Brake booster control method and device, computer storage medium and brake booster

Abstract

This invention relates to a brake assist control method, the method comprising: determining a travel difference between a braking force transmission component and an assist transmission component; determining a travel difference offset value when a brake pedal force is applied to the braking force transmission component and the braking force transmission component has no displacement relative to the assist transmission component; and adjusting the torque output by the brake assist based on the travel difference and the travel difference offset value. This invention also relates to a brake assist control device, a computer storage medium, a brake assist device and its control equipment, and a braking system for a vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking, and more specifically, to a braking assist control method and apparatus, a computer storage medium, a braking booster and its control equipment, and a braking system. Background Technology

[0002] DE 202010017605 U1 describes an electromechanical brake booster and a method and apparatus for operating the electromechanical brake booster. To control / adjust the electromechanical brake booster, a motor of the electromechanical brake booster is operated by means of a signal from a stroke difference sensor, which determines the stroke difference between the input rod of the braking system equipped with the electromechanical brake booster and the body of the electromechanical brake booster. Summary of the Invention

[0003] According to one aspect of the present invention, a brake assist control method is provided, the method comprising: determining a travel difference (DTS signal) between a braking force transmission assembly (e.g., an input lever or control lever) and an assist transmission assembly (e.g., a valve body and / or body of a brake booster); determining a travel difference offset (DTS Offset) when a brake pedal force is applied to the braking force transmission assembly and the braking force transmission assembly has no displacement relative to the assist transmission assembly; and adjusting the torque output by the brake booster based on the travel difference and the travel difference offset.

[0004] As a supplement or replacement to the above scheme, in the above brake assist control method, determining the stroke difference between the braking force transmission component and the assist transmission component includes: using a sensor to determine the stroke difference, wherein the sensor is a linear displacement sensor.

[0005] As a supplement or replacement to the above scheme, in the above brake assist control method, determining the travel difference offset value when the brake force transmission component is subjected to brake pedal force and the brake force transmission component has no displacement relative to the assist transmission component includes: pre-storing a first travel difference offset value, the first travel difference offset value being a pre-determined travel difference offset value stored in a memory; receiving a second travel difference offset value, the second travel difference offset value being a newly determined travel difference offset value; comparing the second travel difference offset value with the first travel difference offset value and determining the difference between the two offset values; and if the difference is less than a first threshold, replacing the first travel difference offset value with the second travel difference offset value and using the second travel difference offset value as the travel difference offset value for adjusting the torque output of the brake assist device.

[0006] As a supplement or replacement to the above scheme, in the above brake assist control method, determining the travel difference offset value when the brake force transmission component is subjected to brake pedal force and the brake force transmission component has no displacement relative to the assist transmission component further includes: if the difference value is greater than or equal to the first threshold, then incrementing the counter value by 1; determining whether the counter value is greater than the second threshold; if so, replacing the first travel difference offset value with the second travel difference offset value and using the second travel difference offset value as the travel difference offset value for adjusting the torque output of the brake assist; otherwise, using the first travel difference offset value as the travel difference offset value for adjusting the torque output of the brake assist.

[0007] As a supplement or replacement to the above scheme, in the above brake assist control method, the first threshold is 0.05 mm and the second threshold is 3.

[0008] As a supplement or replacement to the above solution, in the above brake assist control method, adjusting the output torque of the brake booster based on the stroke difference and the stroke difference offset value includes: calculating the difference between the stroke difference and the stroke difference offset value as a compensated stroke difference; determining a target torque based on the compensated stroke difference; and controlling the output torque of the motor of the brake booster based on the target torque.

[0009] According to another aspect of the present invention, a brake assist control device is provided, the device comprising: a first determining unit for determining a travel difference between a braking force transmission component and an assist transmission component; a second determining unit for determining a travel difference offset value when a brake pedal force is applied to the braking force transmission component and the braking force transmission component has no displacement relative to the assist transmission component; and an adjusting unit for adjusting the torque output by the brake assist based on the travel difference and the travel difference offset value.

[0010] As a supplement or replacement to the above solution, in the above-mentioned brake assist control device, the first determining unit is configured to determine the travel difference using a sensor, wherein the sensor is a linear displacement sensor.

[0011] As a supplement or replacement to the above solution, in the above-mentioned brake assist control device, the second determining unit includes: a memory for pre-storing a first travel difference offset value, wherein the first travel difference offset value is a travel difference offset value predetermined and stored in the memory; a receiving module for receiving a second travel difference offset value, wherein the second travel difference offset value is a newly determined travel difference offset value; a comparison module for comparing the second travel difference offset value with the first travel difference offset value and determining the difference between the two offset values; and a control module for replacing the first travel difference offset value with the second travel difference offset value when the difference is less than a first threshold value, and using the second travel difference offset value as the travel difference offset value for adjusting the torque output of the brake assist device.

[0012] As a supplement or replacement to the above scheme, in the above brake assist control device, the second determining unit further includes: an addition module, used to increment the counter value by 1 when the difference is greater than or equal to the first threshold; a judgment module, used to determine whether the count value is greater than the second threshold; and the control module is further configured to replace the first travel difference offset value with the second travel difference offset value when the count value is greater than the second threshold and use the second travel difference offset value as the travel difference offset value for adjusting the torque output of the brake assist.

[0013] As a supplement or replacement to the above solution, in the above brake assist control device, the first threshold is 0.05 mm and the second threshold is 3 mm.

[0014] As a supplement or replacement to the above solution, in the above brake assist control device, the adjustment unit includes: a calculation module, used to calculate the difference between the stroke difference and the stroke difference offset value as a compensated stroke difference; a torque determination module, used to determine the target torque based on the compensated stroke difference; and a torque output control module, used to control the torque output by the motor of the brake assist device based on the target torque.

[0015] According to another aspect of the present invention, a computer storage medium is provided, the medium including instructions that, when executed, perform the brake assist control method as described above.

[0016] According to another aspect of the invention, a control device (e.g., ECU) for a brake booster is provided, the control device including the brake booster control device as described above.

[0017] According to another aspect of the present invention, a brake booster is provided, the brake booster comprising: a braking force transmission assembly; a booster transmission assembly; and a control device as described above for controlling a motor.

[0018] As a supplement or replacement to the above solution, in the above brake booster, the braking force transmission component is an input rod.

[0019] As a supplement or replacement to the above solution, in the above brake booster, the booster transmission component is the valve body and / or the main body of the brake booster.

[0020] According to another aspect of the invention, a braking system for a vehicle is provided, comprising the brake booster as described above.

[0021] The brake assist control scheme of this invention can determine (or update) the travel difference offset (DTS Offset) value when the brake force transmission component is subjected to brake pedal force and the brake force transmission component has no displacement relative to the assist transmission component; and adjust the output torque of the brake booster based on both the travel difference (DTS signal) and the travel difference offset (DTS Offset). This ensures the accuracy of the compensated travel difference and provides appropriate output torque. This avoids the problem of insufficient brake assist caused by inaccurate travel difference offset values ​​determined in some driving situations, which in turn makes the brake pedal "heavy". Attached Figure Description

[0022] The above and other objects and advantages of the present invention will become more fully clear from the following detailed description taken in conjunction with the accompanying drawings, wherein the same or similar elements are indicated by the same reference numerals.

[0023] Figure 1 A schematic diagram of a brake booster according to an embodiment of the present invention is shown;

[0024] Figure 2 A schematic diagram of a brake assist control method according to an embodiment of the present invention is shown; and

[0025] Figure 3 A schematic diagram of a brake assist control device according to an embodiment of the present invention is shown. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the present invention clearer, specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it.

[0027] It should also be noted that, for ease of description, the accompanying drawings show only the parts relevant to the invention and not all of them. Before discussing exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe the operations (or steps) as sequential processes, many of the operations can be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the operations can be rearranged. The process can be terminated when its operation is completed, but it may also have additional steps not included in the drawings. The process may correspond to a method, function, procedure, subroutine, subprogram, etc.

[0028] It should be understood that the term "vehicle" or other similar terms used herein include motor vehicles in general, such as passenger cars (including SUVs, buses, trucks, etc.), various commercial vehicles, etc., and includes hybrid vehicles, electric vehicles, etc. A hybrid vehicle is a vehicle with two or more power sources, such as a gasoline-powered and an electric vehicle.

[0029] Although exemplary embodiments are described as using multiple units to perform exemplary processes, it should be understood that these exemplary processes may also be performed by one or more modules.

[0030] Furthermore, the control logic of the present invention can be included as executable program instructions on a computer-readable medium, which are implemented by a processor or the like. Examples of computer-readable media include, but are not limited to, ROM, RAM, optical discs, magnetic tapes, floppy disks, flash drives, smart cards, and optical data storage devices. The computer-readable recording medium can also be distributed across a networked computer system, enabling distributed storage and implementation of the computer-readable medium, for example, via in-vehicle telecommunications services or a Controller Area Network (CAN).

[0031] Unless specifically mentioned or obvious from the context, the term “approximately” as used herein shall be understood as being within the range of normal tolerances in the art, such as within 2 standard deviations of the mean.

[0032] In the following, the brake assist control schemes according to various exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0033] Figure 1 A schematic diagram of a brake booster 10 according to an embodiment of the present invention is shown. The brake booster 10 can be an electromechanical brake force amplifier. It should be noted that... Figure 1 The brake booster 10 shown schematically is not limited to use in a specific type of braking system. Braking systems equipped with or including the brake booster 10 can be used in a variety of different types of vehicles.

[0034] In one embodiment, the brake booster 10 acts on the master cylinder (not shown) in a manner controlled by the brake pedal 24. If the brake booster 10 malfunctions, it is controlled by the brake pedal 24 in an auxiliary or direct manner. If the braking system management unit mandates braking based on data collected by sensors or external constraints (e.g., for safety or other reasons), the brake booster 10 is controlled autonomously.

[0035] like Figure 1 As shown, a braking force transmission assembly 14 is illustrated. In this embodiment, the braking force transmission assembly 14 can be an input lever or a control lever. One end of the braking force transmission assembly 14 is connected to the brake pedal 24, and the other end is connected to a plunger, which acts on the thrust rod 28 through a reaction disc 26, thereby forming a direct drive chain between the brake pedal 24 and the master cylinder.

[0036] Independent of the action on the brake pedal 24, the brake booster 10 acts on the thrust rod 28 via the booster transmission assembly 14 in a manner that is additional to or parallel to the action on the brake pedal 24, thereby providing braking assistance. Figure 1 The middle part can be a valve body 12 and / or a boost body 22.

[0037] Depending on the operating mode of the motor (not shown), displacement movement along the braking application direction 18 can be applied to the valve body 12. In other words, the assistance applied to the valve body 12 by the motor is adjustable, moving from its initial position (without force applied) along the braking application direction 18 by a stroke x1. The motor used to displace or move the valve body 12 can be the motor of the brake booster 10 (as a sub-component) or a motor located outside the brake booster (e.g., as a separate component).

[0038] As an example, the valve body 12 can be connected to a motor via the brake booster body 20, so that the operation of the motor drives the movement of the brake booster body 20, and thus causes the valve body 12 to be displaced along the braking application direction 18.

[0039] exist Figure 1 In this embodiment, the braking force transmission assembly 14 abuts against the valve body 12 via a return spring 22. It should be noted, of course, that the brake booster 10 having a return spring 22 is only one optional embodiment. For example, in another embodiment, the input rod is threaded and does not have a return spring 22. Figure 1 As shown, the brake drive component 24 can be connected to or attached to the brake force transmission assembly 14. By transmitting the braking force applied by the driver, the brake force transmission assembly 14 moves away from its initial position (without external force) to a stroke x2.

[0040] exist Figure 1 In this embodiment, both the braking force transmission assembly 14 and the power assist transmission assembly (e.g., valve body 12) are in contact with a first side of the reaction disc 26. A thrust rod 28 (only a portion is shown) acts on a second side of the reaction disc 26 (opposite to the first side). It should be noted that the above-described brake booster 10 with a reaction disc 26 and a thrust rod 28 is merely an example, and various variations are possible.

[0041] Figure 1 The brake booster 10 also includes a buffer member 16, which ensures that the braking force transmission assembly 14 (e.g., input lever or control lever) is not jammed, squeezed, or hard abutted during the movement of the valve body 12 along the braking application direction 18. It should be noted that the above-described brake booster 10 with the buffer member 16 is only an example, and various different variations are possible.

[0042] To control / adjust the brake booster 10, a linear displacement sensor is used to measure the stroke difference (i.e., x1-x2) between the braking force transmission assembly 14 (e.g., input lever or control lever) and the booster transmission assembly (e.g., valve body 12 and / or body 20 of the brake booster). This stroke difference is sent to a controller (not shown), which calculates the torque that the motor should produce based on the stroke difference, thereby controlling the motor for the brake booster 10. However, since there are some non-human errors in the sensor signal (DTS signal) (e.g., errors due to installation or component manufacturing processes), a stroke difference offset value (DTSoffset) is set to compensate for these errors. The compensated stroke difference (differential stroke) is obtained by subtracting the stroke difference measured by the sensor from the stroke difference offset value, i.e., differential stroke = DTS signal – DTS offset.

[0043] Generally, the travel difference offset value is set when the brake booster 10 enters the idle mode (e.g., TTI (Transition To Idle)). That is, without any external force (e.g., brake pedal force), the travel difference measured by the sensor is obtained, and the compensated travel difference is made to 0 by DTS offset. In other words, the travel difference value measured by the sensor in the idle mode is used as the travel difference offset value.

[0044] In some situations, due to driving habits, the driver's foot may rest lightly on the brake pedal for an extended period. If the brake pedal is depressed for a considerable time (e.g., more than 6 seconds), the brake booster's operating mode will switch from active mode (e.g., LBR (Local Brake Request) mode) to idle mode (e.g., TTI mode), at which point the travel difference offset value is set. However, because the brake pedal is still depressed (e.g., the input lever remains at a 0.5mm position), the value measured by the linear displacement sensor is based on a pre-existing external force, and this measurement is used to update the original travel difference offset value. The updated travel difference offset value is inaccurate due to human factors (e.g., the driver's foot resting on the brake pedal for an extended period). Calculating motor assist based on this inaccurate value will result in lower motor assist for the next braking action with the same pedal force, or the brake pedal feeling "heavier" to the user (i.e., the "compensated travel difference" is still less than the actual travel).

[0045] refer to Figure 2 It shows a schematic diagram of a brake assist control method 2000 according to an embodiment of the present invention. Figure 2 As shown, method 2000 includes the following steps:

[0046] In step S210, the travel difference (DTS signal) between the braking force transmission assembly (e.g., input lever or control lever) and the assist transmission assembly (e.g., valve body and / or body of the brake booster) is determined.

[0047] In step S220, a travel difference offset value is determined when a brake pedal force is applied to the braking force transmission assembly and the braking force transmission assembly has no displacement relative to the power assist transmission assembly; and

[0048] In step S230, the torque output by the brake booster is adjusted based on the travel difference and the travel difference offset value.

[0049] In the above embodiments, a "brake force transmission assembly" refers to a component of a brake booster that transmits the driver's braking force applied by actuation of a brake control element (e.g., brake pedal) to at least one piston in the master brake cylinder. This brake force transmission assembly may be, for example, an input lever or a control lever. Correspondingly, a "boost transmission assembly" refers to a brake booster assembly that transmits the (actual) boost applied by a motor inside or outside the brake booster to at least one piston in the master brake cylinder. In one or more embodiments, this boost transmission assembly may be the valve body and / or booster body of the brake booster.

[0050] In one embodiment, step S210 may include using a sensor to determine the travel difference (DTSsignal) between the braking force transmission assembly (e.g., an input lever or control lever) and the assist transmission assembly (e.g., the valve body and / or body of a brake booster), wherein the sensor may be, for example, a linear displacement sensor.

[0051] In one embodiment, the stroke difference (DTS signal) indicates a relative displacement between the valve body and the input lever, which can be measured by a sensor mounted on the valve body. For example, when the brake booster is not engaged, the DTS signal is 0. As the input lever moves forward, the DTS signal displays a positive value, and conversely, as the lever moves backward, the DTS signal is negative. That is, when the pedal is normally not depressed, the DTS signal is 0, but due to errors in installation or component manufacturing processes, the DTS signal may deviate (becoming positive or negative) in the undepressed state. Therefore, a stroke difference offset value is needed to compensate for this, returning the system's starting point (e.g., through software setting) to 0. The compensated stroke difference is obtained by subtracting the stroke difference measured by the sensor from the stroke difference offset value, i.e., differential stroke = DTS signal – DTS offset. In one embodiment, the compensated stroke difference is used as the basis for braking system calculations.

[0052] It should be noted that in the brake assist control method 2000, step S220, "determining the travel difference offset value when the brake force transmission assembly is subjected to brake pedal force and the brake force transmission assembly has no displacement relative to the assist transmission assembly," does not mean determining the travel difference offset value "only" when the brake force transmission assembly is subjected to brake pedal force and the brake force transmission assembly has no displacement relative to the assist transmission assembly. Rather, it is intended to exclude the validity of the travel difference offset value received or determined when "there is displacement between the brake force transmission assembly and the assist transmission assembly due to external force." If the generation of the travel difference offset value includes human factors (e.g., the driver's foot resting on the brake pedal for an extended period), displacement will occur between the brake force transmission assembly and the assist transmission assembly. This travel difference offset value is inaccurate, and calculating the motor assist based on this inaccurate travel difference offset value will result in lower motor assist being obtained when using the same pedal braking force on the next braking action, or the brake pedal becoming "heavier" for the user.

[0053] In one embodiment, step S220 may include: pre-storing a first travel difference offset value, the first travel difference offset value being a pre-determined travel difference offset value stored in a memory (i.e., an initial travel difference offset value); receiving a second travel difference offset value (i.e., a new travel difference offset value), the second travel difference offset value being a newly determined travel difference offset value; comparing the second travel difference offset value with the first travel difference offset value and determining the difference between the two offset values; and if the difference is less than a first threshold (e.g., 0.05 mm), replacing the first travel difference offset value with the second travel difference offset value and storing it in the memory, i.e., the second travel difference offset value is used as the travel difference offset value for subsequent correction of the brake booster output. By determining that the difference is less than the first threshold (which can be set in advance), it can be basically determined that the newly generated travel difference offset value is not generated by the driver's operation, so the new value (i.e., the second travel difference offset value) can replace the old value (i.e., the first travel difference offset value) as the travel difference offset value used to adjust the torque output of the brake booster.

[0054] In one embodiment, step S220 further includes: if the difference is greater than or equal to the first threshold (0.05 mm), incrementing the counter by 1; determining whether the count value (e.g., the initial value of the counter is 0) is greater than a second threshold (e.g., 3); if so, replacing the first travel difference offset value with the second travel difference offset value and storing it in the memory, i.e., the second travel difference offset value is used as the travel difference offset value for subsequent correction assist output. Otherwise, the first travel difference offset value is still retained in the memory and used as the travel difference offset value for adjusting the torque output of the brake booster. That is, if a newly generated travel difference offset value is greater than a preset first threshold multiple times (e.g., more than 3 times), it can be determined that the newly generated travel difference offset value is not generated by the driver's operation, so the new value (i.e., the second travel difference offset value) can replace the old value (i.e., the first travel difference offset value) and store the new value in the memory for use as the travel difference offset value for subsequent correction assist output. However, if the number of occurrences does not exceed the second threshold (e.g., 3 times), it is considered that the newly generated travel difference offset value (i.e., the second travel difference offset value) may be generated due to the driver's operation. Therefore, the new value is not adopted, and the old value (i.e., the first travel difference offset value) is still retained in the memory to be used as the operating parameter for the next braking assist.

[0055] In one embodiment, step S230 includes: calculating the difference between the stroke difference and the stroke difference offset value as a compensated stroke difference; determining a target torque based on the compensated stroke difference; and controlling the torque output by the brake booster based on the target torque. Determining the target torque by using the compensated stroke difference ensures that the brake booster outputs appropriate torque, avoiding the problem of insufficient brake assist causing the brake pedal to become "heavy" in certain driving situations.

[0056] Go to Figure 3 , Figure 3 A schematic diagram of a brake assist control device 3000 according to an embodiment of the present invention is shown. Figure 3 As shown, the brake assist control device 3000 includes a first determining unit 310, a second determining unit 320, and an adjusting unit 330. The first determining unit 310 determines the travel difference between the braking force transmission assembly and the assist transmission assembly. The second determining unit 320 determines a travel difference offset value when the braking force transmission assembly is subjected to a brake pedal force and there is no displacement of the braking force transmission assembly relative to the assist transmission assembly. The adjusting unit 330 adjusts the torque output by the brake assist device based on the travel difference and the travel difference offset value.

[0057] In the above embodiments, a "brake force transmission assembly" refers to a component of a brake booster that transmits the driver's braking force applied by actuation of a brake control element (e.g., brake pedal) to at least one piston in the master brake cylinder. This brake force transmission assembly may be, for example, an input lever or a control lever. Correspondingly, a "boost transmission assembly" refers to a brake booster assembly that transmits the (actual) boost applied by a motor inside or outside the brake booster to at least one piston in the master brake cylinder. In one or more embodiments, this boost transmission assembly may be the valve body and / or booster body of the brake booster.

[0058] In one embodiment, the first determining unit 310 is configured to determine the travel difference using a sensor, which may be, for example, a linear displacement sensor.

[0059] In one embodiment of the brake booster control device 3000, the stroke difference (DTS signal) indicates a relative displacement between the valve body and the input lever, which can be measured by a sensor mounted on the valve body. For example, when the brake booster is not engaged, the DTS signal is 0. As the input lever moves forward, the DTS signal displays a positive value, and conversely, as the lever moves backward, the DTS signal is negative. That is, when the pedal is normally not depressed, the DTS signal is 0, but due to errors in installation or component manufacturing processes, the DTS signal may deviate (becoming positive or negative) in the undepressed state. Therefore, a stroke difference offset value is needed to compensate for this, returning the system's starting point (e.g., through software setting) to 0. The compensated stroke difference is obtained by subtracting the stroke difference measured by the sensor from the stroke difference offset value, i.e., differential stroke = DTS signal – DTS offset. In one embodiment, the compensated stroke difference is used as the basis for braking system calculations.

[0060] In one embodiment of the aforementioned brake assist control device 3000, although Figure 3(Not shown in the diagram) The second determining unit 320 may include a memory, a receiving module, a comparison module, and a control module. The memory is used to pre-store a first travel difference offset value, which is a pre-determined travel difference offset value stored in the memory. The receiving module is used to receive a second travel difference offset value, which is a newly determined travel difference offset value. The comparison module is used to compare the second travel difference offset value with the first travel difference offset value and determine the difference between the two offset values. The control module is used to replace the first travel difference offset value with the second travel difference offset value when the difference is less than a first threshold (e.g., 0.5 mm), and uses the second travel difference offset value as the travel difference offset value for adjusting the torque output of the brake booster. By determining that the difference is less than the first threshold (which can be set in advance), it can be basically determined that the newly generated travel difference offset value is not generated by the driver's operation. Therefore, the new value (i.e., the second travel difference offset value) can replace the old value (i.e., the first travel difference offset value), and the new value can be used as the travel difference offset value for subsequent correction of the assist output. Therefore, in this embodiment, the second determining unit 320 is configured to determine whether to adopt the new value based on whether the newly generated travel difference offset value is generated by the driver's operation (rather than measurement error), that is, to determine the travel difference offset value when the brake force transmission assembly is subjected to brake pedal force and the brake force transmission assembly has no displacement relative to the power assist transmission assembly.

[0061] It should be noted that the second determining unit 320 does not determine the travel difference offset value "only" when the braking force transmission assembly is subjected to brake pedal force and the braking force transmission assembly has no displacement relative to the assist transmission assembly. Rather, it is intended to exclude the validity of the travel difference offset value received or determined when "there is displacement between the braking force transmission assembly and the assist transmission assembly due to the applied force." If the travel difference offset value is generated by human factors (e.g., the driver's foot resting on the brake pedal for an extended period), there will be displacement between the braking force transmission assembly and the assist transmission assembly. This travel difference offset value is inaccurate, and calculating the motor assist based on this inaccurate travel difference offset value will result in lower motor assist being obtained with the same pedal braking force on the next braking action, or the brake pedal becoming "heavier" for the user.

[0062] In one embodiment, the second determining unit 320 further includes an addition module and a judgment module. The addition module increments the counter value by 1 when the difference is greater than or equal to the first threshold. The judgment module determines whether the count value is greater than a second threshold (e.g., 3). The control module is configured to replace the first travel difference offset value with the second travel difference offset value when the count value is greater than the second threshold, and use the second travel difference offset value as the travel difference offset value for adjusting the torque output of the brake booster. That is, if a newly generated travel difference offset value exceeds a preset first threshold multiple times (e.g., more than 3 times), the control module can also determine that the newly generated travel difference offset value is not generated by the driver's operation, and therefore can replace the old value (i.e., the first travel difference offset value) with the new value (i.e., the second travel difference offset value) and store the new value in memory (as the travel difference offset value for subsequent correction of the booster output). However, if the number of occurrences does not exceed the second threshold (e.g., 3 times), the control module considers that the newly generated travel difference offset value (i.e., the second travel difference offset value) may be generated due to the driver's operation. Therefore, the new value is not adopted, and the old value (i.e., the first travel difference offset value) is still retained in the memory to be used as the operating parameter for the next braking assist.

[0063] although Figure 3 Not shown in the figure, in one embodiment, the adjustment unit 330 includes: a calculation module for calculating the difference between the travel difference and the travel difference offset value as a compensated travel difference; a torque determination module for determining a target torque based on the compensated travel difference; and a torque output control module for controlling the torque output by the motor of the brake booster based on the target torque.

[0064] In summary, the brake assist control scheme of the embodiments of the present invention can determine the validity of the travel difference offset value (DTS Offset) based on the cause of the travel difference offset value (e.g., whether it is caused by system reasons or human reasons), and adjust the output torque of the brake booster based on both the travel difference (DTS signal) and the travel difference offset value (DTS Offset). This can ensure the accuracy of the compensated travel difference and provide appropriate output torque, avoiding the problem of insufficient brake assist in certain driving situations, which leads to the brake pedal becoming "heavy".

[0065] Although the foregoing specification describes only some embodiments of the invention, those skilled in the art will understand that the invention can be implemented in many other forms without departing from its spirit and scope. Therefore, the examples and embodiments shown are to be considered illustrative rather than restrictive, and the invention may encompass various modifications and substitutions without departing from the spirit and scope of the invention as defined in the appended claims.

Claims

1. A braking assist control method, characterized in that, The method includes: Determine the stroke difference between the braking force transmission component and the power assist transmission component in the brake booster; Determine the travel difference offset value when the braking force transmission assembly is subjected to a brake pedal force and the braking force transmission assembly has no displacement relative to the power assist transmission assembly; and The torque output of the brake booster is adjusted based on the travel difference and the travel difference offset value. Determining the travel difference offset value when the braking force transmission assembly is subjected to a brake pedal force and the braking force transmission assembly has no displacement relative to the power assist transmission assembly includes: A first travel difference offset value is pre-stored, and the first travel difference offset value is a travel difference offset value that is predetermined and stored in the memory; Receive the second travel difference offset value, which is a newly determined travel difference offset value; The second travel difference offset value is compared with the first travel difference offset value, and the difference between the two offset values ​​is determined; and When the difference is less than a first threshold, the second travel difference offset value replaces the first travel difference offset value, and the second travel difference offset value is used as the travel difference offset value for adjusting the torque output of the brake booster.

2. The braking assist control method as described in claim 1, wherein, Determining the stroke difference between the braking force transmission assembly and the power assist transmission assembly includes: The travel difference is determined using a sensor, wherein the sensor is a linear displacement sensor.

3. The braking assist control method as described in claim 1, wherein, Determining the travel difference offset value when the braking force transmission assembly is subjected to a brake pedal force and there is no displacement of the braking force transmission assembly relative to the power assist transmission assembly further includes: When the difference is greater than or equal to the first threshold, the counter value is incremented by 1; Determine whether the count value is greater than the second threshold; If so, the second travel difference offset value replaces the first travel difference offset value, and the second travel difference offset value is used as the travel difference offset value for adjusting the torque output of the brake booster; otherwise, the first travel difference offset value is retained in the memory, and the first travel difference offset value is used as the travel difference offset value for adjusting the torque output of the brake booster.

4. The braking assist control method as described in claim 3, wherein, The first threshold is 0.05 mm, and the second threshold is 3 mm.

5. The braking assist control method as described in claim 1, wherein, Adjusting the torque output of the brake booster based on the travel difference and the travel difference offset value includes: The difference between the travel difference and the travel difference offset value is calculated as the compensated travel difference; The target torque is determined based on the compensated stroke difference; and The torque output of the motor of the brake booster is controlled based on the target torque.

6. A brake assist control device, characterized in that, The device includes: The first determining unit is used to determine the stroke difference between the braking force transmission component and the power transmission component in the brake booster; The second determining unit is configured to determine a travel difference offset value when the braking force transmission assembly is subjected to a brake pedal force and the braking force transmission assembly has no displacement relative to the power assist transmission assembly; and An adjustment unit is used to adjust the torque output by the brake booster based on the travel difference and the travel difference offset value. The second determining unit includes: A memory is used to pre-store a first travel difference offset value, wherein the first travel difference offset value is a travel difference offset value that is predetermined and stored in the memory; The receiving module is used to receive the second travel difference offset value, wherein the second travel difference offset value is a newly determined travel difference offset value; The comparison module is used to compare the second travel difference offset value with the first travel difference offset value and determine the difference between the two offset values; and The control module is configured to replace the first travel difference offset value with the second travel difference offset value when the difference is less than a first threshold, and use the second travel difference offset value as the travel difference offset value for adjusting the torque output of the brake booster.

7. The brake assist control device as described in claim 6, wherein, The first determining unit is configured to determine the travel difference using a sensor, wherein the sensor is a linear displacement sensor.

8. The brake assist control device as described in claim 6, wherein, The second determining unit further includes: An addition module is used to increment the counter value by 1 when the difference is greater than or equal to the first threshold. The judgment module is used to determine whether the count value is greater than the second threshold. Furthermore, the control module is configured to replace the first travel difference offset value with the second travel difference offset value when the count value is greater than the second threshold, and to use the second travel difference offset value as the travel difference offset value for adjusting the torque output of the brake booster.

9. The brake assist control device as described in claim 8, wherein, The first threshold is 0.05 mm, and the second threshold is 3 mm.

10. The brake assist control device as claimed in claim 6, wherein, The adjustment unit includes: The calculation module is used to calculate the difference between the travel difference and the travel difference offset value as the compensated travel difference; A torque determination module is used to determine the target torque based on the compensated stroke difference; and A torque output control module is used to control the torque output by the motor of the brake booster based on the target torque.

11. A computer storage medium, characterized in that, The medium includes instructions that, when executed, perform the brake assist control method as described in any one of claims 1 to 5.

12. A control device for a brake booster, characterized in that, The control device includes a brake assist control device as described in any one of claims 6 to 10.

13. A brake booster, characterized in that, The brake booster includes: Braking force transmission components; Assist in the delivery of components; and The control device as described in claim 12 for controlling the motor.

14. The brake booster as claimed in claim 13, wherein, The braking force transmission component is an input rod.

15. The brake booster as claimed in claim 13, wherein, The power assist transmission component is the valve body and / or the main body of the brake booster.

16. A braking system for a vehicle, comprising a brake booster as claimed in any one of claims 13 to 15.

Images