Braking anti-nodding system for vehicle and control method

Abstract

The invention relates to the technical field of vehicle brake control, and provides a vehicle brake anti-nodding system and a control method.The vehicle brake anti-nodding system comprises a virtual quantity brake pedal connected to an actual brake pedal of a vehicle and used for obtaining the brake opening degree of the actual brake pedal and sending the brake opening degree to an ESC brake control module; the electronic dampers are arranged in front wheels and rear wheels of the vehicle, the compression and rebound speed adjustment of the dampers is achieved by changing the opening degree of the flow suppression valve, and therefore damping force is provided for the wheels; the ESC brake control module is integrated with a built-in acceleration sensor and is configured to execute the brake control method, receive the brake opening degree of the virtual quantity brake pedal and control the opening degree of a flow suppression valve of the electronic damper according to the vehicle body state monitored by the built-in acceleration sensor and the acceleration value of the vehicle. According to the invention, automatic stable control of the vehicle body during braking of the passenger car is realized, the phenomena of nodding and shaking of the vehicle body during braking of the passenger car are solved, and good braking stability and riding comfort are ensured.

Description

Technical Field

[0001] The present disclosure relates to the technical field related to vehicle braking control, and in particular to a passenger car brake anti-nodding system and a control method. Background Art

[0002] The statements in this section merely provide background information related to the present disclosure and do not necessarily constitute prior art.

[0003] Nowadays, when a bus is braking, it is often necessary to ensure reliable braking performance while pursuing high comfort. However, it is difficult to balance comfort and safety during the design and manufacturing process of the bus. For strong comfort, the bus suspension needs to be adjusted to be soft, otherwise the car body will nod and shake when braking. In order to ensure good braking stability, the bus suspension system needs to be adjusted to be hard so that the car body can have better support to enhance the braking effect. When the car body brakes, the inertia of the passengers in the car will be very large, and the comfort will be poor.

[0004] The inventor found that most companies currently use leaf springs or airbag suspensions, combined with ABS or ESC braking systems to alleviate the brake nodding phenomenon. There is no more effective technical solution to solve the above problem. The leaf spring or airbag suspension system mainly relies on preset stiffness and damping parameters, and cannot be dynamically adjusted according to the real-time vehicle operating conditions (such as braking depth, vehicle body posture, vehicle speed, etc.). This leads to inconsistent performance of the suspension system in different driving scenarios, and it is difficult to meet the needs of safety and comfort at the same time. Some solutions use adjustable buffers to alleviate the brake nodding phenomenon, but the adjustable buffer cannot be automatically adjusted according to the braking depth and vehicle body posture, and needs to be manually adjusted according to the usage scenario. This manual adjustment cannot be automatically adjusted according to the specific braking situation (such as the braking force, the forward tilt angle of the vehicle body), lacks intelligent control, and cannot be automatically integrated. It can be seen that the current vehicle brake nodding phenomenon still has great limitations and singularity, and the existing nodding link method is not suitable for multi-environment use of vehicles. Summary of the invention

[0005] In order to solve the above-mentioned problems, the present invention proposes a vehicle brake anti-nodding system and control method, which realizes automatic stability control of the bus body when braking through components such as a virtual brake pedal, an electronic damper, an ESC brake control module, and a built-in acceleration sensor, thereby solving the problem of nodding and shaking of the bus body when braking and ensuring good braking stability and ride comfort.

[0006] In order to achieve the above objectives, the present disclosure adopts the following technical solutions:

[0007] One or more embodiments provide a vehicle brake anti-nodding system, including a virtual brake pedal, an electronic damper, an ESC brake control module, and a built-in acceleration sensor;

[0008] A virtual brake pedal connected to the actual brake pedal of the vehicle is used to obtain the brake opening of the actual brake pedal and send it to the ESC brake control module;

[0009] Electronic dampers are installed in the front and rear wheels of the vehicle. The compression and rebound speed of the dampers are adjusted by changing the opening of the damping valve, thereby providing damping force for the wheels.

[0010] The ESC brake control module integrates a built-in acceleration sensor and is configured to execute a brake control method, receive a virtual brake pedal's brake opening, and control the electronic damper's flow control valve opening according to the vehicle body state monitored by the built-in acceleration sensor and the vehicle's acceleration value.

[0011] A vehicle brake anti-nodding control method comprises the following steps:

[0012] Obtain the brake pedal opening, vehicle body posture and vehicle acceleration value;

[0013] determining a current state of the vehicle based on the acquired data;

[0014] A braking control scheme corresponding to the vehicle state is set according to the different vehicle states, so that before the vehicle brakes nod, the electronic dampers of the front wheels and the electronic dampers of the rear wheels are controlled at the same time to perform anti-potential energy work.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] In the present disclosure, a virtual brake pedal is provided to identify the opening data of the actual vehicle brake pedal; electronic dampers are directly provided in the front and rear wheels of the vehicle to provide braking damping force for the wheels; the compression and rebound speed of the damper are adjusted by changing the opening of the flow-reducing valve of the electronic damper 2 through calculation and control according to the depression depth of the virtual brake pedal in combination with the vehicle body posture and acceleration value; the nodding phenomenon of the vehicle body is eliminated, so that the vehicle body automatically maintains the stability of the vehicle body during braking.

[0017] The advantages of the present disclosure and the advantages of additional aspects will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The accompanying drawings constituting a part of the present disclosure are used to provide a further understanding of the present disclosure. The exemplary embodiments of the present disclosure and the description thereof are used to explain the present disclosure but do not constitute a limitation of the present disclosure.

[0019] Figure 1is a schematic structural diagram of a vehicle brake anti-nodding system according to Embodiment 1 of the present disclosure provided on a vehicle;

[0020] Figure 2 is a flow chart of a vehicle brake anti-nodding control method according to Embodiment 1 of the present disclosure;

[0021] Figure 3 Schematic diagram of the control of the opening degree of the flow suppression valve of the electronic damper 2 in the front and rear wheels during the braking stroke of the embodiment 1 of the present disclosure;

[0022] Figure 4 Schematic diagram of the control of the opening degree of the flow suppression valve of the electronic damper 2 in the front and rear wheels during the rebound stroke of the embodiment 1 of the present disclosure;

[0023] Among them: 1. Virtual brake pedal; 2. Electronic damper; 3. ESC brake control module; 4. Built-in acceleration sensor. DETAILED DESCRIPTION

[0024] The present disclosure is further described below in conjunction with the accompanying drawings and embodiments.

[0025] It should be noted that the following detailed descriptions are exemplary and are intended to provide further explanation of the present disclosure. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present disclosure belongs.

[0026] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit exemplary embodiments according to the present disclosure. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprising" and / or "including" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or combinations thereof. It should be noted that, in the absence of conflict, the various embodiments in the present disclosure and the features in the embodiments can be combined with each other. The embodiments will be described in detail below in conjunction with the accompanying drawings.

[0027] Example 1

[0028] In the technical solutions disclosed in one or more embodiments, Figures 1 to 4 As shown, a vehicle brake anti-nodding system includes: a virtual brake pedal 1, an electronic damper 2, an ESC brake control module 3 and a built-in acceleration sensor 4;

[0029] A virtual brake pedal 1 is connected to the actual brake pedal of the vehicle and is used to obtain the brake opening of the actual brake pedal and send it to the ESC brake control module;

[0030] The electronic damper 2 is arranged in the front and rear wheels of the vehicle, and the compression and rebound speed of the damper are adjusted by changing the opening of the flow suppression valve, thereby providing a damping force for the wheel;

[0031] The ESC brake control module 3 integrates a built-in acceleration sensor 4 and is configured to execute a brake control method, receive a brake opening of a virtual brake pedal 1, and control the opening of a flow control valve of the electronic damper 2 according to the vehicle body state and the acceleration value of the vehicle monitored by the built-in acceleration sensor 4.

[0032] In this embodiment, a virtual brake pedal 1 is provided to identify the actual vehicle brake pedal opening data; electronic dampers are directly provided in the front and rear wheels of the vehicle to provide braking damping force for the wheels; the compression and rebound speed of the damper are adjusted by changing the flow suppression valve opening of the electronic damper 2 according to the depression depth of the virtual brake pedal in combination with the vehicle body posture and acceleration value through calculation and control; the nodding phenomenon of the vehicle body is eliminated, so that the vehicle body automatically maintains stability during braking.

[0033] Specifically, the virtual brake pedal 1 is connected to the ESC brake control module 3; the virtual brake pedal 1 is configured to use the percentage of the brake pedal being depressed as the brake opening to achieve recognition of the driver's braking intention;

[0034] Specifically, the electronic damper 2 is connected to the ESC brake control module 3; the opening of the flow suppression valve of the electronic damper 2 adopts an electronically adjustable structure, and the compression and rebound speed of the damper are adjusted by changing the opening of the flow suppression valve;

[0035] Specifically, the built-in acceleration sensor 4 is used to monitor the vehicle body state and acceleration value;

[0036] Specifically, the built-in acceleration sensor 4 is specifically configured as a gyroscope device, which is arranged inside the ESC brake control module 3, and is used to detect and send the vehicle's acceleration value and the inclination angle of the vehicle body in the opposite direction of the horizontal direction. For example, during sudden acceleration, the front of the vehicle rises and the rear of the vehicle sinks during acceleration, and the inclination angle is a negative value. When the inclination angle is greater than 8°, the vehicle acceleration value (G) increases significantly; when the brake is lightly pressed while driving at a low speed, the front of the vehicle sinks slightly and the rear of the vehicle rises slightly, the inclination angle is a positive value and less than 3°, and the vehicle acceleration (G) value increases slightly; the main function of the built-in acceleration sensor 4 is to sense the positive and negative values ​​of the inclination angle of the vehicle body, the angle and the acceleration value generated by the inertia of the vehicle body.

[0037] Specifically, the ESC brake control module 3 integrates a built-in acceleration sensor 4 and is connected to the virtual brake pedal 1 and the electronic damper 2;

[0038] The ESC brake control module 3 is configured to: control the opening of the flow control valve of the electronic damper 2 based on the acquired data according to the brake opening of the virtual brake pedal 1, in combination with the vehicle body state and the acceleration value, and at the early stage of the vehicle braking nodding phenomenon, the ESC brake control module 3 simultaneously controls the electronic damper 2 of the front wheel and the electronic damper 2 of the rear wheel to work against potential energy;

[0039] Furthermore, the ESC brake control module calculates the opening of the flow control valve of the electronic damper 2 according to the brake opening of the brake pedal, combined with the body posture and acceleration value, and controls the compression and rebound speed adjustment of the electronic damper 2 to eliminate the nodding phenomenon of the body and automatically keep the body stable during braking.

[0040] Through the above system and the control method of the ESC brake control module 3, the brake nodding phenomenon can be minimized to the greatest extent, helping the vehicle body to quickly return to normal state, reducing the discomfort of passengers in the vehicle during braking, and at the same time enhancing the rigidity of the vehicle body during braking and improving the vehicle braking effect.

[0041] In a further technical solution, the ESC brake control module is configured to execute a brake control method, which can be controlled according to the vehicle state, specifically in the following three situations:

[0042] 1) The first vehicle state is: when the vehicle is driving normally without using brakes, it enters the comfort priority mode:

[0043] When the vehicle is running normally and the brakes are not used, the ESC brake control module 3 controls the compression flow suppression valve and the rebound flow suppression valve inside the electronic damper 2 of the front wheel and the electronic damper 2 of the rear wheel to be at a large flow aperture;

[0044] When the vehicle is in normal driving state and the brakes are not used, the system enters the comfort priority mode. In this mode, the various parts of the vehicle's brake anti-nodding system work as follows:

[0045] The virtual brake pedal signal is 0%: when the vehicle does not step on the brake pedal, the virtual brake pedal signal is 0%, and the vehicle is in a comfortable state during driving;

[0046] Working status of ESC brake control module 3: The ESC (electronic stability control system) brake control module is continuously in working status, monitoring the vehicle's driving conditions in real time, and giving priority to improving the vehicle's comfort rather than braking stability if no brake signal is detected;

[0047] Working status of the built-in acceleration sensor 4: The built-in acceleration sensor 4 continuously monitors the dynamic changes of the vehicle body, such as the ups and downs or shaking of the vehicle body. The built-in acceleration sensor 4 feeds back the vehicle body posture information to the ESC brake control module 3 in real time to ensure that the system can effectively adjust the operating status of the vehicle.

[0048] Electronic damper 2 control: When the vehicle is not braking, the electronic dampers 2 of the front and rear wheels are in large-flow aperture mode to provide lower damping force, allowing the suspension system to respond more gently to road undulations;

[0049] When the vehicle body experiences large ups and downs or shakes due to road bumps, the electronic damper 2 is in large flow aperture mode. The large flow setting cooperates with the leaf spring or airbag suspension system to enable the suspension to respond quickly to road bumps and the ups and downs of the vehicle body, thereby cushioning the impact of the road on the vehicle body, reducing the up and down shaking of the vehicle body, keeping the vehicle body stable, reducing passenger discomfort and improving driving comfort.

[0050] Through the above control method, this embodiment effectively solves the problem of vehicle body shaking due to road bumps when the vehicle is driving normally and without using brakes. The system monitors the state of the vehicle body in real time and adjusts the damping force of the electronic damper 2 to ensure the stability of the vehicle during driving and reduce the discomfort of passengers.

[0051] 2) The second vehicle state is: the vehicle is driving normally with light use of brakes; light braking situations are mostly braking and deceleration situations during driving, which are situations where the driving license slows down the vehicle but does not require the vehicle to stop.

[0052] The ESC (electronic stability control) brake control module 3 optimizes the vehicle's posture, reduces front body sinking and rear tail lift, and improves braking performance and ride comfort;

[0053] Optionally, for light use of the brakes, the brake opening can be set to less than 50%;

[0054] Furthermore, the braking state of the vehicle is determined based on multiple factors: 1) the depth of the brake pedal; 2) the angle of the vehicle body tilt; 3) the acceleration value of the vehicle:

[0055] The depth of the brake pedal is collected to measure the driver's operational needs for the vehicle, that is, the driving intention, such as braking deceleration, deceleration to stop, emergency stop and other operational intentions; the angle of the vehicle body inclination reflects the vehicle's inclination state, which also includes the situation where the vehicle is not braked but is on uphill or downhill. At this time, it is necessary to refer to the depth of the brake pedal (driving intention). The vehicle's acceleration value is related to the vehicle's weight, speed, and deceleration time, and mainly reflects the vehicle's inertia value.

[0056] A feasible technical solution, a control method in the second vehicle state, the ESC brake control module 3 cyclically adjusts the electronic damper 2 according to the signal of the built-in acceleration sensor 4 until the acceleration signal output by the built-in acceleration sensor 4 returns to normal, ensuring the stability of the vehicle posture, and the adjustment process of the electronic damper 2;

[0057] Specifically, the braking control method when the vehicle is driving normally and the brakes are lightly used is as follows:

[0058] 2.1) When the vehicle is driving normally and the brakes are lightly used, the ESC brake control module controls the compression flow control valve and rebound flow control valve inside the front wheel electronic damper and the rear wheel electronic damper to be at a medium flow aperture when the vehicle is in a stable state;

[0059] Wherein, whether the vehicle is in a stable state is determined by the signal of the acceleration sensor; the acceleration sensor signal is the signal output after the built-in acceleration sensor 4 detects;

[0060] 2.2) When the vehicle is driving normally and the brakes are lightly used, the ESC brake control module 3 recognizes the change in vehicle posture through the acceleration sensor signal, and controls the compression flow control valve and rebound flow control valve inside the electronic damper 2 of the front and rear wheels to be at a medium flow or large flow aperture to optimize the vehicle body posture. Specifically:

[0061] 2.21) According to the acceleration sensor signal, when the front part of the vehicle body nods and sinks, the compression suppression valve of the electronic damper 2 controlling the front wheel is set to a medium flow aperture, and the rebound suppression valve is set to a large flow aperture, so as to cooperate with the leaf spring or air bag of the vehicle to quickly restore the vehicle body posture, until the acceleration sensor signal is normal, the vehicle is stable, and the compression suppression valve and rebound suppression valve inside the electronic damper 2 controlling the front and rear wheels are in a large flow aperture;

[0062] In order to allow the vehicle body to quickly recover to stability after tilting, the compression suppression valve of the compression suppression valve of the electronic damper 2 of the front wheel maintains a medium flow aperture to ensure the braking effect, that is, the rigidity of the vehicle body; the rebound suppression valve of the electronic damper 2 of the front wheel maintains a large flow aperture, which can maintain a large aperture when the compression is completed and the vehicle body can quickly complete the upward rebound.

[0063] Specifically, if the front part of the vehicle body nods and sinks, the acceleration value of the signal of the built-in acceleration sensor 4 is a slight acceleration signal, that is, the acceleration signal is less than a set threshold value.

[0064] After the ESC brake control module 3 determines that the virtual brake pedal is pressed 50% and the built-in acceleration sensor signal is a slight acceleration signal, it changes the compression suppression valve inside the front wheel electronic damper to a medium flow aperture. In conjunction with the vehicle leaf spring or airbag, the compression suppression valve with a medium flow aperture can slow down the sinking of the front body.

[0065] At the same time, the ESC brake control module 3 controls the rebound suppression valve inside the front wheel electronic damper to change to a large flow aperture. In conjunction with the vehicle leaf spring or airbag, the rebound suppression valve has a large flow aperture, which can quickly help the front vehicle body return to normal after the sinking state ends;

[0066] According to the detected vehicle status, the above 2.21 process is executed, and the ESC brake control module 3 cyclically controls the electronic damper 2 until the signal of the built-in acceleration sensor 4 is normal and the control is terminated. The ESC brake control module controls the compression suppression valve and rebound suppression valve inside the front wheel electronic damper and the rear wheel electronic damper to be at a large flow aperture.

[0067] 2.22) According to the acceleration sensor signal, when the rear of the vehicle body is lifted, the compression suppression valve of the electronic damper 2 controlling the rear wheels is at a large flow aperture, and the rebound suppression valve is at a medium flow aperture, so that the vehicle body returns to a normal state; until the acceleration sensor signal is normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper 2 controlling the front and rear wheels are at a large flow aperture;

[0068] Specifically, the rear of the vehicle body lifts up, and the signal of the built-in acceleration sensor 4 is a slight acceleration signal; the ESC brake control module 3 controls the rebound suppression valve inside the rear wheel electronic damper 2 to change to a medium flow aperture, and in conjunction with the vehicle leaf spring or airbag, the rebound suppression valve has a medium flow aperture to slow down the rear body lifting state; at the same time, the ESC brake control module 3 controls the compression suppression valve inside the rear wheel electronic damper to change to a large flow aperture, and in conjunction with the vehicle leaf spring or airbag, the compression suppression valve has a large flow aperture, which can quickly help the rear body return to normal after the tail lifting state ends; the ESC brake control module 3 cyclically controls the electronic damper 2 until the signal of the built-in acceleration sensor 4 becomes normal, and then ends the control, and the ESC brake control module controls the compression suppression valve and rebound suppression valve inside the front wheel electronic damper and the rear wheel electronic damper to be in a large flow aperture.

[0069] When the built-in acceleration sensor 4 is a slight acceleration signal, the vehicle state is further judged according to the vehicle body inclination angle value, including: acceleration state (front lift, rear sink), braking state (front sink, rear lift), vehicle body recovery state (front lift and then sink, rear sink and then lift);

[0070] In the above scheme, the front and rear wheel electronic dampers 2 are controlled at the same time, and the flow aperture of the compression and rebound flow control valves is controlled to reduce the shaking of the vehicle body during braking, especially the braking nodding phenomenon. The problem of vehicle body shaking caused by the sinking of the front part of the vehicle body, the lifting of the rear part, and the bumping when the vehicle is driving normally and slightly braking is solved. Before the vehicle bumps, the ESC brake control module 3 controls the electronic damper 2 of the front wheel and the electronic damper 2 of the rear wheel to work in reverse potential energy, which can minimize the braking nodding phenomenon, help the vehicle body quickly return to normal state, reduce the braking nodding phenomenon, and reduce the discomfort of passengers in the vehicle during braking. At the same time, it can also strengthen the rigidity of the vehicle body during braking and improve the braking effect of the vehicle.

[0071] 3) The third vehicle state is: the vehicle is driving normally and the brakes are heavily used;

[0072] Optionally, for heavy use of the brakes, the brake opening can be set to not less than 50%;

[0073] When the ESC brake control module 3 receives a signal indicating that the virtual brake pedal 1 is depressed by no less than 50%, and the built-in acceleration sensor 4 sends a heavy acceleration signal, it is determined to be in a heavy braking state;

[0074] A feasible technical solution, a control method in the third vehicle state, the ESC brake control module 3 cyclically adjusts the electronic damper 2 according to the signal of the built-in acceleration sensor 4 until the acceleration signal output by the built-in acceleration sensor 4 returns to normal, ensuring the stability of the vehicle posture, and the adjustment process of the electronic damper 2;

[0075] Specifically, during normal driving of the vehicle, the braking control method when the brakes are heavily used includes:

[0076] 3.1) When the vehicle is in normal driving and the brakes are heavily used, in a stable state, the vehicle prioritizes the braking performance while the ESC brake control module 3 controls the compression suppression valve and rebound suppression valve inside the front wheel electronic damper 2 and the rear wheel electronic damper 2 to be in a small flow aperture;

[0077] 3.2) The vehicle's body posture change is determined by the acceleration sensor signal, and the ESC brake control module 3 controls the compression flow control valve and the rebound flow control valve inside the electronic damper 2 of the front and rear wheels to be at a small flow or medium flow aperture to optimize the body posture. Specifically:

[0078] 2.21) According to the acceleration sensor signal, when the front part of the vehicle body nods and sinks seriously, the compression suppression valve of the electronic damper 2 controlling the front wheel is set to a small flow aperture, and the rebound suppression valve is set to a medium flow aperture, so as to cooperate with the leaf spring or air bag of the vehicle to quickly restore the body posture, until the acceleration sensor signal is normal, the vehicle is stable, and the compression suppression valve and rebound suppression valve inside the electronic damper 2 controlling the front and rear wheels are set to a large flow aperture;

[0079] Specifically, taking the brake opening of 80% as an example, if the front part of the vehicle body nods and sinks severely, the signal of the built-in acceleration sensor 4 is a severe acceleration signal. After judging that the signal of the virtual brake pedal is pressed 80% and the signal of the built-in acceleration sensor 4 is a severe acceleration signal, the ESC brake control module 3 controls the compression suppression valve inside the front wheel electronic damper 2 to change to a small flow aperture. In conjunction with the vehicle leaf spring or airbag, the compression suppression valve is a small flow aperture, which can minimize the sinking state of the front body; at the same time, the ESC brake control module 3 controls the rebound suppression valve inside the front wheel electronic damper 2 to change to a medium flow aperture. In conjunction with the vehicle leaf spring or airbag, the rebound suppression valve is a medium flow aperture, which can quickly help the front body return to a normal state after the sinking state ends; the ESC brake control module 3 cyclically controls the electronic damper 2 until the signal of the built-in acceleration sensor 4 is normal and then ends the control. The ESC brake control module 3 controls the compression suppression valve and rebound suppression valve inside the front wheel electronic damper 2 and the rear wheel electronic damper 2 to be in a large flow aperture.

[0080] 2.21) Judging by the acceleration sensor signal, when the rear of the vehicle body lifts up seriously, the rebound suppression valve inside the rear wheel electronic damper 2 is controlled to be of small flow aperture, and the compression suppression valve is controlled to be of medium flow aperture; when the acceleration sensor signal is normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper 2 of the front and rear wheels are controlled to be of large flow aperture.

[0081] Specifically, the rear of the vehicle body has a serious tail lift, and the signal of the built-in acceleration sensor 4 is a severe acceleration signal. The ESC brake control module 3 controls the rebound suppression valve inside the rear wheel electronic damper 2 to change to a small flow aperture. In conjunction with the vehicle leaf spring or airbag, the rebound suppression valve has a small flow aperture, which can minimize the rear body lift state; at the same time, the ESC brake control module 3 controls the compression suppression valve inside the rear wheel electronic damper 2 to change to a medium flow aperture. In conjunction with the vehicle leaf spring or airbag, the compression suppression valve has a medium flow aperture, which can quickly help the rear body return to normal after the tail lift state ends; the ESC brake control module 3 cyclically controls the electronic damper 2 until the built-in acceleration sensor signal is normal and then ends the control. The ESC brake control module 3 controls the compression suppression valve and rebound suppression valve inside the front wheel electronic damper 2 and the rear wheel electronic damper 2 to be in a large flow aperture.

[0082] The ESC brake control module controls the anti-potential energy work of the front and rear electronic dampers at the same time, which can minimize the nodding phenomenon during emergency braking, help the vehicle body quickly return to normal, and reduce the discomfort of passengers in the car during emergency braking.

[0083] This embodiment solves the problem that when the vehicle is in normal driving and the brakes are heavily used, the front of the vehicle body sinks violently and the rear tail lifts violently, causing the vehicle body to shake severely. Before the vehicle shakes, the ESC brake control module controls the front wheel electronic damper and the rear wheel electronic damper to work in anti-potential energy at the same time, which can minimize the braking nodding phenomenon, help the vehicle body quickly return to normal state, reduce the discomfort of passengers in the vehicle during braking, and at the same time strengthen the rigidity of the vehicle body during braking, and improve the braking effect of the vehicle.

[0084] Example 2

[0085] Based on Example 1, a vehicle brake anti-nodding control method is provided in this embodiment, which can be implemented in an ESC brake control module, including the following steps:

[0086] Step 1: Obtain the brake pedal opening, vehicle body posture and vehicle acceleration value;

[0087] Step 2: Determine the current state of the vehicle based on the acquired data;

[0088] Step 3, setting a braking control scheme corresponding to the vehicle state according to different vehicle states, so that before the vehicle brakes and nods, the electronic damper 2 of the front wheel and the electronic damper 2 of the rear wheel are simultaneously controlled to work against potential energy;

[0089] Furthermore, in step 3, a braking control scheme corresponding to the vehicle state is set according to different vehicle states, and control is performed according to the vehicle state, specifically in the following three situations:

[0090] During normal driving of the vehicle, when the brakes are not used;

[0091] When the vehicle is in normal driving and the brakes are lightly used;

[0092] When the vehicle is in normal driving and the brakes are heavily used;

[0093] Among them, light use of brakes means that the brake opening is less than 50%, and heavy use of brakes means that the brake opening is not less than 50%.

[0094] A feasible technical solution is that when the vehicle is driving normally and the brakes are not used, the compression flow suppression valve and the rebound flow suppression valve inside the electronic damper controlling the front wheel and the electronic damper controlling the rear wheel are both in a large flow aperture;

[0095] A feasible technical solution is as follows:

[0096] When the vehicle is in a stable state, the ESC brake control module controls the compression flow control valve and rebound flow control valve inside the front wheel electronic damper and the rear wheel electronic damper to be in the medium flow aperture;

[0097] Judging by the acceleration sensor signal, when the front part of the vehicle body nods and sinks, the compression suppression valve of the electronic damper controlling the front wheels is at a medium flow aperture, and the rebound suppression valve is at a large flow aperture; until the acceleration sensor signal is normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper controlling the front and rear wheels are at a large flow aperture;

[0098] Judging by the acceleration sensor signal, when the rear end of the vehicle body is lifted, the compression suppression valve of the electronic damper controlling the rear wheels is at a large flow aperture, and the rebound suppression valve is at a medium flow aperture; until the acceleration sensor signal becomes normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper controlling the front and rear wheels are at a large flow aperture.

[0099] A feasible technical solution is a braking control method when the vehicle is in normal driving and the brakes are heavily used, including:

[0100] When the vehicle is in normal driving and the brakes are heavily used, the compression suppression valve and rebound suppression valve inside the front wheel electronic damper and the rear wheel electronic damper are controlled to be in a small flow aperture when the vehicle is in a stable state;

[0101] Judging by the acceleration sensor signal, when the front part of the vehicle body nods and sinks severely, the compression suppression valve of the electronic damper controlling the front wheels is at a small flow aperture, and the rebound suppression valve is at a medium flow aperture; until the acceleration sensor signal is normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper controlling the front and rear wheels are at a large flow aperture;

[0102] Judging by the acceleration sensor signal, when the rear of the vehicle body lifts severely, the rebound suppression valve inside the rear wheel electronic damper is controlled to have a small flow aperture, and the compression suppression valve is controlled to have a medium flow aperture; when the acceleration sensor signal is normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper of the front and rear wheels are controlled to have a large flow aperture.

[0103] The above description is only a preferred embodiment of the present disclosure and is not intended to limit the present disclosure. For those skilled in the art, the present disclosure may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.

[0104] Although the above describes the specific implementation methods of the present disclosure in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present disclosure. Technical personnel in the relevant field should understand that on the basis of the technical solution of the present disclosure, various modifications or variations that can be made by those skilled in the art without creative work are still within the scope of protection of the present disclosure.

Claims

1. A vehicle brake anti-nodding system, characterized in that: Includes virtual brake pedal, electronic damper, ESC brake control module and built-in acceleration sensor; A virtual brake pedal connected to the actual brake pedal of the vehicle is used to obtain the brake opening of the actual brake pedal and send it to the ESC brake control module; Electronic dampers are installed in the front and rear wheels of the vehicle. The compression and rebound speed of the dampers are adjusted by changing the opening of the damping valve, thereby providing damping force for the wheels. The ESC brake control module integrates a built-in acceleration sensor and is configured to execute a brake control method, receive a virtual brake pedal's brake opening, and control the electronic damper's flow control valve opening according to the vehicle body state monitored by the built-in acceleration sensor and the vehicle's acceleration value.

2. A vehicle brake anti-nodding system as claimed in claim 1, characterized in that: The ESC brake control module is configured so that, before the vehicle experiences a braking nodding phenomenon, the ESC brake control module simultaneously controls the electronic dampers of the front wheels and the electronic dampers of the rear wheels to perform anti-potential energy work and controls changes in the compression and rebound speed adjustment of the electronic dampers.

3. The vehicle brake anti-nodding system according to claim 1, characterized in that: The ESC brake control module is configured to execute the brake control method and perform control according to the vehicle status, specifically in the following three situations: During normal driving of the vehicle, when the brakes are not used; When the vehicle is in normal driving and the brakes are lightly used; When the vehicle is in normal driving and the brakes are heavily used; Among them, light use of brakes means that the brake opening is less than 50%, and heavy use of brakes means that the brake opening is not less than 50%.

4. A vehicle brake anti-nodding system as claimed in claim 3, characterized in that: When the vehicle is driving normally and the brakes are not used, the compression flow control valve and rebound flow control valve inside the electronic dampers controlling the front wheels and the electronic dampers controlling the rear wheels are both in the large flow aperture.

5. The vehicle brake anti-nodding system according to claim 3, characterized in that: The braking control method when the vehicle is driving normally and the brakes are lightly used is as follows: When the vehicle is in a stable state, the ESC brake control module controls the compression flow control valve and rebound flow control valve inside the front wheel electronic damper and the rear wheel electronic damper to be in the medium flow aperture; Judging by the acceleration sensor signal, when the front part of the vehicle body nods and sinks, the compression suppression valve of the electronic damper controlling the front wheels is at a medium flow aperture, and the rebound suppression valve is at a large flow aperture; until the acceleration sensor signal is normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper controlling the front and rear wheels are at a large flow aperture; Judging by the acceleration sensor signal, when the rear end of the vehicle body is lifted, the compression suppression valve of the electronic damper controlling the rear wheels is at a large flow aperture, and the rebound suppression valve is at a medium flow aperture; until the acceleration sensor signal becomes normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper controlling the front and rear wheels are at a large flow aperture.

6. A vehicle brake anti-nodding system as claimed in claim 3, characterized in that: During normal vehicle driving, the braking control method when the brakes are heavily used includes: When the vehicle is in normal driving and the brakes are heavily used, the compression suppression valve and rebound suppression valve inside the front wheel electronic damper and the rear wheel electronic damper are controlled to be in a small flow aperture when the vehicle is in a stable state; Judging by the acceleration sensor signal, when the front part of the vehicle body nods and sinks severely, the compression suppression valve of the electronic damper controlling the front wheels is at a small flow aperture, and the rebound suppression valve is at a medium flow aperture; until the acceleration sensor signal is normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper controlling the front and rear wheels are at a large flow aperture; Judging by the acceleration sensor signal, when the rear of the vehicle body lifts severely, the rebound suppression valve inside the rear wheel electronic damper is controlled to have a small flow aperture, and the compression suppression valve is controlled to have a medium flow aperture; when the acceleration sensor signal is normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper of the front and rear wheels are controlled to have a large flow aperture.

7. A vehicle brake anti-nodding control method, characterized in that: The steps include: Obtain the brake pedal opening, vehicle body posture and vehicle acceleration value; determining a current state of the vehicle based on the acquired data; A braking control scheme corresponding to the vehicle state is set according to the different vehicle states, so that before the vehicle brakes nod, the electronic dampers of the front wheels and the electronic dampers of the rear wheels are controlled at the same time to perform anti-potential energy work.

8. A vehicle brake anti-nodding control method as claimed in claim 7, characterized in that: include: The braking control scheme corresponding to the vehicle state is set according to the different vehicle states, and the control is carried out according to the vehicle state. Specifically, the control is carried out in the following three situations: During normal driving of the vehicle, when the brakes are not used; When the vehicle is in normal driving and the brakes are lightly used; When the vehicle is in normal driving and the brakes are heavily used; Among them, light use of brakes means that the brake opening is less than 50%, and heavy use of brakes means that the brake opening is not less than 50%.

9. A vehicle brake anti-nodding control method as claimed in claim 8, characterized in that: When the vehicle is running normally and the brakes are not used, the compression flow control valve and the rebound flow control valve inside the electronic damper controlling the front wheels and the electronic damper controlling the rear wheels are both in the large flow aperture; Alternatively, the braking control method when the vehicle is driving normally and the brakes are lightly used is as follows: When the vehicle is in a stable state, the ESC brake control module controls the compression flow control valve and rebound flow control valve inside the front wheel electronic damper and the rear wheel electronic damper to be in the medium flow aperture; Judging by the acceleration sensor signal, when the front part of the vehicle body nods and sinks, the compression suppression valve of the electronic damper controlling the front wheels is at a medium flow aperture, and the rebound suppression valve is at a large flow aperture; until the acceleration sensor signal is normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper controlling the front and rear wheels are at a large flow aperture; Judging by the acceleration sensor signal, when the rear end of the vehicle body is lifted, the compression suppression valve of the electronic damper controlling the rear wheels is at a large flow aperture, and the rebound suppression valve is at a medium flow aperture; until the acceleration sensor signal becomes normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper controlling the front and rear wheels are at a large flow aperture.

10. A vehicle brake anti-nodding control method as claimed in claim 8, characterized in that: During normal vehicle driving, the braking control method when the brakes are heavily used includes: When the vehicle is in normal driving and the brakes are heavily used, the compression suppression valve and rebound suppression valve inside the front wheel electronic damper and the rear wheel electronic damper are controlled to be in a small flow aperture when the vehicle is in a stable state; Judging by the acceleration sensor signal, when the front part of the vehicle body nods and sinks severely, the compression suppression valve of the electronic damper controlling the front wheels is at a small flow aperture, and the rebound suppression valve is at a medium flow aperture; until the acceleration sensor signal is normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper controlling the front and rear wheels are at a large flow aperture; Judging by the acceleration sensor signal, when the rear of the vehicle body lifts severely, the rebound suppression valve inside the rear wheel electronic damper is controlled to have a small flow aperture, and the compression suppression valve is controlled to have a medium flow aperture; when the acceleration sensor signal is normal and the vehicle is stable, the compression suppression valve and rebound suppression valve inside the electronic damper of the front and rear wheels are controlled to have a large flow aperture.

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