Brake mechanism clamping stagnation control method and system based on multi-electromagnetic-valve control

Abstract

A brake mechanism clamping stagnation control method and system based on multi-solenoid valve control belongs to the field of vehicle braking, and comprises the following steps: during three-cylinder high-power braking, if the temperature rise of an intake manifold is abnormal, switching to another three-cylinder high-power braking, after switching, adding one to a fault count, and switching to three-cylinder common braking if the temperature is abnormal; if a six-cylinder high-power braking request appears again at a certain time interval subsequently, switching to six-cylinder high-power braking, after switching, if the temperature is normal, adding one to a normal count, subtracting one from a fault count, if the temperature is abnormal, adding one to the fault count, and switching to six-cylinder ordinary braking, and not switching to high-power braking until the braking demand of the wheel is finished. And after the braking demand of the next wheel begins, the high-power braking can be switched to the high-power braking again according to the high-power braking request. When it is judged that temperature rise is abnormal, the braking is degraded into common braking, continuous temperature rise and braking loss are avoided, high-power braking can be tried again at a certain time interval after degradation, and the braking capacity is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle braking, and in particular to a braking mechanism sticking control method and system based on multi-solenoid valve control. Background Art

[0002] For safety reasons, heavy-duty engines require standard in-cylinder brakes as an auxiliary braking measure. The braking power of ordinary engines can meet the regulatory braking power requirements, but for some mountainous conditions, a hydraulic retarder is still required. Engine braking + hydraulic retarder can meet user needs, but the cost is relatively high. High-power engine braking can adapt to all working conditions and has cost and weight advantages over engine braking + hydraulic retarder. High-power braking optimizes the design of the valve mechanism based on ordinary braking, and the newly added exhaust rocker arm loss allows it to perform one more compression and release in one power cycle than the current engine braking, thereby increasing the engine braking power.

[0003] Current high-power braking uses exhaust rocker arms and brake rocker arms controlled by multiple solenoid valves. When the brake rocker arm becomes stuck, it cannot be effectively detected, causing the high-temperature gas in the cylinder to flow back to the intake manifold, causing the intake manifold sealing to fail and the temperature sensor installed on the intake manifold to fail.

[0004] When the brake mechanism has a jamming problem, it cannot effectively protect the intake system components, which can easily cause the intake system components to fail, and the braking power is affected, affecting the vehicle's braking effect. Summary of the invention

[0005] The present application provides a brake mechanism sticking control method, device / system, equipment and computer-readable storage medium based on multi-solenoid valve control, which can solve the technical problems in the prior art that the brake mechanism intake system components are easily damaged and the braking power is affected.

[0006] In a first aspect, an embodiment of the present application provides a brake mechanism stuck control method based on multi-solenoid valve control, the method comprising:

[0007] In the current round of braking demand, if the initial state is the first group of three-cylinder high-power braking and it is determined that the temperature rise of the intake manifold is abnormal, it is switched to the second group of three-cylinder high-power braking. After switching, it is determined whether the temperature rise of the intake manifold is abnormal. If so, it is switched to the second group of three-cylinder normal braking, and the fault count is increased by one. When the time interval is greater than the preset time threshold and a six-cylinder high-power braking request is received, it is switched to the six-cylinder high-power braking; if not, the second group of three-cylinder high-power braking is maintained, and the fault count is increased by one. When the time interval is greater than the preset time threshold and a six-cylinder high-power braking request is received, it is switched to the six-cylinder high-power braking; after switching to the six-cylinder high-power braking, the preset control logic is executed, and the preset control logic includes determining whether the temperature rise of the intake manifold is abnormal. If so, it is switched to the six-cylinder normal braking, and the fault count is increased by one until it is no longer switched to high-power braking before the end of the current round of braking demand; if not, the six-cylinder high-power braking is maintained, the normal count is increased by one, and the fault count is reduced by one;

[0008] In the current round of braking demand, if the initial state is six-cylinder high-power braking and the intake manifold temperature rise is determined to be abnormal, it will switch to six-cylinder normal braking, and the fault count will increase by one. When the time interval is greater than the preset time threshold and a six-cylinder high-power braking request is received, it will switch to six-cylinder high-power braking and execute the preset control logic;

[0009] When the fault count reaches the first limit, a jam alarm is issued, and when the normal count reaches the second limit, the fault count is cleared.

[0010] In combination with the first aspect, in one implementation, the method further includes:

[0011] A temperature rise judgment strategy is pre-configured, which includes collecting the real-time intake temperature of the engine intake manifold, and determining that the intake manifold temperature rise is abnormal when the real-time intake temperature is greater than a preset temperature threshold or when the rising rate of the real-time intake temperature within a preset time period is greater than a preset temperature rise threshold.

[0012] In combination with the first aspect, in one implementation, the temperature rise judgment strategy further includes collecting the real-time ambient temperature, setting the preset temperature rise threshold according to the real-time ambient temperature, and the real-time ambient temperature is proportional to the preset temperature rise threshold.

[0013] In combination with the first aspect, in one embodiment, the temperature rise judgment strategy also includes collecting the real-time coolant temperature when the real-time ambient temperature collection device fails, setting a temperature rise threshold correction value according to the real-time coolant temperature, and correcting the preset fixed threshold according to the temperature rise threshold correction value to obtain the preset temperature threshold.

[0014] In combination with the first aspect, in one implementation, the method further includes:

[0015] After a jam warning is issued in this driving cycle, the vehicle will not switch to high-power braking until the end of this driving cycle.

[0016] In combination with the first aspect, in one implementation, the method further includes:

[0017] After the jam warning is issued in this driving cycle, if the temperature rise is abnormal in the first braking demand after the next driving cycle begins, the high-power braking will not be switched until the end of the next driving cycle.

[0018] In combination with the first aspect, in one implementation, the step of no longer switching to high-power braking specifically includes the following steps:

[0019] If a three-cylinder high-power braking request is received, it switches to the corresponding three-cylinder normal braking;

[0020] If a six-cylinder high-power braking request is received, it switches to six-cylinder normal braking.

[0021] In a second aspect, an embodiment of the present application provides a brake mechanism stuck control system based on multi-solenoid valve control, the system comprising:

[0022] A control module, which is used to control the braking mode of the braking mechanism; in the current round of braking demand, if the initial state is the first group of three-cylinder high-power braking and it is determined that the temperature rise of the intake manifold is abnormal, it is switched to the second group of three-cylinder high-power braking, and after switching, it is determined whether the temperature rise of the intake manifold is abnormal. If so, it is switched to the second group of three-cylinder ordinary braking, and the fault count is increased by one. When the time interval is greater than a preset time threshold and a six-cylinder high-power braking request is received, it is switched to the six-cylinder high-power braking; if not, the second group of three-cylinder high-power braking is maintained, and the fault count is increased by one. When the time interval is greater than a preset time threshold and a six-cylinder high-power braking request is received, it is switched to the six-cylinder high-power braking; after switching to the six-cylinder high-power braking, a preset control logic is executed, and the preset control logic includes determining whether the temperature rise of the intake manifold is abnormal. If so, it is switched to the six-cylinder ordinary braking, and the fault count is increased by one until it is no longer switched to high-power braking before the end of the current round of braking demand; if not, the six-cylinder high-power braking is maintained, the normal count is increased by one, and the fault count is reduced by one;

[0023] In the current round of braking demand, if the initial state is six-cylinder high-power braking and the intake manifold temperature rise is determined to be abnormal, it will switch to six-cylinder normal braking, and the fault count will increase by one. When the time interval is greater than the preset time threshold and a six-cylinder high-power braking request is received, it will switch to six-cylinder high-power braking and execute the preset control logic;

[0024] The control module is also used to issue a jam alarm after the fault count reaches a first limit value, and to clear the fault count after the normal count reaches a second limit value.

[0025] In combination with the second aspect, in one implementation, the control module is further configured to not switch to high-power braking after a jam warning is issued in the current driving cycle until the end of the current driving cycle.

[0026] In combination with the second aspect, in one embodiment, the control module is also used to, after a jam warning is issued in the current driving cycle, if an abnormal temperature rise occurs in the first round of braking demand after the start of the next driving cycle, then high-power braking will not be switched until the end of the next driving cycle.

[0027] The beneficial effects brought by the technical solution provided in the embodiments of the present application include:

[0028] When the intake manifold experiences an abnormal temperature rise, high-power braking can be downgraded to low-power braking, thereby effectively reducing the intake manifold temperature and ensuring the safety of the intake system components and sensors. At the same time, when the abnormal temperature rise is suspected to be caused by brake jamming, all braking modes are avoided directly, and normal braking is used as a backup to avoid complete loss of braking due to short-term faults.

[0029] After switching from high-power braking to normal braking, it can respond to high-power braking requests again under certain conditions and switch to high-power braking. If the temperature is normal after switching, high-power braking can be maintained, thereby improving the automatic recovery capability of the braking system and improving the overall braking efficiency. If the temperature is abnormal after switching, it can no longer switch to high-power braking in the future, thereby improving the safety of the braking system. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a flow chart of the brake mechanism stuck control method when the initial state of the brake demand in this application is the first group of three-cylinder high-power braking;

[0031] Figure 2 It is a flow chart of the brake mechanism stuck control method when the initial state of the braking demand in this application is six-cylinder high-power braking. DETAILED DESCRIPTION

[0032] In order to enable those skilled in the art to better understand the solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0033] First, some technical terms in the present application are explained to facilitate those skilled in the art to understand the present application.

[0034] Driving cycle: A series of repeated driving operations completed by the driver within a certain period of time. These operations include starting, accelerating, decelerating, turning, changing lanes, parking, etc. Under different road conditions, traffic flow and vehicle speed, the driver needs to constantly adjust his driving cycle to ensure safe and efficient driving.

[0035] Braking demand: There will be multiple rounds of braking demand in one driving cycle. The braking mode at the beginning of the next round of braking demand is the braking mode at the end of the previous round of braking demand. The request content of each round of braking demand is different, including three-cylinder high-power braking request, six-cylinder high-power braking request, three-cylinder ordinary braking request, and six-cylinder ordinary braking request. There will be multiple braking requests in one round of braking demand.

[0036] In order to make the objectives, technical solutions and advantages of the present application clearer, the implementation methods of the present application will be further described in detail below with reference to the accompanying drawings.

[0037] In a first aspect, an embodiment of the present application provides a braking mechanism sticking control method based on multi-solenoid valve control, which is applicable to an in-cylinder braking engine controlled by multiple solenoid valves.

[0038] In one embodiment, referring to Figure 1 and Figure 2 , Figure 1 This is a flow chart of a brake mechanism stuck control method when the initial state of the braking demand in this application is the first group of three-cylinder high-power braking. Figure 2 This is a flow chart of the brake mechanism stuck control method when the initial state of the braking demand in this application is six-cylinder high-power braking. Figure 1 and Figure 2 As shown, the brake mechanism stuck control method based on multi-solenoid valve control includes:

[0039] In the current round of braking demand, if the initial state is the first group of three-cylinder high-power braking and it is determined that the temperature rise of the intake manifold is abnormal, it is switched to the second group of three-cylinder high-power braking. After switching, it is determined whether the temperature rise of the intake manifold is abnormal. If so, it is switched to the second group of three-cylinder ordinary braking, and the fault count is increased by one. When the time interval is greater than the preset time threshold and the six-cylinder high-power braking request is received, it is switched to the six-cylinder high-power braking. If not, the second group of three-cylinder high-power braking is maintained, the fault count is increased by one, and when the time interval is greater than the preset time threshold and the six-cylinder high-power braking request is received, it is switched to the six-cylinder high-power braking. After switching to the six-cylinder high-power braking, the preset control logic is executed. The above preset control logic includes determining whether the temperature rise of the intake manifold is abnormal. If so, it is switched to the six-cylinder ordinary braking, and the fault count is increased by one until it is no longer switched to high-power braking before the end of the current round of braking demand. If not, the six-cylinder high-power braking is maintained, the normal count is increased by one, and the fault count is reduced by one.

[0040] In this round of braking demand, if the starting state is six-cylinder high-power braking and the intake manifold temperature rise is determined to be abnormal, it will switch to six-cylinder normal braking, and the fault count will increase by one. When the time interval is greater than the preset time threshold and a six-cylinder high-power braking request is received, it will switch to six-cylinder high-power braking and execute the preset control logic.

[0041] When the fault count reaches the first limit, a jam alarm is issued, and when the normal count reaches the second limit, the fault count is cleared.

[0042] In this embodiment, in the first round of braking demand in the first round of driving cycle, if the initial state is three-cylinder high-power braking and it is determined that the temperature rise of the intake manifold is abnormal, it is switched to another three-cylinder high-power braking. For example, the first group of three cylinders are used for high-power braking at the beginning. If an abnormal temperature rise occurs, it is switched to using the second group of three cylinders for high-power braking. After the switch, regardless of whether the temperature of the intake manifold becomes normal, the fault count of the fault counter is increased by one. If the temperature is normal after the switch, the second group of three cylinders will continue to maintain high-power braking. If the temperature is still abnormal after the switch, it will switch to six-cylinder normal braking.

[0043] After the above-mentioned switching is completed, the preset control logic is executed, that is, no matter whether it is the second group of three-cylinder high-power braking or six-cylinder ordinary braking, timing is performed. If the interval time of receiving the six-cylinder high-power braking request again exceeds the preset time threshold, for example, the preset time threshold is T1, then try to switch to the six-cylinder high-power braking again. If abnormal temperature rise occurs again after this switching, the fault count is increased by one, and the braking mode will not be switched to high-power braking until the braking demand of this round ends (if a three-cylinder high-power braking request is received before the braking demand of this round ends, it can also be switched to three-cylinder ordinary braking). If the temperature is normal after this switching, the six-cylinder high-power braking device is maintained until the braking demand of this round ends (maintaining here does not mean that it can only operate in the six-cylinder high-power braking mode until the braking demand of this round ends, but means that the six-cylinder high-power braking mode can continue to be maintained. If a three-cylinder high-power braking request is received before the braking demand of this round ends, it can also be switched to a three-cylinder high-power braking request).

[0044] In the first braking demand of the first driving cycle, if the starting state is six-cylinder high-power braking and the intake manifold temperature rise is determined to be abnormal, it will switch to six-cylinder normal braking, and the fault count will increase by one. When the time interval is greater than the preset time threshold and a six-cylinder high-power braking request is received, it will switch to six-cylinder high-power braking and execute the preset control logic in the same way.

[0045] After the fault count reaches the first limit, it is determined that the brake rocker arm is stuck, a jam alarm is issued, and the high-power braking mode is no longer switched. Whether it can continue to work in the normal braking mode is determined by the pre-configuration of the management personnel. After receiving the jam alarm, the management personnel repair the brake system. After the normal count reaches the second limit, it is determined that there is no brake rocker arm jam, and the previous temperature rise abnormality is caused by accidental factors, and the fault count is cleared.

[0046] In summary, by controlling the solenoid valve switch to switch the braking mode, when the intake manifold has an abnormal temperature rise, high-power braking can be downgraded to low-power braking, thereby effectively reducing the intake manifold temperature and ensuring the safety of the intake system components and sensors. At the same time, when the abnormal temperature rise is suspected to be caused by brake jamming, all braking modes are avoided directly, and ordinary braking is used as a backup to avoid complete loss of braking due to short-term faults.

[0047] After switching from high-power braking to normal braking, it can respond to high-power braking requests again under certain conditions and switch to high-power braking. If the temperature is normal after switching, high-power braking can be maintained, thereby improving the automatic recovery capability of the braking system and improving the overall braking efficiency. If the temperature is abnormal after switching, it can no longer switch to high-power braking in the future, thereby improving the safety of the braking system.

[0048] Furthermore, in one embodiment, the above method further includes:

[0049] A temperature rise judgment strategy is pre-configured, which includes collecting the real-time intake temperature of the engine intake manifold, and determining that the intake manifold temperature rise is abnormal when the real-time intake temperature is greater than a preset temperature threshold or when the rising rate of the real-time intake temperature within a preset time period is greater than a preset temperature rise threshold.

[0050] In this embodiment, when the vehicle requests engine braking, the intake manifold temperature change rate and the actual temperature value are continuously monitored and used as a basis for judgment.

[0051] Different intake manifold temperature alarm thresholds are set according to the ambient temperature. The alarm threshold required at low ambient temperature will be set lower. For example, the alarm threshold is 85°C at an ambient temperature of 25°C. When it is detected that the intake manifold temperature exceeds 85°C under high-power braking conditions, it is considered that the brake mechanism is at risk of getting stuck, thereby activating the brake degradation mode. Under the premise of ensuring the normal operation of the vehicle, the failure of the intake manifold temperature sensor and the intake manifold seal caused by excessively high intake temperature can be prevented.

[0052] The intake temperature rise is used as a pre-prediction condition. When it is detected that the intake manifold temperature rises at a fast rate, it can also be predicted in advance that there is a problem with the current braking mechanism and enter the degradation mode in advance to avoid overshoot of the intake manifold temperature. For example, under the current calibration, it is activated when the intake manifold temperature changes by more than 4°C within 300ms.

[0053] Furthermore, in one embodiment, the temperature rise judgment strategy further includes collecting the real-time ambient temperature, and setting the preset temperature rise threshold according to the real-time ambient temperature, and the real-time ambient temperature is proportional to the preset temperature rise threshold.

[0054] In this embodiment, in the high-power braking mode, the intake manifold temperature exceeds the preset temperature rise threshold and lasts for a certain period of time (calibrable). The preset temperature rise threshold needs to be corrected according to the ambient temperature (see Table 1 below, ambient temperature-preset temperature rise threshold comparison table). This table is the intake manifold temperature limit table corresponding to the basic ambient temperature under the water temperature hot engine state. At this time, the ambient temperature sensor is not faulty.

[0055] Table 1 Ambient temperature-preset temperature rise threshold comparison table

[0056] Ambient temperature 0 20 30 40 50 Preset temperature rise threshold 0 75 80 85 90

[0057] Furthermore, in one embodiment, the above-mentioned temperature rise judgment strategy also includes collecting the real-time coolant temperature when the real-time ambient temperature collection device fails, setting the temperature rise threshold correction value according to the real-time coolant temperature, and correcting the preset fixed threshold according to the temperature rise threshold correction value to obtain the above-mentioned preset temperature threshold.

[0058] In this embodiment, if the ambient temperature sensor fails and the preset temperature rise threshold cannot be obtained by lookup table 1, the temperature rise threshold correction value is obtained according to the engine coolant temperature lookup table 2, and the preset fixed threshold is corrected according to the temperature rise threshold correction value to obtain the above-mentioned preset temperature threshold.

[0059] Table 2 Coolant temperature-temperature rise threshold correction value comparison table

[0060] Coolant temperature -40 -10 30 70 90 Temperature rise threshold correction value -10 -5 0 0 0

[0061] Furthermore, in one embodiment, the above method further includes:

[0062] After a jam warning is issued in this driving cycle, the vehicle will not switch to high-power braking until the end of this driving cycle.

[0063] In this embodiment, if the fault count reaches the first limit value in this driving cycle, a jam alarm is issued, and then the high-power braking is no longer switched to before the end of this driving cycle. If a three-cylinder high-power braking request is received, it is switched to the corresponding three-cylinder normal braking. If a six-cylinder high-power braking request is received, it is switched to the six-cylinder normal braking.

[0064] Furthermore, in one embodiment, the above method further includes:

[0065] After a jam warning is issued in the current driving cycle, if an abnormal temperature rise occurs in the first round of braking demand after the start of the next driving cycle, the system will not switch to high-power braking until the end of the next driving cycle.

[0066] In this embodiment, after an alarm is issued in the previous driving cycle, a high-power braking request can be made in the first round of braking demand after the start of the next driving cycle, and an attempt is made to switch to high-power braking. If an abnormal temperature rise occurs again, high-power braking will no longer be switched to in the current driving cycle. If a three-cylinder high-power braking request is received, it will switch to the corresponding three-cylinder normal braking. If a six-cylinder high-power braking request is received, it will switch to six-cylinder normal braking.

[0067] Furthermore, in one embodiment, if the next driving cycle is run, the brake is used but the diagnostic condition is not met and the high temperature does not appear, it is allowed to continue to be used until the diagnostic condition is met and the diagnosis is abnormal or restored to normal. Here, the brake does not meet the diagnostic condition until the preset temperature threshold (for example, A1) is set in advance, and another temperature threshold A2 is set. If the real-time temperature (for example, A0) is greater than A1, it is directly judged that an abnormal temperature rise occurs. If A0 is less than A2, it means that the temperature is normal. However, there is a fuzzy interval between A1 and A2, that is, if A2≤A0≤A1, it is considered that the condition for determining that the temperature is abnormal has not been met at this time, and the current braking mode can continue to be used.

[0068] After the vehicle is powered off, the fault status remains until the next cycle. The fault can only be cleared after the diagnosis is completed normally.

[0069] After diagnosing the fault, the car reported a brake rocker arm jam fault, reminding the customer that the auxiliary braking function had partially failed, and asking the customer to pay attention to driving safety. The car also advised the customer to enter the station for repairs as soon as possible.

[0070] After the brake rocker arm is restored after maintenance, the fault code counter will still be stored in the cache of the ECU. It is necessary to test drive with six-cylinder high-power brake. When the diagnostic conditions are met, the fault can be restored, and after reaching a certain number of times, the ECU can determine whether the stored value of the fault counter is clear. The fault code and the fault count of the fault can also be cleared with a diagnostic instrument, which is equivalent to re-accumulating the fault counter.

[0071] In a second aspect, an embodiment of the present application also provides a brake mechanism sticking control system based on multi-solenoid valve control.

[0072] In one embodiment, continue to refer to Figure 1 and Figure 2 The brake mechanism jam control system based on multi-solenoid valve control includes:

[0073] A control module 1 is used to control the braking mode of the braking mechanism. In the current round of braking demand, if the initial state is the first group of three-cylinder high-power braking and it is determined that the temperature rise of the intake manifold is abnormal, it is switched to the second group of three-cylinder high-power braking. After switching, it is determined whether the temperature rise of the intake manifold is abnormal. If so, it is switched to the second group of three-cylinder ordinary braking, and the fault count is increased by one. When the time interval is greater than the preset time threshold and the six-cylinder high-power braking request is received, it is switched to the six-cylinder high-power braking. If not, the second group of three-cylinder high-power braking is maintained, the fault count is increased by one, and when the time interval is greater than the preset time threshold and the six-cylinder high-power braking request is received, it is switched to the six-cylinder high-power braking. After switching to the six-cylinder high-power braking, the preset control logic is executed, and the above preset control logic includes determining whether the temperature rise of the intake manifold is abnormal. If so, it is switched to the six-cylinder ordinary braking, and the fault count is increased by one until it is no longer switched to high-power braking before the end of the current round of braking demand. If not, the six-cylinder high-power braking is maintained, the normal count is increased by one, and the fault count is reduced by one.

[0074] In this round of braking demand, if the starting state is six-cylinder high-power braking and the intake manifold temperature rise is determined to be abnormal, it will switch to six-cylinder normal braking, and the fault count will increase by one. When the time interval is greater than the preset time threshold and a six-cylinder high-power braking request is received, it will switch to six-cylinder high-power braking and execute the preset control logic.

[0075] The control module 1 is further configured to issue a jam alarm when the fault count reaches a first limit value, and to clear the fault count when the normal count reaches a second limit value.

[0076] In this embodiment, when the intake manifold experiences an abnormal temperature rise, high-power braking can be downgraded to low-power braking, thereby effectively reducing the intake manifold temperature and ensuring the safety of the intake system components and sensors. At the same time, when the abnormal temperature rise is suspected to be caused by brake jamming, all braking modes are avoided directly, and ordinary braking is used as a backup to avoid complete loss of braking due to a brief fault.

[0077] After switching from high-power braking to normal braking, it can respond to high-power braking requests again under certain conditions and switch to high-power braking. If the temperature is normal after switching, high-power braking can be maintained, thereby improving the automatic recovery capability of the braking system and improving the overall braking efficiency. If the temperature is abnormal after switching, it can no longer switch to high-power braking in the future, thereby improving the safety of the braking system.

[0078] Furthermore, in one embodiment, the control module is also used to not switch to high-power braking until the end of the current driving cycle after a jam warning is issued in the current driving cycle.

[0079] Furthermore, in one embodiment, the control module is also used to, after a jam warning is issued in the current driving cycle, if an abnormal temperature rise occurs in the first round of braking demand after the start of the next driving cycle, then high-power braking will not be switched until the end of the next driving cycle.

[0080] Among them, the functional implementation of each module in the above-mentioned brake mechanism sticking control system based on multi-solenoid valve control corresponds to the steps in the above-mentioned brake mechanism sticking control method embodiment based on multi-solenoid valve control, and its functions and implementation process will not be repeated here one by one.

[0081] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are only for description and do not represent the advantages or disadvantages of the embodiments.

[0082] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit "first", "second" and "third" to different types.

[0083] In the description of the embodiments of the present application, "exemplary", "for example" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary", "for example" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary", "for example" or "for example" is intended to present related concepts in a specific way.

[0084] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; the “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0085] In some processes described in the embodiments of the present application, multiple operations or steps that appear in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present application or in parallel, and the sequence number of the operation is only used to distinguish the different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0086] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus a necessary general hardware platform, and of course by hardware, but in many cases the former is a better implementation method. Based on such an understanding, the technical solution of the present application is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, disk, CD) as described above, and includes a number of instructions for a terminal device to execute the methods described in each embodiment of the present application.

[0087] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A brake mechanism sticking control method based on multi-solenoid valve control, characterized in that: The method comprises: In the current round of braking demand, if the initial state is the first group of three-cylinder high-power braking and it is determined that the temperature rise of the intake manifold is abnormal, it is switched to the second group of three-cylinder high-power braking. After switching, it is determined whether the temperature rise of the intake manifold is abnormal. If so, it is switched to the second group of three-cylinder normal braking, and the fault count is increased by one. When the time interval is greater than the preset time threshold and a six-cylinder high-power braking request is received, it is switched to the six-cylinder high-power braking; if not, the second group of three-cylinder high-power braking is maintained, and the fault count is increased by one. When the time interval is greater than the preset time threshold and a six-cylinder high-power braking request is received, it is switched to the six-cylinder high-power braking; after switching to the six-cylinder high-power braking, the preset control logic is executed, and the preset control logic includes determining whether the temperature rise of the intake manifold is abnormal. If so, it is switched to the six-cylinder normal braking, and the fault count is increased by one until it is no longer switched to high-power braking before the end of the current round of braking demand; if not, the six-cylinder high-power braking is maintained, the normal count is increased by one, and the fault count is reduced by one; In the current round of braking demand, if the initial state is six-cylinder high-power braking and the intake manifold temperature rise is determined to be abnormal, it will switch to six-cylinder normal braking, and the fault count will increase by one. When the time interval is greater than the preset time threshold and a six-cylinder high-power braking request is received, it will switch to six-cylinder high-power braking and execute the preset control logic; When the fault count reaches the first limit, a jam alarm is issued, and when the normal count reaches the second limit, the fault count is cleared.

2. The method for controlling the braking mechanism sticking based on multiple solenoid valve control according to claim 1, characterized in that: The method further comprises: A temperature rise judgment strategy is pre-configured, which includes collecting the real-time intake temperature of the engine intake manifold, and determining that the intake manifold temperature rise is abnormal when the real-time intake temperature is greater than a preset temperature threshold or when the rising rate of the real-time intake temperature within a preset time period is greater than a preset temperature rise threshold.

3. The method for controlling the braking mechanism sticking based on multiple solenoid valve control according to claim 2, characterized in that: The temperature rise judgment strategy also includes collecting the real-time ambient temperature and setting the preset temperature rise threshold according to the real-time ambient temperature, wherein the real-time ambient temperature is proportional to the preset temperature rise threshold.

4. The method for controlling the sticking of a brake mechanism based on multi-solenoid valve control according to claim 3, characterized in that: The temperature rise judgment strategy also includes collecting the real-time coolant temperature when a real-time ambient temperature collection device fails, setting a temperature rise threshold correction value according to the real-time coolant temperature, and correcting the preset fixed threshold according to the temperature rise threshold correction value to obtain the preset temperature threshold.

5. The method for controlling the braking mechanism sticking based on multiple solenoid valve control according to claim 1, characterized in that: The method further comprises: After a jam warning is issued in this driving cycle, the vehicle will not switch to high-power braking until the end of this driving cycle.

6. The method for controlling the sticking of a brake mechanism based on multi-solenoid valve control according to claim 1, characterized in that: The method further comprises: After a jam warning is issued in the current driving cycle, if an abnormal temperature rise occurs in the first round of braking demand after the start of the next driving cycle, the system will not switch to high-power braking until the end of the next driving cycle.

7. The method for controlling the sticking of a brake mechanism based on multi-solenoid valve control according to claim 1, 5 or 6, characterized in that: The step of no longer switching to high-power braking specifically includes the following steps: If a three-cylinder high-power braking request is received, it switches to the corresponding three-cylinder normal braking; If a six-cylinder high-power braking request is received, it switches to six-cylinder normal braking.

8. A brake mechanism jam control system based on multi-solenoid valve control, characterized in that: The system comprises: A control module, which is used to control the braking mode of the braking mechanism; in the current round of braking demand, if the initial state is the first group of three-cylinder high-power braking and it is determined that the temperature rise of the intake manifold is abnormal, it is switched to the second group of three-cylinder high-power braking, and after switching, it is determined whether the temperature rise of the intake manifold is abnormal. If so, it is switched to the second group of three-cylinder ordinary braking, and the fault count is increased by one. When the time interval is greater than a preset time threshold and a six-cylinder high-power braking request is received, it is switched to the six-cylinder high-power braking; if not, the second group of three-cylinder high-power braking is maintained, and the fault count is increased by one. When the time interval is greater than a preset time threshold and a six-cylinder high-power braking request is received, it is switched to the six-cylinder high-power braking; after switching to the six-cylinder high-power braking, a preset control logic is executed, and the preset control logic includes determining whether the temperature rise of the intake manifold is abnormal. If so, it is switched to the six-cylinder ordinary braking, and the fault count is increased by one until it is no longer switched to high-power braking before the end of the current round of braking demand; if not, the six-cylinder high-power braking is maintained, the normal count is increased by one, and the fault count is reduced by one; In the current round of braking demand, if the initial state is six-cylinder high-power braking and the intake manifold temperature rise is determined to be abnormal, it will switch to six-cylinder normal braking, and the fault count will increase by one. When the time interval is greater than the preset time threshold and a six-cylinder high-power braking request is received, it will switch to six-cylinder high-power braking and execute the preset control logic; The control module is also used to issue a jam alarm after the fault count reaches a first limit value, and to clear the fault count after the normal count reaches a second limit value.

9. The brake mechanism stuck control system based on multi-solenoid valve control as claimed in claim 8, characterized in that: The control module is also used for not switching to high-power braking after a jam warning is issued in the current driving cycle until the end of the current driving cycle.

10. The brake mechanism stuck control system based on multi-solenoid valve control according to claim 8, characterized in that: The control module is also used to, after a jam warning is issued in the current driving cycle, if an abnormal temperature rise occurs in the first round of braking demand after the next driving cycle begins, not switch to high-power braking until the next driving cycle ends.

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