Manual transmission vehicle brake assist control system, method and device

Abstract

The present invention discloses a manual transmission vehicle brake assist control system, method and device, the system comprises: a control unit, which drives and controls the clutch motor through a clutch motor drive unit to control the clutch motor to drive the clutch connecting rod; a control unit, which drives and controls the brake motor through a brake motor drive unit to control the brake motor to drive the brake connecting rod; a clutch motor information acquisition unit, whose output end is connected to the control unit to output clutch motor sampling information to the control unit; a brake motor information acquisition unit, whose output end is connected to the control unit to output brake motor sampling information to the control unit. The present invention avoids the manual transmission vehicle from stalling when braking, ensures the safety of the driver and the vehicle, and also avoids damage to the mechanical parts of the vehicle, improving the comfort of the driver and the passengers during emergency braking.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle safety control, and in particular to a manual transmission vehicle brake assist control system, method and device. Background Art

[0002] With the development of the driving training market for training vehicles, some training vehicles are equipped with automatic safety braking systems for safety reasons. In an emergency, the vehicle can be automatically stopped to ensure the safety of the driver and the vehicle. Automatic transmission training vehicles are less affected during emergency braking, but manual transmission training vehicles may be directly stopped and stalled, resulting in a poor driving experience.

[0003] Therefore, how to reduce the occurrence of manual transmission vehicles stalling when braking is a technical problem that urgently needs to be solved. Summary of the invention

[0004] A manual transmission vehicle brake assist control system, method and device of the present invention reduce the occurrence of manual transmission vehicle stalling when braking.

[0005] The embodiment of the present invention provides the following solution:

[0006] In a first aspect, an embodiment of the present invention provides a manual transmission vehicle brake assist control system, the system comprising: a control unit, a clutch motor drive unit, a clutch motor information collection unit, a clutch motor, a brake motor drive unit, a brake motor information collection unit and a brake motor;

[0007] The control unit drives and controls the clutch motor through the clutch motor drive unit to control the clutch motor to drive the clutch connecting rod;

[0008] The control unit is also connected to the brake motor through the brake motor drive unit to drive the brake motor to drive the brake connecting rod;

[0009] The clutch motor information acquisition unit has an output end connected to the control unit to output clutch motor sampling information to the control unit;

[0010] The brake motor information acquisition unit has an output end connected to the control unit to output the brake motor sampling information to the control unit.

[0011] In an optional embodiment, the clutch motor information acquisition unit includes a clutch motor encoder acquisition unit;

[0012] The clutch motor encoder acquisition unit is connected to the control unit to transmit the acquired encoder information of the clutch motor to the control unit;

[0013] The brake motor information acquisition unit includes a brake motor encoder acquisition unit;

[0014] The brake motor encoder acquisition unit is connected to the control unit to transmit the acquired encoder information of the brake motor to the control unit.

[0015] In an optional embodiment, the clutch motor information acquisition unit further includes a clutch motor phase current acquisition unit;

[0016] The clutch motor phase current acquisition unit is connected to the control unit to transmit the acquired phase current sampling information of the clutch motor to the control unit;

[0017] The brake motor information acquisition unit also includes a brake motor phase current acquisition unit;

[0018] The brake motor phase current acquisition unit is connected to the control unit to transmit the acquired phase current sampling information of the brake motor to the control unit.

[0019] In an optional embodiment, the clutch motor drive unit includes a first half-bridge drive unit and a first full-bridge MOS tube unit; the clutch control end of the control unit is connected to the control end of the first full-bridge MOS tube unit via the first half-bridge drive unit;

[0020] The power supply end of the first full-bridge MOS tube unit is connected to the first bus power supply end, and the driving end thereof is connected to the driving end of the clutch motor, so as to realize the driving control connection between the control unit and the clutch motor;

[0021] The brake motor drive unit includes a second half-bridge drive unit and a second full-bridge MOS tube unit;

[0022] The brake control terminal of the control unit is connected to the control terminal of the second full-bridge MOS tube unit via the second half-bridge driving unit;

[0023] The power supply end of the second full-bridge MOS tube unit is connected to the second bus power supply end, and the driving end thereof is connected to the driving end of the brake motor, so as to realize the driving control connection between the control unit and the brake motor;

[0024] The first sampling end of the control unit is connected to the first bus power supply end for sampling; the second sampling end of the control unit is connected to the second bus power supply end for sampling.

[0025] In an optional embodiment, the system further includes: a communication unit;

[0026] The communication unit is connected to the communication end of the control unit.

[0027] In a second aspect, an embodiment of the present invention further provides a manual transmission vehicle brake assist control method, the method comprising:

[0028] In response to the brake motor driving the brake connecting rod to move, the clutch motor is controlled to drive the clutch connecting rod to move.

[0029] In an optional embodiment, before responding to the brake motor driving the brake connecting rod to move, the method further includes:

[0030] Determine whether the first driving voltage of the brake motor and the second driving voltage of the clutch motor are normal;

[0031] If so, monitor the state of the brake motor driving the brake connecting rod to move;

[0032] If not, a voltage alarm message is issued.

[0033] In an optional embodiment, after controlling the clutch motor to drive the clutch connecting rod to move, the method further includes:

[0034] In response to the clutch motor rotating to the target position, the clutch motor is controlled to keep the clutch link at a current position.

[0035] In a third aspect, an embodiment of the present invention further provides a manual transmission vehicle brake assist control device, the device comprising:

[0036] The first response module is used for controlling the clutch motor to drive the clutch connecting rod to move in response to the brake motor driving the brake connecting rod to move.

[0037] In an optional embodiment, the device further includes:

[0038] A first judging module, used for judging whether the first driving voltage of the brake motor and the second driving voltage of the clutch motor are normal before the first responding module works;

[0039] A first monitoring module is used to monitor the state of the brake motor driving the brake connecting rod to move when the first driving voltage of the brake motor and the second driving voltage of the clutch motor are normal;

[0040] The first alarm module is used to send out voltage alarm information when the first driving voltage of the brake motor and the second driving voltage of the clutch motor are abnormal.

[0041] Compared with the prior art, the manual transmission vehicle brake assist control system, method and device provided by the present invention have the following advantages:

[0042] The present invention controls the clutch motor drive unit to drive the clutch motor and the brake motor drive unit to drive the brake motor through a control unit, so as to cooperate with the vehicle to perform emergency automatic braking, and then obtains the rotation status of the clutch motor and the brake motor through a clutch motor information acquisition unit and a brake motor information acquisition unit. When there is no rotation status, the clutch connecting rod and the brake connecting rod are kept in the current position to complete the emergency automatic braking of the vehicle, thereby reducing the occurrence of manual transmission vehicles braking and stalling, ensuring the safety of drivers and passengers and the vehicle, while also reducing damage to the mechanical parts of the vehicle and improving the comfort of drivers and passengers during emergency braking. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the embodiments of this specification or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this specification. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0044] Figure 1 A schematic diagram of the circuit structure of a manual transmission vehicle brake assist control system provided by an embodiment of the present invention;

[0045] Figure 2 A schematic diagram of the external structure of a manual transmission vehicle brake assist control system provided by an embodiment of the present invention.

[0046] Description of reference numerals:

[0047] 101-control unit, 102-clutch motor drive unit, 103-clutch motor information acquisition unit, 104-clutch motor, 105-brake motor drive unit, 106-brake motor information acquisition unit, 107-brake motor, 108-clutch motor encoder acquisition unit, 109-brake motor encoder acquisition unit, 110-clutch motor phase current acquisition unit, 111-brake motor phase current acquisition unit, 112-first half-bridge drive unit, 113-first full-bridge MOS tube unit, 114-first bus power supply end, 115-second half-bridge drive unit, 116-second full-bridge MOS tube unit, 117-second bus power supply end, 118-communication unit, 119-first bus voltage acquisition unit, 120-second bus voltage acquisition unit;

[0048] 201-housing, 202-hanging ear, 203-panel, 204-clutch motor interface, 205-brake motor interface, 206-clutch encoder interface, 207-brake encoder interface, 208-power interface, 209-indicator light, 210-communication interface. DETAILED DESCRIPTION

[0049] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention belong to the scope of protection of the embodiments of the present invention.

[0050] See also Figure 1 , Figure 1 A schematic diagram of a manual transmission vehicle brake assist control system according to an embodiment of the present invention, the system comprising: a control unit 101, a clutch motor drive unit 102, a clutch motor information acquisition unit 103, a clutch motor 104, a brake motor drive unit 105, a brake motor information acquisition unit 106 and a brake motor 107;

[0051] The control unit 101 drives and controls the clutch motor 104 through the clutch motor driving unit 102, so as to control the clutch motor 104 to drive the clutch connecting rod;

[0052] The control unit 101 also drives and controls the brake motor 107 through the brake motor driving unit 105, so as to control the brake motor 107 to drive the brake connecting rod;

[0053] The clutch motor information acquisition unit 103 has an output end connected to the control unit 101 to output clutch motor sampling information to the control unit 101;

[0054] The brake motor information acquisition unit 106 has an output end connected to the control unit 101 to output the brake motor sampling information to the control unit 101 .

[0055] Specifically, the control unit 101 can be a control board integrated with a single-chip microcomputer, and logic control is performed through the single-chip microcomputer; the clutch motor drive unit 102 and the brake motor drive unit 105 can be drive circuits or relays built with electronic components; the clutch motor information acquisition unit 103 and the brake motor information acquisition unit 106 are used to sample information from the motor to feed back to the control unit 101, and the control unit 101 performs corresponding control. The clutch motor 104 and the brake motor 107 can be DC servo motors or stepper motors.

[0056] It can be understood that the clutch motor 104 and the brake motor 107 are fixedly installed on the manual transmission vehicle, and are mechanically connected to the clutch connecting rod and the brake connecting rod respectively. The connection method can be a connecting rod type or a rope type. The clutch connecting rod and the brake connecting rod are driven to move by the rotation of the clutch motor 104 and the brake motor 107, so that the vehicle completes the clutch and braking actions. When the brake assist control system needs to automatically emergency brake the vehicle, the control unit 101 controls the clutch motor drive unit 102 to drive the clutch motor 104 to rotate; at the same time, the control unit 105 drives the brake motor 107 to rotate, and the vehicle is emergency stopped. Since the engine and gearbox of the vehicle are separated by the clutch, the vehicle will not stall during the emergency braking process.

[0057] Among them, since the clutch pedal and brake pedal of the vehicle have limited movement travel and are reset by elastic deformation of the return spring, the more the clutch pedal and brake pedal are pressed down, the greater the force required. During the process of the vehicle being braked, the load of the clutch motor 104 and the brake motor 107 gradually increases. When the clutch connecting rod and the brake connecting rod drive the clutch pedal and the brake pedal to the bottom respectively, the clutch motor 104 and the brake motor 107 are in a stalled state. After the clutch motor information acquisition unit 103 and the brake motor information acquisition unit 106 obtain this state, the clutch connecting rod and the brake connecting rod are kept in the current state.

[0058] In this embodiment, the brake pedal may be an auxiliary brake pedal of the training vehicle, which can reduce the occurrence of vehicle stalling when the instructor steps on the brakes.

[0059] In an optional embodiment, the clutch motor information acquisition unit 103 includes a clutch motor encoder acquisition unit 108;

[0060] The clutch motor encoder acquisition unit 108 is connected to the control unit 101 to transmit the acquired encoder information of the clutch motor 104 to the control unit 101;

[0061] The brake motor information acquisition unit 106 includes a brake motor encoder acquisition unit 109;

[0062] The brake motor encoder acquisition unit 109 is connected to the control unit 101 to transmit the acquired encoder information of the brake motor 107 to the control unit 101 .

[0063] The clutch motor encoder acquisition unit 108 and the brake motor encoder acquisition unit 109 can be fixedly installed at the rear of the clutch motor 104 and the brake motor 107, and connected to the rotating shaft of the clutch motor 104 and the brake motor 107; of course, the clutch motor 104 and the brake motor 107 can also directly use a DC servo motor with an encoder. The clutch motor encoder acquisition unit 108 and the brake motor encoder acquisition unit 109 are used to obtain the real-time speed of the clutch motor 104 and the brake motor 107 to obtain the current state of the clutch motor 104 and the brake motor 107. The moving position of the clutch pedal and the brake pedal can be determined by the current state. When the clutch motor 104 and the brake motor 107 are driven to brake, the clutch motor drive unit 102 and the brake motor drive unit 105 continue to drive. If the collected encoder information shows that the motor speed stops or is slow, it means that the clutch pedal and the brake pedal have reached the bottom or are close to the bottom at this time, and the clutch motor 104 and the brake motor 107 are controlled to stop driving. The encoder information can be used to determine whether the clutch pedal and the brake pedal have any remaining travel, thereby facilitating corresponding control. Of course, the clutch motor information acquisition unit 103 and the brake motor information acquisition unit 106 can also acquire other information of the clutch motor 104 and the brake motor 107 .

[0064] In an optional embodiment, the clutch motor information acquisition unit 103 further includes a clutch motor phase current acquisition unit 110;

[0065] The clutch motor phase current acquisition unit 110 is connected to the control unit 101 to transmit the acquired phase current sampling information of the clutch motor 104 to the control unit 101;

[0066] The brake motor information acquisition unit 106 also includes a brake motor phase current acquisition unit 111;

[0067] The brake motor phase current acquisition unit 111 is connected to the control unit 101 to transmit the acquired phase current sampling information of the brake motor 107 to the control unit 101 .

[0068] Specifically, the clutch motor phase current acquisition unit 110 and the brake motor phase current acquisition unit 111 can be a DC current sampling circuit, which converts the analog phase current sampling information into a digital quantity through an AD current chip to the control unit 101, and the control unit 101 determines whether the clutch pedal and the brake pedal have a remaining stroke based on the phase current sampling information. The clutch motor 104 and the brake motor 107 drive the clutch pedal and the brake pedal to move to a point where there is no remaining stroke, and the load is the largest. The phase current sampling information reaches the maximum value, and the control unit 101 controls the clutch motor 104 and the brake motor 107 to remain in the current state.

[0069] Of course, to determine whether the clutch motor 104 and the brake motor 107 drive the clutch pedal and the brake pedal to move with remaining travel, the encoder information and the phase current sampling information can also be used to make a joint judgment. When the collected encoder information indicates that the motor speed stops or is relatively slow, and the phase current sampling information reaches or approaches the maximum value, the control unit 101 controls the clutch motor 104 and the brake motor 107 to remain in the current state. It can be understood that by making a joint judgment based on the encoder information and the phase current sampling information, it can be determined that the clutch pedal and the brake pedal are close to the travel limit when the motor speed is relatively slow and the phase current sampling information is close to the maximum value, and the clutch motor 104 and the brake motor 107 are promptly controlled to cut off the power supply, so as to avoid damage to the motor caused by continuous power supply. It should be noted that when the clutch pedal and the brake pedal are close to the travel limit, the engine and the gearbox of the vehicle have been separated, and the braking force has reached the maximum value. Therefore, the vehicle will not stall during emergency braking. Since the phase current sampling information of the clutch motor 104 and the brake motor 107 will reach a peak value at the moment of starting, the encoder information and the phase current sampling information are combined to determine whether the clutch pedal and the brake pedal have remaining travel, avoiding misjudgment based on the phase current sampling information and improving control accuracy and reliability.

[0070] Manual transmission vehicles stop by the clutch pedal and the brake pedal, which makes the vehicle smoother. If the vehicle is stopped only by the brake pedal, the engine is driving the gearbox. If the emergency brake is used to brake the gearbox, the gearbox will suffocate the engine, which may damage the gears inside the gearbox. Therefore, the technical solution of the embodiment of the present invention can also prevent the emergency automatic brake from causing damage to the vehicle.

[0071] Due to the limitation of the mechanical structure of the manual transmission vehicle, the clutch pedal needs to be pressed quickly and lifted slowly to reduce the impact of the clutch process between the engine and the gearbox; the brake pedal needs to be pressed slowly and lifted quickly to reduce the wear of the brake pads. Based on the control method required by the clutch pedal and the brake pedal, the clutch motor 104 and the brake motor 107 need to be rotated at variable speeds. If the clutch motor drive unit 102 and the brake motor drive unit 105 use relays, the control unit 101 controls the clutch motor 104 and the brake motor 107 to be energized by controlling the attraction of the relay, which can only make the clutch motor 104 and the brake motor 107 rotate at the rated speed. Therefore, it is necessary to control the clutch motor 104 and the brake motor 107 to rotate at variable speeds.

[0072] In an optional embodiment, the clutch motor drive unit 102 includes a first half-bridge drive unit 112 and a first full-bridge MOS tube unit 113; the clutch control end of the control unit 101 is connected to the control end of the first full-bridge MOS tube unit 113 via the first half-bridge drive unit 112;

[0073] The power supply end of the first full-bridge MOS tube unit 113 is connected to the first bus power supply end 114, and the driving end thereof is connected to the driving end of the clutch motor 104, so as to realize the driving control connection between the control unit 101 and the clutch motor 104;

[0074] The brake motor driving unit 105 includes a second half-bridge driving unit 115 and a second full-bridge MOS tube unit 116;

[0075] The brake control terminal of the control unit 101 is connected to the control terminal of the second full-bridge MOS tube unit 116 via the second half-bridge driving unit 115;

[0076] The power supply end of the second full-bridge MOS tube unit 116 is connected to the second bus power supply end 117, and the driving end thereof is connected to the driving end of the brake motor 107, so as to realize the driving control connection between the control unit 101 and the brake motor 107;

[0077] The first sampling terminal of the control unit 101 is connected to the first bus power supply terminal 114 for sampling; the second sampling terminal of the control unit 101 is connected to the second bus power supply terminal 117 for sampling.

[0078] Specifically, the first half-bridge driving unit 112 includes two groups of driving circuits, each of which includes a field effect tube, a current limiting resistor and a diode. In each group of driving circuits, the field effect tube G pole is connected in series with the current limiting resistor and then connected to the control unit 101, the field effect tube S pole is connected to GND, the diode is connected to the S pole and D pole of the field effect tube, and the D pole of the field effect tube is connected to the first full-bridge MOS tube unit 113. The first full-bridge MOS tube unit 113 is built into an H-bridge driving circuit by four field effect tubes, and the field effect tube can be selected from IRFS4610. Then, the clutch motor 104 can be controlled to rotate forward and reverse through the two I / O ports of the control unit 101, and the control unit 101 controls the PWM (Pulse Width Modulation) with different duty cycles to control the clutch motor 104 to rotate at different speeds. Similarly, the second half-bridge driving unit 115 has the same circuit structure as the first half-bridge driving unit 112, and the second full-bridge MOS tube unit 116 has the same circuit structure as the first full-bridge MOS tube unit 113. The forward and reverse rotation of the brake motor 107 is controlled by the other two I / O ports of the control unit 101.

[0079] The clutch motor drive unit 102 also includes a first drive chip, and the brake motor drive unit 105 also includes a second drive chip. The clutch control end of the control unit 101 is connected to the first half-bridge drive unit 112 via the first drive chip, and the brake control end of the control unit 101 is connected to the second half-bridge drive unit 115 via the second drive chip. The first drive chip and the first drive chip can be drive chip IR2181. The power supply of the control unit 101 can be selected from 3.3V and 5V, and the first bus voltage and the second bus voltage can be selected from 5V, 12V and 24V. In order to improve the versatility of the control system, a 12V DC voltage drive is preferably used. The torque generated during the rotation of the 12V clutch motor and brake motor can meet the use requirements. Through the first drive chip and the second drive chip, the 3.3V PWM signal emitted by the control unit 101 can control the forward and reverse rotation of the 12V clutch motor and brake motor.

[0080] In an optional embodiment, the system further includes: a communication unit 118;

[0081] The communication unit 118 is connected to a communication terminal of the control unit 101 .

[0082] Specifically, the communication mode of the communication unit 118 may be CAN bus communication or serial communication, and the control system may interact and communicate with other systems of the vehicle through the communication unit 118. For example: obtaining a signal that an emergency brake is required; or after the brake is completed, sending the current status to other systems of the vehicle. Among them, the emergency brake signal can be intelligently identified by a camera, or collected and obtained by a corresponding sensor, and the sensor may be a vehicle-mounted radar.

[0083] In order to improve the convenience of the control system of the embodiment of the present invention, the circuit structure is fixedly installed so that the control system can achieve automotive grade protection. Figure 2 , Figure 2 The external structure diagram of a manual transmission vehicle brake assist control system provided by an embodiment of the present invention, the control system also includes a housing 201, and the bottom of the two side surfaces of the housing 201 in the width direction are provided with hanging ears 202, and the housing 201 can be fixedly installed on the vehicle through the hanging ears 202. The end faces of the housing 201 along the length direction are all installed with panels 203, one of which is provided with a clutch motor interface 204, a brake motor interface 205, a clutch encoder interface 206 and a brake encoder interface 207, which are used for the signal output of the control system. The control system uses cables to connect the clutch motor and the brake motor through each interface, and the two ends of the cable use standard connectors; the other panel 203 is provided with a power interface 208, an indicator light 209 and a communication interface 210, the indicator light 209 is used to indicate the power state, and the power interface 208 and the communication interface 210 are used for the input of power and the plugging of communication cables respectively.

[0084] The embodiment of the present invention further provides a manual transmission vehicle brake assist control method, the method comprising:

[0085] S11, in response to the brake motor driving the brake connecting rod to move, controlling the clutch motor to drive the clutch connecting rod to move.

[0086] Specifically, the signal of the brake link movement can be obtained in a variety of ways. For example, a position sensor is installed on the brake link, and the position sensor is a proximity switch or a photoelectric switch. After the brake motor drives the brake link to move, the position sensor can obtain the signal, control the clutch motor to drive the clutch link to move, so that the engine and gearbox of the vehicle are separated through the clutch, thereby preventing the vehicle from stopping and stalling.

[0087] In order to improve the reliability of the control method and ensure that the clutch motor can normally drive the clutch connecting rod to move and the brake motor can normally drive the brake connecting rod to move, it is necessary to monitor the power supply status of the motor.

[0088] In an optional embodiment, before responding to the brake motor driving the brake connecting rod to move, the method further includes:

[0089] S10, determining whether the first driving voltage of the brake motor and the second driving voltage of the clutch motor are normal;

[0090] If so, monitor the state of the brake motor driving the brake connecting rod to move;

[0091] If not, a voltage alarm message is issued.

[0092] Specifically, it is determined whether the first driving voltage and the second driving voltage are normal. The normal standard is that the first driving voltage and the second driving voltage are not lower than the set voltage threshold, so that when driving the clutch motor and the brake motor, they can generate a normal torque to drive the connecting rod; otherwise it is abnormal. To determine whether it is normal, the power supply voltage of the first bus power supply terminal 114 and the second bus power supply terminal 117 can be obtained through a voltage sampling circuit. The voltage sampling circuit specifically includes a first bus voltage acquisition unit 119 and a second bus voltage acquisition unit 120. After the first bus voltage acquisition unit 119 and the second bus voltage acquisition unit 120 acquire the voltage, the voltage is converted into a digital quantity through an AD voltage chip to the control unit 101. The control unit 101 determines whether the first driving voltage and the second driving voltage are lower than the voltage threshold for the normal operation of the brake motor and the clutch motor. If it is lower than the voltage threshold, a voltage alarm message is issued. The voltage alarm message can be issued through a buzzer or a central control screen.

[0093] It should be noted that the brake motor and the clutch motor can be powered by the vehicle battery as a power source, and a first filtering unit and a second filtering unit can be set to filter the first bus power supply terminal 114 and the second bus power supply terminal 117 respectively to suppress and prevent interference from clutter in the power supply.

[0094] In an optional embodiment, after controlling the clutch motor to drive the clutch connecting rod to move, the method further includes:

[0095] S12, in response to the clutch motor rotating to the target position, controlling the clutch motor to keep the clutch connecting rod at the current position.

[0096] Specifically, since the clutch connecting rod drives the clutch pedal to move in a limited range, the motor rotation range is also limited. After the clutch motor rotates to the limit of the range, if it continues to rotate, there is a risk of damaging the motor or transmission components. The target position is set as the end of the clutch connecting rod's range, the clutch motor rotates to the target position, and the clutch motor is controlled to keep the clutch connecting rod at the current position, so that the engine and gearbox of the vehicle are kept in a clutch disengaged state after the vehicle stops.

[0097] Based on the same inventive concept as in the above-mentioned embodiment, the embodiment of the present invention further provides a manual transmission vehicle brake assist control device, the device comprising:

[0098] The first response module is used for controlling the clutch motor to drive the clutch connecting rod to move in response to the brake motor driving the brake connecting rod to move.

[0099] In an optional embodiment, the device further includes:

[0100] A first judging module, used for judging whether the first driving voltage of the brake motor and the second driving voltage of the clutch motor are normal before the first responding module works;

[0101] A first monitoring module is used to monitor the state of the brake motor driving the brake connecting rod to move when the first driving voltage of the brake motor and the second driving voltage of the clutch motor are normal;

[0102] The first alarm module is used to send out voltage alarm information when the first driving voltage of the brake motor and the second driving voltage of the clutch motor are abnormal.

[0103] The technical solution provided in the embodiments of the present invention has at least the following technical effects or advantages:

[0104] The present invention controls the clutch motor drive unit 102 to drive the clutch motor and the brake motor drive unit 105 to drive the brake motor through the control unit 101, and cooperates with the vehicle to perform emergency automatic braking, and then obtains the rotation state of the clutch motor and the brake motor through the clutch motor information acquisition unit 103 and the brake motor information acquisition unit 106. When there is no rotation state, the clutch connecting rod and the brake connecting rod are kept in the current position to complete the emergency automatic braking of the vehicle. It avoids the manual transmission vehicle from stalling when braking, ensures the safety of the driver and the vehicle, and also avoids damage to the mechanical parts of the vehicle, and improves the comfort of the driver and the passengers during emergency braking.

[0105] Since the electronic device introduced in this embodiment is an electronic device used to implement the information processing method in the embodiment of the present application, based on the information processing method introduced in the embodiment of the present application, a person skilled in the art can understand the specific implementation of the electronic device of the present embodiment and its various variations, so how the electronic device implements the method in the embodiment of the present application is not described in detail here. As long as a person skilled in the art implements the electronic device used by the information processing method in the embodiment of the present application, it belongs to the scope of protection of this application.

Claims

1. A manual transmission vehicle brake assist control system, characterized in that: The system comprises: a control unit, a clutch motor drive unit, a clutch motor information collection unit, a clutch motor, a brake motor drive unit, a brake motor information collection unit and a brake motor; The control unit drives and controls the clutch motor through the clutch motor drive unit to control the clutch motor to drive the clutch connecting rod; The control unit is also connected to the brake motor through the brake motor drive unit to drive the brake motor to drive the brake connecting rod; The clutch motor information acquisition unit has an output end connected to the control unit to output clutch motor sampling information to the control unit; The brake motor information acquisition unit, whose output end is connected to the control unit, outputs the brake motor sampling information to the control unit; When the brake assist control system needs to perform automatic emergency braking on the vehicle, the control unit controls the clutch motor drive unit to drive the clutch motor to rotate; at the same time, controls the brake motor drive unit to drive the brake motor to rotate; When the clutch motor and the brake motor are in a stalled state, the clutch motor information acquisition unit and the brake motor information acquisition unit obtain the state and then keep the clutch connecting rod and the brake connecting rod in the current state.

2. The manual transmission vehicle brake assist control system according to claim 1, characterized in that: The clutch motor information acquisition unit includes a clutch motor encoder acquisition unit; The clutch motor encoder acquisition unit is connected to the control unit to transmit the acquired encoder information of the clutch motor to the control unit; The brake motor information acquisition unit includes a brake motor encoder acquisition unit; The brake motor encoder acquisition unit is connected to the control unit to transmit the acquired encoder information of the brake motor to the control unit.

3. The manual transmission vehicle brake assist control system according to claim 2, characterized in that: The clutch motor information acquisition unit also includes a clutch motor phase current acquisition unit; The clutch motor phase current acquisition unit is connected to the control unit to transmit the acquired phase current sampling information of the clutch motor to the control unit; The brake motor information acquisition unit also includes a brake motor phase current acquisition unit; The brake motor phase current acquisition unit is connected to the control unit to transmit the acquired phase current sampling information of the brake motor to the control unit.

4. The manual transmission vehicle brake assist control system according to claim 1, characterized in that: The clutch motor drive unit includes a first half-bridge drive unit and a first full-bridge MOS tube unit; the clutch control end of the control unit is connected to the control end of the first full-bridge MOS tube unit via the first half-bridge drive unit; The power supply end of the first full-bridge MOS tube unit is connected to the first bus power supply end, and the driving end thereof is connected to the driving end of the clutch motor, so as to realize the driving control connection between the control unit and the clutch motor; The brake motor drive unit includes a second half-bridge drive unit and a second full-bridge MOS tube unit; The brake control terminal of the control unit is connected to the control terminal of the second full-bridge MOS tube unit via the second half-bridge driving unit; The power supply end of the second full-bridge MOS tube unit is connected to the second bus power supply end, and the driving end thereof is connected to the driving end of the brake motor, so as to realize the driving control connection between the control unit and the brake motor; The first sampling end of the control unit is connected to the first bus power supply end for sampling; the second sampling end of the control unit is connected to the second bus power supply end for sampling.

5. The manual transmission vehicle brake assist control system according to any one of claims 1 to 4, characterized in that: The system further comprises: a communication unit; The communication unit is connected to the communication end of the control unit.

6. A manual transmission vehicle brake assist control method, applied to the manual transmission vehicle brake assist control system according to claims 1-5, characterized in that: The method comprises: In response to the brake motor driving the brake connecting rod to move, the clutch motor is controlled to drive the clutch connecting rod to move.

7. The manual transmission vehicle brake assist control method according to claim 6, characterized in that: Before the brake motor drives the brake connecting rod to move, the method further includes: Determine whether the first driving voltage of the brake motor and the second driving voltage of the clutch motor are normal; If so, monitor the state of the brake motor driving the brake connecting rod to move; If not, a voltage alarm message is issued.

8. The manual transmission vehicle brake assist control method according to claim 6, characterized in that: After controlling the clutch motor to drive the clutch connecting rod to move, the method further includes: In response to the clutch motor rotating to the target position, the clutch motor is controlled to keep the clutch link at a current position.

9. A manual transmission vehicle brake assist control device, applied to the manual transmission vehicle brake assist control system according to claims 1-5, characterized in that: The device comprises: The first response module is used for controlling the clutch motor to drive the clutch connecting rod to move in response to the brake motor driving the brake connecting rod to move.

10. The manual transmission vehicle brake assist control device according to claim 9, characterized in that: The device also includes: A first judging module, used for judging whether the first driving voltage of the brake motor and the second driving voltage of the clutch motor are normal before the first responding module works; A first monitoring module is used to monitor the state of the brake motor driving the brake connecting rod to move when the first driving voltage of the brake motor and the second driving voltage of the clutch motor are normal; The first alarm module is used to send out voltage alarm information when the first driving voltage of the brake motor and the second driving voltage of the clutch motor are abnormal.

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