Control method, device and equipment of cruise brake system and storage medium

Abstract

The application provides a control method, device and equipment of a cruise braking system and a storage medium. The method comprises the following steps: after receiving a cruise mode starting signal, acquiring a real-time vehicle speed of a current vehicle; determining a vehicle speed range according to a target vehicle speed and a preset threshold; setting a mode of the cruise braking system according to the vehicle speed range and the real-time vehicle speed, the mode of the cruise braking system being one of a downhill mode, an uphill mode or a constant speed mode, the downhill mode or the uphill mode being braking through an engine auxiliary brake, and the braking modes of the downhill mode and the uphill mode being different; repeatedly acquiring the real-time vehicle speed of the current vehicle to determine the mode of the cruise braking system until a cruise mode stopping signal is received to end the process. The method of the application solves the problem of insufficient cruise smoothness caused by a long gear shifting time during downhill braking and uphill shifting of an automatic transmission commercial vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the auxiliary driving technology of commercial automatic transmission cars, and particularly to a control method and device of a cruise braking system, an equipment and a storage medium. BACKGROUND

[0002] With the development of science and technology, cars, as indispensable means of transportation in people's lives, are also endowed with more functions. Among them, the emergence of the cruise braking system reduces the probability of traffic accidents caused by fatigue driving of drivers.

[0003] At present, most of the cruise braking systems of commercial automatic transmission cars usually have multiple auxiliary brakes such as engine auxiliary brakes, motor brakes and hydraulic retarders to meet the braking power requirements of different road conditions. Through methods such as brake torque distribution, the braking power between each brake is mutually compensated. The traditional cruise braking system usually only considers the problem of braking power distribution on long downhill sections.

[0004] The braking scheme of multiple auxiliary brakes greatly increases the cost of the whole vehicle and increases the probability of failure of the cruise braking system due to the failure of a single auxiliary brake. At the same time, there is no corresponding solution strategy for the problem of speed loss and smoothness on uphill sections. SUMMARY

[0005] The present application provides a control method, device, equipment and storage medium of a cruise braking system to solve the problem that the existing technical solution has a high probability of failure of the cruise braking system, and there is no corresponding solution strategy for the problem of speed loss and smoothness on uphill sections.

[0006] In one aspect, the present application provides a control method of a cruise braking system, comprising:

[0007] After receiving a cruise mode opening signal, the real-time speed of the current vehicle is obtained;

[0008] According to the target speed and the preset threshold, the speed range is determined;

[0009] According to the speed range and the real-time speed, the mode of the cruise braking system is set, the mode of the cruise braking system is one of a downhill mode, an uphill mode or a constant speed mode, the downhill mode or the uphill mode is braked by an engine auxiliary brake, and the braking modes of the downhill mode and the uphill mode are different;

[0010] The operation of repeatedly obtaining the real-time speed of the current vehicle to determine the mode of the cruise braking system is repeated until a cruise mode closing signal is received to end the process.

[0011] Optionally, if the real-time vehicle speed belongs to a first vehicle speed range, the cruise braking system is in a downhill mode, and the first vehicle speed range is a range of values greater than a sum of the target vehicle speed and a preset threshold value;

[0012] If the real-time vehicle speed belongs to a second vehicle speed range, the cruise braking system is in an uphill mode, and the second vehicle speed range is a range of values less than a difference between the target vehicle speed and the preset threshold value.

[0013] If the real-time vehicle speed belongs to a third vehicle speed range, the cruise braking system is in a constant speed mode, and the third vehicle speed range is a range of values in which the target vehicle speed is less than or equal to a sum of the target vehicle speed and the threshold value and greater than or equal to a difference between the target vehicle speed and the threshold value.

[0014] Optionally, when the mode of the cruise braking system is the downhill mode, the braking manner of the downhill mode comprises:

[0015] calculating a required braking power according to the real-time vehicle speed, the target vehicle speed and a vehicle body mass, and starting the engine auxiliary brake;

[0016] determining an actual braking power of the engine auxiliary brake according to current engine speed, intake air volume and intercooler pressure information;

[0017] determining whether the required braking power is less than the actual braking power;

[0018] If the actual braking power is less than or equal to the required braking power, downshifting to the nearest downshift gear;

[0019] repeating the above steps until the real-time vehicle speed belongs to the third vehicle speed range, and the engine auxiliary brake is turned off.

[0020] Optionally, when the mode of the cruise braking system is the uphill mode, the braking manner of the uphill mode comprises:

[0021] activating the accelerator to increase the engine speed;

[0022] determining whether the current engine speed reaches the nearest upshift point speed;

[0023] If the current engine speed does not reach the nearest upshift point speed, repeating the operation of activating the accelerator;

[0024] If the current engine speed reaches the nearest upshift point speed, starting the engine auxiliary brake;

[0025] after upshifting to the nearest upshift gear, turning off the engine auxiliary brake;

[0026] repeating the above steps until the real-time vehicle speed belongs to the third vehicle speed range.

[0027] Optionally, after the accelerator is activated to increase the engine speed, the method further comprises:

[0028] determining whether the engine auxiliary brake is in an open state;

[0029] if the engine auxiliary brake is in the open state, then closing the engine auxiliary brake.

[0030] Optionally, after the cruise mode switch signal is received, the method further comprises:

[0031] detecting whether the accelerator, brake pedal and emergency brake system are activated;

[0032] if the accelerator, brake pedal and emergency brake system are not activated, then obtaining the real-time vehicle speed of the current vehicle.

[0033] Optionally, the determining the actual braking power of the engine auxiliary brake according to the current engine speed, intake air volume and intercooler pressure information comprises:

[0034] obtaining engine bench calibration MAP data, the MAP data comprising a corresponding relationship between engine speed, intake air volume, intercooler pressure information and braking power;

[0035] querying the MAP data according to the current engine speed, intake air volume and intercooler pressure information to obtain the corresponding actual braking power.

[0036] In another aspect, the application provides a control device of a cruise braking system, comprising:

[0037] an obtaining module, configured to obtain the real-time vehicle speed of the current vehicle after receiving a cruise mode opening signal;

[0038] a determining module, configured to determine a vehicle speed range according to a target vehicle speed and a preset threshold;

[0039] a setting module, configured to set a mode of the cruise braking system according to the vehicle speed range and the real-time vehicle speed, the mode of the cruise braking system being one of a downhill mode, an uphill mode or a constant speed mode, the downhill mode or the uphill mode being braking through an engine auxiliary brake, the braking manner of the downhill mode being different from that of the uphill mode.

[0040] the obtaining module is further configured to repeatedly obtain the real-time vehicle speed of the current vehicle to determine the mode of the cruise braking system until a cruise mode closing signal is received to end the process.

[0041] In a possible implementation, if the real-time vehicle speed belongs to a first vehicle speed range, the cruise braking system is in a downhill mode, and the first vehicle speed range is a range of values greater than a sum of the target vehicle speed and a preset threshold value.

[0042] If the real-time vehicle speed belongs to a second vehicle speed range, the cruise braking system is in an uphill mode, and the second vehicle speed range is a range of values less than a difference between the target vehicle speed and the preset threshold value.

[0043] If the real-time vehicle speed belongs to a third vehicle speed range, the cruise braking system is in a constant speed mode, and the third vehicle speed range is a range of values in which the target vehicle speed is less than or equal to a sum of the target vehicle speed and the threshold value and greater than or equal to a difference between the target vehicle speed and the threshold value.

[0044] In a possible implementation, the setting module is specifically configured to:

[0045] calculate a required braking power according to the real-time vehicle speed, the target vehicle speed, and a vehicle body mass, and start the engine auxiliary brake;

[0046] determine an actual braking power of the engine auxiliary brake according to current engine speed, intake air volume, and intercooler pressure information;

[0047] determine an actual braking power of the engine auxiliary brake according to current engine speed, intake air volume, and intercooler pressure information;

[0048] If the actual braking power is less than or equal to the required braking power, shift down to the nearest downshift gear;

[0049] repeat the above steps until the real-time vehicle speed belongs to the third vehicle speed range, and the engine auxiliary brake is turned off.

[0050] In a possible implementation, the setting module is specifically configured to:

[0051] activate the accelerator to increase the engine speed;

[0052] determine whether the current engine speed reaches the nearest upshift point speed;

[0053] If the current engine speed does not reach the nearest upshift point speed, repeat the operation of activating the accelerator;

[0054] If the current engine speed reaches the nearest upshift point speed, start the engine auxiliary brake;

[0055] after the upshift to the nearest upshift gear, turn off the engine auxiliary brake;

[0056] repeat the above steps until the real-time vehicle speed belongs to the third vehicle speed range.

[0057] In a possible implementation, the setting module is specifically configured to:

[0058] determine whether the engine auxiliary brake is in an open state;

[0059] if the engine auxiliary brake is in the open state, the engine auxiliary brake is closed.

[0060] In a possible implementation, the obtaining module is specifically configured to:

[0061] detect whether the accelerator pedal, the brake pedal, and the emergency brake system are activated;

[0062] if the accelerator pedal, the brake pedal, and the emergency brake system are not activated, obtain the real-time vehicle speed of the current vehicle.

[0063] In a possible implementation, the setting module is specifically configured to:

[0064] obtain engine bench calibration MAP data, the MAP data including a corresponding relationship among engine speed, intake air volume, intercooler pressure information, and braking power;

[0065] query the MAP data according to the current engine speed, intake air volume, and intercooler pressure information, and obtain the corresponding actual braking power.

[0066] In a third aspect, the present application provides an electronic device, including:

[0067] a processor and a memory;

[0068] the memory stores computer execution instructions;

[0069] the processor executes the computer execution instructions stored in the memory, so that the electronic device executes the method in any one of the first aspect.

[0070] In a fourth aspect, the present application provides a computer readable storage medium, the computer readable storage medium stores computer execution instructions, and the computer execution instructions are used to implement the determination method of the driver program of the hardware peripheral when executed by the processor.

[0071] The embodiment provides a control method, device and equipment of a cruise braking system and a storage medium, and the method comprises the following steps: acquiring a real-time vehicle speed of a current vehicle after receiving a cruise mode starting signal; determining a vehicle speed range according to a target vehicle speed and a preset threshold; setting a mode of the cruise braking system according to the vehicle speed range and the real-time vehicle speed, the mode of the cruise braking system being one of a downhill mode, an uphill mode or a constant speed mode; repeatedly acquiring the real-time vehicle speed of the current vehicle to determine the mode of the cruise braking system until a cruise mode closing signal is received to end the process. The method firstly determines a vehicle speed range to which the current vehicle speed belongs, then determines the mode of the current cruise braking system according to the vehicle speed range, and monitors the real-time vehicle speed in real time, so that the cruise braking system is used to dynamically keep the vehicle speed in a third range, thereby solving the problem of insufficient cruise smoothness caused by a too long gear shifting time in the downhill braking and uphill process. BRIEF DESCRIPTION OF DRAWINGS

[0072] The accompanying drawings, which are incorporated herein and form a part of the specification, illustrate embodiments consistent with the present application and, together with the description, further serve to explain the principles of the application.

[0073] Figure 1 A specific application scene diagram of the control method of the cruise braking system provided in the application is shown in the following figure;

[0074] Figure 2a A control method flow of the cruise braking system provided in the embodiment of the application is shown in the following figure; Figure 1 ;

[0075] Figure 2b A trend diagram of the power of the engine auxiliary brake changing with the engine speed in the application is shown in the following figure;

[0076] Figure 3 A control method flowchart two of the cruise braking system provided in the embodiment of the application is shown in the following figure;

[0077] Figure 4 A control method flow of the cruise braking system provided in the embodiment of the application is shown in the following figure; Figure 3 ;

[0078] Figure 5 A structure schematic diagram of a control device of the cruise braking system provided in the embodiment of the application is shown in the following figure;

[0079] Figure 6 A hardware structure diagram of a control device of the cruise braking system provided in the embodiment of the application is shown in the following figure.

[0080] The specific embodiments of the application have been shown in the above-described figures, and will be described in more detail hereinafter. The figures and the written description are not intended to limit the scope of the concept of the application in any way, but to illustrate the concept of the application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0081] The exemplary embodiments will be described in detail herein with reference to the attached drawings. The description herein relates to the drawings, in which the same numbers represent the same or similar elements, unless otherwise represented. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of apparatuses and methods consistent with some aspects of the present application, as detailed in the appended claims.

[0082] Figure 1 The specific application scenario of the control method of the cruise braking system provided in the present application is shown in the figure. As shown in the figure, the application scenario includes a cruise mode switch 101, a vehicle control unit 102, an instrument program 103, an ABS / EBS controller 104, an AMT controller 105, and an engine control unit 106. Figure 1

[0083] In the present application, the type of the vehicle is a commercial vehicle including a heavy-duty tractor, and the type of the vehicle is an automatic transmission, i.e., using an AMT for gear shifting. The purpose of the vehicle cruise braking system is to control the vehicle to travel at a constant speed. Once the vehicle is set to the cruise state, the engine fuel supply is controlled by the controller, which continuously adjusts the fuel supply according to the road conditions and the vehicle driving resistance, so that the vehicle always maintains the set speed without the need to manipulate the throttle.

[0084] ABS is the abbreviation of Anti-lock Brake System, and EBS is the abbreviation of Electronically Controlled Brake System. The function of ABS is to automatically control the size of the brake force of the brake during vehicle braking, so that the wheels are not locked and are in a state of rolling and sliding (slip rate is about 20%), so as to ensure that the adhesion between the wheels and the ground is at the maximum. EBS is to use electronic control to replace the traditional mechanical transmission to control the braking system on the basis of ABS, so as to achieve good braking effect and increase the safety of vehicle braking. AMT is the abbreviation of Automated Mechanical Transmission, which is an automatic transmission system controlled by a microcomputer based on a dry clutch and a gear transmission.

[0085] ​The whole vehicle controller 102 is the central control unit of the cruise braking system, receives the cruise request of the driver through the cruise mode switch 101, and communicates with the engine control unit 106, the AMT controller 105 and the ABS / EBS controller 104 in real time through the CAN bus to obtain the required feedback signals and control the braking control execution of each assembly. The instrument program 103 is directly connected with the engine control unit 106 to monitor the engine speed signal and control the execution of the engine auxiliary braking.

[0086] In most whole vehicle cruise braking systems, the technical scheme of multiple auxiliary brakes cooperating with each other is often adopted. Because the endurance life and failure mode of various auxiliary brake devices are different, the failure of a single auxiliary brake will cause the failure of the whole cruise braking system, so the performance of the cruise braking system in this mode is unstable. At the same time, the traditional cruise braking system only considers solving the braking power distribution problem of long downhill road section, and does not solve the problem of long response time of upshift on uphill road section, which causes the power system and transmission system to be disconnected for too long time during the climbing upshift process of the whole vehicle, the vehicle speed loss is large, and the cruise smoothness is insufficient.

[0087] The application provides a control method of a cruise braking system, which first determines the vehicle speed range to which the current vehicle speed belongs, then determines the mode of the current cruise braking system according to the vehicle speed range, brakes through the engine auxiliary brake, and monitors the real-time vehicle speed in real time, uses the cruise braking system to dynamically keep the vehicle speed within the constant speed cruise range, solves the problem of insufficient cruise smoothness caused by too long shifting time during downhill braking and uphill process, and better meets the requirement of stable vehicle speed.

[0088] The control method of the cruise braking system provided by the application aims to solve the above technical problems of the prior art.

[0089] The technical solutions of the application and how the technical solutions of the application solve the above technical problems will be described in detail in specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes can not be described again in some embodiments. The embodiments of the application will be described below with reference to the drawings.

[0090] Figure 2a The control method of the cruise braking system provided by the embodiment of the application Figure 1 , The control method of the cruise braking system provided by the embodiment of the application Figure 2b is a trend chart of the power of the engine auxiliary brake changing with the engine speed. As shown in Figure 2a and Figure 2b , the method of the embodiment comprises:

[0091] S201, after receiving a cruise mode start signal, obtaining the real-time vehicle speed of the current vehicle;

[0092] In this embodiment, the cruise mode opening signal is received by the vehicle controller, and the cruise mode is opened thereafter, so that the vehicle controller controls the engine auxiliary brake and the AMT to adjust the vehicle speed. Those skilled in the art can understand that there are various control units on the vehicle, which are connected through the CAN bus or the IO interface, such as the engine control unit, the vehicle body controller, and the vehicle controller, etc. The control units other than the vehicle controller can be used as the central control unit of the cruise braking system to receive the cruise mode opening signal.

[0093] The opening of the cruise mode is manually opened by the driver, and generally after being opened, the cruise mode will take over the speed control of the vehicle. After the cruise mode is opened, the driver can exit the cruise mode at any time by sending a closing signal, or by stepping on the brake, stepping on the accelerator, etc.

[0094] In the cruise mode of the present application, the brake of the vehicle is controlled to control the real-time vehicle speed to the preset vehicle speed range, so the real-time vehicle speed needs to be monitored. The vehicle speed is detected by the vehicle speed sensor, converted into a digital signal, and then transmitted to the vehicle controller.

[0095] In one possible implementation, after receiving the cruise mode opening signal, the method of the present application further includes:

[0096] detecting whether the accelerator pedal, the brake pedal, and the emergency braking system are activated;

[0097] If it is detected that the accelerator pedal, the brake pedal, and the emergency braking system are not activated, the real-time vehicle speed of the current vehicle is obtained.

[0098] The purpose of detecting whether the accelerator pedal, the brake pedal, and the emergency braking system are activated is to determine that the driver currently has no intention to change the vehicle, and at the same time, to determine that the vehicle is currently not in a state controlled by the emergency braking system. The emergency braking system includes ABS / EBS, which is mainly to prevent the wheels of the vehicle from being locked during braking. If the emergency braking system of the vehicle is activated, it means that the vehicle is currently in emergency braking, and cannot really enter the cruise mode.

[0099] In this embodiment, when it is detected that the accelerator pedal, the brake pedal, and the emergency braking system are not activated, it means that the vehicle has met the conditions for entering the cruise mode, and then the real-time vehicle speed of the current vehicle is obtained for speed control.

[0100] S202, determining a vehicle speed range according to the target vehicle speed and a preset threshold;

[0101] In this embodiment, the cruise mode of the vehicle allows fluctuation within a certain range when the vehicle is in the constant speed cruise mode. The range is determined by the target vehicle speed and a preset threshold. For example, the target vehicle speed is set to 40 km / h and the threshold is set to 5 km / h. When the driver selects 40 km / h for constant speed cruise, the vehicle needs to accelerate when the vehicle speed is less than 35 km / h and the vehicle needs to decelerate when the vehicle speed is greater than 45 km / h. The vehicle speed does not necessarily remain at the constant value of 40 km / h, but is considered to be not required to be adjusted when the vehicle speed is between 35 km / h and 45 km / h. Those skilled in the art can understand that the target vehicle speed is not unique, and the preset threshold can also be set to multiple values. For example, two target vehicle speeds can be set: 40 km / h and 60 km / h, and the threshold can be set to 5 km / h when the target vehicle speed is 40 km / h and 2 km / h when the target vehicle speed is 60 km / h.

[0102] S203, according to the vehicle speed range and the real-time vehicle speed, set the mode of the cruise braking system, the mode of the cruise braking system is one of a downhill mode, an uphill mode or a constant speed mode, the downhill mode or the uphill mode is braking by an engine auxiliary brake, and the braking modes of the downhill mode and the uphill mode are different;

[0103] In this embodiment, the vehicle will continuously accelerate due to the component force of gravity when going downhill, especially when going downhill for a long distance, the vehicle speed increases rapidly, and the vehicle needs to decelerate at this time. When going uphill, the vehicle will continuously decelerate due to the component force of gravity, and the vehicle needs to accelerate at this time. According to different purposes of vehicle speed control, the braking modes are also different.

[0104] In this embodiment, the engine auxiliary brake is used as the only braking power source. The engine auxiliary brake is different from the traditional motor brake, hydraulic retarder and other braking modes, and provides braking power by hindering the piston compression during the compression process of the engine or reducing the cylinder pressure during the expansion process. As shown in FIG. 2, the engine auxiliary brake has the characteristic that the higher the engine speed, the greater the braking power. Figure 2b

[0105] When the vehicle needs to decelerate, the purpose of starting the engine auxiliary brake is to provide braking power; when the vehicle needs to accelerate, the purpose of starting the engine auxiliary brake is to reduce the current engine speed and thus reduce the gear shifting time of the gearbox, so the timing of starting and stopping the auxiliary brake is different in different modes.

[0106] In a possible implementation, if the real-time vehicle speed belongs to a first vehicle speed range, the cruise braking system is in the downhill mode, and the first vehicle speed range is a range of values greater than the sum of the target vehicle speed and the preset threshold.

[0107] ​If the real-time vehicle speed belongs to the second vehicle speed range, the cruise braking system is in the uphill mode, and the second vehicle speed range is a numerical range less than a difference between the target vehicle speed and the preset threshold value;

[0108] If the real-time vehicle speed belongs to the third vehicle speed range, the cruise braking system is in the constant speed mode, and the third vehicle speed range is a numerical range greater than or equal to a sum of the target vehicle speed and the threshold value and less than or equal to a difference between the target vehicle speed and the threshold value.

[0109] In this embodiment, the vehicle speed is divided into three regions according to the target vehicle speed and the preset threshold value. The first vehicle speed range is a numerical range from a sum of the target vehicle speed and the preset threshold value to infinity, in which the real-time vehicle speed is too large, indicating that the vehicle is accelerating and needs to be decelerated, and needs to provide braking power. The second vehicle speed range is a numerical range from infinity to a difference between the target vehicle speed and the preset threshold value, in which the real-time vehicle speed is too small, indicating that the vehicle is decelerating and needs to be accelerated, and needs to provide acceleration power. The third vehicle speed range is a numerical range from the difference between the target vehicle speed and the preset threshold value to the sum of the target vehicle speed and the preset threshold value, in which the real-time vehicle speed is moderate, indicating that the vehicle is in constant speed cruise and does not need to change the vehicle speed.

[0110] S204, repeatedly acquiring the real-time vehicle speed of the current vehicle to determine the mode of the cruise braking system, until a cruise mode closing signal is received to end the process.

[0111] In this embodiment, in the cruise mode, the speed of the vehicle changes with the change of the road condition, so the real-time vehicle speed needs to be monitored in real time until the cruise mode closing signal is received, so as to intervene in the vehicle speed in time.

[0112] The embodiment provides a control method of a cruise braking system. The method comprises the following steps: acquiring a real-time vehicle speed of a current vehicle after receiving a cruise mode opening signal; determining a vehicle speed range according to a target vehicle speed and a preset threshold value; setting a mode of the cruise braking system according to the vehicle speed range and the real-time vehicle speed, the mode of the cruise braking system being one of a downhill mode, an uphill mode or a constant speed mode; and repeatedly acquiring the real-time vehicle speed of the current vehicle to determine the mode of the cruise braking system until a cruise mode closing signal is received to end the process. The method first determines a vehicle speed range to which the current vehicle speed belongs, and then determines the current mode of the cruise braking system according to the vehicle speed range, and monitors the real-time vehicle speed in real time, so as to dynamically maintain the vehicle speed in the third range by using the cruise braking system, thereby solving the problem of insufficient cruise smoothness caused by a too long gear shifting time in the downhill braking and uphill process.

[0113] Figure 3 A flowchart of a control method of a cruise braking system provided in the embodiment of the present application is shown in FIG. 2. Figure 3 As shown in FIG. 2, the method of the embodiment of the present application comprises the following steps. Figure 2a andFigure 2b Based on the embodiment shown, the braking process of the downhill mode and the process of determining the actual braking power are described in detail.

[0114] S301, calculate the required braking power according to the real-time vehicle speed, target vehicle speed and vehicle mass, and start the engine auxiliary brake;

[0115] In this embodiment, after receiving the cruise mode start signal, the required braking power can be calculated based on the real-time vehicle speed of the current vehicle.

[0116] ΔF=m a *(V t -V set )+m*(V t -V t-1 ) / Δt

[0117] ΔP=ΔF*V t

[0118] Where V t is the real-time vehicle speed; V set is the target vehicle speed; V t-1 is the vehicle speed at the previous time; m is the vehicle mass; △t is the interval time; △P is the required braking power; △F is the required braking force; m a is a coefficient related to the vehicle mass.

[0119] S302, obtain engine bench calibration MAP data, which includes the corresponding relationship between engine speed, intake volume, intercooler pressure information and braking power;

[0120] In this embodiment, the MAP data is the multi-dimensional data of each working condition calibrated by the engine on the bench before leaving the factory, for subsequent use for inquiry. The MAP data includes the corresponding relationship between engine speed, intake volume, intercooler pressure and braking power. The intercooler pressure refers to the intercooler pressure. The intercooler is a device used to cool the exhaust gas of the engine, which pressurizes the gas through a condenser and a transformer. The intercooler pressure determines the intake volume of the engine, and thus determines the engine auxiliary braking power.

[0121] S303, query the MAP data according to the current engine speed, intake volume and intercooler pressure information, and obtain the corresponding actual braking power;

[0122] In this embodiment, after determining the current engine speed, intake volume and intercooler pressure, the corresponding actual braking power can be obtained by querying the MAP data.

[0123] S304, judging whether the demand braking power is less than or equal to the actual braking power, if yes, executing S306, if no, executing S305;

[0124] In the embodiment, when the demand braking power is less than or equal to the actual braking power, it indicates that the current actual braking power is sufficient to reduce the real-time vehicle speed to the third range. When the demand braking power is greater than the actual braking power, it indicates that the current actual braking power cannot meet the braking demand, and more braking power needs to be introduced, that is, more braking power is provided by adjusting the AMT gear position.

[0125] S305, downshifting to the nearest downshift gear position;

[0126] In the embodiment, the gear position of the AMT is adjusted to the nearest downshift gear position. At this time, the engine speed is increased due to downshifting, and thus the output of the braking power is increased by reducing the gear position.

[0127] S306, repeating the above steps until the real-time vehicle speed belongs to the third vehicle speed range, and the engine auxiliary brake is closed.

[0128] In the embodiment, the third vehicle speed range is the cruise control range. When the real-time vehicle speed reaches the third vehicle speed range, it indicates that the vehicle speed does not need to be adjusted, and at this time, the engine auxiliary brake needs to be closed to terminate the output of the braking power.

[0129] The embodiment provides a control method of a cruise braking system. The method comprises the following steps: calculating a demand braking power according to a real-time vehicle speed, a target vehicle speed and a vehicle body mass, and opening an engine auxiliary brake; obtaining engine bench calibration MAP data; querying the MAP data according to current engine speed, intake air volume and intercooler pressure information to obtain corresponding actual braking power; judging whether the demand braking power is less than the actual braking power; if the actual braking power is less than the demand braking power, downshifting to the nearest downshift gear position; and repeating the above steps until the real-time vehicle speed belongs to a third vehicle speed range, and the engine auxiliary brake is closed. The method firstly determines the actual braking power according to the MAP data, determines the demand braking power according to the real-time vehicle speed, the target vehicle speed and the vehicle body mass, provides the main braking power by using the auxiliary brake, and automatically downshifts to increase the engine speed and increase the braking power by comparing the actual and demand braking powers, thereby improving the braking speed in the downhill mode.

[0130] Figure 4 The control method of the cruise braking system provided in the embodiment Figure 3 . As Figure 4 shown, the method of the embodiment is based on the embodiments shown in Figure 2a and Figure 2b , and the braking process in the uphill mode is described in detail.

[0131] S401, activate the accelerator to increase the engine speed;

[0132] In this embodiment, when the vehicle is in the uphill mode, power needs to be provided so that the vehicle can maintain the real-time vehicle speed within the set range when going uphill, so the accelerator needs to be activated to increase the engine speed.

[0133] S402, determine whether the engine auxiliary brake is in the open state;

[0134] In this embodiment, the vehicle needs to accelerate at this time, and does not need braking power, so the engine auxiliary brake needs to be closed if it is open.

[0135] S403, if it is in the open state, close the engine auxiliary brake.

[0136] S404, determine whether the current engine speed reaches the nearest upshift point speed, if not, execute S401; if yes, execute S405;

[0137] In this embodiment, the current engine speed does not reach the nearest upshift point speed, so the accelerator needs to provide further power to increase the engine speed. After the engine speed reaches the upshift speed point, the AMT will upshift. During the upshift process, in order to speed up the combination and separation of the clutches and brakes on the gear set during gear shifting, the engine speed needs to be reduced. The instrument program sends a negative torque demand to the engine control unit.

[0138] S405, open the engine auxiliary brake;

[0139] In this embodiment, after the engine speed reaches the upshift speed point, the engine auxiliary brake is opened, which will cause the engine speed to drop, and the AMT gearbox can perform the upshift operation earlier.

[0140] S406, after upshifting to the nearest upshift gear, close the engine auxiliary brake;

[0141] In this embodiment, after upshifting to the nearest upshift gear, the engine speed does not need to be reduced, so the engine auxiliary brake needs to be closed.

[0142] S407, repeat the above steps until the real-time vehicle speed belongs to the third vehicle speed range.

[0143] In this embodiment, the third vehicle speed range is the cruise control range, and when the real-time vehicle speed reaches the third vehicle speed range, it means that the vehicle speed does not need to be adjusted, at which time the accelerator needs to be activated and the AMT upshift needs to be controlled.

[0144] The embodiment provides a control method of a cruise braking system, which comprises the following steps: activating a throttle to increase an engine speed; judging whether an engine auxiliary brake is in an open state; if the engine auxiliary brake is in the open state, closing the engine auxiliary brake; judging whether the current engine speed reaches a nearest upshift point speed; if the current engine speed does not reach the nearest upshift point speed, repeating the operation of activating the throttle; if the current engine speed reaches the nearest upshift point speed, opening the engine auxiliary brake; opening the engine auxiliary brake; after upshifting to the nearest upshift gear, closing the engine auxiliary brake; and repeating the above steps until a real-time vehicle speed belongs to a third vehicle speed range. The method shortens the upshifting time of the AMT, reduces the vehicle speed loss, and further makes the vehicle speed adjustment of the cruise braking system in the uphill mode more smooth by opening the engine auxiliary brake when the engine speed reaches the nearest upshift point speed.

[0145] Figure 5 A structural schematic diagram of a control device of a cruise braking system is provided in the embodiment. The device in the embodiment can be in the form of software and / or hardware. As shown in the figure, the control device 500 of the cruise braking system provided in the embodiment comprises an acquisition module 501, a determination module 502 and a setting module 503. Figure 5

[0146] The acquisition module 501 is used for acquiring the real-time vehicle speed of the current vehicle after receiving a cruise mode opening signal.

[0147] The determination module 502 is used for determining a vehicle speed range according to a target vehicle speed and a preset threshold value.

[0148] The setting module 503 is used for setting a mode of the cruise braking system according to the vehicle speed range and the real-time vehicle speed, the mode of the cruise braking system being one of a downhill mode, an uphill mode or a constant speed mode, the downhill mode or the uphill mode being braking through an engine auxiliary brake, and the braking modes of the downhill mode and the uphill mode being different.

[0149] The acquisition module 501 is further used for repeatedly acquiring the real-time vehicle speed of the current vehicle to determine the mode of the cruise braking system until a cruise mode closing signal is received to end the process.

[0150] In a possible implementation manner, if the real-time vehicle speed belongs to a first vehicle speed range, the cruise braking system is in the downhill mode, and the first vehicle speed range is a numerical range greater than a sum of the target vehicle speed and the preset threshold value.

[0151] If the real-time vehicle speed belongs to a second vehicle speed range, the cruise braking system is in the uphill mode, and the second vehicle speed range is a numerical range less than a difference between the target vehicle speed and the preset threshold value.

[0152] ​If the real-time vehicle speed belongs to the third vehicle speed range, the cruise braking system is in a constant speed mode, and the third vehicle speed range is a numerical range in which the target vehicle speed is less than or equal to a sum of the target vehicle speed and the threshold value and greater than or equal to a difference between the target vehicle speed and the threshold value.

[0153] In a possible implementation, the setting module is specifically configured to:

[0154] The required braking power is calculated according to the real-time vehicle speed, the target vehicle speed and the vehicle body mass, and the engine auxiliary brake is started;

[0155] The actual braking power of the engine auxiliary brake is determined according to the current engine speed, the intake air volume and the intercooler pressure information;

[0156] It is determined whether the required braking power is less than the actual braking power;

[0157] If the actual braking power is less than or equal to the required braking power, the gear is downshifted to the nearest downshift gear;

[0158] The above steps are repeated until the real-time vehicle speed belongs to the third vehicle speed range, and the engine auxiliary brake is closed.

[0159] In a possible implementation, the setting module is specifically configured to:

[0160] The accelerator is activated to increase the engine speed;

[0161] It is determined whether the current engine speed reaches the nearest upshift point speed;

[0162] If the current engine speed does not reach the nearest upshift point speed, the operation of activating the accelerator is repeated;

[0163] If the current engine speed reaches the nearest upshift point speed, the engine auxiliary brake is started;

[0164] After the gear is upshifted to the nearest upshift gear, the engine auxiliary brake is closed;

[0165] The above steps are repeated until the real-time vehicle speed belongs to the third vehicle speed range.

[0166] In a possible implementation, the setting module is specifically configured to:

[0167] It is determined whether the engine auxiliary brake is in an open state;

[0168] If the engine auxiliary brake is in the open state, the engine auxiliary brake is closed.

[0169] In a possible implementation, the acquisition module is specifically configured to:

[0170] It is detected whether the accelerator, the brake pedal and the emergency braking system are activated;

[0171] If it is detected that the accelerator pedal, brake pedal and emergency braking system are not activated, the real-time vehicle speed of the current vehicle is obtained.

[0172] In a possible implementation, the setting module is specifically configured to:

[0173] Obtain engine bench calibration MAP data, the MAP data including a corresponding relationship among engine speed, intake air volume, intercooler pressure information and braking power;

[0174] According to the current engine speed, intake air volume and intercooler pressure information, the MAP data is queried to obtain the corresponding actual braking power.

[0175] The device for controlling the cruise braking system provided in this embodiment can be used to execute the method embodiments, and has similar implementation principles and technical effects, which will not be described here again.

[0176] Figure 6 A hardware structure diagram of the cruise braking system control device provided in this embodiment is shown in FIG. 6. Figure 6 As shown in FIG. 6, the cruise braking system control device 600 includes:

[0177] a processor 601 and a memory 602;

[0178] The memory stores computer execution instructions;

[0179] The processor executes the computer execution instructions stored in the memory 602, so that the electronic device executes the cruise braking system control method as described above.

[0180] It should be understood that the processor 601 described above can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC) and the like. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor and the like. The steps of the method disclosed in the application can be directly embodied as hardware processor execution or executed by a combination of hardware and software modules in the processor. The memory 602 can include a high-speed random access memory (RAM), and can also include a non-volatile memory (NVM), for example, at least one disk memory, and can also be a U disk, a mobile hard disk, a read-only memory, a magnetic disk or an optical disk and the like.

[0181] The embodiment of the present application also provides a computer readable storage medium, which stores computer execution instructions, and the computer execution instructions are used for realizing the control method of the cruise braking system when executed by a processor.

[0182] Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. It is intended that the specification and examples be considered as exemplary only, with the true scope and spirit of the application being indicated by the following claims.

[0183] It should be understood that the application is not limited to the precise construction that has been described above and shown in the accompanying drawings, and that various modifications and changes can be made by those skilled in the art without departing from the scope of the application. The scope of the application is indicated only by the appended claims.

Claims

1. A control method for a cruise braking system, characterized in that, include: After receiving the cruise mode activation signal, obtain the current real-time vehicle speed; Determine the vehicle speed range based on the target speed and the preset threshold; Based on the vehicle speed range and the real-time vehicle speed, the cruise braking system mode is set. The cruise braking system mode is one of downhill mode, uphill mode, or constant speed mode. The downhill mode or the uphill mode is braked by an engine-assisted brake. The braking methods of the downhill mode and the uphill mode are different. The process of repeatedly acquiring the current vehicle's real-time speed to determine the cruise braking system mode continues until a cruise mode deactivation signal is received, at which point the process ends. If the real-time vehicle speed falls within the first vehicle speed range, then the cruise braking system is in downhill mode. The first vehicle speed range is a range of values ​​greater than the sum of the target vehicle speed and a preset threshold. If the real-time vehicle speed falls within the second vehicle speed range, then the cruise braking system is in uphill mode. The second vehicle speed range is a numerical range that is less than the difference between the target vehicle speed and a preset threshold. If the real-time vehicle speed falls within the third vehicle speed range, then the cruise braking system is in constant speed mode. The third vehicle speed range is the range of values ​​where the target vehicle speed is less than or equal to the sum of the target vehicle speed and the threshold, and greater than or equal to the difference between the target vehicle speed and the threshold. When the cruise braking system is in downhill mode, the braking methods in downhill mode include: The required braking power is calculated based on the real-time vehicle speed, the target vehicle speed, and the vehicle mass, and the engine auxiliary brake is activated. The actual braking power of the engine auxiliary brake is determined based on the current engine speed, intake air volume, and intercooler pressure information. Determine whether the required braking power is less than the actual braking power; If the actual braking power is less than or equal to the required braking power, then downshift to the nearest downshift gear; Repeat the above steps until the real-time vehicle speed falls within the third vehicle speed range, then deactivate the engine auxiliary brake.

2. The method according to claim 1, characterized in that, When the cruise braking system is in uphill mode, the braking methods in uphill mode include: Activate the throttle to increase engine speed; Determine if the current engine speed has reached the nearest upshift point speed; If the current engine speed has not reached the speed at which the nearest upshift is reached, repeat the throttle activation operation; If the current engine speed reaches the speed at which the nearest upshift point is reached, then the engine auxiliary brake is activated; After upshifting to the nearest upshift gear, the engine auxiliary brake is deactivated; Repeat the above steps until the real-time vehicle speed falls within the third vehicle speed range.

3. The method according to claim 2, characterized in that, After activating the throttle to increase engine speed, the method further includes: Determine whether the engine auxiliary brake is in the open state; If it is in the on state, then the engine auxiliary brake is deactivated.

4. The method according to claim 1, characterized in that, After receiving the cruise mode activation signal, the method further includes: Check whether the accelerator pedal, brake pedal, and emergency braking system are activated; If the accelerator, brake pedal, and emergency braking system are not activated, the current real-time vehicle speed is obtained.

5. The method according to claim 1, characterized in that, Determining the actual braking power of the engine auxiliary brake based on the current engine speed, intake air volume, and intercooler pressure information includes: Obtain engine bench calibration MAP data, which includes the corresponding relationship between engine speed, intake air volume, intercooler pressure information and braking power. Based on the current engine speed, intake air volume, and intercooler pressure information, the MAP data is queried to obtain the corresponding actual braking power.

6. A control device for a cruise braking system, characterized in that, include: The acquisition module is used to acquire the real-time speed of the current vehicle after receiving the cruise mode activation signal; The determination module is used to determine the vehicle speed range based on the target vehicle speed and a preset threshold. The setting module is used to set the mode of the cruise braking system according to the vehicle speed range and the real-time vehicle speed. The mode of the cruise braking system is one of downhill mode, uphill mode or constant speed mode. The downhill mode or the uphill mode is braking through the engine auxiliary brake. The braking methods of the downhill mode and the uphill mode are different. The acquisition module is also used to repeatedly acquire the real-time speed of the current vehicle to determine the mode of the cruise braking system until a cruise mode off signal is received to end the process. The acquisition module is also used to set the cruise braking system to downhill mode if the real-time vehicle speed is within a first vehicle speed range, where the first vehicle speed range is a range of values ​​greater than the sum of the target vehicle speed and a preset threshold. If the real-time vehicle speed falls within the second vehicle speed range, then the cruise braking system is in uphill mode. The second vehicle speed range is a numerical range that is less than the difference between the target vehicle speed and a preset threshold. If the real-time vehicle speed falls within the third vehicle speed range, then the cruise braking system is in constant speed mode. The third vehicle speed range is the range of values ​​where the target vehicle speed is less than or equal to the sum of the target vehicle speed and the threshold, and greater than or equal to the difference between the target vehicle speed and the threshold. The setting module is specifically used to calculate the required braking power based on the real-time vehicle speed, the target vehicle speed, and the vehicle mass, and to activate the engine auxiliary brake; to determine the actual braking power of the engine auxiliary brake based on the current engine speed, intake air volume, and intercooler pressure information; and to determine whether the required braking power is less than the actual braking power. If the actual braking power is less than or equal to the required braking power, then downshift to the nearest downshift gear; Repeat the above steps until the real-time vehicle speed falls within the third vehicle speed range, then deactivate the engine auxiliary brake.

7. An electronic device, comprising: Processor and memory; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the electronic device to perform the method of any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement a control method for a cruise braking system as described in any one of claims 1 to 5.

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