Method and device for monitoring auxiliary braking system of diesel engine

Abstract

The invention relates to a monitoring method and device for an auxiliary braking system of a diesel engine, and belongs to the technical field of vehicle control. The monitoring method for the auxiliary braking system of the diesel engine comprises the steps that monitoring parameters of the auxiliary braking system are determined based on current operation parameters of a vehicle, the monitoring parameters comprise an auxiliary braking grade, an auxiliary braking activation state and an auxiliary braking negative torque percentage; based on the monitoring parameters and actual operation parameters of the auxiliary braking system, whether the auxiliary braking system breaks down or not is determined, and the actual operation parameters comprise the actual auxiliary braking grade, the actual auxiliary braking activation state and the actual auxiliary braking negative torque percentage. The reliability of the auxiliary braking system is improved by monitoring the auxiliary braking system, and then the functional safety level of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle control, and in particular to a monitoring method and device for an auxiliary braking system of a diesel engine. Background Art

[0002] Commercial vehicles equipped with diesel engines are generally equipped with auxiliary braking functions, which are used to shorten the braking time and improve braking efficiency when the commercial vehicle is going downhill, and can also reduce damage to the brake pads caused by excessive friction.

[0003] The engine auxiliary brake device generally uses two methods: exhaust brake and in-cylinder brake. Exhaust brake refers to the use of exhaust butterfly valve, and relies on the exhaust resistance caused by the increase of exhaust back pressure to generate braking power. The exhaust butterfly valve is installed in the exhaust pipe of the engine. When the exhaust brake function is activated, the exhaust butterfly valve rotates to block the exhaust pipe or partially block the exhaust pipe. The pressure in the exhaust pipe increases rapidly. The engine piston is subjected to the back pressure of the gas during the exhaust stroke, which is transmitted to the wheels through the crankshaft and the transmission system, increasing the rotation resistance of the wheels and reducing the vehicle speed. In-cylinder brake means that the exhaust valve is opened when the piston approaches the top dead center during the compression stroke. The work done by the engine when compressing the air in the cylinder is released to the exhaust system to generate braking power.

[0004] At present, the development of traditional diesel engine auxiliary brake system control software is based on the Automotive Software Process Improvement and Capacity Determination (A-SPICE) process. The functional safety level is quality management (QM), and the rationality of auxiliary brake activation and the appropriateness of the generated negative torque are not monitored. However, the auxiliary brake system control function is a safety-related function. Control failure may cause unexpected auxiliary brake activation, and then generate unexpected negative torque, causing unexpected deceleration of the vehicle. Therefore, only QM cannot meet the functional safety requirements. Summary of the invention

[0005] In view of this, it is necessary to provide a monitoring method and device for a diesel engine auxiliary braking system to solve the problem that the current diesel engine auxiliary braking system control scheme cannot meet the functional safety requirements.

[0006] In order to solve the above problems, the present invention provides a monitoring method for a diesel engine auxiliary braking system, comprising: Determining monitoring parameters of the auxiliary braking system based on current operating parameters of the vehicle, the monitoring parameters including auxiliary braking level, auxiliary braking activation state and auxiliary braking negative torque percentage; Based on the monitoring parameters and actual operating parameters of the auxiliary braking system, it is determined whether the auxiliary braking system has a fault, wherein the actual operating parameters include an actual level of auxiliary braking, an actual activation state of auxiliary braking, and an actual negative torque percentage of auxiliary braking.

[0007] In a possible implementation, determining the monitoring parameters of the auxiliary braking system based on the current operating parameters of the vehicle includes: Determining the auxiliary braking level based on the current auxiliary braking switch position of the vehicle; Determining the auxiliary brake activation state based on the vehicle's current clutch engagement state, transmission gear position, throttle opening, vehicle speed and ABS activation state; Based on the auxiliary braking level, the auxiliary braking negative torque percentage is determined.

[0008] In a possible implementation, determining the auxiliary braking level based on the current auxiliary braking switch position of the vehicle includes: When the auxiliary brake switch of the vehicle is not triggered, determining that the auxiliary brake level is the first level; When the auxiliary brake switch of the vehicle is currently in the first gear position, determining that the auxiliary brake level is the second level; When the auxiliary brake switch of the vehicle is currently in the second gear position, determining that the auxiliary brake level is the third level; When the auxiliary brake switch of the vehicle is currently in the third gear, determining that the auxiliary brake level is the fourth level; Among them, the first level, the second level, the third level and the fourth level are ranked according to braking intensity as follows: the fourth level > the third level > the second level > the first level.

[0009] In a possible implementation, determining the auxiliary braking negative torque percentage based on the auxiliary braking level includes: When it is determined that the auxiliary braking level is the first level, determining the auxiliary braking negative torque percentage to be 0; When the auxiliary braking level is determined to be the second level, determining the auxiliary braking negative torque percentage to be the first percentage; When the auxiliary braking level is determined to be the third level, determining the auxiliary braking negative torque percentage to be a second percentage, the second percentage being greater than the first percentage; When the auxiliary braking level is determined to be the fourth level, the auxiliary braking negative torque percentage is determined to be 100%.

[0010] In a possible implementation, determining the auxiliary brake activation state based on the current clutch engagement state, transmission gear position, throttle opening, vehicle speed and ABS activation state of the vehicle includes: When a first condition is met, determining that the auxiliary brake activation state is an enabled state, the first condition being that the vehicle's current clutch is engaged, the gearbox gear is not in neutral, the throttle opening is 0, the vehicle speed is greater than 0, and the ABS is not activated; In other cases except when the first condition is satisfied, the auxiliary brake activation state is determined to be a disabled state.

[0011] In a possible implementation, determining whether the auxiliary braking system has a fault based on the monitoring parameter and the actual operating parameter of the auxiliary braking system includes: In the case where the difference between the auxiliary braking level and the auxiliary braking actual level is less than or equal to a preset threshold, the auxiliary braking activation state is the same as the auxiliary braking actual activation state, and the difference between the auxiliary braking negative torque percentage and the auxiliary braking actual negative torque percentage is less than or equal to a preset percentage threshold, determining that the auxiliary braking system has no fault; When the difference between the auxiliary braking level and the actual auxiliary braking level is greater than a preset threshold, or the auxiliary braking activation state is different from the actual auxiliary braking activation state, or the difference between the auxiliary braking negative torque percentage and the actual auxiliary braking negative torque percentage is greater than a preset percentage threshold, it is determined that the auxiliary braking system has a fault.

[0012] In a possible implementation, the method further includes: When it is determined that the auxiliary brake system has a fault, the auxiliary brake system is controlled to stop operating.

[0013] The present invention also provides a monitoring device for a diesel engine auxiliary braking system, comprising: A first determination module is used to determine monitoring parameters of the auxiliary braking system based on current operating parameters of the vehicle, wherein the monitoring parameters include an auxiliary braking level, an auxiliary braking activation state, and an auxiliary braking negative torque percentage; The second determination module is used to determine whether the auxiliary braking system has a fault based on the monitoring parameters and actual operating parameters of the auxiliary braking system, wherein the actual operating parameters include an actual level of auxiliary braking, an actual activation state of auxiliary braking, and an actual negative torque percentage of auxiliary braking.

[0014] The present invention also provides an electronic device, including a memory and a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the monitoring method of the diesel engine auxiliary braking system as described above is implemented.

[0015] The present invention also provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the monitoring method of the auxiliary braking system of a diesel engine as described above is implemented.

[0016] The beneficial effects of the present invention are as follows: the monitoring method and device for the auxiliary braking system of a diesel engine provided by the present invention first determine the monitoring parameters of the auxiliary braking system through the current operating parameters of the vehicle, and then determine whether the auxiliary braking system has a fault by comparing the monitoring parameters of the auxiliary braking system with the actual operating parameters of the auxiliary braking system, thereby realizing the monitoring of the auxiliary braking system, avoiding unexpected activation of the auxiliary braking, improving the functional safety level of the vehicle, and improving the driving experience of the driver. The present invention improves the reliability of the auxiliary braking system by monitoring the auxiliary braking system, thereby improving the functional safety level of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A schematic flow chart of an embodiment of a method for monitoring a diesel engine auxiliary braking system provided by the present invention; Figure 2 A flow chart of an embodiment of a monitoring process of a diesel engine auxiliary brake system based on an E-GAS architecture provided by the present invention; Figure 3 A schematic structural diagram of an embodiment of a monitoring device for a diesel engine auxiliary braking system provided by the present invention; Figure 4 A schematic structural diagram of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0018] The preferred embodiments of the present invention are described in detail below in conjunction with the accompanying drawings, wherein the accompanying drawings constitute a part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not used to limit the scope of the present invention.

[0019] In the description of the present invention, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In addition, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0020] In the description of the present invention, reference to an "embodiment" means that a particular feature, structure, or characteristic described in conjunction with the embodiment may be included in at least one embodiment of the present invention. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive of other embodiments. It is explicitly and implicitly understood by those skilled in the art that the described embodiments may be combined with other embodiments.

[0021] Commercial vehicles equipped with diesel engines are generally equipped with auxiliary braking functions, which are used to shorten the braking time and improve braking efficiency when the commercial vehicle is going downhill, and can also reduce damage to the brake pads caused by excessive friction.

[0022] The engine auxiliary brake device generally uses two methods: exhaust brake and in-cylinder brake. Exhaust brake refers to the use of exhaust butterfly valve, and relies on the exhaust resistance caused by the increase of exhaust back pressure to generate braking power. The exhaust butterfly valve is installed in the exhaust pipe of the engine. When the exhaust brake function is activated, the exhaust butterfly valve rotates to block the exhaust pipe or partially block the exhaust pipe. The pressure in the exhaust pipe increases rapidly. The engine piston is subjected to the back pressure of the gas during the exhaust stroke, which is transmitted to the wheels through the crankshaft and the transmission system, increasing the rotation resistance of the wheels and reducing the vehicle speed. In-cylinder brake means that the exhaust valve is opened when the piston approaches the top dead center during the compression stroke. The work done by the engine when compressing the air in the cylinder is released to the exhaust system to generate braking power.

[0023] At present, the development of traditional diesel engine auxiliary brake system control software is based on the A-SPICE process, with a functional safety level of QM, and no monitoring is performed on the rationality of auxiliary brake activation and whether the generated negative torque is appropriate. However, the auxiliary brake system control function is a safety-related function, and control failure may cause unexpected auxiliary brake activation, thereby generating unexpected negative torque and causing unexpected deceleration of the vehicle. Therefore, only achieving QM cannot meet the functional safety requirements.

[0024] In order to solve the above problems, the present invention provides a monitoring method for a diesel engine auxiliary braking system.

[0025] The specific embodiments are described in detail below: A specific embodiment of the present invention discloses a monitoring method for a diesel engine auxiliary braking system, combining Figure 1 Come and see, Figure 1 The flowchart of an embodiment of a method for monitoring a diesel engine auxiliary brake system provided by the present invention includes step S101 and step S102, wherein: In step S101, based on the current operating parameters of the vehicle, monitoring parameters of the auxiliary braking system are determined, wherein the monitoring parameters include auxiliary braking level, auxiliary braking activation state and auxiliary braking negative torque percentage; In step S102, it is determined whether the auxiliary braking system has a fault based on the monitoring parameters and actual operating parameters of the auxiliary braking system, wherein the actual operating parameters include actual auxiliary braking level, actual auxiliary braking activation state and actual auxiliary braking negative torque percentage.

[0026] During implementation, the current operating parameters of the vehicle (such as vehicle speed, transmission gear, throttle opening, etc.) can be obtained first, and then the monitoring parameters of the auxiliary braking system including the auxiliary braking level, auxiliary braking activation status and auxiliary braking negative torque percentage can be determined according to the current operating parameters of the vehicle.

[0027] After determining the monitoring parameters of the auxiliary braking system, the monitoring parameters of the auxiliary braking system can be compared with the actual operating parameters of the auxiliary braking system to determine whether the auxiliary braking system has a fault. The actual operating parameters of the auxiliary braking system may include the actual level of the auxiliary braking, the actual activation state of the auxiliary braking, and the actual negative torque percentage of the auxiliary braking.

[0028] The monitoring method of the diesel engine auxiliary braking system provided by the present invention can be applied to the monitoring scenario of the diesel engine auxiliary braking system, and can also be applied to the monitoring scenario of other auxiliary braking systems, and the present invention does not make specific limitations on this.

[0029] Compared with the prior art, the monitoring method of the diesel engine auxiliary braking system provided in this embodiment first determines the monitoring parameters of the auxiliary braking system through the current operating parameters of the vehicle, and then determines whether the auxiliary braking system has a fault by comparing the monitoring parameters of the auxiliary braking system with the actual operating parameters of the auxiliary braking system, thereby realizing the monitoring of the auxiliary braking system, avoiding unexpected auxiliary braking activation, improving the functional safety level of the vehicle, and improving the driving experience of the driver. The present invention improves the reliability of the auxiliary braking system by monitoring the auxiliary braking system, thereby improving the functional safety level of the vehicle.

[0030] Exemplarily, determining the monitoring parameters of the auxiliary braking system based on the current operating parameters of the vehicle includes: Determining the auxiliary braking level based on the current auxiliary braking switch position of the vehicle; Determining the auxiliary brake activation state based on the vehicle's current clutch engagement state, transmission gear position, throttle opening, vehicle speed and ABS activation state; Based on the auxiliary braking level, the auxiliary braking negative torque percentage is determined.

[0031] Specifically, when determining the monitoring parameters of the auxiliary braking system according to the current operating parameters of the vehicle, the auxiliary braking level can be determined according to the current auxiliary braking switch position of the vehicle. The auxiliary braking activation state can be determined according to the current clutch engagement state, gearbox gear, throttle opening, vehicle speed and anti-lock braking system (ABS) activation state of the vehicle. In addition, the auxiliary braking negative torque percentage can also be determined according to the auxiliary braking level.

[0032] Exemplarily, determining the auxiliary braking level based on the current auxiliary braking switch position of the vehicle includes: When the auxiliary brake switch of the vehicle is not triggered, determining that the auxiliary brake level is the first level; When the auxiliary brake switch of the vehicle is currently in the first gear position, determining that the auxiliary brake level is the second level; When the auxiliary brake switch of the vehicle is currently in the second gear position, determining that the auxiliary brake level is the third level; When the auxiliary brake switch of the vehicle is currently in the third gear, determining that the auxiliary brake level is the fourth level; Among them, the first level, the second level, the third level and the fourth level are ranked according to braking intensity as follows: the fourth level > the third level > the second level > the first level.

[0033] Specifically, when determining the auxiliary braking level according to the vehicle's current auxiliary braking switch gear, the triggering state of the auxiliary braking switch can be determined first. The auxiliary braking switch can be triggered and the gear can be selected by the driver according to the auxiliary braking requirements. The auxiliary braking switch includes three gears, corresponding to different auxiliary braking requirements.

[0034] When the auxiliary brake switch is not triggered, the auxiliary brake level can be determined to be the first level; when the auxiliary brake switch is in the first gear, the auxiliary brake level can be determined to be the second level; when the auxiliary brake switch is in the second gear, the auxiliary brake level can be determined to be the third level; when the auxiliary brake switch is in the third gear, the auxiliary brake level can be determined to be the fourth level. In addition, the first level, the second level, the third level and the fourth level are ranked according to the braking intensity as follows: the fourth level> the third level> the second level> the first level.

[0035] Exemplarily, determining the auxiliary braking negative torque percentage based on the auxiliary braking level includes: When it is determined that the auxiliary braking level is the first level, determining the auxiliary braking negative torque percentage to be 0; When the auxiliary braking level is determined to be the second level, determining the auxiliary braking negative torque percentage to be the first percentage; When the auxiliary braking level is determined to be the third level, determining the auxiliary braking negative torque percentage to be a second percentage, the second percentage being greater than the first percentage; When the auxiliary braking level is determined to be the fourth level, the auxiliary braking negative torque percentage is determined to be 100%.

[0036] Specifically, after the auxiliary braking level is determined, the auxiliary braking negative torque percentage may be further determined according to the auxiliary braking level.

[0037] When the auxiliary braking level is determined to be the first level, the auxiliary braking negative torque percentage can be determined to be 0; when the auxiliary braking level is determined to be the second level, the auxiliary braking negative torque percentage can be determined to be the first percentage; when the auxiliary braking level is determined to be the third level, the auxiliary braking negative torque percentage can be determined to be the second percentage, and the second percentage is greater than the first percentage; when the auxiliary braking level is determined to be the fourth level, the auxiliary braking negative torque percentage can be determined to be 100%. That is, the magnitude of the auxiliary braking negative torque percentage corresponds to the magnitude of the braking intensity.

[0038] Exemplarily, determining the auxiliary brake activation state based on the current clutch engagement state, gear position of the transmission, throttle opening, vehicle speed and ABS activation state of the vehicle includes: When a first condition is met, determining that the auxiliary brake activation state is an enabled state, the first condition being that the vehicle's current clutch is engaged, the gearbox gear is not in neutral, the throttle opening is 0, the vehicle speed is greater than 0, and the ABS is not activated; In other cases except when the first condition is satisfied, the auxiliary brake activation state is determined to be a disabled state.

[0039] Specifically, when determining the auxiliary brake activation state based on the vehicle's current clutch engagement state, transmission gear, throttle opening, vehicle speed and ABS activation state, the auxiliary brake activation state can be determined as the enabled state only when the vehicle's current clutch is engaged, the transmission gear is not neutral, the throttle opening is 0, the vehicle speed is greater than 0, and the ABS is not activated; in other cases, the auxiliary brake activation state is determined to be the disabled state.

[0040] Exemplarily, the determining whether the auxiliary braking system has a fault based on the monitoring parameter and the actual operating parameter of the auxiliary braking system includes: In the case where the difference between the auxiliary braking level and the auxiliary braking actual level is less than or equal to a preset threshold, the auxiliary braking activation state is the same as the auxiliary braking actual activation state, and the difference between the auxiliary braking negative torque percentage and the auxiliary braking actual negative torque percentage is less than or equal to a preset percentage threshold, determining that the auxiliary braking system has no fault; When the difference between the auxiliary braking level and the actual auxiliary braking level is greater than a preset threshold, or the auxiliary braking activation state is different from the actual auxiliary braking activation state, or the difference between the auxiliary braking negative torque percentage and the actual auxiliary braking negative torque percentage is greater than a preset percentage threshold, it is determined that the auxiliary braking system has a fault.

[0041] Specifically, when determining whether the auxiliary braking system has a fault based on the monitoring parameters of the auxiliary braking system and the actual operating parameters of the auxiliary braking system, it can be determined whether the difference between the auxiliary braking level and the actual auxiliary braking level is less than or equal to a preset threshold (for example, the preset threshold can be set to 1), whether the auxiliary braking activation state is the same as the actual auxiliary braking activation state, and whether the difference between the auxiliary braking negative torque percentage and the actual auxiliary braking negative torque percentage is less than or equal to a preset percentage threshold (for example, the preset percentage threshold can be set to 10%).

[0042] When all the above conditions are met, it can be determined that there is no fault in the auxiliary braking system; and when any of the above conditions is not met, it can be determined that there is a fault in the auxiliary braking system.

[0043] Exemplarily, the method further includes: When it is determined that the auxiliary brake system has a fault, the auxiliary brake system is controlled to stop operating.

[0044] Specifically, when it is determined that there is a fault in the auxiliary braking system, the auxiliary braking system may be controlled to stop operating to avoid unexpected auxiliary braking.

[0045] The technical solution of the present invention is better described below with reference to a specific embodiment: The monitoring scheme of the present invention is designed based on the E-GAS (Standardized E-Gas Monitoring Concept for Gasoline and Diesel Engine Control Units) architecture. The present invention uses the existing auxiliary brake system control function as the Level 1 function implementation layer, and designs a set of auxiliary brake system monitoring mechanisms in the Level 2 function monitoring layer. When the Level 1 auxiliary brake is monitored to be activated incorrectly, the auxiliary brake exit command can be triggered to exit the auxiliary brake. The specific scheme is: by judging the auxiliary brake activation conditions, calculating the auxiliary brake level, and calculating the Level 2 negative torque value at the Level 2 layer, and comparing them with the auxiliary brake activation conditions, auxiliary brake level, and negative torque value of Level 1, when inconsistencies are found, the auxiliary brake monitoring fault is reported, the auxiliary brake is turned off, and the auxiliary brake control of Level 1 is monitored.

[0046] Combination Figure 2 Come and see, Figure 2 The present invention provides a flow chart of an embodiment of a monitoring process of a diesel engine auxiliary brake system based on an E-GAS architecture. The process is as follows: 1. Level 2 auxiliary brake switch level calculation: Calculate the required engine auxiliary brake level according to the three auxiliary brake switch gear signals input from the bottom layer. The three auxiliary brake switches represent different levels of auxiliary brake required by the driver. When the switch is not pressed, the required auxiliary brake level is level 0, and the auxiliary brake is not activated; when switch 1 is pressed, the required auxiliary brake level is level 1; when switch 2 is pressed, the required auxiliary brake level is level 2; when switch 3 is pressed, the required auxiliary brake level is level 3.

[0047] 2. Level 2 auxiliary brake activation condition judgment: To ensure the safety of the vehicle, the activation of auxiliary brake needs to judge whether the vehicle's use conditions meet the activation of auxiliary brake function, including whether the clutch is engaged, the gear is not in neutral, the throttle opening is 0%, the vehicle speed is greater than 0, and the ABS is not activated. When all the above conditions are met, it means that the vehicle has the conditions to activate auxiliary brake.

[0048] 3. Calculation of Level 2 auxiliary braking negative torque percentage: Calculate the auxiliary braking negative torque percentage based on the auxiliary braking level calculated at Level 2. When the required auxiliary braking level is level 0, the auxiliary braking is not activated; when the required auxiliary braking level is level 1, 33% of the auxiliary braking is activated; when the required auxiliary braking level is level 2, 66% of the auxiliary braking is activated; when the required auxiliary braking level is level 3, 100% of the auxiliary braking is activated.

[0049] 4. Comparison of auxiliary braking levels of Level 1 and Level 2: Compare the auxiliary braking levels calculated by Level 1 and Level 2. When they exceed a certain threshold, an auxiliary braking level calculation error fault is reported.

[0050] 5. Comparison of auxiliary enable signals of Level 1 and Level 2: When the auxiliary brake enable signals calculated by Level 1 and Level 2 are inconsistent, an auxiliary brake activation error fault is reported.

[0051] 6. Comparison of negative torque calculated by Level 1 and Level 2: When the deviation of the auxiliary braking negative torque values ​​calculated by Level 1 and Level 2 is greater than a certain threshold, an auxiliary braking torque error fault is reported.

[0052] 7. Auxiliary brake fault management: When any of the auxiliary brake level calculation error fault, auxiliary brake activation error fault or auxiliary brake torque error fault is reported, the auxiliary brake fault management module outputs the final auxiliary brake monitoring fault flag, inputs it to the fault function safety fault handling module, and exits the auxiliary brake.

[0053] The embodiment of the present invention also provides a monitoring device for a diesel engine auxiliary brake system, Figure 3 Come and see, Figure 3 The present invention provides a diesel engine auxiliary brake system monitoring device according to an embodiment of the present invention. The diesel engine auxiliary brake system monitoring device 300 includes: A first determination module 301 is used to determine monitoring parameters of the auxiliary braking system based on current operating parameters of the vehicle, wherein the monitoring parameters include auxiliary braking level, auxiliary braking activation state and auxiliary braking negative torque percentage; The second determination module 302 is used to determine whether the auxiliary braking system has a fault based on the monitoring parameters and actual operating parameters of the auxiliary braking system, wherein the actual operating parameters include actual level of auxiliary braking, actual activation state of auxiliary braking and actual negative torque percentage of auxiliary braking.

[0054] The specific implementation of each module of the monitoring device of the diesel engine auxiliary braking system can refer to the description of the above-mentioned monitoring method of the diesel engine auxiliary braking system, and has similar beneficial effects, which will not be repeated here.

[0055] It should be noted that the monitoring device of the diesel engine auxiliary braking system can be arranged in the existing auxiliary braking system, or can be arranged as an independent device, and the present invention does not make any specific limitation to this.

[0056] The embodiment of the present invention further provides an electronic device, Figure 4 Come and see, Figure 4This is a structural diagram of an embodiment of an electronic device provided by the present invention. The electronic device 400 includes a processor 401, a memory 402, and a computer program stored in the memory 402 and executable on the processor 401. When the processor 401 executes the program, the monitoring method of the diesel engine auxiliary braking system as described above is implemented.

[0057] As a preferred embodiment, the electronic device 400 further includes a display 403 for displaying the monitoring method of the diesel engine auxiliary braking system executed by the processor 401 as described above.

[0058] Exemplarily, the computer program may be divided into one or more modules / units, one or more modules / units are stored in the memory 402, and executed by the processor 401 to complete the present invention. One or more modules / units may be a series of computer program instruction segments that can complete specific functions, and the instruction segments are used to describe the execution process of the computer program in the electronic device 400. For example, the computer program may be divided into the first determination module 301 and the second determination module 302 in the above embodiment, and the specific functions of each module are as described above, and are not repeated here one by one.

[0059] The electronic device 400 may be a desktop computer, a notebook, a PDA or a smart phone with an adjustable camera module.

[0060] Among them, the processor 401 may be an integrated circuit chip with signal processing capabilities. The above-mentioned processor 401 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it may also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components. The methods, steps and logic block diagrams disclosed in the embodiments of the present invention can be implemented or executed. The general-purpose processor may be a microprocessor or the processor may also be any conventional processor, etc.

[0061] The memory 402 may be, but is not limited to, a random access memory (RAM), a read only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electric erasable programmable read-only memory (EEPROM), etc. The memory 402 is used to store programs, and the processor 401 executes the program after receiving the execution instruction. The process definition method disclosed in any of the embodiments of the present invention may be applied to the processor 401 or implemented by the processor 401.

[0062] The display 403 may be an LCD display screen or an LED display screen, for example, a display screen on a vehicle-mounted device.

[0063] Understandably, Figure 4 The structure shown is only a schematic diagram of the structure of the electronic device 400. The electronic device 400 may also include Figure 4 More or fewer components as shown. Figure 4 Each component shown in the figure can be implemented by hardware, software or a combination thereof.

[0064] The electronic device provided according to the above embodiment of the present invention can be implemented with reference to the specific description of the method for monitoring the diesel engine auxiliary braking system as described above according to the present invention, and has similar beneficial effects as the method for monitoring the diesel engine auxiliary braking system as described above, which will not be repeated here.

[0065] An embodiment of the present invention further provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, the monitoring method of the auxiliary braking system of a diesel engine as described above is implemented.

[0066] Generally speaking, the computer instructions for implementing the method of the present invention can be carried by any combination of one or more computer-readable storage media. Non-transitory computer-readable storage media can include any computer-readable media except for the signal itself that is temporarily propagating.

[0067] Computer-readable storage media may be, for example, but not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatuses, or devices, or any combination thereof. More specific examples of computer-readable storage media (a non-exhaustive list) include: an electrical connection having one or more conductors, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium that contains or stores a program that may be used by or in conjunction with an instruction execution system, apparatus, or device.

[0068] Computer program codes for performing the operations of the present invention may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages, such as Java, Smalltalk, C++, and conventional procedural programming languages, such as "C" or similar programming languages, in particular, Python suitable for neural network computing and platform frameworks based on TensorFlow, PyTorch, etc. may be used. The program code may be executed entirely on the user's computer, partially on the user's computer, as an independent software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may 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 may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0069] Those skilled in the art will appreciate that all or part of the processes of the above-mentioned embodiments can be implemented by instructing related hardware through a computer program, and the program can be stored in a computer-readable storage medium, wherein the computer-readable storage medium is a disk, an optical disk, a read-only storage memory, or a random access memory, etc.

[0070] The present invention discloses a method and device for monitoring an auxiliary braking system of a diesel engine. The method first determines the monitoring parameters of the auxiliary braking system through the current operating parameters of the vehicle, and then determines whether the auxiliary braking system has a fault by comparing the monitoring parameters of the auxiliary braking system with the actual operating parameters of the auxiliary braking system, thereby realizing the monitoring of the auxiliary braking system, avoiding unexpected activation of the auxiliary braking, improving the functional safety level of the vehicle, and improving the driving experience of the driver. The present invention improves the reliability of the auxiliary braking system by monitoring the auxiliary braking system, thereby improving the functional safety level of the vehicle.

[0071] The above description is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed by the present invention should be covered within the protection scope of the present invention.

Claims

1. A method for monitoring a diesel engine auxiliary braking system, characterized in that: include: Determining monitoring parameters of the auxiliary braking system based on current operating parameters of the vehicle, the monitoring parameters including auxiliary braking level, auxiliary braking activation state and auxiliary braking negative torque percentage; Based on the monitoring parameters and actual operating parameters of the auxiliary braking system, it is determined whether the auxiliary braking system has a fault, wherein the actual operating parameters include an actual level of auxiliary braking, an actual activation state of auxiliary braking, and an actual negative torque percentage of auxiliary braking.

2. The method for monitoring a diesel engine auxiliary brake system according to claim 1, characterized in that: The step of determining monitoring parameters of the auxiliary braking system based on the current operating parameters of the vehicle includes: Determining the auxiliary braking level based on the current auxiliary braking switch position of the vehicle; Determining the auxiliary brake activation state based on the vehicle's current clutch engagement state, transmission gear position, throttle opening, vehicle speed and ABS activation state; Based on the auxiliary braking level, the auxiliary braking negative torque percentage is determined.

3. The method for monitoring a diesel engine auxiliary brake system according to claim 2, characterized in that: The step of determining the auxiliary braking level based on the current auxiliary braking switch position of the vehicle includes: When the auxiliary brake switch of the vehicle is not triggered, determining that the auxiliary brake level is the first level; When the auxiliary brake switch of the vehicle is currently in the first gear position, determining that the auxiliary brake level is the second level; When the auxiliary brake switch of the vehicle is currently in the second gear position, determining that the auxiliary brake level is the third level; When the auxiliary brake switch of the vehicle is currently in the third gear, determining that the auxiliary brake level is the fourth level; Among them, the first level, the second level, the third level and the fourth level are ranked according to braking intensity as follows: the fourth level > the third level > the second level > the first level.

4. The method for monitoring a diesel engine auxiliary brake system according to claim 3, characterized in that: The determining the auxiliary braking negative torque percentage based on the auxiliary braking level includes: When it is determined that the auxiliary braking level is the first level, determining the auxiliary braking negative torque percentage to be 0; When the auxiliary braking level is determined to be the second level, determining the auxiliary braking negative torque percentage to be the first percentage; When the auxiliary braking level is determined to be the third level, determining the auxiliary braking negative torque percentage to be a second percentage, the second percentage being greater than the first percentage; When the auxiliary braking level is determined to be the fourth level, the auxiliary braking negative torque percentage is determined to be 100%.

5. The method for monitoring a diesel engine auxiliary brake system according to claim 2, characterized in that: The determining of the auxiliary brake activation state based on the current clutch engagement state, transmission gear position, throttle opening, vehicle speed and ABS activation state of the vehicle includes: When a first condition is met, determining that the auxiliary brake activation state is an enabled state, the first condition being that the vehicle's current clutch is engaged, the gearbox gear is not in neutral, the throttle opening is 0, the vehicle speed is greater than 0, and the ABS is not activated; In other cases except when the first condition is satisfied, the auxiliary brake activation state is determined to be a disabled state.

6. The method for monitoring a diesel engine auxiliary brake system according to claim 1, characterized in that: The determining whether the auxiliary braking system has a fault based on the monitoring parameter and the actual operating parameter of the auxiliary braking system includes: In the case where the difference between the auxiliary braking level and the auxiliary braking actual level is less than or equal to a preset threshold, the auxiliary braking activation state is the same as the auxiliary braking actual activation state, and the difference between the auxiliary braking negative torque percentage and the auxiliary braking actual negative torque percentage is less than or equal to a preset percentage threshold, determining that the auxiliary braking system has no fault; When the difference between the auxiliary braking level and the actual auxiliary braking level is greater than a preset threshold, or the auxiliary braking activation state is different from the actual auxiliary braking activation state, or the difference between the auxiliary braking negative torque percentage and the actual auxiliary braking negative torque percentage is greater than a preset percentage threshold, it is determined that the auxiliary braking system has a fault.

7. The method for monitoring a diesel engine auxiliary brake system according to claim 6, characterized in that: The method further comprises: When it is determined that the auxiliary brake system has a fault, the auxiliary brake system is controlled to stop operating.

8. A monitoring device for a diesel engine auxiliary braking system, characterized in that: include: A first determination module is used to determine monitoring parameters of the auxiliary braking system based on current operating parameters of the vehicle, wherein the monitoring parameters include an auxiliary braking level, an auxiliary braking activation state, and an auxiliary braking negative torque percentage; The second determination module is used to determine whether the auxiliary braking system has a fault based on the monitoring parameters and actual operating parameters of the auxiliary braking system, wherein the actual operating parameters include an actual level of auxiliary braking, an actual activation state of auxiliary braking, and an actual negative torque percentage of auxiliary braking.

9. An electronic device, characterized in that: The invention comprises a memory and a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the monitoring method of the auxiliary braking system of a diesel engine according to any one of claims 1 to 7 is implemented.

10. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the computer program is executed by a processor, the monitoring method of the diesel engine auxiliary braking system as claimed in any one of claims 1 to 7 is implemented.

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