WO2024055646A1 - 一种基于线控制动的失效保护方法和系统 - Google Patents

一种基于线控制动的失效保护方法和系统 Download PDF

Info

Publication number
WO2024055646A1
WO2024055646A1 PCT/CN2023/099377 CN2023099377W WO2024055646A1 WO 2024055646 A1 WO2024055646 A1 WO 2024055646A1 CN 2023099377 W CN2023099377 W CN 2023099377W WO 2024055646 A1 WO2024055646 A1 WO 2024055646A1
Authority
WO
WIPO (PCT)
Prior art keywords
state
vehicle
brake
assist
power assist
Prior art date
Application number
PCT/CN2023/099377
Other languages
English (en)
French (fr)
Inventor
彭刚
张朋
崔振
闫涛卫
郑艳丹
Original Assignee
东风汽车集团股份有限公司
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 东风汽车集团股份有限公司 filed Critical 东风汽车集团股份有限公司
Publication of WO2024055646A1 publication Critical patent/WO2024055646A1/zh

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • 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
    • B60T2270/404—Brake-by-wire or X-by-wire failsafe
    • 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
    • B60T2270/406—Test-mode; Self-diagnosis
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention belongs to the technical field of brake-by-wire, and specifically relates to a failure protection method and system based on brake-by-wire.
  • brake-by-wire has gradually become the mainstream braking system solution for vehicles.
  • the brake-by-wire system has fast braking response, adjustable brake pedal characteristics, and better adaptability to assisted driving functions. These are relatively It has more advantages than traditional braking solutions.
  • the normal operation of brake-by-wire requires more conditions than traditional braking solutions. When a certain condition is not met, braking failure is more likely to occur than traditional braking solutions. For example: when a brake pipe breaks, it is in a single-circuit failure state, and its braking efficiency is only 50% of the normal state. When the brake fluid leaks and the brake fluid level in the reservoir tank is low, the brake-by-wire system is in a power-assisted state.
  • the braking efficiency is only about 30% of the normal state.
  • the braking efficiency is only 20% of the normal state.
  • the degree of performance deterioration of the above three failures is different, but for the driver But it is unpredictable. Although there is a warning light on the instrument when the brake fails, you can only feel how much the vehicle's deceleration has dropped during the parking process. It is a very high test for the driver's operating experience and rescue level.
  • CN103496357A discloses an emergency braking device for a vehicle brake-by-wire system, which includes a braking system control unit, a backup control unit, a power supply, a transistor, a brake actuator that brakes vehicle wheels respectively, and a control connection with a brake pedal. And when the driver depresses the brake pedal, the brake light switch is closed.
  • the backup control unit has a power supply terminal a, a triode control terminal b, a connection terminal c and a connection terminal d, and the brake light switch is connected to the connection terminal d;
  • the braking system control unit is connected to the connection terminal c;
  • the power supply is connected to the power supply terminal a, and is also connected to the collector of the triode;
  • the base of the triode is connected to the triode control terminal b, and the emitter of the triode is connected to the multi-electronic transistor. connected to the brake actuator.
  • the present invention A failsafe method and system based on brake-by-wire are proposed.
  • a failsafe method based on brake-by-wire which includes the following steps:
  • the vehicle's abnormal power-assisted state includes: power-assisted attenuation state, power-assisted failure state, and single-loop failure state.
  • the vehicle may be in one of these states, or may be in multiple states at the same time. For example, the vehicle is in a single-loop failure state and a power-assisted state at the same time. Failure status.
  • the braking efficiency is the lowest when the vehicle is in the single-circuit failure state and the power-assist failure state at the same time; the braking efficiency is the highest when the vehicle is in the power-assist fading state; the braking efficiency when the vehicle is in the single-circuit failure state is greater than that of the vehicle Braking performance when power assist is disabled.
  • the abnormal power assist state in step S1 includes a power assist attenuation state
  • the judgment method is:
  • the vehicle When the power supply voltage of the brake-by-wire device is greater than the lower limit of assist failure U2 and less than the normal operating value of assist U1, the vehicle is considered to be in a state of assist attenuation; or,
  • the power assist attenuation threshold value and the power assist normal threshold value of the brake circuit pressure under the current driving state of the vehicle are obtained.
  • the brake circuit pressure is greater than the power assist attenuation threshold value and less than the power assist normal threshold value, It is considered that the vehicle is in a power assist attenuation state.
  • the abnormal power assist state includes a single circuit failure state
  • the judgment method includes:
  • the brake circuit pressure is less than the power assist attenuation threshold value, it means that the current vehicle is in a power assist failure state.
  • the two brake circuits are isolated; when one of the circuits is isolated, if the vehicle's power assist state returns to the power assist attenuation state or In the normal assist state, it is considered that the current vehicle assist state is in a single-circuit failure state.
  • the method of determining whether the vehicle's power assist state returns to the power assist attenuation state or the normal power assist state in step S202 includes: obtaining the vehicle's current driving state based on the brake pedal stroke.
  • the abnormal power assist state includes a power assist failure state
  • the judgment method includes:
  • the vehicle When the power supply voltage of the brake-by-wire device is less than the assist failure lower limit value U2, the vehicle is considered to be in a assist failure state; or,
  • the vehicle When the brake fluid level in the reservoir is less than the lower limit of power assist failure L1, the vehicle is considered to be in a power assist failure state; or,
  • the brake circuit pressure is less than the power assist attenuation threshold value, it means that the current vehicle is in a power assist failure state.
  • the two brake circuits are isolated in turn; during the braking circuit isolation process, if the vehicle's power assist state cannot be restored to the power assist attenuation state Or normal assist state, the current vehicle assist state is considered to be in assist failure state.
  • the above-mentioned method of determining that the current vehicle assist state is in a assist failure state after one of the circuits is isolated includes:
  • the power assist attenuation threshold value and the power assist normal threshold value of the brake circuit pressure under the current driving state of the vehicle are obtained, in which the power assist normal threshold value is greater than the power assist attenuation threshold value; when the brake circuit pressure is less than the power assist attenuation threshold value If the threshold value is exceeded, the current vehicle is considered to be in a power-assisted failure state.
  • step S2 the braking efficiency lost in different abnormal assist states is different, and the parking brake adopts different auxiliary braking torques according to the lost braking efficiency, ultimately ensuring the actual braking efficiency of the vehicle.
  • the loss is less than a certain proportion, thus improving the safety of vehicle driving.
  • a failsafe system based on brake-by-wire to achieve the second object of the present invention includes a power assist abnormal state judgment module and a parking brake auxiliary module; the power assist abnormal state judgment module is used to determine based on multiple parameters related to braking Determine whether the vehicle's power assist state is abnormal; the technical effect of determining the vehicle's power assist abnormal state is to obtain the loss of vehicle braking efficiency. Different vehicle power assist abnormal states correspond to different losses of braking performance.
  • the parking brake assist module is used to apply different auxiliary braking torques to the parking brake according to the vehicle speed, brake master cylinder pressure and the current abnormal assist state of the vehicle when the vehicle assist state is abnormal.
  • the system will judge based on the data obtained from each sensor. Depending on which abnormal assist state the vehicle is in, the braking performance lost in different abnormal assist states is different, and the auxiliary braking torque used by the parking brake is also different.
  • the technical effect of the parking brake assist module is to ensure that the loss of the vehicle's actual braking efficiency is less than a certain proportion and improve the safety of vehicle driving.
  • the power assist abnormal state judgment module includes a first power assist attenuation or failure state judgment module, which is used to judge the vehicle based on the power supply voltage of the brake-by-wire device, its power assist failure lower limit value U2, and the power assist normal working value U1. Whether it is in a power-assisted attenuation state or a power-assisted failure state.
  • Further technical solutions include: when the power supply voltage of the brake-by-wire device is less than the lower limit of power-assist failure U2, the vehicle is considered to be in a power-assist failure state; when the power supply voltage of the brake-by-wire device is greater than the lower limit of power-assist failure U2 and less than the normal power-assist When the working value is U1, the vehicle is considered to be in a power-assisted attenuation state.
  • the power assist abnormal state judgment module includes a second power assist attenuation or failure state judgment module, which is used to obtain the power assist attenuation threshold value and the power assist of the brake circuit pressure in the current driving state of the vehicle according to the brake pedal stroke. Normal threshold value; compare the brake circuit pressure with the power assist attenuation threshold value and the power assist normal threshold value to determine whether the vehicle is in a power assist attenuation state, a power assist failure state, or a normal power assist state.
  • Further technical solutions include: when the brake circuit pressure is greater than the power assist attenuation threshold and less than the normal value of the power assist, the vehicle is considered to be in a power assist attenuation state; when the brake circuit pressure is less than the power assist attenuation threshold, the vehicle is considered to be in a power assist attenuation state. Assist failure state.
  • power assist attenuation threshold value and power assist normal value are not fixed values, but are related to the current brake pedal stroke. Different brake pedal strokes correspond to different power assist attenuation threshold values and power assist normal values.
  • the power assist abnormal state judgment module includes a single circuit failure judgment module, which is used to isolate two brake circuits when the vehicle is in a power assist failure state, and determine whether the vehicle returns to power assist when one of the circuits is isolated. Attenuation state, or power assist failure state, or power assist normal state, and then based on the judgment result, it is determined whether the vehicle's power assist state is in a single-circuit failure state.
  • the power assist abnormal state judgment module includes a power assist failure state judgment module.
  • Block is used to determine whether the vehicle is in a power assist failure state based on the height of the brake fluid level in the reservoir tank and the lower limit value of the brake fluid level height in the reservoir tank.
  • the parking brake can be applied accordingly to reduce the number of vehicle accidents caused by the failure of braking efficiency.
  • Figure 1 is a system schematic diagram of an embodiment of the present invention.
  • Figure 2 is a diagram showing the relationship between brake pedal stroke and brake circuit pressure in an embodiment of the present invention.
  • Figure 3 is a schematic diagram of the relationship between master cylinder pressure, vehicle assist abnormal state and parking torque in an embodiment of the present invention.
  • the vehicle's abnormal power-assisted state includes: power-assisted attenuation state, power-assisted failure state, and single-loop failure state.
  • the vehicle may be in one of these states, or may be in multiple states at the same time. For example, the vehicle is in a single-loop failure state and a power-assisted state at the same time. Failure status.
  • Different abnormal states of power assist correspond to different braking performance; when the vehicle is in the power assist attenuation state, the braking performance is reduced relative to the normal state; when the vehicle is in the single-circuit power assist failure state, the braking performance is only normal. About 50% of the state; when the vehicle is in the power-assist failure state, the braking efficiency is only about 30% of the normal state; when the vehicle meets the conditions for the power-assist failure state and the conditions for single-circuit power failure, that is, the vehicle is in power-assist mode at the same time Failure state and single-circuit power assist failure state, the braking efficiency in this state is only about 20% of the normal state. It should be noted that the above braking performance is not a fixed value, the vehicle is different, and the remaining performance after failure is also different.
  • Method 2 Obtain the current vehicle's brake pedal stroke and brake circuit pressure.
  • the vehicle's brake pedal stroke is related to the brake circuit pressure.
  • the brake circuit pressure is greater than Normal assist threshold.
  • the brake circuit pressure is less than the normal assist threshold and greater than the assist attenuation threshold, the current vehicle is considered to be in a state of assist attenuation.
  • the method for determining the single-circuit power assist failure state is: obtaining the current vehicle's brake pedal stroke and brake circuit pressure.
  • the vehicle's brake pedal stroke and brake circuit pressure have a linear relationship.
  • the brake circuit pressure is greater than the normal assist threshold.
  • the two brake circuits are isolated through the solenoid valve.
  • one of the circuits is isolated, as shown in Figure 2 In the curve of the vehicle's brake pedal stroke and brake circuit pressure shown, if the current brake circuit pressure is greater than the assist attenuation threshold or greater than the normal assist threshold, the vehicle is considered to be in a single-circuit assist failure state.
  • the normal threshold value of the brake circuit pressure is measured according to the vehicle braking system scheme, and is set after taking into account the consistency difference of components and the difference of brake exhaust; the boost attenuation threshold of the brake circuit pressure The value is set based on ensuring driving safety after comprehensively considering various wear and tear and performance reduction after long-term use of the vehicle.
  • the present invention is not limited to this setting method.
  • Method 1 Obtain the current vehicle's brake pedal stroke and brake circuit pressure. While the vehicle is driving, The vehicle's brake pedal stroke has a linear relationship with the brake circuit pressure. As shown in Figure 2, under normal circumstances, the brake circuit pressure is greater than the normal assist threshold. When the brake circuit pressure is less than the assist attenuation threshold, the solenoid valves are used to separate the two brake pedals. When one of the circuits is isolated, as shown in Figure 2, the brake pedal stroke and brake circuit pressure curve of the vehicle, the brake circuit pressure is less than the boost attenuation threshold value, the vehicle is considered to be in a boost failure state .
  • Method 2 Obtain the power supply voltage U of the brake-by-wire device.
  • the power supply voltage U is lower than the power-assist failure voltage U2
  • the vehicle is considered to be in a power-assist failure state; in this embodiment, the power-assist failure voltage U2 is 7V, but is not limited to this value.
  • Method 3 Obtain the brake fluid level height L of the brake fluid reservoir.
  • the brake fluid level L is lower than the power-assist failure height L1
  • the vehicle is considered to be in a power-assist failure state; each vehicle is determined based on the braking system parameters.
  • the liquid volume of the liquid storage tank is designed to ensure that there is sufficient liquid volume in the liquid storage tank to enter the brake circuit during the braking process. Therefore, the power assist failure height L1 of each vehicle is not the same, and this is not done in the present invention. Limit, set the value of L1 according to the actual situation. S2.
  • the vehicle speed is greater than the first threshold V1
  • the brake master cylinder pressure is greater than the second threshold P1 based on the vehicle speed, brake master cylinder pressure and the current abnormal assist state of the vehicle,
  • the parking brake applies different auxiliary braking torques.
  • each sensor when the master cylinder pressure and vehicle speed are both greater than the set threshold, each sensor is used to determine which assist abnormal state the vehicle is in. Different assist abnormal states result in different braking performance losses, as shown in Figure 3; Parking The auxiliary braking torque used for braking is also different.
  • the loss of braking performance in each power assist attenuation or failure state in this embodiment is as follows: when in the power assist attenuation state, approximately 20% of the braking performance is lost; when in the single circuit failure state, approximately 50% of the braking performance is lost. Efficiency; when it is in the power assist failure state, about 70% of the braking efficiency is lost; when it is in the single circuit power assist failure and power assist failure states at the same time, about 85% of the braking efficiency is lost; depending on the degree of loss of braking efficiency, the parking brake Different auxiliary braking torques are automatically adopted to ensure that the actual performance loss of the vehicle is less than 10%, thereby improving the safety of vehicle driving.
  • sequence number of each step in the above embodiment does not mean the order of execution.
  • the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present application.
  • the system includes a power assist abnormal state judgment module and a parking brake auxiliary module; the power assist abnormal state judgment module is used to determine according to the brake Multiple parameters related to the vehicle's power assist are used to determine whether the vehicle's power assist status is abnormal; the parking brake assist module is used to perform parking brake assistance based on the vehicle speed, brake master cylinder pressure, and the current abnormal power assist status of the vehicle when the vehicle's power assist status is abnormal.
  • the brakes apply different auxiliary braking torques. When the vehicle speed and brake master cylinder pressure are both greater than the set threshold, the specific assist abnormal state of the vehicle is determined based on the data obtained from each sensor. Different abnormal assist states have different braking efficiency losses.
  • the parking brake adopts The auxiliary braking torque is also different accordingly.
  • the assist abnormal state judgment module includes a first assist attenuation or failure state judgment module, which is used to determine whether the vehicle is in a assist attenuation state or assist failure based on the power supply voltage of the brake-by-wire device, its assist failure lower limit value U2, and the assist normal working value U1. state.
  • a first assist attenuation or failure state judgment module which is used to determine whether the vehicle is in a assist attenuation state or assist failure based on the power supply voltage of the brake-by-wire device, its assist failure lower limit value U2, and the assist normal working value U1. state.
  • the power supply voltage of the brake-by-wire device is less than the power-assist failure lower limit value U2
  • the vehicle is considered to be in a power-assist failure state
  • the power supply voltage of the brake-by-wire device is greater than the power-assist failure lower limit value U2 and less than the power-assist normal working value U1
  • the vehicle is considered to be in a power-assist failure state
  • the power assist abnormal state judgment module includes a second power assist attenuation or failure state judgment module, which is used to obtain the power assist attenuation threshold value and the power assist normal threshold value of the brake circuit pressure under the vehicle's current driving state based on the brake pedal stroke;
  • the circuit pressure is compared with the power assist attenuation threshold value and the power assist normal threshold value to determine whether the vehicle is in a power assist attenuation state, a power assist failure state, or a normal power assist state.
  • the brake circuit pressure is greater than the assist attenuation threshold and less than the normal assist value, the vehicle is considered to be in a assist attenuation state; when the brake circuit pressure is less than the assist attenuation threshold, the vehicle is considered to be in a assist failure state.
  • the power assist abnormal state judgment module includes a single circuit failure judgment module, which is used to isolate the two braking circuits when the vehicle is in a power assist failure state. When one of the circuits is isolated, if the vehicle's power assist state returns to the power assist attenuation state or the power assist normal state , the vehicle is judged to be in a single-circuit failure state.
  • the power assist abnormal state judgment module includes a power assist failure state judgment module, which is used to judge whether the vehicle is in a power assist failure state based on the brake fluid level height of the fluid storage tank and the lower limit value of the brake fluid level height of the fluid storage tank. When the brake fluid level in the reservoir is less than the lower limit of the brake fluid level in the reservoir, the vehicle is considered to be in a power assist failure state.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

一种基于线控制动的失效保护方法和系统，包括根据与制动相关的多个参数判断车辆的助力状态是否异常；当车辆助力状态异常时，根据车速、制动主缸压力和当前车辆所处的助力异常状态，对驻车制动施加不同的辅助制动力矩，以降低车辆助力时的制动效能的损失。利用该系统和方法，可较准确地区分出车辆处于哪种助力异常状态，并基于车辆实际情况，相应地施加驻车制动，减少因制动效能失效而导致的车辆事故。

Description

一种基于线控制动的失效保护方法和系统 技术领域
本发明属于线控制动技术领域，具体涉及一种基于线控制动的失效保护方法和系统。
背景技术
目前线控制动已经逐渐成为车辆主流制动系统方案，一方面，线控制动系统具有快速的制动响应，可调节的制动踏板特性，与辅助驾驶功能有更好的适配性，这些相对于传统制动方案都更具优势。但另一方面则是线控制动正常工作所需条件相对于传统制动方案会更多，当某一条件不满足时，相对于传统制动方案更容易出现制动失效。例如：当某一制动管断裂时，处于单回路失效状态，其制动效能只有正常状态的50％，当制动液泄露导致储液罐制动液面高度低时，线控制动处于助力失效状态，其制动效能只有正常状态的30％左右，当上述两失效同时出现时，其制动效能只有正常状态的20％，以上三种失效的性能恶化程度不同，但对于驾驶员而言却是无法预知的，虽然制动失效时仪表上有报警灯警示，但只有在停车过程中才能感觉到车辆减速度到底下降了多少，对驾驶员操作经验，救险水平是非常高的考验。
CN103496357A公开了一种车辆线控制动系统应急制动装置，它包括制动系统控制单元、备用控制单元、供电电源、三极管和分别制动车辆车轮的制动执行器以及与制动踏板相控制连接并且当驾驶员踩下制动踏板时其闭合的制动灯开关，备用控制单元具有供电端a、三极管控制端b、连接端c和连接端d，制动灯开关连接在连接端d上；制动系统控制单元连接在连接端c上；供电电源连接在供电端a上，并且还连接在三极管的集电极上；三极管的基极连接在三极管控制端b上，三极管的发射极分别与多个制动执行器相连接。当车辆线控制动系统失效时，该专利能够提供有效地应急制动功能，并且结构简单，成本低廉，对现有的车辆线控制动系统改动较少。但其基本原理是对控制部分和供电部分进行备份，而对制动液压部分的失效叠加无法做出有效的性能弥补。
发明内容
为了解决当车辆处于不同失效状态时，识别车辆是否处于危险情况并根据驾驶员制动需求，通过电子驻车系统进行相应性能弥补，以便减少因制动效能剧烈衰减而引起的车辆事故，本发明提出了一种基于线控制动的失效保护方法和系统。
本发明为解决上述技术问题所采取的技术方案为：一种基于线控制动的失效保护方法，包括如下步骤：
S1、根据与制动相关的多个参数判断车辆的助力状态是否异常；
S2、当车辆助力状态异常时，根据车速、制动主缸压力和当前车辆所处的助力异常状态，对驻车制动施加不同的辅助制动力矩。
所述车辆的助力异常状态包括：助力衰减状态、助力失效状态、单回路失效状态，车辆有可能处于其中一种状态，也有可能同时处于其中多种状态，如车辆同时处于单回路失效状态和助力失效状态。
从制动效能上来看，车辆同时处于单回路失效状态和助力失效状态时的制动效能最低；车辆处于助力衰减状态时的制动效能最高；车辆处于单回路失效状态时的制动效能大于车辆处于助力失效状态时的制动效能。
进一步的技术方案包括：所述步骤S1中的助力异常状态包括助力衰减状态，其判断方法为：
当线控制动装置的供电电压大于助力失效下限值U2，小于助力正常工作值U1，则认为车辆处于助力衰减状态；或者，
根据制动踏板行程得到车辆当前驾驶状态下的制动回路压力的助力衰减门限值和助力正常门限值，当制动回路压力大于助力衰减门限值，且小于助力正常门限值时，则认为车辆处于助力衰减状态。
进一步的技术方案包括：所述助力异常状态包括单回路失效状态，其判断方法包括：
S201、根据制动踏板行程得到车辆当前驾驶状态下的制动回路压力的助力衰减门限值；
S202、当制动回路压力小于助力衰减门限值时表示当前车辆处于助力失效状态，此时分别隔断两个制动回路；当其中一个回路隔离后，如果车辆的助力状态恢复到助力衰减状态或正常助力状态则认为当前车辆助力状态处于单回路失效状态。
更进一步的技术方案包括：所述步骤S202中判断车辆的助力状态是否恢复到助力衰减状态或正常助力状态的方法包括：根据制动踏板行程得到车辆当前驾驶状态 下的制动回路压力的助力衰减门限值和助力正常门限值；当制动回路压力大于助力衰减门限值且小于助力正常值，则认为车辆的助力状态恢复到助力衰减状态；当制动回路压力大于助力正常值时，则认为车辆的助力状态恢复到助力正常状态。
进一步的技术方案包括：所述助力异常状态包括助力失效状态，其判断方法包括：
当线控制动装置的供电电压小于助力失效下限值U2时，则认为车辆处于助力失效状态；或者，
当储液罐制动液面高度小于助力失效下限值L1时，则认为车辆处于助力失效状态；或者，
当制动回路压力小于助力衰减门限值时表示当前车辆处于助力失效状态，此时依次分别隔断两个制动回路；在制动回路隔离过程中，如果车辆的助力状态不能恢复到助力衰减状态或正常助力状态则认为当前车辆助力状态处于助力失效状态。
更进一步的技术方案包括：上述当其中一个回路隔离后，判断当前车辆助力状态处于助力失效状态的方法包括：
根据制动踏板行程得到车辆当前驾驶状态下的制动回路压力的助力衰减门限值和助力正常门限值，其中助力正常门限值大于助力衰减门限值；当制动回路压力小于助力衰减门限值，则认为当前车辆处于助力失效状态。
进一步的技术方案包括：所述步骤S2中，不同的助力异常状态损失的制动效能不同，驻车制动根据损失的制动效能采取不同的辅助制动力矩，最终保证车辆实际制动效能的损失小于一定比例，从而提升车辆驾驶的安全性。
实现本发明目的之二的一种基于线控制动的失效保护系统，包括助力异常状态判断模块、驻车制动辅助模块；所述助力异常状态判断模块用于根据与制动相关的多个参数判断车辆的助力状态是否异常；判断车辆助力异常状态的技术效果是为了得到车辆制动效能的损失，不同的车辆助力异常状态对应不同的制动效能的损失。
所述驻车制动辅助模块用于当车辆助力状态异常时，根据车速、制动主缸压力和当前车辆所处的助力异常状态，对驻车制动施加不同的辅助制动力矩。
当车速、制动主缸压力都大于设定的阈值时，根据从各传感器得到的数据判断 车辆具体处于哪个助力异常状态，不同的助力异常状态损失的制动效能不同，驻车制动采取的辅助制动力矩相应也是不同的。
驻车制动辅助模块的技术效果是为了保证车辆实际制动效能的损失小于一定比例，提升车辆驾驶的安全性。
进一步的技术方案包括：所述助力异常状态判断模块包括第一助力衰减或失效状态判断模块，用于根据线控制动装置的供电电压及其助力失效下限值U2、助力正常工作值U1判断车辆是否处于助力衰减状态或助力失效状态。
更进一步的技术方案包括：当线控制动装置的供电电压小于助力失效下限值U2，则认为车辆处于助力失效状态；当线控制动装置的供电电压大于助力失效下限值U2且小于助力正常工作值U1，则认为车辆处于助力衰减状态。
进一步的技术方案包括：所述助力异常状态判断模块包括第二助力衰减或失效状态判断模块，用于根据制动踏板行程得到车辆当前驾驶状态下的制动回路压力的助力衰减门限值和助力正常门限值；根据制动回路压力与助力衰减门限值和助力正常门限值进行对比，判断车辆是否处于助力衰减状态、助力失效状态和助力正常状态。
更进一步的技术方案包括：当制动回路压力大于助力衰减门限值且小于助力正常值时，则认为车辆处于助力衰减状态；当制动回路压力小于助力衰减门限值时，则认为车辆处于助力失效状态。
要说明的是，上述助力衰减门限值和助力正常值并非固定值，与当前的制动踏板行程相关，不同的制动踏板行程对应不同的助力衰减门限值和助力正常值。
进一步的技术方案包括：所述助力异常状态判断模块包括单回路失效判断模块，用于当车辆处于助力失效状态时分别隔断两个制动回路，当其中一个回路隔离后，判断车辆是否恢复到助力衰减状态，或者助力失效状态，或者助力正常状态，进而根据判断结果判定车辆的助力状态是否处于单回路失效状态。
更进一步的技术方案包括：当其中一个回路隔离后，如果车辆的助力状态恢复到助力衰减状态或者助力正常状态时，则判定车辆处于单回路失效状态。
进一步的技术方案包括：所述助力异常状态判断模块包括助力失效状态判断模 块，用于根据储液罐制动液面高度、储液罐制动液面高度下限值判断车辆是否处于助力失效状态。
更进一步的技术方案包括：当储液罐制动液面高度小于储液罐制动液面高度下限值时，则认为车辆处于助力失效状态。
利用本发明所述的系统和方法，可较准确地区分出车辆是否哪种助力异常状态，并基于车辆实际的驾驶状况，相应的施加驻车制动，减少因制动效能失效而导致的车辆事故。
附图说明
图1是本发明一实施例的系统示意图。
图2是本发明一实施例中制动踏板行程与制动回路压力的关系图。
图3是本发明一实施例中主缸压力、车辆助力异常状态与驻车力矩的关系示意图。
具体实施方式
下列具体实施方式用于对本发明权利要求技术方案的解释，以便本领域的技术人员理解本权利要求书。本发明的保护范围不限于下列具体的实施结构。本领域的技术人员做出的包含有本发明权利要求书技术方案而不同于下列具体实施方式的也是本发明的保护范围。
本发明的描述中，术语“第一”、“第二”等仅用于区分描述，而不能理解为指示或暗示相对重要性。
实施例一：
下面结合图2～3讲述本发明所述方法的一个实施例。
S1、根据制动踏板行程、储液罐制动液面高度、制动回路压力和线控制动装置的供电电压判断车辆的助力状态是否异常。
所述车辆的助力异常状态包括：助力衰减状态、助力失效状态、单回路失效状态，车辆有可能处于其中一种状态，也有可能同时处于其中多种状态，如车辆同时处于单回路失效状态和助力失效状态。
不同的助力异常状态对应不同的制动效能；当车辆处于助力衰减状态时，此时制动效能相对于正常状态有所降低；当车辆处于单回路助力失效状态时，此时制动效能只有正常状态的50％左右；当车辆处于助力失效状态，此时制动效能只有正常状态的30％左右；当车辆即满足助力失效状态的条件又满足单回路助力失效的条件时，即车辆同时处于助力失效状态和单回路助力失效状态，此种状态下的制动效能只有正常状态的20％左右。要说明的是，上述的制动效能并不是固定值，车辆不一样，失效后剩余的效能也不一样。
本实施例中，助力衰减状态的判断方法有如下两种：
方法1、当线控制动装置的供电电压U低于正常工作电压U1，但高于助力失效电压U2时，则认为当前车辆处于助力衰减状态；本实施例中U1为8.5V，U2为7V，不限于此值。
方法2、获取当前车辆的制动踏板行程与制动回路压力，在车辆行驶过程中，车辆的制动踏板行程与制动回路压力相关，如图2所示，正常情况下制动回路压力大于正常助力门限值，当制动回路压力小于正常助力门限值且大于助力衰减门限值时，则认为当前车辆处于助力衰减状态。
本实施例中，单回路助力失效状态的判断方法为：获取当前车辆的制动踏板行程与制动回路压力，在车辆行驶过程中，车辆的制动踏板行程与制动回路压力呈线性关系，如图2所示，正常情况下制动回路压力大于正常助力门限，当制动回路压力小于助力衰减门限时，通过电磁阀分别隔断两个制动回路，当其中一个回路隔离后，如图2所示的车辆的制动踏板行程与制动回路压力曲线中，当前的制动回路压力大于助力衰减门限的值或者大于正常助力门限值，则认为车辆处于单回路助力失效状态。
本实施例中，制动回路压力的正常门限值根据车辆制动系统方案测得，且考虑零部件一致性差异和制动排气差异后设定的；制动回路压力的助力衰减门限值综合考虑车辆长期使用后各种磨损和效能降低后，基于保证驾驶安全而设定的，本发明不限于此设定方法。
本实施例中，助力失效状态的判断方法有三种：
方法1、获取当前车辆的制动踏板行程与制动回路压力，在车辆行驶过程中， 车辆的制动踏板行程与制动回路压力呈线性关系，如图2所示，正常情况下制动回路压力大于正常助力门限，当制动回路压力小于助力衰减门限时，通过电磁阀分别隔断两个制动回路，当其中一个回路隔离后，如图2所示的车辆的制动踏板行程与制动回路压力曲线中，制动回路压力小于助力衰减门限的值，则认为车辆处于助力失效状态。
方法2、获取线控制动装置的供电电压U，当供电电压U低于助力失效电压U2时，则认为车辆处于助力失效状态；本实施例中助力失效电压U2为7V，但不限于此值。
方法3、获取制动储液罐的制动液面高度L，当制动液面高度L低于助力失效高度L1时，则认为车辆处于助力失效状态；每台车辆是根据制动系统参数来设计储液罐液量的，以保证在制动过程中储液罐有足够液量能进入到制动回路中，因此每台车的助力失效高度L1并不相同，在本发明中对此不作限定，根据实际情况设定L1的值。S2、当车辆助力状态异常时，且车辆车速大于第一阈值V1、制动主缸压力大于第二阈值P1时，根据车辆车速、制动主缸压力和当前车辆所处的助力异常状态，对驻车制动施加不同的辅助制动力矩。
本实施例中，当主缸压力和车速都大于设定的阈值时，根据各传感器判断车辆具体处于哪个助力异常状态，不同的助力异常状态损失的制动效能不同，如图3所示；驻车制动采取的辅助制动力矩相应也是不同的。
本实施例中的每种助力衰减或失效状态下的制动效能的损失如下：当处于助力衰减状态时，损失大约20％制动效能；当处于单回路失效状态时，损失大约50％制动效能；当处于助力失效状态时，损失大约70％制动效能；当同时处于单回路助力失效和助力失效状态时，损失大约85％制动效能；根据制动效能的损失程度不同，驻车制动采取不同的辅助制动力矩，以保证车辆实际效能损失小于10％，从而提升车辆驾驶的安全性。
应理解，上述实施例中各步骤的序号的大小并不意味着执行顺序的先后，各过程的执行顺序应以其功能和内在逻辑确定，而不应对本申请实施例的实施过程构成任何限定。
实施例二：
本申请还提供一种基于线控制动的失效保护系统的实施例，如图1所示，该系统包括助力异常状态判断模块、驻车制动辅助模块；助力异常状态判断模块用于根据与制动相关的多个参数判断车辆的助力状态是否异常；驻车制动辅助模块用于当车辆助力状态异常时，根据车速、制动主缸压力和当前车辆所处的助力异常状态，对驻车制动施加不同的辅助制动力矩。当车速、制动主缸压力都大于设定的阈值时，根据从各传感器得到的数据判断车辆具体处于哪个助力异常状态，不同的助力异常状态损失的制动效能不同，驻车制动采取的辅助制动力矩相应也是不同的。
助力异常状态判断模块包括第一助力衰减或失效状态判断模块，用于根据线控制动装置的供电电压及其助力失效下限值U2、助力正常工作值U1判断车辆是否处于助力衰减状态或助力失效状态。当线控制动装置的供电电压小于助力失效下限值U2，则认为车辆处于助力失效状态；当线控制动装置的供电电压大于助力失效下限值U2且小于助力正常工作值U1，则认为车辆处于助力衰减状态。
助力异常状态判断模块包括第二助力衰减或失效状态判断模块，用于根据制动踏板行程得到车辆当前驾驶状态下的制动回路压力的助力衰减门限值和助力正常门限值；根据制动回路压力与助力衰减门限值和助力正常门限值进行对比，判断车辆是否处于助力衰减状态、助力失效状态和助力正常状态。当制动回路压力大于助力衰减门限值且小于助力正常值时，则认为车辆处于助力衰减状态；当制动回路压力小于助力衰减门限值时，则认为车辆处于助力失效状态。
助力异常状态判断模块包括单回路失效判断模块，用于当车辆处于助力失效状态时分别隔断两个制动回路，当其中一个回路隔离后，如果车辆的助力状态恢复到助力衰减状态或者助力正常状态时，则判定车辆处于单回路失效状态。
助力异常状态判断模块包括助力失效状态判断模块，用于根据储液罐制动液面高度、储液罐制动液面高度下限值判断车辆是否处于助力失效状态。当储液罐制动液面高度小于储液罐制动液面高度下限值时，则认为车辆处于助力失效状态。
本实施例其它原理与模块的进一步数据处理方法和调用关系与实施例一相同。
本说明书未作详细描述的内容属于本领域专业技术人员公知的现有技术。

Claims (10)

  1. 一种基于线控制动的失效保护方法，其特征在于，包括如下步骤：
    S1、根据与制动相关的多个参数判断车辆的助力状态是否异常；
    S2、当车辆助力状态异常时，根据车速、制动主缸压力和当前车辆所处的助力异常状态，对驻车制动施加不同的辅助制动力矩。
  2. 如权利要求1所述的基于线控制动的失效保护方法，其特征在于，所述助力异常状态包括助力衰减状态，其判断方法为：
    当线控制动装置的供电电压大于助力失效下限值U2，小于助力正常工作值U1，则认为车辆处于助力衰减状态；或者，
    根据制动踏板行程得到车辆当前驾驶状态下的制动回路压力的助力衰减门限值和助力正常门限值，当制动回路压力大于助力衰减门限值，且小于助力正常门限值时，则认为车辆处于助力衰减状态。
  3. 如权利要求1所述的基于线控制动的失效保护方法，其特征在于，所述助力异常状态包括单回路失效状态，其判断方法包括：
    S201、根据制动踏板行程得到车辆当前驾驶状态下的制动回路压力的助力衰减门限值；
    S202、当制动回路压力小于助力衰减门限值时表示当前车辆处于助力失效状态，此时分别隔断两个制动回路；当其中一个回路隔离后，如果车辆的助力状态恢复到助力衰减状态或正常助力状态则认为当前车辆助力状态处于单回路失效状态。
  4. 如权利要求3所述的基于线控制动的失效保护方法，其特征在于，所述步骤S202中判断车辆的助力状态是否恢复到助力衰减状态或正常助力状态的方法包括：
    根据制动踏板行程得到车辆当前驾驶状态下的制动回路压力的助力衰减门限值和助力正常门限值；当制动回路压力大于助力衰减门限值且小于助力正常值，则认为车辆的助力状态恢复到助力衰减状态；当制动回路压力大于助力正常值时，则认为车辆的助力状态恢复到助力正常状态。
  5. 如权利要求1所述的基于线控制动的失效保护方法，其特征在于，所述助力异常状态包括助力失效状态，其判断方法包括：
    当线控制动装置的供电电压小于助力失效下限值U2时，则认为车辆处于助 力失效状态；或者，
    当储液罐制动液面高度小于助力失效下限值L1时，则认为车辆处于助力失效状态；或者，
    当制动回路压力小于助力衰减门限值时表示当前车辆处于助力失效状态，此时依次分别隔断两个制动回路；在制动回路隔离过程中，如果车辆的助力状态不能恢复到助力衰减状态或正常助力状态则认为当前车辆助力状态处于助力失效状态。
  6. 如权利要求1所述方法的基于线控制动的失效保护系统，其特征在于，包括助力异常状态判断模块、驻车制动辅助模块；
    所述助力异常状态判断模块用于根据与制动相关的多个参数判断车辆的助力状态是否异常；
    所述驻车制动辅助模块用于当车辆助力状态异常时，根据车速、制动主缸压力和当前车辆所处的助力异常状态，对驻车制动施加不同的辅助制动力矩。
  7. 如权利要求6所述的基于线控制动的失效保护系统，其特征在于，所述助力异常状态判断模块包括第一助力衰减或失效状态判断模块，用于根据线控制动装置的供电电压及其助力失效下限值U2、助力正常工作值U1判断车辆是否处于助力衰减状态或助力失效状态。
  8. 如权利要求6所述的基于线控制动的失效保护系统，其特征在于，所述助力异常状态判断模块包括第二助力衰减或失效状态判断模块，用于根据制动踏板行程得到车辆当前驾驶状态下的制动回路压力的助力衰减门限值和助力正常门限值；根据制动回路压力与助力衰减门限值和助力正常门限值进行对比，判断车辆是否处于助力衰减状态、或助力失效状态或助力正常状态。
  9. 如权利要求8所述的基于线控制动的失效保护系统，其特征在于，所述助力异常状态判断模块包括单回路失效判断模块，用于当车辆处于助力失效状态时分别隔断两个制动回路，当其中一个回路隔离后，判断车辆是否恢复到助力衰减状态，或者助力失效状态，或者助力正常状态，进而根据判断结果判定车辆的助力状态是否处于单回路助力失效状态。
  10. 如权利要求6所述的基于线控制动的失效保护系统，其特征在于，所述助力异常状态判断模块包括助力失效状态判断模块，用于根据储液罐制动液面高 度、储液罐制动液面高度下限值判断车辆是否处于助力失效状态。
PCT/CN2023/099377 2022-09-14 2023-06-09 一种基于线控制动的失效保护方法和系统 WO2024055646A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202211115300.5 2022-09-14
CN202211115300.5A CN115352426B (zh) 2022-09-14 2022-09-14 一种基于线控制动的失效保护方法和系统

Publications (1)

Publication Number Publication Date
WO2024055646A1 true WO2024055646A1 (zh) 2024-03-21

Family

ID=84006704

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2023/099377 WO2024055646A1 (zh) 2022-09-14 2023-06-09 一种基于线控制动的失效保护方法和系统

Country Status (2)

Country Link
CN (1) CN115352426B (zh)
WO (1) WO2024055646A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115352426B (zh) * 2022-09-14 2023-09-05 东风汽车集团股份有限公司 一种基于线控制动的失效保护方法和系统

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6062656A (en) * 1997-10-04 2000-05-16 Bayerische Motoren Werke Aktiengesellschaft Brake system for motor vehicles
JP2000264194A (ja) * 1999-03-17 2000-09-26 Toyota Motor Corp ブレーキブースタ用負圧制御装置
CN106132790A (zh) * 2014-03-25 2016-11-16 日立汽车系统株式会社 制动装置
CN108349483A (zh) * 2015-12-09 2018-07-31 日立汽车系统株式会社 制动装置、制动系统以及制动装置的控制方法
CN110641443A (zh) * 2019-11-05 2020-01-03 南京经纬达汽车科技有限公司 一种分布式制动系统及其制动压力矢量控制方法
CN113002515A (zh) * 2019-12-20 2021-06-22 罗伯特·博世有限公司 用于车辆的制动助力的方法和系统
CN113734135A (zh) * 2021-09-28 2021-12-03 安徽江淮汽车集团股份有限公司 基于esc的液压制动助力辅助控制方法
CN114148303A (zh) * 2021-12-15 2022-03-08 安徽江淮汽车集团股份有限公司 电动制动助力控制方法
CN115352426A (zh) * 2022-09-14 2022-11-18 东风汽车集团股份有限公司 一种基于线控制动的失效保护方法和系统

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013071521A (ja) * 2011-09-27 2013-04-22 Advics Co Ltd 駐車ブレーキ制御装置

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6062656A (en) * 1997-10-04 2000-05-16 Bayerische Motoren Werke Aktiengesellschaft Brake system for motor vehicles
JP2000264194A (ja) * 1999-03-17 2000-09-26 Toyota Motor Corp ブレーキブースタ用負圧制御装置
CN106132790A (zh) * 2014-03-25 2016-11-16 日立汽车系统株式会社 制动装置
CN108349483A (zh) * 2015-12-09 2018-07-31 日立汽车系统株式会社 制动装置、制动系统以及制动装置的控制方法
CN110641443A (zh) * 2019-11-05 2020-01-03 南京经纬达汽车科技有限公司 一种分布式制动系统及其制动压力矢量控制方法
CN113002515A (zh) * 2019-12-20 2021-06-22 罗伯特·博世有限公司 用于车辆的制动助力的方法和系统
CN113734135A (zh) * 2021-09-28 2021-12-03 安徽江淮汽车集团股份有限公司 基于esc的液压制动助力辅助控制方法
CN114148303A (zh) * 2021-12-15 2022-03-08 安徽江淮汽车集团股份有限公司 电动制动助力控制方法
CN115352426A (zh) * 2022-09-14 2022-11-18 东风汽车集团股份有限公司 一种基于线控制动的失效保护方法和系统

Also Published As

Publication number Publication date
CN115352426A (zh) 2022-11-18
CN115352426B (zh) 2023-09-05

Similar Documents

Publication Publication Date Title
JP4495269B2 (ja) 自動車ブレーキ装置の制御方法および装置
JP4390892B2 (ja) 自動車ブレーキ装置の制御方法および装置
US11603084B2 (en) Brake device for vehicle and method for controlling the same
US6021365A (en) Method of testing regenerative braking force in electric vehicle
WO2024055646A1 (zh) 一种基于线控制动的失效保护方法和系统
JPH11348769A (ja) ブレ―キ装置の検査方法および装置
CN103318158B (zh) 汽车集成式电子液压制动系统
CN105189227B (zh) 用于机动车的制动系统的至少一电动驻车制动器的控制设备和用于运行具有制动力放大器和电动驻车制动器的机动车的制动系统的方法
CN207875607U (zh) 用于汽车的电控制动系统
JP2020521666A (ja) 完全統合制動システムにおける電子パーキングブレーキを使用した補助減速
CN103523000B (zh) 利用智能助力器制动装置的制动压力控制方法
CN201677873U (zh) 液压制动系统
Petruccelli et al. Electro-hydraulic braking system modelling and simulation
JP6153857B2 (ja) 車両用制動装置
CN113954806A (zh) 一种汽车制动控制方法、装置及汽车
CN113212402B (zh) 一种集成式制动系统及集成式制动系统控制方法
CN106004826B (zh) 用于新能源汽车再生制动的半解耦制动系统的制动方法
CN110712641A (zh) 刹车部件功能失效检测方法及装置
JPH11348752A (ja) 自動車ブレ―キ装置の制御方法および装置
CN207374368U (zh) 车辆稳定控制与线控驻车制动集成装置
JP2008293057A (ja) 負荷駆動回路
CN114715100B (zh) 一种车辆液压制动的补偿控制方法
JP2013133006A (ja) 車両のブレーキ制御装置
KR101163389B1 (ko) 차량의 제동력 보조방법
CN115476832A (zh) 一种基于线控制动的冗余安全控制系统

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 23864385

Country of ref document: EP

Kind code of ref document: A1