the slow alleviation braking mode in this application to the control logic of the microcomputer brake control unit, so that when the vehicle is in the driving process, the trigger in this application will be triggered.
  • this application will control the current braking relief process of the vehicle according to the slow alleviation braking mode; when the vehicle is running, the slow alleviation braking mode in this application is not triggered
  • the present application will control the automatic braking relief process of the current vehicle according to the braking relief mode in the prior art.
  • the present application may be provided with a switch on the vehicle for turning on or off the slow release brake control mode in the present application.
  • the application can add the slow braking mode in the application to the control logic of the microcomputer brake control unit; when the switch is closed and the vehicle is in In the manual driving mode, the microcomputer brake control unit will control the braking relief process of the vehicle according to the manual operation of the driving driver; when the switch is turned off and the vehicle is in the automatic driving mode, the microcomputer brake control unit will follow the prior art
  • the mitigation braking mode controls the vehicle's automatic braking mitigation process.
  • the driving parameters of the vehicle can reflect the driving state of the vehicle and the state of each device in the vehicle.
  • the driving parameters may include: road gradient and/or driving speed.
  • the road gradient may include the gradient of the road when the vehicle is uphill, and may also include the gradient of the road where the vehicle is downhill.
  • the vehicle can use the gradient sensor to measure the slope value of the road during the driving process, and the speed sensor can measure the driving speed during the driving process. It should be noted that this application does not deal with the sensor types used to obtain the road slope and driving speed. limited.
  • the driving parameters of the vehicle may also include the resistance, acceleration and fuel during the driving of the vehicle. It should be noted that this application does not limit the types of driving parameters of the vehicle.
  • the execution order of obtaining the brake relief instruction and obtaining the driving parameters of the vehicle in this application is in no particular order, that is, the brake relief instruction may be obtained first, and then the driving parameters of the vehicle may be obtained, or it may be first. Obtain the driving parameters of the vehicle, and then obtain the brake relief instruction, or both can be obtained at the same time.
  • the first mode determination unit 200 is configured to determine whether the driving parameter meets at least one preset requirement, and if so, determine the current relief braking mode according to the brake relief instruction as: a slow relief braking mode;
  • the slow braking mode set in this application is opposite to the (fast) braking mode set in the prior art when the vehicle is in the automatic driving mode.
  • this application can consider that the vehicle is currently in a specific driving condition.
  • this application does not limit the number of preset requirements set by the vehicle.
  • the specific content of the preset requirements can be formulated by the technicians based on the requirements of the relevant braking standards, the braking performance of the vehicle, and the actual braking needs, etc., which is not limited in this application.
  • the specific driving conditions can also be determined by the technicians in accordance with the requirements of the relevant braking standards, the braking performance of the vehicle, and the actual braking requirements, etc., which is not limited in this application.
  • the technician may first determine the type of a specific driving condition, and then determine the type of the corresponding driving parameter according to the characteristics of the specific driving condition, and determine the specific preset requirements.
  • the braking relief process of the vehicle can be controlled according to the slow relief braking mode.
  • the first pressure control unit 300 is configured to control the brake cylinder pressure value of the braking mechanism of the vehicle to decrease according to a preset first decrease mode according to the slow braking mode, and the first decrease The decrease rate of the small mode is lower than the preset rate.
  • the brake cylinder pressure value is positively correlated with the braking force output by the brake mechanism, that is, when the brake cylinder pressure value decreases, the braking force output by the brake mechanism decreases accordingly to relieve braking; when the brake cylinder pressure increases , The braking force output by the braking mechanism increases accordingly, and the vehicle brakes or the braking effect is strengthened.
  • the reduction rate of the first reduction mode is the difference between the brake cylinder pressure values at adjacent moments in a unit time.
  • the first reduction method can be formulated by the technicians according to the requirements of braking-related standards, vehicle braking performance, and actual braking requirements, etc., which is not limited in this application.
  • the preset rate can also be formulated by a technician in consideration of actual conditions, which is not limited in this application.
  • the rate of reduction in this application can be changed.
  • the present application can associate the value of the reduction rate with the type and value of the driving parameter, so that the reduction rate can be changed with changes in the type or value of the driving parameter, so that the vehicle can operate in a corresponding specific working condition.
  • this application does not limit the above-mentioned association establishment process and the specific association relationship.
  • the rate of decrease in this application can also be a single value, that is, for any type and value of the driving parameter, the rate of decrease is fixed, which is conducive to the simplification of the control logic.
  • the present application can set the software code for realizing the first reduction mode in the braking microcomputer control unit of the vehicle, so that the present application can use the slow relief braking mode to perform braking relief under specific working conditions.
  • the present application may use road gradient and driving speed as driving parameters for judging whether the vehicle is starting on a slope, that is, the driving parameters obtained in the first obtaining unit 100 are the road slope and driving speed.
  • the road gradient threshold and the driving speed threshold are preset, and the preset requirements are set as: the road gradient obtained in the first obtaining unit 100 is greater than the preset road gradient threshold, and the driving speed obtained in the first obtaining unit 100 is greater than The preset driving speed threshold.
  • the present application can determine that the current driving condition of the vehicle is an automatic ramp start. Then, when the vehicle has a brake relief command, the present application can determine whether the vehicle is in a slow speed
  • the brake relief control mode controls the brake cylinder pressure value to be reduced in the first reduction mode, that is, the brake cylinder pressure is reduced at the rate of decrease in the first reduction mode, so that the vehicle is in the process of braking relief There is sufficient time to build up enough traction to overcome the starting resistance, avoid the risk of rolling, and reduce the impact of braking.
  • the vehicle can also determine whether the vehicle is currently in the automatic driving mode and the driving parameters meet the preset requirements (corresponding to the specific driving conditions for starting on the automatic ramp) after obtaining the brake relief instruction.
  • This application determines whether the vehicle is in the automatic driving mode.
  • the judgment of the automatic driving mode and the sequential execution order of the two instructions obtained in the first obtaining unit 100 are not limited.
  • the present application can also control the braking release process of the vehicle according to the slow release brake control mode during the vehicle starting on the slope. Complete the ramp to start the vehicle.
  • the brake mitigation control device proposed in this embodiment obtains the driving parameters of the vehicle by obtaining the braking mitigation instruction, and determines whether the driving parameter meets at least one preset requirement, and if so, it determines the current braking according to the braking mitigation instruction.
  • the relief braking mode is: slow relief braking mode, according to the slow relief braking mode, the brake cylinder pressure value of the braking mechanism of the vehicle is controlled to decrease according to a preset first reduction mode, and the first The reduction rate of a reduction mode is lower than the preset rate.
  • the braking relief process of the vehicle can be controlled according to the slow relief braking mode, so that the vehicle has sufficient capacity during the braking relief process. Time to build enough traction to overcome the starting resistance, avoid the risk of rolling and reduce the impact of braking.
  • this embodiment proposes another brake relief control device.
  • the preset requirement may be: The road gradient is greater than the preset gradient threshold, or the driving speed is less than the preset speed threshold.
  • the present application can add a slow braking mode in the automatic driving mode of the vehicle.
  • the application can relieve the brakes according to the slow speed.
  • the braking mode controls the braking relief process of the vehicle; if the road gradient or driving speed does not meet the preset requirements, the braking relief process of the vehicle will automatically control the vehicle according to the rapid relief braking mode set in the prior art. Control the mitigation process.
  • this application can also add a slow alleviation brake mode in the manual driving mode of the vehicle.
  • this application can be used when the road gradient or driving speed meets the preset requirements.
  • the slow braking mode to control the braking relief process of the vehicle; when the road gradient or driving speed does not meet the preset requirements, the braking relief process of the vehicle will brake the vehicle according to the manual operation of the driver Control the mitigation process.
  • both the preset gradient threshold and the preset traveling speed threshold can be formulated by technicians according to relevant braking standards, vehicle braking performance, and actual braking needs, which are not limited in this application.
  • the brake relief control device proposed in this embodiment can control the braking relief process of the vehicle according to the slow relief braking mode when the slope of the vehicle traveling road is greater than the preset slope threshold or the traveling speed is less than the preset speed threshold. , To avoid the risk of rolling the vehicle and excessive braking impact force during the driving process, and reduce the adverse effect of speed control deviation.
  • the first pressure control unit 300 may specifically include: an initial pressure obtaining unit 301 and a pressure determining unit 302 And mobile control unit 303, where:
  • the initial pressure obtaining unit 301 is configured to obtain an initial pressure value of the brake cylinder that matches the current position of the individual brake controller in the brake mechanism of the vehicle according to the slow braking mode ;
  • the separate brake controller realizes the control of the brake cylinder pressure value by controlling the separate control valve, which can be used alone to manipulate the braking and brake relief of the locomotive, regardless of the braking and brake relief status of other parts of the vehicle .
  • the pressure determining unit 302 is configured to determine the brake cylinder pressure values at multiple times during the vehicle driving process after the current time according to a preset brake cylinder pressure value reduction formula and the brake cylinder initial pressure value ;
  • the formula for reducing the pressure value of the brake cylinder can be formulated by a technician in accordance with relevant braking standards, vehicle braking performance, and actual braking needs, etc., which is not limited in this application.
  • the movement control unit 303 is configured to control the individual brake controller to move to the brake cylinder pressure value corresponding to the brake cylinder pressure at the multiple moments in the driving process after the current moment. The position where the cylinder pressure value matches.
  • the preset brake cylinder pressure value reduction formula is:
  • P 0 is the brake cylinder pressure control target value after the current moment
  • P 1 is the initial pressure value of the brake cylinder
  • n is the number of calculation cycles of the brake system control program
  • T is the brake system control program
  • P m is the maximum brake cylinder pressure value during normal braking
  • t is the preset duration parameter value for controlling the relief rate, where the time interval between each moment after the current moment and the adjacent previous moment All are the T.
  • this application changes the braking relief rate value of the vehicle by changing the value of t, that is, P m /t.
  • the specific value of t can be determined by the technicians according to the requirements of relevant braking standards, vehicle braking performance and actual braking needs, etc. To be formulated, specifically, the technician can set the t value to 15-20 seconds. It should be noted that this application does not limit the formulation of the t value.
  • the technician can also control the brake cylinder pressure value according to the above-mentioned brake cylinder pressure value reduction formula. Specifically, the technician can change t The value can be set to 2 to 4 seconds.
  • the brake cylinder pressure value of the vehicle decreases by T*P m /t every time the brake system control program is calculated.
  • the brake cylinder pressure value will decrease P m /t every second, and the decrease rate is a single value (for any type and value of the driving parameter, the decrease rate is fixed, which is conducive to the simplification of the control logic).
  • T is determined by the calculation performance of the brake system control program, which is not limited in this application.
  • the brake relief control device proposed in this embodiment specifically implements the slow relief braking mode by proposing a preset brake cylinder pressure value reduction formula, and uses a single value as the reduction rate of the first reduction mode. Realizing the slow braking mode is conducive to the simplification of the control logic.
  • this embodiment proposes another brake relief control device.
  • the device may further include: a second mode determining unit 401 and a second pressure control unit 402, wherein:
  • the second mode determining unit 401 is configured to, if the current driving state of the vehicle is not a preset state, determine that the current relief braking mode is: a quick relief braking mode according to the brake relief instruction;
  • the driving state of the vehicle may be described according to the driving parameters obtained in the first obtaining unit 100.
  • the driving state of the vehicle includes the driving speed and the slope of the road on which it is traveling.
  • the preset state can be formulated by the technicians according to the requirements of braking-related standards, vehicle braking performance, and actual braking needs, which are not limited in this application.
  • the present application may consider that the current driving state of the vehicle is not the preset state.
  • a quick release braking mode is set to control the automatic braking release process of the vehicle, and this quick release braking mode is opposite to the slow release braking mode in the present application.
  • the second pressure control unit 402 is used to control the braking force of the braking mechanism of the vehicle to decrease according to a preset second reduction mode according to the quick release braking mode.
  • the small rate is greater than the decrease rate of the first decrease mode.
  • the reduction rate of the second reduction mode can be formulated by the technicians according to the requirements of braking-related standards, vehicle braking performance, and actual braking requirements, etc., which is not limited in this application.
  • the brake relief control device proposed in this embodiment can use rapid relief braking to control the automatic brake relief process of the vehicle when the vehicle does not need to perform slow relief braking, which is conducive to reducing the brake control system. Adjust the time and improve the speed of the brake control system.

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Abstract

一种制动缓解控制方法及装置，通过获得制动缓解指令，获得车辆的行驶参数，确定行驶参数是否满足至少一个预设要求，如果是，则根据制动缓解指令确定当前缓解制动方式为：慢速缓解制动方式，根据慢速缓解制动方式控制车辆的制动机构的制动缸压力值按照预设的第一减小方式进行减小，第一减小方式的减小速率低于预设速率，可以在车辆处于特定行驶工况时，根据慢速缓解制动方式控制车辆的制动缓解过程，使车辆在制动缓解的过程中具有充足时间建立足够克服起步阻力的牵引力，避免溜车风险及减小制动冲击力。

Description

一种制动缓解控制方法及装置
本申请要求于2019年09月26日提交中国专利局、申请号为201910916326.1、发明名称为“一种制动缓解控制方法及装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及空气制动技术领域，尤其涉及一种制动缓解控制方法及装置。
背景技术
随着空气制动技术的提高，机车制动缓解控制技术不断提高。
制动缓解即为制动作用减弱或消除的过程。现有技术中，为减小机车响应时间，提高机车控制的快速性，机车在自动驾驶模式中设置有较大的制动缓解速率(制动力在单位时间内的减少值)。
但是，机车在坡道上进行自动起步的过程中，会在获得制动缓解指令后由于较大的制动缓解速率而无法及时建立足够的牵引力，进而可能导致溜车，因此，机车在坡道上起步的过程完全依靠司机的人为操纵。
发明内容
鉴于上述问题，本申请提供一种克服上述问题或者至少部分地解决上述问题的制动缓解控制方法及装置，技术方案如下：
一种制动缓解控制方法，所述方法包括：
获得制动缓解指令，获得车辆的行驶参数；
确定所述行驶参数是否满足至少一个预设要求，如果是，则根据所述制动缓解指令确定当前缓解制动方式为：慢速缓解制动方式；
根据所述慢速缓解制动方式控制所述车辆的制动机构的制动缸压力值按照预设的第一减小方式进行减小，第一减小方式的减小速率低于预设速率。
可选的，所述获得制动缓解指令，获得车辆的行驶参数，包括：
在车辆处于自动驾驶模式时，获得制动缓解指令，获得车辆的行驶参数。
可选的，所述行驶参数包括：道路坡度和/或行驶速度。
可选的，在所述行驶参数包括：道路坡度和行驶速度时，所述预设要求为：所述道路坡度大于预设坡度阈值，或者，所述行驶速度小于预设速度阈值。
可选的，所述根据所述慢速缓解制动方式控制所述车辆的制动机构的制动缸压力值按照预设的第一减小方式进行减小，包括：
根据所述慢速缓解制动方式，获得与所述车辆的制动机构中单独制动控制器在当前时刻所处位置相匹配的制动缸初始压力值；
根据预设的制动缸压力值减小公式与所述制动缸初始压力值，确定车辆在当前时刻之后的行驶过程中多个时刻的制动缸压力值；
在当前时刻之后的行驶过程中的所述多个时刻，根据与该时刻对应的制动缸压力值，控制所述单独制动控制器移动至与该制动缸压力值匹配的位置。
可选的，所述预设的制动缸压力值减小公式为：
P 0＝P 1-n*T*P m/t
其中，P 0为在当前时刻之后的制动缸压力控制目标值，P 1为所述制动缸初始压力值，n为制动系统控制程序的运算周期次数，T为制动系统控制程序的运算周期，P m为最大常用制动时制动缸压力值，t为控制缓解速率的预设时长参数值，其中，所述当前时刻之后的每一时刻与相邻的前一时刻的时间间隔均为所述T。
可选的，所述方法还包括：
若所述车辆的当前行驶状态不为预设状态，则根据所述制动缓解指令确定当前缓解制动方式为：快速缓解制动方式；
根据所述快速缓解制动方式控制所述车辆的制动机构的制动力按照预设的第二减小方式进行减小，第二减小方式的减小速率大于第一减小方式的减小速率。
一种制动缓解控制装置，所述装置包括：第一获得单元、第一方式确定单元和第一压力控制单元，其中：
所述第一获得单元，用于获得制动缓解指令，获得车辆的行驶参数；
所述第一方式确定单元，用于确定所述行驶参数是否满足至少一个预设要求，如果是，则根据所述制动缓解指令确定当前缓解制动方式为：慢速缓解制动方式；
所述第一压力控制单元，用于根据所述慢速缓解制动方式控制所述车辆的制动机构的制动缸压力值按照预设的第一减小方式进行减小，第一减小方式的减小速率低于预设速率。
可选的，所述第一获得单元，具体用于：
在车辆处于自动驾驶模式时，获得制动缓解指令，获得车辆的行驶参数。
可选的，所述行驶参数包括：道路坡度和/或行驶速度。
可选的，在所述行驶参数包括：道路坡度和行驶速度时，所述预设要求为：所述道路坡度大于预设坡度阈值，或者，所述行驶速度小于预设速度阈值。
可选的，所述第一压力控制单元，具体包括：初始压力获得单元、压力确定单元及移动控制单元，其中：
所述初始压力获得单元，用于根据所述慢速缓解制动方式，获得与所述车辆的制动机构中单独制动控制器在当前时刻所处位置相匹配的制动缸初始压力值；
所述压力确定单元，用于根据预设的制动缸压力值减小公式与所述制动缸初始压力值，确定车辆在当前时刻之后的行驶过程中多个时刻的制动缸压力值；
所述移动控制单元，用于在当前时刻之后的行驶过程中的所述多个时刻，根据与该时刻对应的制动缸压力值，控制所述单独制动控制器移动至与该制动缸压力值匹配的位置。
可选的，所述预设的制动缸压力值减小公式为：
P 0＝P 1-n*T*P m/t
其中，P 0为在当前时刻之后的制动缸压力控制目标值，P 1为所述制动缸初始压力值，n为制动系统控制程序的运算周期次数，T为制动系统控制程序的运算周期，P m为最大常用制动时制动缸压力值，t为控制缓解速率的预设 时长参数值，其中，所述当前时刻之后的每一时刻与相邻的前一时刻的时间间隔均为所述T。
可选的，所述装置还包括：第二方式确定单元和第二压力控制单元，其中：
所述第二方式确定单元，用于若所述车辆的当前行驶状态不为预设状态，则根据所述制动缓解指令确定当前缓解制动方式为：快速缓解制动方式；
所述第二压力控制单元，用于根据所述快速缓解制动方式控制所述车辆的制动机构的制动力按照预设的第二减小方式进行减小，第二减小方式的减小速率大于第一减小方式的减小速率。
本申请公开了一种制动缓解控制方法及装置，通过获得制动缓解指令，获得车辆的行驶参数，确定所述行驶参数是否满足至少一个预设要求，如果是，则根据所述制动缓解指令确定当前缓解制动方式为：慢速缓解制动方式，根据所述慢速缓解制动方式控制所述车辆的制动机构的制动缸压力值按照预设的第一减小方式进行减小，第一减小方式的减小速率低于预设速率，可以在车辆处于特定行驶工况时，根据慢速缓解制动方式控制车辆的制动缓解过程，使车辆在制动缓解的过程中具有充足时间建立足够克服起步阻力的牵引力，避免溜车风险及减小制动冲击力。
附图说明
为了更清楚地说明本申请实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本申请的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据提供的附图获得其他的附图。
图1为本实施例提出的一种制动缓解控制方法的流程图；
图2为本实施例提出的另一种制动缓解控制方法的流程图；
图3为本实施例提出的另一种制动缓解控制方法的流程图；
图4为本实施例提出的一种制动缓解控制装置的结构示意图；
图5为本实施例提出的另一种制动缓解控制装置的结构示意图；
图6为本实施例提出的另一种制动缓解控制装置的结构示意图。
具体实施方式
为了使本申请的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本申请进行进一步详细说明。应当理解，此处所描述的具体实施例仅用以解释本申请，并不用于限定本申请。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
如图1所示，本申请实施例提出了一种制动缓解控制方法，所述方法可以包括以下步骤：
S10、获得制动缓解指令，获得车辆的行驶参数；
可选的，本申请中的车辆可以是机车和工程车。
其中，制动的减弱或解除即为制动缓解，制动缓解指令生成于车辆的制动受到减弱或解除时。车辆在收到制动缓解指令后，可以根据相应的缓解制动方式进行制动缓解。
需要说明的是，本申请可以在车辆的自动驾驶模式和人工驾驶模式中进行。
可选的，步骤S10可以具体包括：
在车辆处于自动驾驶模式时，获得制动缓解指令，获得车辆的行驶参数。
可选的，步骤S10也可以具体包括：
在车辆处于人工驾驶模式时，获得制动缓解指令，获得车辆的行驶参数。
具体的，在车辆处于自动驾驶模式时，本申请会在微机制动控制单元的控制逻辑中增设本申请中的慢速缓解制动方式，这样，当车辆在行驶过程中出现触发本申请中的慢速缓解制动方式的情况时，本申请会根据慢速缓解制动方式对当前车辆的制动缓解过程进行控制；当车辆在行驶过程中未出现触发本申请中的慢速缓解制动方式的情况时，本申请会根据现有技术中的缓解制动方式对当前车辆的自动制动缓解过程进行控制。
具体的，本申请可以在车辆上设置有开启或关闭本申请中的慢速缓解制动控制方式的开关。当该开关开启时，无论车辆处于自动驾驶模式或人工驾驶模式，本申请均可以在微机制动控制单元的控制逻辑中增设本申请中的慢速缓解 制动方式；当该开关关闭且车辆处于人工驾驶模式时，微机制动控制单元将根据驾驶司机的人工操作对车辆的制动缓解过程进行控制；当该开关关闭且车辆处于自动驾驶模式时，微机制动控制单元将根据现有技术中的缓解制动方式对车辆的自动制动缓解过程进行控制。
其中，车辆的行驶参数可以反映车辆的行驶状态和车辆中各设备的状态。
可选的，所述行驶参数可以包括：道路坡度和/或行驶速度。
其中，道路坡度可以包括车辆在上坡时所在道路的坡度，也可以包括车辆在下坡时所在道路的坡度。
其中，车辆可以在行驶过程中通过坡度传感器测量道路的坡度值，可以在行驶过程中通过速度传感器测量行驶速度，需要说明的是，本申请对于获得道路坡度和行驶速度所采用的传感器类型不做限定。
当然，车辆的行驶参数还可以包括车辆行驶过程中的阻力、加速度和燃料。需要说明的是，本申请对于车辆的行驶参数的类型不做限定。
还需要说明的是，在步骤S10中，本申请获得制动缓解指令和获得车辆的行驶参数的执行次序是不分先后的，即可以是先行获得制动缓解指令，再行获得车辆的行驶参数，也可以是先行获得车辆的行驶参数，再行获得制动缓解指令，还可以是两者同时获得。
S20、确定所述行驶参数是否满足至少一个预设要求，如果是，则根据所述制动缓解指令确定当前缓解制动方式为：慢速缓解制动方式；
其中，本申请所设置的慢速缓解制动方式，与现有技术在车辆处于自动驾驶模式时设置的(快速)缓解制动方式是相对的。
需要说明的是，在现有技术中，处于自动驾驶模式的车辆若在特定的行驶工况下(如坡道起步)中进行自动制动，则较快的缓解制动会使得车辆不能有足够的时间将牵引力建立至一定值，以克服阻止车辆前进的力，如重力、道路阻力或制动力，导致车辆速度减小甚至溜车。
其中，当行驶参数满足预设要求时，本申请可以认为车辆当前处于特定的行驶工况。
其中，本申请对车辆所设置的预设要求的个数不做限定。并且，预设要求中的具体内容可以由技术人员根据制动相关标准要求、车辆制动性能和实际制 动需要等方面进行制定，本申请对此不做限定。
其中，特定的行驶工况同样可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行确定，本申请对此不做限定。
可选的，技术人员可以先行确定特定的行驶工况的类型，进而根据特定的行驶工况的特征确定相应的行驶参数的类型，以及确定具体的预设要求。例如，当特定的行驶工况为坡道起步时，本申请可以将车辆所行驶道路的坡度作为待获得的行驶参数，将所行驶道路的坡度是否大于预设的坡度阈值作为预设要求。
具体的，本申请对于在进行坡道起步的车辆，可以根据慢速缓解制动方式对该车辆的制动缓解过程进行控制。
S30、根据所述慢速缓解制动方式控制所述车辆的制动机构的制动缸压力值按照预设的第一减小方式进行减小，第一减小方式的减小速率低于预设速率。
需要说明的是，在车辆制动时，空气进入制动缸中，制动缸压力升高，该压力会推动活塞运动，再经基础制动装置传导作用于闸瓦，使闸瓦压紧车轮；在制动缓解时，制动缸内的空气排出，制动缸压力降低，制动缓解弹簧将活塞推回原位，闸瓦离开车轮。
其中，制动缸压力值与制动机构输出的制动力呈正相关，即制动缸压力值减小时，制动机构输出的制动力随之减小，缓解制动；制动缸压力增大时，制动机构输出的制动力随之增大，车辆发生制动或制动作用加强。
其中，第一减小方式的减小速率为相邻时刻的制动缸压力值在单位时间内的差值，例如，制动机构当前时刻的制动缸压力值为1000帕，下一时刻的制动缸压力值减小为900帕，则减小速率为1000帕与900帕的差值(即100帕)除以相邻时刻的时间间隔所获得的值。
其中，第一减小方式可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行制定，本申请对此不做限定。
其中，预设速率也可以由技术人员考虑实际情况进行制定，本申请对此不做限定。
可选的，本申请中的减小速率可以是变化的。
具体的，本申请可以将减小速率的值与行驶参数的类型与数值建立关联，使得减小速率可以随着行驶参数的类型或数值的变化而变化，以使得车辆能在相应的特定工况中获得较佳或最佳的减小速率，本申请对于上述关联的建立过程及具体的关联关系不做限定。
当然，本申请中的减小速率也可以是单一值，即对于任何行驶参数的类型和数值，减小速率均是固定的，这样有利于控制逻辑的简化。
具体的，本申请可以把实现第一减小方式的软件代码设置于车辆的制动微机控制单元中，以使得本申请可以在特定工况下使用慢速缓解制动方式进行制动缓解。
在实际应用中，本申请可以将道路坡度以及行驶速度作为判断车辆是否处于坡道起步的行驶参数，即步骤S10中获得的行驶参数为道路坡度以及行驶速度。同时，预设道路坡度阈值以及行驶速度阈值，将预设要求设置为：在步骤S10中获得的道路坡度大于预设的道路坡度阈值，以及在步骤S10中获得行驶速度大于预设的行驶速度阈值。
具体的，当车辆处于自动驾驶模式且行驶参数满足预设要求时，本申请可以判断车辆当前行驶工况为自动坡道起步，那么，当车辆出现制动缓解指令时，本申请可以根据慢速缓解制动控制方式控制制动缸压力值按照第一减小方式进行减小，即制动缸压力以第一减小方式中的减小速率进行减小，使车辆在制动缓解的过程中具有充足时间建立足够克服起步阻力的牵引力，避免溜车风险，减小制动冲击力。
或者，车辆也可以先行在获得制动缓解指令后再行判断车辆当前是否处于自动驾驶模式及行驶参数是否满足预设要求(对应自动坡道起步的特定行驶工况)，本申请对车辆是否处于自动驾驶模式的判断及步骤S10中获取两个指令的先后执行次序不做限定。
当然，当车辆处于人工驾驶模式且慢速缓解制动控制开关已开启时，本申请也可以在车辆进行坡道起步的过程中，根据慢速缓解制动控制方式控制车辆的制动缓解过程，完成车辆的坡道起步。
本实施例提出的制动缓解控制方法，通过获得制动缓解指令，获得车辆的行驶参数，确定所述行驶参数是否满足至少一个预设要求，如果是，则根据所 述制动缓解指令确定当前缓解制动方式为：慢速缓解制动方式，根据所述慢速缓解制动方式控制所述车辆的制动机构的制动缸压力值按照预设的第一减小方式进行减小，第一减小方式的减小速率低于预设速率，可以在车辆处于特定行驶工况时，根据慢速缓解制动方式控制车辆的制动缓解过程，使车辆在制动缓解的过程中具有充足时间建立足够克服起步阻力的牵引力，避免溜车风险及减小制动冲击力。
基于图1所示步骤，本实施例提出了另一种制动缓解控制方法，在该方法中，在所述行驶参数包括：道路坡度和行驶速度时，所述预设要求可以为：所述道路坡度大于预设坡度阈值，或者，所述行驶速度小于预设速度阈值。
需要说明的是，当车辆在道路坡度大于一定值的道路上行驶的过程中，车辆在进行制动缓解时，若以较快缓解制动的方式对制动进行缓解，则车辆会发生来不及建立足够牵引力导致溜车的情况(如车辆在坡道起步、上坡或下坡的行驶过程中)，另外，车辆也会由于较快的缓解制动速率而受到过大的制动冲击力，损坏车辆设备。
还需要说明的是，当车辆行驶速度小于预设速度阈值时，若车辆以较快缓解制动的方式对制动进行缓解，也会发生来不及建立足够牵引力导致溜车的情况(如车辆在坡道起步或上坡的行驶过程中)。或者，当车辆处于低恒速行驶工况(自动驾驶模式下的一种特定行驶工况)时，过大的制动缓解速率会给车辆带来如制动冲动力较大和恒速误差偏大的不利影响。
具体的，本申请可以在车辆的自动驾驶模式中增设有慢速缓解制动方式，当车辆在自动驾驶的过程中，若道路坡度或行驶速度满足预设要求，则本申请可以根据慢速缓解制动方式对车辆的制动缓解过程进行控制；若道路坡度或行驶速度均不满足预设要求，则车辆的制动缓解过程会根据现有技术设置的快速缓解制动方式对车辆的自动制动缓解过程进行控制。
具体的，本申请也可以在车辆的人工驾驶模式中增设有慢速缓解制动方式，当慢速缓解制动控制方式的开关开启时，本申请可以在道路坡度或行驶速度满足预设要求时，根据慢速缓解制动方式对车辆的制动缓解过程进行控制；当道路坡度或行驶速度均不满足预设要求时，则车辆的制动缓解过程会根据司机的人工操作对车辆的制动缓解过程进行控制。
其中，预设坡度阈值与预设行驶速度阈值均可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行制定，本申请对此不做限定。
本实施例提出的制动缓解控制方法，可以在车辆行驶道路的坡道大于预设坡度阈值或行驶速度小于预设速度阈值时，根据慢速缓解制动方式对车辆的制动缓解过程进行控制，避免车辆在行驶过程中的溜车风险和受到过大的制动冲击力，以及减小速度控制偏差的不利影响。
基于图1所示步骤，本实施例提出了另一种制动缓解控制方法，如图2所示，步骤S30可以具体包括以下步骤：
S31、根据所述慢速缓解制动方式，获得与所述车辆的制动机构中单独制动控制器在当前时刻所处位置相匹配的制动缸初始压力值；
其中，单独制动控制器通过控制单独控制阀来实现对制动缸压力值的控制，可以单独用以操纵机车的制动和制动缓解，与车辆其它部分的制动和制动缓解状态无关。
S32、根据预设的制动缸压力值减小公式与所述制动缸初始压力值，确定车辆在当前时刻之后的行驶过程中多个时刻的制动缸压力值；
其中，制动缸压力值减小公式可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行制定，本申请对此不做限定。
S33、在当前时刻之后的行驶过程中的每个时刻，根据与该时刻对应的制动缸压力值，控制所述单独制动控制器移动至与该制动缸压力值匹配的位置。
可选的，所述预设的制动缸压力值减小公式为：
P 0＝P 1-n*T*P m/t
其中，P 0为在当前时刻之后的制动缸压力控制目标值，P 1为所述制动缸初始压力值，n为制动系统控制程序的运算周期次数，T为制动系统控制程序的运算周期，P m为最大常用制动时制动缸压力值，t为控制缓解速率的预设时长参数值，其中，所述当前时刻之后的每一时刻与相邻的前一时刻的时间间隔均为所述T。
其中，本申请通过改变t的值来改变车辆的制动缓解速率值，即P m/t，t的具体值可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需 要等方面进行制定，具体的，技术人员可以将t值可以设定为15～20秒。需要说明的是，本申请对t值的制定不做限定。
需要说明的是，在正常缓解制动方式，即快速缓解制动方式中，技术人员也可以按照上述制动缸压力值减小公式来控制制动缸压力值，具体的，技术人员可以将t值可以设定为2～4秒。
其中，本申请在根据上述制动缸压力值减小公式执行慢速缓解制动方式时，制动系统控制程序每运算完毕一次，车辆制动缸压力值减少T*P m/t，车辆的制动缸压力值每一秒会降低P m/t，减小速率为单一值(对于任何行驶参数的类型和数值，减小速率均是固定的，这样有利于控制逻辑的简化)。例如，若P m为300千牛、t为15秒，则制动缸压力值减小公式的减小速率为每一秒会降低20千牛。
其中，T由制动系统控制程序的运算性能决定，本申请对此不做限定。
本实施例提出的制动缓解控制方法，通过提出预设的制动缸压力值减小公式来具体执行慢速缓解制动方式，并使用单一值作为第一减小方式的减小速率，在实现慢速缓解制动方式的同时有利于控制逻辑的简化。
基于图1所示步骤，本实施例提出了另一种制动缓解控制方法，如图3所示，所述方法还可以包括以下步骤：
S41、若所述车辆的当前行驶状态不为预设状态，则根据所述制动缓解指令确定当前缓解制动方式为：快速缓解制动方式；
其中，车辆的行驶状态可以根据在步骤S10中获得的行驶参数来描述，例如，车辆的行驶状态包括行驶速度和所行驶道路的坡度。
其中，预设状态可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行制定，例如行驶在大于某坡度值的道路上，或行驶速度小于某速度值，本申请对此不做限定。
具体的，当车辆处于自动驾驶模式，当行驶参数不满足预设要求时，本申请可以认为车辆当前的行驶状态不为预设状态。
需要说明的是，现有技术设置快速缓解制动方式对车辆的自动制动缓解过程进行控制，该快速缓解制动方式与本申请中的慢速缓解制动方式是相对的。
S42、根据所述快速缓解制动方式控制所述车辆的制动机构的制动力按照 预设的第二减小方式进行减小，第二减小方式的减小速率大于第一减小方式的减小速率。
其中，第二减小方式的减小速率可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行制定，本申请对此不做限定。
本实施例提出的制动缓解控制方法，可以在车辆无需进行慢速缓解制动的行驶状态下，使用快速缓解制动对车辆的自动制动缓解过程进行控制，有利于降低制动控制系统的调节时间和提高制动控制系统的快速性。
与图1所示步骤相对应，如图4所示，本实施例提出了一种制动缓解控制装置，所述装置可以包括：第一获得单元100、第一方式确定单元200和第一压力控制单元300，其中：
所述第一获得单元100，用于获得制动缓解指令，获得车辆的行驶参数；
可选的，本申请中的车辆可以是机车和工程车。
其中，制动的减弱或解除即为制动缓解，制动缓解指令生成于车辆的制动受到减弱或解除时。车辆在收到制动缓解指令后，可以根据相应的缓解制动方式进行制动缓解。
需要说明的是，本申请可以在车辆的自动驾驶模式和人工驾驶模式中进行。
可选的，所述第一获得单元100，可以具体用于：
在车辆处于自动驾驶模式时，获得制动缓解指令，获得车辆的行驶参数。
可选的，所述第一获得单元100，也可以具体用于：
在车辆处于人工驾驶模式时，获得制动缓解指令，获得车辆的行驶参数。
具体的，在车辆处于自动驾驶模式时，本申请会在微机制动控制单元的控制逻辑中增设本申请中的慢速缓解制动方式，这样，当车辆在行驶过程中出现触发本申请中的慢速缓解制动方式的情况时，本申请会根据慢速缓解制动方式对当前车辆的制动缓解过程进行控制；当车辆在行驶过程中未出现触发本申请中的慢速缓解制动方式的情况时，本申请会根据现有技术中的缓解制动方式对当前车辆的自动制动缓解过程进行控制。
具体的，本申请可以在车辆上设置有开启或关闭本申请中的慢速缓解制动控制方式的开关。当该开关开启时，无论车辆处于自动驾驶模式或人工驾驶模 式，本申请均可以在微机制动控制单元的控制逻辑中增设本申请中的慢速缓解制动方式；当该开关关闭且车辆处于人工驾驶模式时，微机制动控制单元将根据驾驶司机的人工操作对车辆的制动缓解过程进行控制；当该开关关闭且车辆处于自动驾驶模式时，微机制动控制单元将根据现有技术中的缓解制动方式对车辆的自动制动缓解过程进行控制。
其中，车辆的行驶参数可以反映车辆的行驶状态和车辆中各设备的状态。
可选的，所述行驶参数可以包括：道路坡度和/或行驶速度。
其中，道路坡度可以包括车辆在上坡时所在道路的坡度，也可以包括车辆在下坡时所在道路的坡度。
其中，车辆可以在行驶过程中通过坡度传感器测量道路的坡度值，可以在行驶过程中通过速度传感器测量行驶速度，需要说明的是，本申请对于获得道路坡度和行驶速度所采用的传感器类型不做限定。
当然，车辆的行驶参数还可以包括车辆行驶过程中的阻力、加速度和燃料。需要说明的是，本申请对于车辆的行驶参数的类型不做限定。
还需要说明的是，本申请获得制动缓解指令和获得车辆的行驶参数的执行次序是不分先后的，即可以是先行获得制动缓解指令，再行获得车辆的行驶参数，也可以是先行获得车辆的行驶参数，再行获得制动缓解指令，还可以是两者同时获得。
所述第一方式确定单元200，用于确定所述行驶参数是否满足至少一个预设要求，如果是，则根据所述制动缓解指令确定当前缓解制动方式为：慢速缓解制动方式；
其中，本申请所设置的慢速缓解制动方式，与现有技术在车辆处于自动驾驶模式时设置的(快速)缓解制动方式是相对的。
需要说明的是，在现有技术中，处于自动驾驶模式的车辆若在特定的行驶工况下(如坡道起步)中进行自动制动，则较快的缓解制动会使得车辆不能有足够的时间将牵引力建立至一定值，以克服阻止车辆前进的力，如重力、道路阻力或制动力，导致车辆速度减小甚至溜车。
其中，当行驶参数满足预设要求时，本申请可以认为车辆当前处于特定的行驶工况。
其中，本申请对车辆所设置的预设要求的个数不做限定。并且，预设要求中的具体内容可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行制定，本申请对此不做限定。
其中，特定的行驶工况同样可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行确定，本申请对此不做限定。
可选的，技术人员可以先行确定特定的行驶工况的类型，进而根据特定的行驶工况的特征确定相应的行驶参数的类型，以及确定具体的预设要求。
具体的，本申请对于在进行坡道起步的车辆，可以根据慢速缓解制动方式对该车辆的制动缓解过程进行控制。
所述第一压力控制单元300，用于根据所述慢速缓解制动方式控制所述车辆的制动机构的制动缸压力值按照预设的第一减小方式进行减小，第一减小方式的减小速率低于预设速率。
需要说明的是，在车辆制动时，空气进入制动缸中，制动缸压力升高，该压力会推动活塞运动，再经基础制动装置传导作用于闸瓦，使闸瓦压紧车轮；在制动缓解时，制动缸内的空气排出，制动缸压力降低，制动缓解弹簧将活塞推回原位，闸瓦离开车轮。
其中，制动缸压力值与制动机构输出的制动力呈正相关，即制动缸压力值减小时，制动机构输出的制动力随之减小，缓解制动；制动缸压力增大时，制动机构输出的制动力随之增大，车辆发生制动或制动作用加强。
其中，第一减小方式的减小速率为相邻时刻的制动缸压力值在单位时间内的差值。
其中，第一减小方式可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行制定，本申请对此不做限定。
其中，预设速率也可以由技术人员考虑实际情况进行制定，本申请对此不做限定。
可选的，本申请中的减小速率可以是变化的。
具体的，本申请可以将减小速率的值与行驶参数的类型与数值建立关联，使得减小速率可以随着行驶参数的类型或数值的变化而变化，以使得车辆能在相应的特定工况中获得较佳或最佳的减小速率，本申请对于上述关联的建立过 程及具体的关联关系不做限定。
当然，本申请中的减小速率也可以是单一值，即对于任何行驶参数的类型和数值，减小速率均是固定的，这样有利于控制逻辑的简化。
具体的，本申请可以把实现第一减小方式的软件代码设置于车辆的制动微机控制单元中，以使得本申请可以在特定工况下使用慢速缓解制动方式进行制动缓解。
在实际应用中，本申请可以将道路坡度以及行驶速度作为判断车辆是否处于坡道起步的行驶参数，即第一获得单元100中获得的行驶参数为道路坡度以及行驶速度。同时，预设道路坡度阈值以及行驶速度阈值，将预设要求设置为：在第一获得单元100中获得的道路坡度大于预设的道路坡度阈值，以及在第一获得单元100中获得行驶速度大于预设的行驶速度阈值。
具体的，当车辆处于自动驾驶模式且行驶参数满足预设要求时，本申请可以判断车辆当前行驶工况为自动坡道起步，那么，当车辆出现制动缓解指令时，本申请可以根据慢速缓解制动控制方式控制制动缸压力值按照第一减小方式进行减小，即制动缸压力以第一减小方式中的减小速率进行减小，使车辆在制动缓解的过程中具有充足时间建立足够克服起步阻力的牵引力，避免溜车风险，减小制动冲击力。
或者，车辆也可以先行在获得制动缓解指令后再行判断车辆当前是否处于自动驾驶模式及行驶参数是否满足预设要求(对应自动坡道起步的特定行驶工况)，本申请对车辆是否处于自动驾驶模式的判断及第一获得单元100中获取两个指令的先后执行次序不做限定。
当然，当车辆处于人工驾驶模式且慢速缓解制动控制开关已开启时，本申请也可以在车辆进行坡道起步的过程中，根据慢速缓解制动控制方式控制车辆的制动缓解过程，完成车辆的坡道起步。
本实施例提出的制动缓解控制装置，通过获得制动缓解指令，获得车辆的行驶参数，确定所述行驶参数是否满足至少一个预设要求，如果是，则根据所述制动缓解指令确定当前缓解制动方式为：慢速缓解制动方式，根据所述慢速缓解制动方式控制所述车辆的制动机构的制动缸压力值按照预设的第一减小方式进行减小，第一减小方式的减小速率低于预设速率，可以在车辆处于特定 行驶工况时，根据慢速缓解制动方式控制车辆的制动缓解过程，使车辆在制动缓解的过程中具有充足时间建立足够克服起步阻力的牵引力，避免溜车风险及减小制动冲击力。
基于图4所示装置，本实施例提出了另一种制动缓解控制装置，在该装置中，在所述行驶参数包括：道路坡度和行驶速度时，所述预设要求可以为：所述道路坡度大于预设坡度阈值，或者，所述行驶速度小于预设速度阈值。
需要说明的是，当车辆在道路坡度大于一定值的道路上行驶的过程中，车辆在进行制动缓解时，若以较快缓解制动的方式对制动进行缓解，则车辆会发生来不及建立足够牵引力导致溜车的情况，另外，车辆也会由于较快的缓解制动速率而受到过大的制动冲击力，损坏车辆设备。
还需要说明的是，当车辆行驶速度小于预设速度阈值时，若车辆以较快缓解制动的方式对制动进行缓解，也会发生来不及建立足够牵引力导致溜车的情况。或者，当车辆处于低恒速行驶工况(自动驾驶模式下的一种特定行驶工况)时，过大的制动缓解速率会给车辆带来如制动冲动力较大和恒速误差偏大的不利影响。
具体的，本申请可以在车辆的自动驾驶模式中增设有慢速缓解制动方式，当车辆在自动驾驶的过程中，若道路坡度或行驶速度满足预设要求，则本申请可以根据慢速缓解制动方式对车辆的制动缓解过程进行控制；若道路坡度或行驶速度均不满足预设要求，则车辆的制动缓解过程会根据现有技术设置的快速缓解制动方式对车辆的自动制动缓解过程进行控制。
具体的，本申请也可以在车辆的人工驾驶模式中增设有慢速缓解制动方式，当慢速缓解制动控制方式的开关开启时，本申请可以在道路坡度或行驶速度满足预设要求时，根据慢速缓解制动方式对车辆的制动缓解过程进行控制；当道路坡度或行驶速度均不满足预设要求时，则车辆的制动缓解过程会根据司机的人工操作对车辆的制动缓解过程进行控制。
其中，预设坡度阈值与预设行驶速度阈值均可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行制定，本申请对此不做限定。
本实施例提出的制动缓解控制装置，可以在车辆行驶道路的坡道大于预设 坡度阈值或行驶速度小于预设速度阈值时，根据慢速缓解制动方式对车辆的制动缓解过程进行控制，避免车辆在行驶过程中的溜车风险和受到过大的制动冲击力，以及减小速度控制偏差的不利影响。
基于图4所示装置，本实施例提出了另一种制动缓解控制装置，如图5所示，所述第一压力控制单元300，可以具体包括：初始压力获得单元301、压力确定单元302及移动控制单元303，其中：
所述初始压力获得单元301，用于根据所述慢速缓解制动方式，获得与所述车辆的制动机构中单独制动控制器在当前时刻所处位置相匹配的制动缸初始压力值；
其中，单独制动控制器通过控制单独控制阀来实现对制动缸压力值的控制，可以单独用以操纵机车的制动和制动缓解，与车辆其它部分的制动和制动缓解状态无关。
所述压力确定单元302，用于根据预设的制动缸压力值减小公式与所述制动缸初始压力值，确定车辆在当前时刻之后的行驶过程中多个时刻的制动缸压力值；
其中，制动缸压力值减小公式可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行制定，本申请对此不做限定。
所述移动控制单元303，用于在当前时刻之后的行驶过程中的所述多个时刻，根据与该时刻对应的制动缸压力值，控制所述单独制动控制器移动至与该制动缸压力值匹配的位置。
可选的，所述预设的制动缸压力值减小公式为：
P 0＝P 1-n*T*P m/t
其中，P 0为在当前时刻之后的制动缸压力控制目标值，P 1为所述制动缸初始压力值，n为制动系统控制程序的运算周期次数，T为制动系统控制程序的运算周期，P m为最大常用制动时制动缸压力值，t为控制缓解速率的预设时长参数值，其中，所述当前时刻之后的每一时刻与相邻的前一时刻的时间间隔均为所述T。
其中，本申请通过改变t的值来改变车辆的制动缓解速率值，即P m/t，t的具体值可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需 要等方面进行制定，具体的，技术人员可以将t值可以设定为15～20秒。需要说明的是，本申请对t值的制定不做限定。
需要说明的是，在正常缓解制动方式，即快速缓解制动方式中，技术人员也可以按照上述制动缸压力值减小公式来控制制动缸压力值，具体的，技术人员可以将t值可以设定为2～4秒。
其中，本申请在根据上述制动缸压力值减小公式执行慢速缓解制动方式时，制动系统控制程序每运算完毕一次，车辆制动缸压力值减少T*P m/t，车辆的制动缸压力值每一秒会降低P m/t，减小速率为单一值(对于任何行驶参数的类型和数值，减小速率均是固定的，这样有利于控制逻辑的简化)。
其中，T由制动系统控制程序的运算性能决定，本申请对此不做限定。
本实施例提出的制动缓解控制装置，通过提出预设的制动缸压力值减小公式来具体执行慢速缓解制动方式，并使用单一值作为第一减小方式的减小速率，在实现慢速缓解制动方式的同时有利于控制逻辑的简化。
基于图4所示装置，本实施例提出了另一种制动缓解控制装置，如图6所示，所述装置还可以包括：第二方式确定单元401和第二压力控制单元402，其中：
所述第二方式确定单元401，用于若所述车辆的当前行驶状态不为预设状态，则根据所述制动缓解指令确定当前缓解制动方式为：快速缓解制动方式；
其中，车辆的行驶状态可以根据在第一获得单元100中获得的行驶参数来描述，例如，车辆的行驶状态包括行驶速度和所行驶道路的坡度。
其中，预设状态可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行制定，本申请对此不做限定。
具体的，当车辆处于自动驾驶模式，当行驶参数不满足预设要求时，本申请可以认为车辆当前的行驶状态不为预设状态。
需要说明的是，现有技术设置快速缓解制动方式对车辆的自动制动缓解过程进行控制，该快速缓解制动方式与本申请中的慢速缓解制动方式是相对的。
所述第二压力控制单元402，用于根据所述快速缓解制动方式控制所述车辆的制动机构的制动力按照预设的第二减小方式进行减小，第二减小方式的减小速率大于第一减小方式的减小速率。
其中，第二减小方式的减小速率可以由技术人员根据制动相关标准要求、车辆制动性能和实际制动需要等方面进行制定，本申请对此不做限定。
本实施例提出的制动缓解控制装置，可以在车辆无需进行慢速缓解制动的行驶状态下，使用快速缓解制动对车辆的自动制动缓解过程进行控制，有利于降低制动控制系统的调节时间和提高制动控制系统的快速性。
本申请的说明书和权利要求书及上述附图中的术语“第一”、“第二”、“第三”、“第四”等(如果存在)是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的实施例能够以除了在这里图示或描述的内容以外的顺序实施。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或单元的过程、方法、系统、产品或设备不必限于清楚地列出的那些步骤或单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或单元。
另外，各个实施例之间的技术方案可以相互结合，但是必须是以本领域普通技术人员能够实现为基础，当技术方案的结合出现相互矛盾或无法实现时应当认为这种技术方案的结合不存在，也不在本申请要求的保护范围之内。
以上仅为本申请的优选实施例，并非因此限制本申请的专利范围，凡是利用本申请说明书及附图内容所作的等效结构或等效流程变换，或直接或间接运用在其他相关的技术领域，均同理包括在本申请的专利保护范围内。

Claims (10)

  1. 一种制动缓解控制方法，其特征在于，所述方法包括：
    获得制动缓解指令，获得车辆的行驶参数；
    确定所述行驶参数是否满足至少一个预设要求，如果是，则根据所述制动缓解指令确定当前缓解制动方式为：慢速缓解制动方式；
    根据所述慢速缓解制动方式控制所述车辆的制动机构的制动缸压力值按照预设的第一减小方式进行减小，第一减小方式的减小速率低于预设速率。
  2. 根据权利要求1所述的方法，其特征在于，所述获得制动缓解指令，获得车辆的行驶参数，包括：
    在车辆处于自动驾驶模式时，获得制动缓解指令，获得车辆的行驶参数。
  3. 根据权利要求1所述的方法，其特征在于，所述行驶参数包括：道路坡度和/或行驶速度。
  4. 根据权利要求3所述的方法，其特征在于，在所述行驶参数包括：道路坡度和行驶速度时，所述预设要求为：所述道路坡度大于预设坡度阈值，或者，所述行驶速度小于预设速度阈值。
  5. 根据权利要求1至4中任一项所述的方法，其特征在于，所述根据所述慢速缓解制动方式控制所述车辆的制动机构的制动缸压力值按照预设的第一减小方式进行减小，包括：
    根据所述慢速缓解制动方式，获得与所述车辆的制动机构中单独制动控制器在当前时刻所处位置相匹配的制动缸初始压力值；
    根据预设的制动缸压力值减小公式与所述制动缸初始压力值，确定车辆在当前时刻之后的行驶过程中多个时刻的制动缸压力值；
    在当前时刻之后的行驶过程中的所述多个时刻，根据与该时刻对应的制动缸压力值，控制所述单独制动控制器移动至与该制动缸压力值匹配的位置。
  6. 根据权利要求5所述的方法，其特征在于，所述预设的制动缸压力值减小公式为：
    P 0＝P 1-n*T*P m/t
    其中，P 0为在当前时刻之后的制动缸压力控制目标值，P 1为所述制动缸初始压力值，n为制动系统控制程序的运算周期次数，T为制动系统控制程序 的运算周期，P m为最大常用制动时制动缸压力值，t为控制缓解速率的预设时长参数值，其中，所述当前时刻之后的每一时刻与相邻的前一时刻的时间间隔均为所述T。
  7. 根据权利要求1所述的方法，其特征在于，所述方法还包括：
    若所述车辆的当前行驶状态不为预设状态，则根据所述制动缓解指令确定当前缓解制动方式为：快速缓解制动方式；
    根据所述快速缓解制动方式控制所述车辆的制动机构的制动力按照预设的第二减小方式进行减小，第二减小方式的减小速率大于第一减小方式的减小速率。
  8. 一种制动缓解控制装置，其特征在于，所述装置包括：第一获得单元、第一方式确定单元和第一压力控制单元，其中：
    所述第一获得单元，用于获得制动缓解指令，获得车辆的行驶参数；
    所述第一方式确定单元，用于确定所述行驶参数是否满足至少一个预设要求，如果是，则根据所述制动缓解指令确定当前缓解制动方式为：慢速缓解制动方式；
    所述第一压力控制单元，用于根据所述慢速缓解制动方式控制所述车辆的制动机构的制动缸压力值按照预设的第一减小方式进行减小，第一减小方式的减小速率低于预设速率。
  9. 根据权利要求8所述的装置，其特征在于，所述第一压力控制单元，具体包括：初始压力获得单元、压力确定单元及移动控制单元，其中：
    所述初始压力获得单元，用于根据所述慢速缓解制动方式，获得与所述车辆的制动机构中单独制动控制器在当前时刻所处位置相匹配的制动缸初始压力值；
    所述压力确定单元，用于根据预设的制动缸压力值减小公式与所述制动缸初始压力值，确定车辆在当前时刻之后的行驶过程中多个时刻的制动缸压力值；
    所述移动控制单元，用于在当前时刻之后的行驶过程中的所述多个时刻，根据与该时刻对应的制动缸压力值，控制所述单独制动控制器移动至与该制动缸压力值匹配的位置。
  10. 根据权利要求8所述的装置，其特征在于，所述装置还包括：第二方式确定单元和第二压力控制单元，其中：
    所述第二方式确定单元，用于若所述车辆的当前行驶状态不为预设状态，则根据所述制动缓解指令确定当前缓解制动方式为：快速缓解制动方式；
    所述第二压力控制单元，用于根据所述快速缓解制动方式控制所述车辆的制动机构的制动力按照预设的第二减小方式进行减小，第二减小方式的减小速率大于第一减小方式的减小速率。
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