A brake mechanism stuck control method and system based on multi-solenoid valve control

Abstract

A braking mechanism jam control method and system based on multi-solenoid valve control belongs to the field of vehicle braking. It includes three-cylinder high-power braking. If an abnormal temperature rise occurs in the intake manifold, it switches to another three-cylinder high-power braking. After switching, the fault count increases by one. If the temperature is abnormal, it switches to three-cylinder normal braking. If a six-cylinder high-power braking request appears again after a certain interval, it switches to six-cylinder high-power braking. After switching, if the temperature is normal, the normal count increases by one and the fault count decreases by one. If the temperature is abnormal, the fault count increases by one and switches to six-cylinder normal braking. It will not switch to high-power braking until the end of this round of braking demand. After the next round of braking demand begins, it can switch to high-power braking again according to the high-power braking request. When it is determined that an abnormal temperature rise occurs, the application downgrades to normal braking to avoid continued temperature rise and braking loss. After a certain period of time after the downgrade, high-power braking can be tried again to improve braking capacity.

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 are required to be equipped with in-cylinder brakes as a standard auxiliary braking measure. The braking power of ordinary engines can meet the regulatory braking power requirements, but for some mountainous operating 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 operating conditions and has cost and weight advantages over engine braking + hydraulic retarder. High-power braking optimizes the valve mechanism design 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 compared to 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 into 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 problem 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 method for controlling a brake mechanism stuck based on multi-solenoid valve control, the method comprising:

[0007] During the braking demand of this round, 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, the fault count is increased by one, and 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, the fault count is increased by one, and it will not be switched to high-power braking until the braking demand of this round ends; 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] During the current braking request, 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 embodiment, the method further includes:

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

[0012] In combination with the first aspect, in one embodiment, 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 embodiment, the method further includes:

[0015] After the 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 embodiment, the method further includes:

[0017] After a jam warning is issued in this driving cycle, if an abnormal temperature rise occurs during the first braking demand after the next driving cycle begins, the vehicle will not switch to high-power braking until the end of the next driving cycle.

[0018] In conjunction with the first aspect, in one embodiment, 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 for controlling a braking mode of a braking mechanism; in a braking demand of the current round, 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, then the state is switched to the second group of three-cylinder high-power braking, and after the switch, 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 a 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 normal braking, and the fault count is increased by one, and it will not be switched to high-power braking until the braking demand of the current round ends; 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] During the current braking request, 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 further configured to issue a stuck alarm when the fault count reaches a first limit value, and clear the fault count when the normal count reaches a second limit value.

[0025] In combination with the second aspect, in one embodiment, the control module is further configured 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.

[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 the control module will not switch to high-power braking until the end of the next driving cycle.

[0027] The beneficial effects of the technical solutions 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 intake system components and sensors. At the same time, it avoids directly stopping all braking modes when abnormal temperature rise is suspected to be caused by brake jamming, and uses normal braking 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 This is a flow chart of a method for controlling the stuck state of a brake mechanism when the initial state of the braking demand in this application is high-power braking of the first group of three cylinders;

[0031] Figure 2 This is a flow chart of a 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 present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. 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 this application.

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

[0034] Driving cycle: A series of repeated driving maneuvers completed by a driver within a certain timeframe. These maneuvers include starting, accelerating, decelerating, turning, changing lanes, and stopping. Drivers must constantly adjust their driving cycle to ensure safe and efficient driving under varying road conditions, traffic flow, and vehicle speeds.

[0035] Braking demand: Multiple braking demands may occur in one driving cycle. The braking mode at the beginning of the next braking demand is the braking mode at the end of the previous braking demand. The request content of each braking demand is different, including three-cylinder high-power braking request, six-cylinder high-power braking request, three-cylinder normal braking request, and six-cylinder normal braking request. Multiple braking requests may occur in one braking demand.

[0036] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this 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 sticking control method based on multi-solenoid valve control includes:

[0039] During a braking request, if the initial state is high-power braking with the first three-cylinder system and an abnormal intake manifold temperature rise is determined, the system switches to high-power braking with the second three-cylinder system. After switching, it is determined whether the intake manifold temperature rise is abnormal. If so, the system switches to normal braking with the second three-cylinder system, and the fault count is incremented. If the time interval exceeds a preset threshold and a request for high-power braking with the six-cylinder system is received, the system switches to high-power braking with the six-cylinder system. If not, high-power braking with the second three-cylinder system is maintained, and the fault count is incremented. If the time interval exceeds a preset threshold and a request for high-power braking with the six-cylinder system is received, the system switches to high-power braking with the six-cylinder system. After switching to high-power braking with the six-cylinder system, the system executes the preset control logic, which includes determining whether the intake manifold temperature rise is abnormal. If so, the system switches to normal braking with the six-cylinder system, and the fault count is incremented. High-power braking will not be switched again until the braking request ends. If not, high-power braking with the six-cylinder system is maintained, the normal count is incremented, and the fault count is decremented.

[0040] In this round of braking requirements, 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.

[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, during the first braking demand of the first driving cycle, if the initial state is three-cylinder high-power braking and it is determined that an abnormal temperature rise occurs in the intake manifold, high-power braking is switched to another three-cylinder state. For example, high-power braking is initially performed using the first group of three cylinders. If an abnormal temperature rise occurs, high-power braking is switched to the second group of three cylinders. After the switch, the fault count in the fault counter is incremented by one regardless of whether the intake manifold temperature returns to normal. If the temperature is normal after the switch, high-power braking is continued using the second group of three cylinders. If the temperature is still abnormal after the switch, normal braking is switched to six-cylinder braking.

[0043] After the aforementioned switch is completed, the preset control logic is executed, that is, regardless of whether the current state is the second group of three-cylinder high-power braking or six-cylinder normal braking, a timer is kept. If the interval between receiving a six-cylinder high-power braking request exceeds a preset time threshold, for example, the preset time threshold is T1, the switch to six-cylinder high-power braking is attempted again. If an abnormal temperature rise occurs again after this switch, the fault count is incremented by one, and the braking mode is no longer switched to high-power braking until the braking demand for this round ends (if a three-cylinder high-power braking request is received before the braking demand for this round ends, it can also be switched to three-cylinder normal braking). If the temperature is normal after this switch, the six-cylinder high-power braking device is maintained until the braking demand for 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 for 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 for this round ends, it can also be switched to the three-cylinder high-power braking request).

[0044] During the first braking request of the first driving cycle, if the initial state is six-cylinder high-power braking and the intake manifold temperature rise is determined to be abnormal, the system switches to six-cylinder normal braking, and the fault count increases by one. When the time interval is greater than the preset time threshold and a six-cylinder high-power braking request is received, the system switches to six-cylinder high-power braking and executes the preset control logic.

[0045] When the fault count reaches the first limit, the brake arm is determined to be stuck and a jam warning is issued. High-power braking is no longer enabled, and whether normal braking mode can continue is determined based on pre-configured settings by the administrator. Upon receiving the jam warning, the administrator repairs the brake system. When the normal count reaches the second limit, the brake arm is determined to be unstuck and the previous temperature rise anomaly is considered accidental, and the fault count is reset to zero.

[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, it avoids directly stopping all braking modes when the abnormal temperature rise is suspected to be caused by brake jamming, and uses normal braking 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 air temperature of the engine intake manifold, and determining that the intake manifold temperature rise is abnormal when the real-time intake air temperature is greater than a preset temperature threshold or when the rate of increase of the real-time intake air 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 the intake manifold temperature is detected to exceed 85°C under high-power braking conditions, it is considered that there is a risk of jamming of the brake mechanism, and the brake degradation mode is activated. 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 are prevented.

[0052] The intake manifold temperature rise is used as a pre-predictive condition. When a fast rise rate of intake manifold temperature is detected, it can also be predicted in advance that there is a problem with the current braking mechanism, and the degradation mode can be entered 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 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.

[0054] In this embodiment, in high-power braking mode, the intake manifold temperature exceeds the preset temperature rise threshold and lasts for a certain period of time (which can be calibrated). 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 Comparison table of ambient temperature and preset temperature rise threshold

[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 the 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 during the current driving cycle, a stuck alarm is issued. After that, the system will not switch to high-power braking until the end of the current driving cycle. If a three-cylinder high-power braking request is received, the system will switch to the corresponding three-cylinder normal braking. If a six-cylinder high-power braking request is received, the system will switch 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 during 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 may be made during the first 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, the system will no longer switch to high-power braking in the current driving cycle. If a three-cylinder high-power braking request is received, the system will switch to the corresponding three-cylinder normal braking. If a six-cylinder high-power braking request is received, the system will switch to the six-cylinder normal braking.

[0067] Furthermore, in one embodiment, if braking is applied during the next driving cycle but the diagnostic conditions are not met and no high temperature is present, continued use is permitted until the diagnostic conditions are met and a diagnosis is made as to whether the condition is abnormal or has returned to normal. In addition to the preset temperature threshold (e.g., A1) for braking not meeting the diagnostic conditions, another temperature threshold, A2, is also set. If the real-time temperature (e.g., A0) is greater than A1, an abnormal temperature rise is directly determined to have occurred. If A0 is less than A2, the temperature is normal. However, the interval between A1 and A2 is fuzzy; that is, if A2 ≤ A0 ≤ A1, the conditions for determining a temperature abnormality have not been met and the current braking mode can continue.

[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 repair, the fault code counter will remain stored in the ECU's cache. A test drive using the six-cylinder high-power brake is required. When the diagnostic conditions are met, the fault can be restored. After a certain number of times, the ECU can determine whether the fault counter value has been cleared. The fault code and fault count for the fault can also be cleared using a diagnostic tool, 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 jam control system based on multi-solenoid valve control.

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

[0073] Control module 1 is configured to control the braking mode of the braking mechanism. During a current wheel braking request, if the initial state is the first three-cylinder high-power braking mode and an abnormal intake manifold temperature rise is determined, the system switches to the second three-cylinder high-power braking mode. After switching, it determines whether the intake manifold temperature rise is abnormal. If so, it switches to the second three-cylinder normal braking mode, incrementing the fault count. If the time interval exceeds a preset threshold and a six-cylinder high-power braking request is received, the system switches to the six-cylinder high-power braking mode. If not, the second three-cylinder high-power braking mode is maintained, incrementing the fault count. If the time interval exceeds a preset threshold and a six-cylinder high-power braking request is received, the system switches to the six-cylinder high-power braking mode. After switching to the six-cylinder high-power braking mode, preset control logic is executed. This preset control logic includes determining whether the intake manifold temperature rise is abnormal. If so, it switches to the six-cylinder normal braking mode, incrementing the fault count, and not switching to high-power braking mode until the current wheel braking request ends. If not, the six-cylinder high-power braking mode is maintained, incrementing the normal count, and decrementing the fault count.

[0074] In this round of braking requirements, 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.

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

[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 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 from being directly stopped, and normal 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 further configured 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 further configured to, after a jam warning is issued in the current driving cycle, not switch to high-power braking until the end of the next driving cycle if an abnormal temperature rise occurs in the first braking demand after the start 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 processes 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 for description only 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 the "first", "second" and "third" to different types.

[0083] In the description of the embodiments of this application, the words "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 this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[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; “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 are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed 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 the necessary general hardware platform, of course, it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, 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, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling 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 do not 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: A temperature rise determination strategy is preconfigured, the strategy including collecting the real-time intake air temperature of the engine intake manifold and determining that the intake manifold temperature rise is abnormal when the real-time intake air temperature is greater than a preset temperature threshold or when the rate of increase of the real-time intake air temperature within a preset time period is greater than a preset temperature rise threshold; the temperature rise determination strategy also includes collecting the real-time ambient temperature and setting the preset temperature rise threshold based on the real-time ambient temperature, wherein the real-time ambient temperature is proportional to the preset temperature rise threshold; During the braking demand of this round, 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, the fault count is increased by one, and 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, the fault count is increased by one, and it will not be switched to high-power braking until the braking demand of this round ends; 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; During the current braking request, 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 sticking of a brake mechanism based on multi-solenoid valve control according to claim 1, wherein: 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.

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

4. The method for controlling the sticking of a brake mechanism based on multi-solenoid valve control according to claim 1, wherein: The method further comprises: After a jam warning is issued in the current driving cycle, if an abnormal temperature rise occurs during 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.

5. The method for controlling the sticking of a brake mechanism based on multi-solenoid valve control according to claim 1, 3 or 4, characterized in that: The method 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.

6. A brake mechanism stuck control system based on multi-solenoid valve control, characterized in that: The system comprises: A control module is used to pre-configure a temperature rise judgment strategy, which includes collecting the real-time intake air temperature of the engine intake manifold, and judging that the intake manifold temperature rise is abnormal when the real-time intake air temperature is greater than a preset temperature threshold or when the rate of increase of the real-time intake air temperature within a preset time period is greater than the preset temperature rise threshold; the temperature rise judgment strategy also 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; controlling the braking mode of the braking mechanism; in the braking demand of this round, if the starting state is the first group of three-cylinder high-power braking and it is judged that the intake manifold temperature rise is abnormal, then switch to the second group of three-cylinder high-power braking, and after switching, judge whether the intake manifold temperature rise is abnormal, and if so, Then, the second group of three-cylinder normal braking is switched to, 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, the six-cylinder high-power braking is switched to. 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, the six-cylinder high-power braking is switched to. After switching to the six-cylinder high-power braking, the preset control logic is executed, and the preset control logic includes determining whether the intake manifold temperature rise is abnormal. If so, the six-cylinder normal braking is switched to, and the fault count is increased by one. The high-power braking is not switched to again before the braking demand of this wheel ends. 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. During the current braking request, 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 further configured to issue a stuck alarm when the fault count reaches a first limit value, and clear the fault count when the normal count reaches a second limit value.

7. The brake mechanism stuck control system based on multi-solenoid valve control according to claim 6, characterized in that: 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.

8. The brake mechanism stuck control system based on multi-solenoid valve control according to claim 6, characterized in that: The control module is further configured to, after a jam warning is issued in the current driving cycle, not switch to high-power braking until the end of the next driving cycle if an abnormal temperature rise occurs in the first braking demand after the start of the next driving cycle.

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