A monitoring method and device for a diesel engine auxiliary braking system

Abstract

The present invention relates to a method and device for monitoring a diesel engine auxiliary braking system, belonging to the field of vehicle control technology. The method comprises: determining monitoring parameters of the auxiliary braking system based on the vehicle's current operating parameters, the monitoring parameters including the auxiliary braking level, auxiliary braking activation state, and auxiliary braking negative torque percentage; and determining whether the auxiliary braking system is faulty based on the monitoring parameters and the auxiliary braking system's actual operating parameters including the auxiliary braking level, actual auxiliary braking activation state, and actual auxiliary braking negative torque percentage. By monitoring the auxiliary braking system, the present invention improves the reliability of the auxiliary braking system, thereby enhancing the functional safety level of the vehicle.

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 a diesel engine auxiliary braking system. Background Art

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

[0003] Engine auxiliary braking systems generally utilize exhaust braking and in-cylinder braking. Exhaust braking utilizes an exhaust butterfly valve and relies on the exhaust resistance caused by increased exhaust back pressure to generate braking power. The exhaust butterfly valve is installed in the engine exhaust line. When the exhaust braking function is activated, the exhaust butterfly valve rotates, blocking or partially blocking the exhaust pipe. Pressure in the exhaust pipe rapidly increases. During the exhaust stroke, the engine piston is subjected to gas back pressure, which is transmitted to the wheels through the crankshaft and drivetrain, increasing wheel rotational resistance and reducing vehicle speed. In-cylinder braking involves opening the exhaust valve as the piston approaches top dead center during the compression stroke. The work performed by the engine when compressing the air in the cylinder is released into the exhaust system, generating braking power.

[0004] Currently, traditional diesel engine auxiliary brake system control software is developed 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 can cause unexpected auxiliary brake activation, which in turn can generate unexpected negative torque and cause unexpected vehicle deceleration. Therefore, QM alone cannot meet 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:

[0007] 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;

[0008] Determining whether the auxiliary braking system has a fault is based on the monitoring parameters and actual operating parameters of the auxiliary braking system, wherein the actual operating parameters include an auxiliary braking actual level, an auxiliary braking actual activation state, and an auxiliary braking actual negative torque percentage.

[0009] In one possible implementation, determining the monitoring parameters of the auxiliary braking system based on the current operating parameters of the vehicle includes:

[0010] determining the auxiliary braking level based on the current auxiliary brake switch position of the vehicle;

[0011] 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;

[0012] The auxiliary braking negative torque percentage is determined based on the auxiliary braking level.

[0013] In one possible implementation, determining the auxiliary braking level based on the current auxiliary brake switch position of the vehicle includes:

[0014] When the auxiliary brake switch of the vehicle is not currently triggered, determining that the auxiliary brake level is the first level;

[0015] 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;

[0016] 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;

[0017] When the auxiliary brake switch of the vehicle is currently in the third gear, determining that the auxiliary brake level is the fourth level;

[0018] Among them, the first level, second level, third level and fourth level are ranked according to braking strength as follows: fourth level > third level > second level > first level.

[0019] In a possible implementation, determining the auxiliary braking negative torque percentage based on the auxiliary braking level includes:

[0020] When the auxiliary braking level is determined to be the first level, determining the auxiliary braking negative torque percentage to be 0;

[0021] When the auxiliary braking level is determined to be the second level, determining the auxiliary braking negative torque percentage to be the first percentage;

[0022] When the auxiliary braking level is determined to be the third level, determining the auxiliary braking negative torque percentage to be a second percentage, where the second percentage is greater than the first percentage;

[0023] When the auxiliary braking level is determined to be the fourth level, the auxiliary braking negative torque percentage is determined to be 100%.

[0024] In one possible implementation, 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 includes:

[0025] determining that the auxiliary brake activation state is an enabled state when a first condition is met, wherein the first condition is that the vehicle's clutch is currently engaged, the transmission gear is not in neutral, the throttle opening is 0, the vehicle speed is greater than 0, and ABS is not activated;

[0026] In cases other than when the first condition is satisfied, the auxiliary brake activation state is determined to be a disabled state.

[0027] In one 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:

[0028] If 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 there is no fault in the auxiliary braking system;

[0029] When the difference between the auxiliary braking level and the auxiliary braking actual level is greater than a preset threshold, or the auxiliary braking activation state is different from the auxiliary braking actual activation state, or the difference between the auxiliary braking negative torque percentage and the auxiliary braking actual negative torque percentage is greater than a preset percentage threshold, it is determined that there is a fault in the auxiliary braking system.

[0030] In a possible implementation, the method further includes:

[0031] When it is determined that a fault occurs in the auxiliary brake system, the auxiliary brake system is controlled to stop operating.

[0032] The present invention also provides a monitoring device for a diesel engine auxiliary braking system, comprising:

[0033] a first determining module, configured to determine monitoring parameters of the auxiliary braking system based on current operating parameters of the vehicle, the monitoring parameters including an auxiliary braking level, an auxiliary braking activation state, and an auxiliary braking negative torque percentage;

[0034] The second determination module is configured 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.

[0035] The present invention also provides an electronic device comprising 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 above-described method for monitoring the auxiliary braking system of a diesel engine is implemented.

[0036] The present invention also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the method for monitoring the auxiliary braking system of a diesel engine as described above is implemented.

[0037] 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 there is a fault in the auxiliary braking system 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

[0038] 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;

[0039] Figure 2 A flow chart of an embodiment of a monitoring process of a diesel engine auxiliary braking system based on an E-GAS architecture provided by the present invention;

[0040] 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;

[0041] Figure 4 This is a structural diagram of an embodiment of an electronic device provided by the present invention. DETAILED DESCRIPTION

[0042] The preferred embodiments of the present invention will be 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, and are not used to limit the scope of the present invention.

[0043] In the description of the present invention, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature specified as "first" or "second" may explicitly or implicitly include at least one of such features. Furthermore, "plurality" means at least two, for example, two, three, etc., unless otherwise specifically defined.

[0044] In the description of the present invention, reference to an "embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the present invention. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute a separate or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the described embodiment may be combined with other embodiments.

[0045] Commercial vehicles equipped with diesel engines are generally equipped with an auxiliary braking function, which is used to shorten the braking time and improve the braking efficiency when the commercial vehicle is going downhill, and can also reduce the damage to the brake pads caused by excessive friction.

[0046] Engine auxiliary braking systems generally utilize exhaust braking and in-cylinder braking. Exhaust braking utilizes an exhaust butterfly valve and relies on the exhaust resistance caused by increased exhaust back pressure to generate braking power. The exhaust butterfly valve is installed in the engine exhaust line. When the exhaust braking function is activated, the exhaust butterfly valve rotates, blocking or partially blocking the exhaust pipe. Pressure in the exhaust pipe rapidly increases. During the exhaust stroke, the engine piston is subjected to gas back pressure, which is transmitted to the wheels through the crankshaft and drivetrain, increasing wheel rotational resistance and reducing vehicle speed. In-cylinder braking involves opening the exhaust valve as the piston approaches top dead center during the compression stroke. The work performed by the engine when compressing the air in the cylinder is released into the exhaust system, generating braking power.

[0047] Currently, 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. 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 can cause unexpected auxiliary brake activation, which in turn can generate unexpected negative torque and cause unexpected vehicle deceleration. Therefore, only achieving QM cannot meet the functional safety requirements.

[0048] In order to solve the above problems, the present invention provides a monitoring method for a diesel engine auxiliary braking system.

[0049] The specific embodiments are described in detail below:

[0050] 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 This is a flow chart of an embodiment of a method for monitoring a diesel engine auxiliary braking system provided by the present invention, comprising steps S101 and S102, wherein:

[0051] 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 the auxiliary braking level, the auxiliary braking activation state and the auxiliary braking negative torque percentage;

[0052] 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 an actual auxiliary braking level, an actual auxiliary braking activation state, and an actual auxiliary braking negative torque percentage.

[0053] 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 based on the current operating parameters of the vehicle.

[0054] 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 auxiliary braking level, the actual auxiliary braking activation state, and the actual auxiliary braking negative torque percentage.

[0055] 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.

[0056] 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 based on 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 driver's driving experience. 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.

[0057] Exemplarily, determining the monitoring parameters of the auxiliary braking system based on the current operating parameters of the vehicle includes:

[0058] determining the auxiliary braking level based on the current auxiliary brake switch position of the vehicle;

[0059] 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;

[0060] The auxiliary braking negative torque percentage is determined based on the auxiliary braking level.

[0061] Specifically, when determining monitoring parameters for the auxiliary braking system based on the vehicle's current operating parameters, the auxiliary braking level can be determined based on the vehicle's current auxiliary braking switch position. The auxiliary braking activation state can also be determined based on the vehicle's current clutch engagement state, transmission gear position, throttle position, vehicle speed, and anti-lock braking system (ABS) activation state. Furthermore, the auxiliary braking negative torque percentage can be determined based on the auxiliary braking level.

[0062] Exemplarily, determining the auxiliary braking level based on the current auxiliary brake switch position of the vehicle includes:

[0063] When the auxiliary brake switch of the vehicle is not currently triggered, determining that the auxiliary brake level is the first level;

[0064] 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;

[0065] 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;

[0066] When the auxiliary brake switch of the vehicle is currently in the third gear, determining that the auxiliary brake level is the fourth level;

[0067] Among them, the first level, second level, third level and fourth level are ranked according to braking strength as follows: fourth level > third level > second level > first level.

[0068] Specifically, when determining the auxiliary braking level based on the vehicle's current auxiliary brake switch gear, the triggering state of the auxiliary brake switch can be determined first. The auxiliary brake switch can be triggered and the gear can be selected by the driver according to the auxiliary braking requirements. The auxiliary brake switch includes three gears, corresponding to different auxiliary braking requirements.

[0069] When the auxiliary brake switch is not triggered, the auxiliary brake level can be determined to be level 1; when the auxiliary brake switch is in the first position, the auxiliary brake level can be determined to be level 2; when the auxiliary brake switch is in the second position, the auxiliary brake level can be determined to be level 3; and when the auxiliary brake switch is in the third position, the auxiliary brake level can be determined to be level 4. In addition, the first, second, third, and fourth levels are ranked according to braking intensity as follows: level 4 > level 3 > level 2 > level 1.

[0070] Exemplarily, determining the auxiliary braking negative torque percentage based on the auxiliary braking level includes:

[0071] When the auxiliary braking level is determined to be the first level, determining the auxiliary braking negative torque percentage to be 0;

[0072] When the auxiliary braking level is determined to be the second level, determining the auxiliary braking negative torque percentage to be the first percentage;

[0073] When the auxiliary braking level is determined to be the third level, determining the auxiliary braking negative torque percentage to be a second percentage, where the second percentage is greater than the first percentage;

[0074] When the auxiliary braking level is determined to be the fourth level, the auxiliary braking negative torque percentage is determined to be 100%.

[0075] Specifically, after the auxiliary braking level is determined, the auxiliary braking negative torque percentage may be further determined according to the auxiliary braking level.

[0076] When the auxiliary braking level is determined to be level 1, the auxiliary braking negative torque percentage can be determined to be 0; when the auxiliary braking level is determined to be level 2, the auxiliary braking negative torque percentage can be determined to be a first percentage; when the auxiliary braking level is determined to be level 3, the auxiliary braking negative torque percentage can be determined to be a second percentage, which is greater than the first percentage; and when the auxiliary braking level is determined to be level 4, 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.

[0077] Exemplarily, 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 includes:

[0078] determining that the auxiliary brake activation state is an enabled state when a first condition is met, wherein the first condition is that the vehicle's clutch is currently engaged, the transmission gear is not in neutral, the throttle opening is 0, the vehicle speed is greater than 0, and ABS is not activated;

[0079] In cases other than when the first condition is satisfied, the auxiliary brake activation state is determined to be a disabled state.

[0080] 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.

[0081] Exemplarily, 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:

[0082] If 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 there is no fault in the auxiliary braking system;

[0083] When the difference between the auxiliary braking level and the auxiliary braking actual level is greater than a preset threshold, or the auxiliary braking activation state is different from the auxiliary braking actual activation state, or the difference between the auxiliary braking negative torque percentage and the auxiliary braking actual negative torque percentage is greater than a preset percentage threshold, it is determined that there is a fault in the auxiliary braking system.

[0084] 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%).

[0085] 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.

[0086] Exemplarily, the method further includes:

[0087] When it is determined that a fault occurs in the auxiliary brake system, the auxiliary brake system is controlled to stop operating.

[0088] Specifically, when it is determined that a fault exists in the auxiliary braking system, the auxiliary braking system may be controlled to stop operating to avoid unexpected auxiliary braking.

[0089] The following is a specific embodiment to better illustrate the technical solution of the present invention:

[0090] 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. This invention utilizes the existing auxiliary brake system control functions as the Level 1 functional implementation layer, and designs an auxiliary brake system monitoring mechanism at the Level 2 functional monitoring layer. When the Level 1 auxiliary brake is detected to be incorrectly activated, an auxiliary brake exit command is triggered, thereby exiting the auxiliary brake. The specific scheme is as follows: at the Level 2 layer, the auxiliary brake activation conditions are determined, the auxiliary brake level is calculated, and the Level 2 negative torque value is calculated. These are then compared with the Level 1 auxiliary brake activation conditions, auxiliary brake level, and negative torque value. If any inconsistency is found, an auxiliary brake monitoring fault is reported, and the auxiliary brake is shut down, thereby enabling monitoring of the Level 1 auxiliary brake control.

[0091] Combine Figure 2 Come and see, Figure 2 This is a flow chart of an embodiment of the monitoring process of a diesel engine auxiliary braking system based on the E-GAS architecture provided by the present invention. The specific process is as follows:

[0092] 1. Level 2 Auxiliary Brake Switch Level Calculation: Calculates the required engine auxiliary brake level based on the three auxiliary brake switch position 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 (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; and when switch 3 is pressed, the required auxiliary brake level is Level 3.

[0093] 2. Level 2 Braking Assist Activation Conditions: To ensure vehicle safety, Braking Assist activation requires determining whether the vehicle's operating conditions meet the requirements. This includes determining whether the clutch is engaged, the gear is not in neutral, the throttle position is 0%, the vehicle speed is greater than 0, and the ABS is not activated. When all of these conditions are met, the vehicle is qualified for Braking Assist activation.

[0094] 3. Level 2 auxiliary braking negative torque percentage calculation: The auxiliary braking negative torque percentage is calculated 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.

[0095] 4. Comparison of Level 1 and Level 2 auxiliary braking levels: Compare the auxiliary braking levels calculated by Level 1 and Level 2. If they exceed a certain threshold, an auxiliary braking level calculation error fault will be reported.

[0096] 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.

[0097] 6. Comparison of negative torque calculated by Level 1 and Level 2: When the deviation between 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.

[0098] 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.

[0099] 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 This is a schematic structural diagram of an embodiment of a monitoring device for a diesel engine auxiliary braking system provided by the present invention. The monitoring device 300 for a diesel engine auxiliary braking system includes:

[0100] A first determining module 301 is configured 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;

[0101] 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 the actual level of auxiliary braking, the actual activation state of auxiliary braking and the actual negative torque percentage of auxiliary braking.

[0102] 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.

[0103] It should be noted that the monitoring device of the diesel engine auxiliary braking system can be provided in an existing auxiliary braking system or as an independent device, and the present invention does not impose any specific limitation on this.

[0104] The embodiment of the present invention further provides an electronic device, Figure 4 Come and see, Figure 4 This 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 for the diesel engine auxiliary braking system as described above is implemented.

[0105] As a preferred embodiment, the electronic device 400 further includes a display 403 for displaying the processor 401 executing the above-mentioned method for monitoring the diesel engine auxiliary braking system.

[0106] Exemplarily, the computer program may be divided into one or more modules / units, one or more of which are stored in the memory 402 and executed by the processor 401 to implement the present invention. One or more modules / units may be a series of computer program instruction segments capable of performing 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. The specific functions of each module are as described above and are not further described here.

[0107] The electronic device 400 may be a desktop computer, notebook, PDA, or smart phone with an adjustable camera module.

[0108] Processor 401 may be an integrated circuit chip with signal processing capabilities. The processor 401 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), or a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present invention. The general-purpose processor may be a microprocessor or any conventional processor.

[0109] 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 electrically erasable programmable read-only memory (EEPROM), etc. The memory 402 is used to store programs. The processor 401 executes the programs after receiving an execution instruction. The process definition method disclosed in any of the aforementioned embodiments of the present invention may be applied to the processor 401 or implemented by the processor 401.

[0110] The display 403 may be an LCD display or an LED display, for example, a display on a vehicle-mounted device.

[0111] It is understandable that 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.

[0112] 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 according to the present invention, and has similar beneficial effects as the method for monitoring the diesel engine auxiliary braking system, which will not be repeated here.

[0113] An embodiment of the present invention further provides a computer-readable storage medium having a computer program stored thereon. When the program is executed by a processor, the above-mentioned method for monitoring the auxiliary braking system of a diesel engine is implemented.

[0114] Generally speaking, computer instructions for implementing the method of the present invention may be carried by any combination of one or more computer-readable storage media. Non-transitory computer-readable storage media may include any computer-readable media except for signals that are temporarily propagating.

[0115] A computer-readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection having one or more conductors, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), 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 can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device.

[0116] Computer program code for performing the operations of the present invention can be written in one or more programming languages, or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as C or similar programming languages. In particular, Python, which is suitable for neural network computing, and platform frameworks such as TensorFlow and PyTorch can be used. The program code can be executed entirely on the user's computer, partially on the user's computer, as a stand-alone 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 can be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0117] Those skilled in the art will appreciate that all or part of the process steps of the above-described embodiments can be implemented by instructing related hardware through a computer program, and the program can be stored in a computer-readable storage medium, such as a magnetic disk, an optical disk, a read-only memory, or a random access memory.

[0118] The present invention discloses a method and device for monitoring the auxiliary braking system of a diesel engine. First, the monitoring parameters of the auxiliary braking system are determined based on the current operating parameters of the vehicle. Then, the monitoring parameters of the auxiliary braking system are compared with the actual operating parameters of the auxiliary braking system to determine whether there is a fault in the auxiliary braking system. This realizes the monitoring of the auxiliary braking system, avoids unexpected activation of the auxiliary braking, improves the functional safety level of the vehicle, and improves 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.

[0119] The above description is only a preferred specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with this technical field within the technical scope disclosed by the present invention should be covered by the scope of protection 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; determining whether the auxiliary braking system has a fault based on the monitoring parameters and actual operating parameters of the auxiliary braking system, the actual operating parameters including an actual level of auxiliary braking, an actual activation state of auxiliary braking, and an actual negative torque percentage of auxiliary braking; The determining whether the auxiliary braking system has a fault based on the monitoring parameters and the actual operating parameters of the auxiliary braking system includes: If 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 there is no fault in the auxiliary braking system; When the difference between the auxiliary braking level and the auxiliary braking actual level is greater than a preset threshold, or the auxiliary braking activation state is different from the auxiliary braking actual activation state, or the difference between the auxiliary braking negative torque percentage and the auxiliary braking actual negative torque percentage is greater than a preset percentage threshold, it is determined that there is a fault in the auxiliary braking system.

2. The method for monitoring a diesel engine auxiliary braking system according to claim 1, characterized in that: The determining of 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 brake 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; The auxiliary braking negative torque percentage is determined based on the auxiliary braking level.

3. The method for monitoring a diesel engine auxiliary braking system according to claim 2, characterized in that: The determining of 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 currently 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, second level, third level and fourth level are ranked according to braking strength as follows: fourth level > third level > second level > first level.

4. The method for monitoring a diesel engine auxiliary braking system according to claim 3, characterized in that: The determining the auxiliary braking negative torque percentage based on the auxiliary braking level includes: When the auxiliary braking level is determined to be 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, where 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 is determined to be 100%.

5. The method for monitoring a diesel engine auxiliary braking system according to claim 2, characterized in that: The determining of 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 includes: determining that the auxiliary brake activation state is an enabled state when a first condition is met, wherein the first condition is that the vehicle's clutch is currently engaged, the transmission gear is not in neutral, the throttle opening is 0, the vehicle speed is greater than 0, and ABS is not activated; In cases other than 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 braking system according to claim 1, characterized in that: The method further comprises: When it is determined that a fault occurs in the auxiliary brake system, the auxiliary brake system is controlled to stop operating.

7. A monitoring device for a diesel engine auxiliary braking system operated based on the monitoring method for a diesel engine auxiliary braking system according to any one of claims 1 to 6, characterized in that: include: a first determining module, configured to determine monitoring parameters of the auxiliary braking system based on current operating parameters of the vehicle, the monitoring parameters including an auxiliary braking level, an auxiliary braking activation state, and an auxiliary braking negative torque percentage; a second determining module, configured to determine whether the auxiliary braking system has a fault based on the monitoring parameters and actual operating parameters of the auxiliary braking system, the actual operating parameters including an actual level of auxiliary braking, an actual activation state of auxiliary braking, and an actual negative torque percentage of auxiliary braking; The determining whether the auxiliary braking system has a fault based on the monitoring parameters and the actual operating parameters of the auxiliary braking system includes: If 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 there is no fault in the auxiliary braking system; When the difference between the auxiliary braking level and the auxiliary braking actual level is greater than a preset threshold, or the auxiliary braking activation state is different from the auxiliary braking actual activation state, or the difference between the auxiliary braking negative torque percentage and the auxiliary braking actual negative torque percentage is greater than a preset percentage threshold, it is determined that there is a fault in the auxiliary braking system.

8. 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 diesel engine auxiliary braking system according to any one of claims 1 to 6 is implemented.

9. 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 according to any one of claims 1 to 6 is implemented.

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