Commercial vehicle redundancy brake control method

Abstract

The invention discloses a commercial vehicle redundancy braking control method, and belongs to the technical field of automobile braking redundancy control, a chassis control ECU is included, the chassis control ECU serves as a control center of a vehicle chassis, the chassis control ECU is in communication connection with a braking control ECU and a parking control ECU, and the braking control ECU and the parking control ECU are in communication connection. The chassis control ECU communicates with the braking control ECU and the parking control ECU and controls the braking control ECU and the parking control ECU, the chassis control ECU further has the capability of interacting with an unmanned control system by additionally arranging an additional module, and the chassis control ECU is provided with a plurality of emergency stop switches, so that the braking control ECU and the parking control ECU can be switched on and switched off through the emergency stop switches. The control power supply of the power system and the brake system of the vehicle can be quickly cut off in emergency, the vehicle can be safely stopped, the possibility of accidents is greatly reduced, the redundancy control method ensures that when any one of electric signals or mechanical signals fails, the other signal can still work effectively, and the safety of the vehicle is ensured. Therefore, the braking performance of the vehicle under various conditions is ensured, and the driving safety is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile brake redundancy control, and more specifically, to a commercial vehicle redundant brake control method. Background Art

[0002] In the commercial vehicle industry, the reliability of the braking system is crucial to ensuring driving safety. When faced with complex and changing road environments and vehicle conditions, a traditional single-circuit braking system may cause brake failure once a failure occurs, leading to serious traffic accidents. In order to improve the safety and redundancy of the braking system, commercial vehicle redundant braking control methods have emerged.

[0003] The prior art has a publication number of CN114523915A, which discloses an application system based on the electronic architecture of commercial vehicles and a domain controller, including a domain controller, a lighting actuator, an ATS actuator, a wiper actuator, a steering actuator, and a brake actuator; the domain controller receives the signals required by each actuator subsystem through the central gateway of the whole vehicle, and completes the calculation of the judgment conditions; when a certain actuator subsystem reaches the required working conditions, the domain controller sends instructions to the corresponding actuator through the CAN network according to the prescribed protocol, and the corresponding actuator then outputs an electrical signal through the control line connected thereto to realize the function of the corresponding subsystem. The domain controller of the present invention integrates the functions of the computing modules of each subsystem controller, reduces the redundant functions of the subsystem controller, and lays the foundation for subsequent cost management. Under the electronic and electrical architecture of commercial vehicles, the invention realizes the centralized management, implementation and application of multi-control system control methods, and improves the multi-system sharing of vehicle information.

[0004] Although the device has many beneficial effects, the following problems still exist: although the invention realizes the centralized management, implementation and application of multi-control system control methods and improves the multi-system sharing of vehicle information, when the unmanned driving warning system fails, the vehicle cannot be stopped manually; when the vehicle has problems and needs to be repaired, the vehicle cannot be stopped manually, and the driver wants to move the vehicle but has no safety protection measures; when the emergency stop switch wiring harness falls off but is still connected or the chassis control ECU cannot receive the signal in time, the chassis control ECU cannot control the vehicle. Traditional braking systems usually use a single braking circuit. Once the circuit fails, it may cause brake failure, thereby threatening the safety of the vehicle and passengers. Summary of the invention

[0005] 1. Technical issues to be resolved

[0006] In view of the deficiencies in the prior art, the present invention provides a redundant braking control method for a commercial vehicle, which solves the above-mentioned problems.

[0007] (II) Technical solution

[0008] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a commercial vehicle redundant braking control method, comprising a chassis control ECU, wherein the chassis control ECU serves as the control center of the vehicle chassis, and the chassis control ECU is communicatively connected to a braking control ECU and a parking control ECU respectively, and the chassis control ECU communicates with and controls the braking control ECU and the parking control ECU respectively, and the chassis control ECU also has the ability to interact with an unmanned driving control system by adding an additional module.

[0009] Preferably, the brake control ECU is communicatively connected to a brake pedal, and controls the braking operation of the vehicle by detecting the opening of the brake pedal or receiving instructions from a chassis control ECU. The brake control ECU is communicatively connected to a brake actuator.

[0010] Preferably, the parking control ECU is electrically connected to a cab parking switch, and the cab parking switch is arranged in the cab, and the cab parking switch is operated by the driver to send a parking or parking release instruction.

[0011] Preferably, the brake pedal serves as an input device for vehicle braking operation, and its opening signal is received by a brake control ECU to perform braking.

[0012] Preferably, the parking control ECU is electrically connected to a parking actuator, and the parking control ECU is connected to a chassis control ECU, a cab parking switch and a parking actuator, and is used to receive instructions from the cab parking switch or a signal from the chassis control ECU to control the parking actuator to realize the parking function.

[0013] Preferably, the parking actuator is connected to a parking pressure detection switch via an air pipe, and the parking pressure detection switch is used to detect the parking pressure and send the detection result to the chassis control ECU and the brake control ECU for status monitoring.

[0014] Preferably, the parking actuator is electrically connected to the first chassis emergency stop switch and the second chassis emergency stop switch, and the parking actuator is connected to the parking control ECU, the parking pressure detection switch, the first chassis emergency stop switch and the second chassis emergency stop switch, and performs parking or releasing parking actions according to the instructions of the parking control ECU or the air pressure signal.

[0015] Preferably, the brake actuator is electrically connected to the brake control ECU, and is used to receive instructions from the brake control ECU and perform a braking operation of the vehicle.

[0016] Preferably, the first chassis emergency stop switch and the second chassis emergency stop switch are respectively installed on both sides of the vehicle body and connected to the parking actuator through a pneumatic pipeline. When either emergency stop switch is triggered, the control of the parking actuator will be disconnected and an emergency stop signal will be sent to the chassis control ECU.

[0017] Preferably, the brake actuator and the parking actuator are connected to a brake air chamber, which is used to realize the braking or parking function of the vehicle through air pressure. The chassis control ECU is electrically connected to an emergency stop switch in the cab, and the emergency stop switch in the cab is arranged in the cab. The emergency stop switch in the cab is used to send an emergency stop signal to the chassis control ECU in an emergency to trigger emergency braking or parking.

[0018] (III) Beneficial effects

[0019] Compared with the prior art, the present invention provides a commercial vehicle redundant braking control method, which has the following beneficial effects:

[0020] 1. A redundant braking control method for commercial vehicles can quickly cut off the control power of the vehicle's power system and braking system in an emergency by setting multiple emergency stop switches (including chassis emergency stop switches and emergency stop switches in the cab), ensuring that the vehicle can stop safely, greatly reducing the possibility of accidents. The redundant control method ensures that when either the electrical signal or the mechanical signal fails, the other signal can still work effectively, thereby ensuring the braking performance of the vehicle in various situations and improving driving safety.

[0021] 2. A redundant braking control method for commercial vehicles can stop the vehicle by manually controlling the emergency stop switch in vehicle maintenance mode or when maintenance is required. Even if the driver wants to move the vehicle, the emergency stop switch must be released before the operation can be performed. This greatly improves the safety of maintenance personnel. When the air pipe is blocked or there is a problem with the brake mechanism, after the emergency stop switch is pressed, the chassis control ECU can still control the vehicle through the status of other components, avoiding accidental movement caused by faults and further ensuring the safety of maintenance personnel.

[0022] 3. In this redundant braking control method for commercial vehicles, the braking control ECU and the parking control ECU communicate and control with the chassis control ECU, forming a highly integrated braking system, which improves the reliability and stability of the system. The parking pressure detection switch can monitor the air pressure changes in the parking actuator in real time, and convert these changes into electrical signals and send them to the chassis control ECU and the braking control ECU, so that the system can understand the working status of the parking mechanism in real time and take timely measures when abnormalities are found, thereby improving the stability of the system.

[0023] 4. A redundant braking control method for commercial vehicles supports manual driving mode and unmanned driving mode, meeting the usage requirements in different scenarios. In manual driving mode, the driver can brake the vehicle by stepping on the brake pedal according to the normal vehicle control mode; in unmanned driving mode, the unmanned driving module will send instructions to the chassis controller for braking; in maintenance mode, the vehicle can be braked by pressing the maintenance button on the vehicle, realizing flexible switching among multiple driving modes.

[0024] 5. A redundant braking control method for commercial vehicles. The braking control ECU can detect the change in the opening of the brake pedal in real time and convert it into a corresponding braking command, so that the braking system can respond to the driver's braking needs more accurately, improving the smoothness and accuracy of braking. The parking control ECU can quickly control the parking actuator to realize the parking function according to the command of the parking switch in the cab or the signal of the chassis control ECU, thereby optimizing the braking performance and response speed.

[0025] 6. A redundant braking control method for commercial vehicles. Both the braking control ECU and the parking control ECU have a fault self-checking function. Once a fault is detected, it will immediately report to the chassis control ECU, allowing maintenance personnel to quickly locate and solve the problem. The chassis control ECU can make judgments based on the status of other components. Even in the event of an emergency stop switch harness detachment or air pipe obstruction, the vehicle's safe control can be ensured, reducing the difficulty of troubleshooting and maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 The figure is a structural schematic diagram of a redundant braking control method for commercial vehicles.

[0027] In the figure: 1. Chassis control ECU; 2. Brake control ECU; 3. Cab parking switch; 4. Brake pedal; 5. Parking control ECU; 6. Parking pressure detection switch; 7. Parking actuator; 8. Brake actuator; 9. First chassis emergency stop switch; 10. Second chassis emergency stop switch; 11. Brake air chamber; 12. Cab emergency stop switch. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] See also Figure 1 , the present invention provides a technical solution:

[0030] A redundant braking control method for a commercial vehicle includes a chassis control ECU1, which serves as a control center of a vehicle chassis. The chassis control ECU1 is communicatively connected to a braking control ECU2 and a parking control ECU5, respectively. The chassis control ECU1 communicates with and controls the braking control ECU2 and the parking control ECU5, respectively. The chassis control ECU1 also has the ability to interact with an unmanned driving control system by adding an additional module.

[0031] Furthermore, the brake control ECU2 is communicatively connected to the brake pedal 4, and controls the vehicle's braking operation by detecting the opening of the brake pedal 4 or receiving instructions from the chassis control ECU1. The brake control ECU2 is communicatively connected to the brake actuator 8. The brake control ECU2 can detect the opening changes of the brake pedal 4 in real time through precise sensors and algorithms, and convert them into corresponding braking instructions, so that the braking system can respond to the driver's braking needs more accurately and improve the smoothness and accuracy of braking. At the same time, the brake control ECU2 also has a fault self-detection function. Once a fault is detected in the brake pedal 4 or related sensors, it will immediately report to the chassis control ECU1 and start the redundant braking strategy to ensure driving safety.

[0032] Furthermore, the parking control ECU5 is electrically connected to the cab parking switch 3, which is arranged in the cab. The cab parking switch 3 is operated by the driver to send a parking or releasing parking instruction. The braking control ECU2 can detect the opening change of the brake pedal 4 in real time through precise sensors and algorithms, and convert it into corresponding braking instructions, so that the braking system can respond to the driver's braking needs more accurately and improve the smoothness and accuracy of braking. At the same time, the braking control ECU2 also has a fault self-detection function. Once a fault is detected in the brake pedal 4 or related sensors, it will immediately report to the chassis control ECU1 and start the redundant braking strategy to ensure driving safety.

[0033] Furthermore, the brake pedal 4 serves as an input device for the vehicle's braking operation, and its opening signal is received by the brake control ECU2 to perform braking. The opening signal of the brake pedal 4 is not only used by the brake control ECU2 to perform braking operations, but also shared with other systems through the chassis control ECU1. Other systems of the vehicle, such as the stability control system, traction control system, etc., can also adjust their own working states according to the opening information of the brake pedal 4, thereby providing more comprehensive vehicle control.

[0034] Furthermore, the parking control ECU5 is electrically connected to the parking actuator 7, and the parking control ECU5 is connected to the chassis control ECU1, the cab parking switch 3 and the parking actuator 7, and is used to receive the command of the cab parking switch 3 or the signal of the chassis control ECU1 to control the parking actuator 7 to realize the parking function.

[0035] Furthermore, the parking actuator 7 is connected to a parking pressure detection switch 6 through an air pipe. The parking pressure detection switch 6 is used to detect the parking pressure and send the detection result to the chassis control ECU1 and the brake control ECU2 for status monitoring. The parking pressure detection switch 6 can monitor the air pressure changes in the parking actuator 7 in real time, and convert these changes into electrical signals and send them to the chassis control ECU1 and the brake control ECU2. The system can understand the working status of the parking mechanism in real time and take timely measures when abnormalities are found.

[0036] Furthermore, the parking actuator 7 is electrically connected to the first chassis emergency stop switch 9 and the second chassis emergency stop switch 10. The parking actuator 7 is connected to the parking control ECU5, the parking pressure detection switch 6, the first chassis emergency stop switch 9 and the second chassis emergency stop switch 10, and performs the parking or releasing action according to the instruction or air pressure signal of the parking control ECU5. The first chassis emergency stop switch 9 and the second chassis emergency stop switch 10 are set to quickly cut off the control air of the parking actuator 7 in an emergency, thereby ensuring the safety of the vehicle. The two switches are located on both sides of the vehicle body, which is convenient for the driver or maintenance personnel to operate quickly in an emergency. When any emergency stop switch is triggered, in addition to disconnecting the control air of the parking actuator 7, an emergency stop signal will be sent to the chassis control ECU1 so that the system can take further emergency measures.

[0037] Furthermore, the brake actuator 8 is electrically connected to the brake control ECU2 for receiving instructions from the brake control ECU2 and executing the braking operation of the vehicle.

[0038] Furthermore, the first chassis emergency stop switch 9 and the second chassis emergency stop switch 10 are respectively installed on both sides of the vehicle body and connected to the parking actuator 7 through a pneumatic pipeline. When either emergency stop switch is triggered, the control of the parking actuator 7 will be disconnected and an emergency stop signal will be sent to the chassis control ECU1.

[0039] Furthermore, the brake actuator 8 and the parking actuator 7 are connected with a brake chamber 11, which is used to realize the braking or parking function of the vehicle through air pressure. The chassis control ECU1 is electrically connected with an emergency stop switch 12 in the cab, which is arranged in the cab. The emergency stop switch 12 in the cab is used to send an emergency stop signal to the chassis control ECU1 in an emergency to trigger emergency braking or parking. The brake chamber 11 is an indispensable part of the braking system of a commercial vehicle. It uses air pressure to realize the braking and parking functions of the vehicle. The brake chamber 11 usually contains a plurality of pistons and seals, which can quickly release the brake according to the braking command. The air pressure in the air chamber is quickly adjusted to promote the friction between the brake pad and the wheel to generate braking force. The brake air chamber 11 also has good heat dissipation performance and can maintain stable braking performance during long-term braking. The emergency stop switch 12 in the cab is an important means for the driver to protect himself and the vehicle in an emergency. When the driver encounters an emergency situation such as vehicle loss of control, brake failure, etc., he can quickly press the emergency stop switch to cut off the control power supply of the vehicle's power system and braking system, thereby avoiding accidents. The triggering of the emergency stop switch will also send an emergency signal to the chassis control ECU1 so that the system can take further emergency measures to ensure the safety of the vehicle and passengers.

[0040] When the staff needs to use this commercial vehicle redundant braking control method, it is divided into the following situations:

[0041] 1. In vehicle maintenance mode, or when the air pipe is bent and blocked, take a picture of the chassis emergency stop switch: the chassis control ECU1 collects the normally closed low-level signals of the first chassis emergency stop switch 9, the second chassis emergency stop switch 10, and the emergency stop switch 12 in the cab in series to determine the status of each emergency stop switch. After any emergency stop switch is photographed, the chassis control ECU1 cannot receive the low-level signal and sends a braking command to the brake control ECU2. The brake control ECU2 sends a braking command to the emergency stop switch 12 in the cab. At this time, the emergency stop switch 12 in the cab inflates the brake air chamber 11, and the vehicle completes the braking action; the chassis control ECU1 sends a parking command to the parking control ECU5, and the parking control ECU5 controls the parking actuator 7 to release the gas between the brake air chamber 11 and the parking actuator 7, and the parking pressure detection switch 6 detects that the state is "parking" at this time and feeds back the state of the chassis control ECU1, and the vehicle completes the emergency stop action.

[0042] 2. When the emergency stop signal fails: When the electrical signals of the first chassis emergency stop switch 9, the second chassis emergency stop switch 10, and the emergency stop switch 12 in the cab fail to work and the switch is pressed, the chassis control ECU1 cannot receive the low-level signal. After pressing any one of the first chassis emergency stop switch 9 or the second chassis emergency stop switch 10, the control port of the parking actuator 7 is released through the mechanical structure of the chassis emergency stop switch. At this time, the parking pressure detection switch 6 determines that the vehicle state is "parked" by detecting the decrease in the air pressure at the control port of the parking actuator 7, and sends a signal to the chassis control ECU1. After receiving the signal, the chassis control ECU1 clears the vehicle torque and sends a "brake" command to the brake control ECU2. The brake control ECU2 sends a brake command to the emergency stop switch 12 in the cab. The emergency stop switch 12 in the cab inflates the brake air chamber 11, and the vehicle completes the braking action. At this time, the vehicle completes the emergency stop action.

[0043] 3. Manual driving mode, emergency stop signal fails: When the driver is in the cab, if the electrical signals of the first chassis emergency stop switch 9, the second chassis emergency stop switch 10, and the emergency stop switch 12 in the cab fail, after pressing the switch, the chassis control ECU1 cannot receive the low-level signal, the driver can step on the brake pedal 4, and the brake control ECU2 will send the brake signal to the chassis control ECU1 after receiving it; and the brake pedal 4 will control the gas pressure input into the brake actuator 8 through the mechanical structure to achieve the braking action; the chassis control ECU1 sends the corresponding torque command of the vehicle according to the brake opening of the brake pedal 4 collected by the brake control ECU2; the emergency stop switch 12 in the cab matches the corresponding braking force according to the opening of the brake pedal 4 collected by the brake control ECU2, and completes the matching braking work of the vehicle.

[0044] 4. Manual driving mode, press the parking switch: When the driver is in the cab, press the cab parking switch 3, the parking control ECU5 will receive the parking switch status and send it to the chassis control ECU1 parking actuator 7 to send the parking status, the chassis control ECU1 will control the vehicle according to the parking switch status, and the parking actuator 7 will control "parking on" or "parking release" according to the parking switch status.

[0045] This technology uses electrical and mechanical signals for redundant control. When either signal fails, the other signal remains valid, increasing the control and stability of the vehicle.

[0046] Embodiment 1: Mechanical signal control: The first chassis emergency stop switch 9, the second chassis emergency stop switch 10, the parking pressure detection switch 6, and the parking actuator 7 air pipe are connected in series. When the first chassis emergency stop switch 9 or the second chassis emergency stop switch 10 is pressed, the air in the air pipe will be released into the atmosphere. If the air in the air pipe is emptied at this time, the parking actuator 7 will perform a "parking" action.

[0047] Embodiment 2: Electrical signal control: The first chassis emergency stop switch 9, the second chassis emergency stop switch 10 and the emergency stop switch 12 in the cab connect the low-level signal in series and collect it through the chassis control ECU1. When any switch is clicked, the low-level signal is lost, and the chassis control ECU1 will collect it and believe that the vehicle needs to enter the emergency stop state at this time.

[0048] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments. The above embodiments and descriptions are only preferred examples of the present invention and are not intended to limit the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, which fall within the scope of the present invention. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A redundant braking control method for a commercial vehicle, comprising a chassis control ECU (1), characterized in that: The chassis control ECU (1) serves as a control center of the vehicle chassis. The chassis control ECU (1) is communicatively connected to a brake control ECU (2) and a parking control ECU (5). The chassis control ECU (1) communicates with and controls the brake control ECU (2) and the parking control ECU (5). The chassis control ECU (1) can interact with an unmanned driving control system by adding an additional module.

2. A commercial vehicle redundant braking control method according to claim 1, characterized in that: The brake control ECU (2) is communicatively connected to a brake pedal (4) and controls the braking operation of the vehicle by detecting the opening of the brake pedal (4) or receiving instructions from a chassis control ECU (1). The brake control ECU (2) is communicatively connected to a brake actuator (8).

3. A commercial vehicle redundant braking control method according to claim 1, characterized in that: The parking control ECU (5) is electrically connected to a cab parking switch (3), which is arranged in the cab and is operated by the driver to send a parking or parking release instruction.

4. A commercial vehicle redundant braking control method according to claim 2, characterized in that: The brake pedal (4) serves as an input device for vehicle braking operation, and its opening signal is received by the brake control ECU (2) to perform braking.

5. A commercial vehicle redundant braking control method according to claim 1, characterized in that: The parking control ECU (5) is electrically connected to a parking actuator (7). The parking control ECU (5) is connected to a chassis control ECU (1), a cab parking switch (3) and a parking actuator (7) and is used to receive instructions from the cab parking switch (3) or signals from the chassis control ECU (1) to control the parking actuator (7) to realize a parking function.

6. A commercial vehicle redundant braking control method according to claim 5, characterized in that: The parking actuator (7) Connected via air tube The parking pressure detection switch (6) is used to detect the parking pressure and send the detection result to the chassis control ECU (1) and the brake control ECU (2) for status monitoring.

7. A commercial vehicle redundant braking control method according to claim 5, characterized in that: The parking actuator (7) is electrically connected to a first chassis emergency stop switch (9) and a second chassis emergency stop switch (10). The parking actuator (7) is connected to a parking control ECU (5), a parking pressure detection switch (6), a first chassis emergency stop switch (9) and a second chassis emergency stop switch (10), and performs parking or releasing parking actions according to instructions from the parking control ECU (5) or air pressure signals.

8. A commercial vehicle redundant braking control method according to claim 2, characterized in that: The brake actuator (8) is electrically connected to the brake control ECU (2) and is used to receive instructions from the brake control ECU (2) and execute a braking operation of the vehicle.

9. A commercial vehicle redundant braking control method according to claim 7, characterized in that: The first chassis emergency stop switch (9) and the second chassis emergency stop switch (10) are respectively installed on both sides of the vehicle body and are connected to the parking actuator (7) through a pneumatic pipeline. When either emergency stop switch is triggered, the control of the parking actuator (7) is disconnected and an emergency stop signal is sent to the chassis control ECU (1).

10. A commercial vehicle redundant braking control method according to claim 9, characterized in that: The brake actuator (8) and the parking actuator (7) are connected to a brake air chamber (11), and the brake air chamber (11) is used to realize the braking or parking function of the vehicle through air pressure. The chassis control ECU (1) is electrically connected to an emergency stop switch (12) in the cab, and the emergency stop switch (12) in the cab is arranged in the cab. The emergency stop switch (12) in the cab is used to send an emergency stop signal to the chassis control ECU (1) in an emergency situation to trigger emergency braking or parking.

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