Auxiliary brake control method, system, and vehicle for a commercial vehicle

Abstract

This invention provides an auxiliary braking control method, system, and vehicle for commercial vehicles, belonging to the field of automotive electronic control for commercial vehicles. It acquires brake pedal travel electrical signals, vehicle speed, and vehicle weight information; calculates the negative torque request value corresponding to the brake pedal travel electrical signal based on a lookup table; calculates the negative torque value allocated to the hydraulic retarder, and then calculates the braking force allocated to the engine braking system with the electronically controlled turbocharger bleed valve and electronic throttle valve; if the maximum engine braking force is less than the braking force allocated to the engine braking system, a shift request is sent to the automatic transmission to remind the driver to shift gears; the engine braking system controls the electronically controlled turbocharger bleed valve and electronic throttle valve to implement the allocated braking force, and the hydraulic retarder executes the allocated braking force.

Description

Technical Field

[0001] This invention belongs to the field of electronic control for commercial vehicles, and particularly relates to an auxiliary braking control method, system and vehicle for commercial vehicles. Background Technology

[0002] Commercial vehicles are automobiles designed and technically characterized for transporting people and goods. They encompass all freight vehicles and buses with more than nine seats, and are categorized into buses, trucks, semi-trailer tractors, incomplete bus vehicles, and incomplete truck vehicles. In the industry media, the concept of commercial vehicles is primarily defined based on their intended use, conventionally dividing them into two main categories: buses and trucks.

[0003] Commercial vehicles are already the primary mode of transportation used in the industry. When fully loaded, the braking force of commercial vehicles is particularly critical, affecting the safety of the driver and those around the vehicle. Especially when commercial vehicles are heavily loaded and descending slopes, frequent use of the main brake causes the brake pads to overheat, reducing braking force. Using only the main brake leads to a shortened brake pad replacement cycle. Using a hydraulic retarder for extended downhill driving can cause the retarder coolant temperature to rise, leading to overheating and reduced braking torque, thus decreasing braking force. Engine braking can help distribute some of the braking force, improving the efficiency and reliability of the hydraulic retarder.

[0004] However, when the hydraulic retarder and engine braking are used independently, it can cause sudden changes in the vehicle's braking force output and large changes in vehicle speed, which affects braking safety. Summary of the Invention

[0005] This invention provides an auxiliary braking control method for commercial vehicles. The method aims to achieve the coordinated use of hydraulic retarder and engine braking to avoid sudden changes in the output of the vehicle's braking force, thereby improving braking safety.

[0006] Assisted braking control methods for commercial vehicles include:

[0007] S1. Acquire the brake pedal travel electrical signal, vehicle speed, and vehicle weight information;

[0008] S2. Based on the brake pedal travel electrical signal, vehicle speed, and vehicle weight information, calculate the negative torque request value corresponding to the brake pedal travel electrical signal using a lookup table calculation method.

[0009] S3. Based on the negative torque request value, calculate the negative torque value allocated to the hydraulic retarder using a lookup table method, and then subtract the braking force allocated to the hydraulic retarder from the negative torque request value to calculate the braking force allocated to the engine braking system with the electronically controlled turbocharger vent valve and electronic throttle valve.

[0010] S4. If the maximum engine braking force corresponding to the current engine speed is less than the braking force allocated to the engine braking system, send a shift request to the automatic transmission to remind the driver to perform a shift operation.

[0011] S5, the engine braking system controls the electronically controlled turbocharger's bleed valve and electronic throttle to distribute braking force, and the hydraulic retarder performs the distributed braking force.

[0012] It should be further noted that step S2 also includes:

[0013] In one table, set the basic negative torque value corresponding to different brake pedal travel electrical signals. In another table, configure the negative torque correction coefficient corresponding to different vehicle speed, vehicle weight, and slope information. Multiply the basic negative torque value and the negative torque correction coefficient to obtain the negative torque request value.

[0014] It should be further noted that in S5, when the negative torque allocated to the engine is less than the minimum negative torque corresponding to the current engine speed and the engine speed is also lower than the safe speed, a shift request is sent.

[0015] It should be further explained that the S6 engine braking system controls the intake air volume to achieve the distributed braking force by controlling the opening of the electronically controlled turbocharger bleed valve and the electronic throttle; the hydraulic retarder performs the distributed braking force.

[0016] The present invention also provides an auxiliary braking control system for commercial vehicles, the system comprising: a sensor signal acquisition and conversion module, a negative torque coordination distribution module, and an engine braking force control module;

[0017] The sensor signal acquisition and conversion module is used to acquire the brake pedal travel electrical signal and convert it into a negative torque request according to a preset strategy;

[0018] The negative torque coordination and allocation module is used to allocate negative torque requests to the engine braking system and the hydraulic retarder according to a preset strategy; if the maximum engine braking force corresponding to the current engine speed is less than the braking force allocated to the engine braking system, the negative torque coordination and allocation module sends a shift request to the automatic transmission.

[0019] The engine braking force control module is used to convert the acquired negative torque value into control signals for the electronically controlled turbocharger bleed valve and electronic throttle valve, thereby controlling the engine intake air volume to control the braking force.

[0020] It should be further noted that the system also includes: a brake pedal with a travel sensor, an electronically controlled supercharger bleed valve, an engine braking module with an electronic throttle valve, a hydraulic retarder, a transmission, and an electronic instrument panel;

[0021] The sensor signal acquisition and conversion module is connected to the brake pedal with a travel sensor;

[0022] The engine braking force control module is connected to the electronically controlled turbocharger bleed valve and the engine braking module with an electronic throttle valve, respectively.

[0023] The negative torque coordination distribution module is connected to the hydraulic retarder, the gearbox, and the electronic instrument panel, respectively.

[0024] A brake pedal with a travel sensor converts pedal travel information into an electrical signal;

[0025] The electronically controlled turbocharger bleed valve and the engine braking module with an electronic throttle valve output braking force equal to the distributed negative torque.

[0026] The hydraulic retarder outputs a braking force equal to the distributed negative torque;

[0027] The automatic or manual transmission executes the shift command;

[0028] The electronic instrument panel displays shift prompts sent by the negative torque coordination distribution module.

[0029] It should be further noted that the sensor signal acquisition and conversion module is connected to the brake pedal with the travel sensor via a CAN bus;

[0030] The engine braking force control module is connected to the electronically controlled turbocharger bleed valve and the engine braking module with an electronic throttle valve via a CAN bus.

[0031] The negative torque coordination distribution module is connected to the hydraulic retarder and the gearbox via a CAN bus.

[0032] It should be further noted that the system also includes: an electronic dashboard;

[0033] The negative torque coordination distribution module sends shift prompts to the electronic instrument panel to remind the driver to shift gears.

[0034] The present invention also provides a vehicle, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of an auxiliary braking control method for a commercial vehicle.

[0035] As can be seen from the above technical solutions, the present invention has the following advantages:

[0036] The auxiliary braking control method and system for commercial vehicles provided by this invention can distribute braking force among multiple auxiliary braking systems according to a pre-calibrated strategy, realize coordinated control among multiple auxiliary braking systems with the total braking demand as the target, enhance vehicle stability and safety, solve problems such as insufficient braking capacity, uneven braking force abrupt changes, and short brake pad replacement cycle of commercial vehicles, improve the safety of commercial vehicles, and also improve the safety of people around the vehicle. Attached Figure Description

[0037] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 This is a flowchart of an auxiliary braking control method for commercial vehicles;

[0039] Figure 2 This is a schematic diagram of an auxiliary braking control system used in commercial vehicles;

[0040] Figure 3 This is a schematic diagram of the negative torque coordination distribution module. Detailed Implementation

[0041] like Figure 1 and Figure 2 The illustrations provided in the auxiliary braking control method and system for commercial vehicles provided by this invention are only schematic representations of the basic concept of the invention. Therefore, the illustrations only show the modules related to the invention and not the actual number and function of the modules in the actual implementation. In the actual implementation, the function, quantity and role of each module can be arbitrarily changed, and the function and purpose of the modules may also be more complex.

[0042] The system includes a brake pedal with a travel sensor, an electronically controlled supercharger bleed valve, an engine braking module with an electronic throttle, a hydraulic retarder, a transmission, an electronic instrument panel, and technologies such as dedicated artificial intelligence chips, cloud computing, distributed storage, big data processing, operating / interactive systems, and mechatronics. It also incorporates computer vision technology, speech processing technology, natural language processing technology, and machine learning / deep learning.

[0043] This invention establishes an auxiliary braking control model for commercial vehicles and utilizes technologies such as sensor monitoring and data transmission to achieve auxiliary braking control of commercial vehicles, thereby providing auxiliary control over the vehicle's operation.

[0044] The auxiliary braking control method for commercial vehicles of the present invention is applied to one or more vehicles, including but not limited to microprocessors, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), digital signal processors (DSPs), embedded devices, etc.

[0045] Vehicles may also include, but are not limited to, the Internet, wide area network, metropolitan area network, local area network, and virtual private network (VPN).

[0046] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0047] S1. The brake pedal travel sensor sends the travel electrical signal of the brake pedal to the sensor signal acquisition and conversion module;

[0048] S2. First, the sensor signal acquisition and conversion module converts the brake pedal travel electrical signal into brake pedal opening information and calculates the brake pedal opening change rate. The brake pedal travel electrical signal can be converted into opening information through a conversion table or through a certain functional relationship. Then, the calculated brake pedal opening and brake pedal opening change rate are used to look up a pre-calibrated table to obtain the negative torque request value. The table below is an example of a pre-calibrated table. The negative torque request value obtained by looking up the table using the brake pedal opening and brake pedal opening change rate is the base value, which needs to be corrected based on vehicle speed, vehicle weight, and slope information. Finally, when there is a condition that requires the auxiliary braking to be turned off, the negative torque request value is assigned to 0 Nm. For example, when ABS is activated, the negative torque request value can be assigned to 0 to turn off the auxiliary braking.

[0049] Example table:

[0050]

[0051] S3, the negative torque coordination and distribution module distributes the negative torque requests calculated by the sensor signal acquisition and conversion module to the engine braking system and the hydraulic retarder according to a pre-calibrated strategy. The negative torque coordination and distribution module calculates the negative torque allocated to the engine braking system and the negative torque allocated to the hydraulic retarder according to information such as engine speed, engine coolant temperature, retarder fault status, and engine braking system fault status, according to a pre-set strategy. The pre-set strategy is as follows: when the hydraulic retarder fails, all negative torque is allocated to the engine braking system, or when the engine braking system fails, all negative torque is allocated to the hydraulic retarder. When the engine coolant temperature is high, the negative torque allocated to the engine braking system is increased; when the engine coolant temperature is low, the negative torque allocated to the retarder is increased to quickly raise the coolant temperature.

[0052] The negative torque allocated to the engine braking system and the negative torque allocated to the hydraulic retarder can be transmitted to the engine braking system and the hydraulic retarder via the CAN bus.

[0053] S4, the engine braking system and hydraulic retarder of the electronically controlled turbocharger bleed valve and electronic throttle valve output braking force according to the negative torque assigned thereto;

[0054] S5. When the negative torque allocated to the engine is less than the minimum negative torque corresponding to the current engine speed and the engine speed is lower than the safe speed, a shift request is sent.

[0055] S6. The engine braking system controls the intake air volume to achieve distributed braking force by controlling the opening of the electronically controlled turbocharger bleed valve and the electronic throttle valve; the hydraulic retarder performs the distributed braking force.

[0056] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0057] The following are embodiments of the auxiliary braking control system for commercial vehicles provided in this disclosure. This system and the auxiliary braking control methods for commercial vehicles in the above embodiments belong to the same inventive concept. For details not described in detail in the embodiments of the auxiliary braking control system for commercial vehicles, please refer to the embodiments of the auxiliary braking control methods for commercial vehicles described above.

[0058] The system includes: a sensor signal acquisition and conversion module, a negative torque coordination distribution module, and an engine braking force control module;

[0059] The sensor signal acquisition and conversion module is used to acquire the brake pedal travel electrical signal and convert it into a negative torque request according to a pre-calibrated strategy;

[0060] The negative torque coordination and distribution module distributes negative torque requests to the engine braking system and hydraulic retarder according to a pre-calibrated strategy. When the negative torque distributed to the engine is less than the minimum negative torque corresponding to the current engine speed and the engine speed is lower than the safe speed, the negative torque coordination and distribution module sends a shift request to the automatic transmission or a shift prompt message to the instrument panel to remind the driver to perform a shift operation.

[0061] The engine braking force control module converts the acquired negative torque value into control signals for the electronically controlled turbocharger bleed valve and electronic throttle valve to control the engine intake air volume.

[0062] In one exemplary embodiment, such as Figure 3 As shown, the system also includes a brake pedal with a travel sensor, an engine braking system with an electronically controlled turbocharger bleed valve and an electronic throttle valve, a hydraulic retarder, an automatic transmission, and electronic instruments. The hydraulic retarder, mounted on the commercial vehicle's drivetrain, applies a resistance torque to the drivetrain. The engine braking system with the electronically controlled turbocharger bleed valve and electronic throttle valve applies a resistance torque to the commercial vehicle's drivetrain via a clutch.

[0063] The system converts the brake pedal opening into a negative torque request and distributes it to the engine braking system and hydraulic retarder, including the electronically controlled turbocharger bleed valve and electronic throttle valve, according to a preset strategy. When the negative torque distributed to the engine is less than the minimum negative torque corresponding to the current engine speed and the engine speed is also lower than the safe speed, the negative torque coordination and distribution module sends a shift request to the automatic transmission or a shift prompt message to the instrument panel to remind the driver to perform a shift operation.

[0064] A brake pedal with a travel sensor converts pedal travel information into an electrical signal;

[0065] The engine braking system outputs braking force equal to the distributed negative torque through the electronically controlled turbocharger's wastegate and electronic throttle valve; the hydraulic retarder outputs braking force equal to the distributed negative torque; the automatic or manual transmission executes shift commands; and the electronic instrument panel displays shift prompts sent by the negative torque coordination distribution module.

[0066] The units and algorithm steps of the various examples described in the embodiments of the auxiliary braking control method and system for commercial vehicles provided by this invention can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of each example have been generally described in terms of function in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0067] The auxiliary braking control method and system for commercial vehicles provided by this invention can be used to write computer program code for performing the operations of this disclosure in one or more programming languages ​​or a combination thereof. These programming languages ​​include, but are not limited to, object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or power server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (exemplarily using an Internet service provider for Internet connection).

[0068] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method of auxiliary brake control for a commercial vehicle, characterized by, The methods include: S1. Acquire the brake pedal travel electrical signal, vehicle speed, and vehicle weight information; S2. Based on the brake pedal travel electrical signal, vehicle speed, and vehicle weight information, calculate the negative torque request value corresponding to the brake pedal travel electrical signal using a lookup table calculation method. S3. Based on the negative torque request value, calculate the negative torque value allocated to the hydraulic retarder using a lookup table method, and then subtract the braking force allocated to the hydraulic retarder from the negative torque request value to calculate the braking force allocated to the engine braking system with the electronically controlled turbocharger vent valve and electronic throttle valve. S4. If the maximum engine braking force corresponding to the current engine speed is less than the braking force allocated to the engine braking system, send a shift request to the automatic transmission to remind the driver to perform a shift operation. S5, the engine braking system controls the electronically controlled turbocharger's bleed valve and electronic throttle to distribute the braking force, and the hydraulic retarder performs the distributed braking force. Step S2 also includes: In one table, the basic negative torque value corresponding to different brake pedal travel electrical signals is set. In another table, the negative torque correction coefficient corresponding to different vehicle speed, vehicle weight, and slope information is configured. The negative torque request value is obtained by multiplying the basic negative torque value and the negative torque correction coefficient. In S5, a shift request is sent when the negative torque allocated to the engine is less than the minimum negative torque corresponding to the current engine speed and the engine speed is also lower than the safe speed.

2. The auxiliary braking control method for commercial vehicles according to claim 1, characterized in that, S6. The engine braking system controls the intake air volume to achieve distributed braking force by controlling the opening of the electronically controlled turbocharger bleed valve and the electronic throttle valve; the hydraulic retarder performs the distributed braking force.

3. An auxiliary braking control system for commercial vehicles, characterized in that, The system employs the auxiliary braking control method for commercial vehicles as described in any one of claims 1 to 2; The system includes: a sensor signal acquisition and conversion module, a negative torque coordination distribution module, and an engine braking force control module; The sensor signal acquisition and conversion module is used to acquire the brake pedal travel electrical signal and convert it into a negative torque request according to a preset strategy; The negative torque coordination and allocation module is used to allocate negative torque requests to the engine braking system and the hydraulic retarder according to a preset strategy; if the maximum engine braking force corresponding to the current engine speed is less than the braking force allocated to the engine braking system, the negative torque coordination and allocation module sends a shift request to the automatic transmission. The engine braking force control module is used to convert the acquired negative torque value into control signals for the electronically controlled turbocharger bleed valve and electronic throttle valve, thereby controlling the engine intake air volume to control the braking force.

4. The auxiliary braking control system for commercial vehicles according to claim 3, characterized in that, The system also includes: a brake pedal with a travel sensor, an electronically controlled turbocharger bleed valve, an engine braking module with an electronic throttle, a hydraulic retarder, a transmission, and an electronic instrument panel; The sensor signal acquisition and conversion module is connected to the brake pedal with a travel sensor; The engine braking force control module is connected to the electronically controlled turbocharger bleed valve and the engine braking module with an electronic throttle valve, respectively. The negative torque coordination distribution module is connected to the hydraulic retarder, the gearbox, and the electronic instrument panel, respectively. A brake pedal with a travel sensor converts pedal travel information into an electrical signal; The electronically controlled turbocharger bleed valve and the engine braking module with an electronic throttle valve output braking force equal to the distributed negative torque. The hydraulic retarder outputs a braking force equal to the distributed negative torque; The automatic or manual transmission executes the shift command; The electronic instrument panel displays shift prompts sent by the negative torque coordination distribution module.

5. The auxiliary braking control system for commercial vehicles according to claim 3, characterized in that, The sensor signal acquisition and conversion module is connected to the brake pedal with the travel sensor via a CAN bus; The engine braking force control module is connected to the electronically controlled turbocharger bleed valve and the engine braking module with an electronic throttle valve via a CAN bus. The negative torque coordination distribution module is connected to the hydraulic retarder and the gearbox via a CAN bus.

6. The auxiliary braking control system for commercial vehicles according to claim 3, characterized in that, The system also includes: an electronic dashboard; The negative torque coordination distribution module sends shift prompts to the electronic instrument panel to remind the driver to shift gears.

7. A vehicle comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the steps of the auxiliary braking control method for commercial vehicles as described in any one of claims 1 to 2.

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