Brake pipeline pressure adjusting method based on load sensing

Abstract

The invention relates to the technical field of brake control, in particular to a brake pipeline pressure adjusting method based on load sensing. Determining the whole vehicle parameters of the target vehicle, calculating hydraulic distribution curves corresponding to different whole vehicle loads, and determining the activation point hydraulic pressure of the electronic braking force distribution system. And according to the activation point hydraulic pressure of the electronic braking force distribution system, a curve of braking pressure corresponding to whole vehicle deceleration is calculated. And a target load is determined from all the whole vehicle loads, and a pressure coefficient is determined based on the curve of the braking pressure corresponding to the whole vehicle deceleration. And according to the pressure coefficient and the brake stroke data corresponding to the brake pressure under the target load, determining the brake stroke data corresponding to the brake pressure of each non-target load. And in response to the deceleration operation of the driver, according to the whole vehicle load determined by the load sensing function of the target vehicle, the braking stroke data corresponding to the target braking pressure and the braking stroke collected by the braking stroke sensor of the target vehicle, the braking pipeline pressure is adjusted to achieve the deceleration operation.

Description

TECHNICAL FIELD

[0001] The present specification relates to the technical field of brake control, and in particular to a brake pipe pressure regulation method based on load sensing. BACKGROUND

[0002] In a conventional electro-hydraulic braking (EHB) or electromechanical brake (EMB) system, the assist function is usually controlled by the brake pedal stroke to control the brake pressure, thereby achieving vehicle deceleration.

[0003] However, when the driver steps on the same pedal stroke in the empty load and full load states, the difference in deceleration generated is quite significant: if the brake system is calibrated according to the empty load condition, the full load will feel insufficient braking force; and if it is calibrated according to the full load condition, the empty load will be too sensitive to braking, which is not conducive to smooth control. Therefore, in vehicles with a large difference between empty load and full load, the same pedal input will result in a significant difference in deceleration, affecting the consistency of the driving experience.

[0004] To this end, the present specification provides a brake pipe pressure regulation method based on load sensing. SUMMARY

[0005] The present specification provides a brake pipe pressure regulation method based on load sensing to partially solve the above problems existing in the prior art.

[0006] The present specification adopts the following technical solutions: The present specification provides a brake pipe pressure regulation method based on load sensing, comprising: S1. determining the vehicle parameters of a target vehicle; S2. calculating the hydraulic distribution curve corresponding to different vehicle loads according to the vehicle parameters; S3. determining the electronic brake force distribution system activation point hydraulic pressure corresponding to different vehicle loads according to the hydraulic distribution curve; S4. calculating the curve of brake pressure corresponding to vehicle deceleration for different vehicle loads according to the electronic brake force distribution system activation point hydraulic pressure; S5. determining a target load from the vehicle loads, and determining the pressure coefficient corresponding to each non-target load based on the target load and the curve of brake pressure corresponding to vehicle deceleration; S6. determining the brake pressure corresponding to brake stroke data corresponding to each non-target load according to the pressure coefficient and the brake pressure corresponding to brake stroke data under the target load; S7. determining target brake pressure corresponding brake stroke data according to the whole vehicle load determined by the load sensing function of the target vehicle in response to the deceleration operation of the driver; S8. determining target pressure according to the target brake pressure corresponding brake stroke data and the brake stroke collected by the brake stroke sensor of the target vehicle; S9. adjusting brake pipe pressure according to the target pressure to realize the deceleration operation.

[0007] According to the above technical means, the brake pipe pressure of the brake system can be adaptively adjusted according to the whole vehicle load, so that the same deceleration can be achieved when the driver steps the same brake pedal stroke under different whole vehicle loads, the brake performance of the whole vehicle under full load is improved, and the brake control performance of the whole vehicle under empty load is improved. The braking safety, stability and driving consistency of the vehicle under full load are significantly improved, which has clear engineering application value and technical innovation.

[0008] Further, the calculation of the hydraulic distribution curve corresponding to each whole vehicle load in S2 specifically includes: For each whole vehicle load, the front axle locking pressure and the rear axle locking pressure of the whole vehicle load under different road surface adhesion coefficients are determined; According to each front axle locking pressure and each rear axle locking pressure, the hydraulic distribution curve corresponding to the whole vehicle load is determined.

[0009] Further, the whole vehicle parameters in step S1 include: the distance between the whole vehicle mass center and the front axle, the distance between the whole vehicle mass center and the rear axle, the height of the whole vehicle mass center, and the brake system parameters under each whole vehicle load; the brake system parameters include tire rolling radius, wheelbase, and cylinder diameter, effective radius, and friction coefficient of the front brake and the rear brake, respectively; The determination of the front axle locking pressure of the whole vehicle load under different road surface adhesion coefficients specifically includes: Determine the preset road surface adhesion coefficients; For each road surface adhesion coefficient, the front axle locking pressure of the whole vehicle load under the road surface adhesion coefficient is determined according to the road surface adhesion coefficient, the distance between the whole vehicle mass center and the rear axle, the height of the whole vehicle mass center, the tire rolling radius, the wheelbase, the cylinder diameter, the effective radius, and the friction coefficient of the front brake.

[0010] Further, the calculation of the brake pressure corresponding to the whole vehicle deceleration curve of each whole vehicle load in S4 specifically includes: For each kind of whole vehicle load, according to the braking system parameters, the front axle locking pressure and the rear axle locking pressure under the kind of whole vehicle load, the curve of the braking pressure corresponding to the whole vehicle deceleration under the kind of whole vehicle load is determined, wherein the rear axle locking pressure under the kind of whole vehicle load does not exceed the electronic brake force distribution system activation point hydraulic pressure corresponding to the kind of whole vehicle load.

[0011] Further, the pressure coefficient corresponding to each non-target load is determined based on the target load and the curve of the braking pressure corresponding to the whole vehicle deceleration in S5, and specifically includes: For each non-target load, the braking pressure corresponding to the non-target load and the braking pressure corresponding to the target load at each whole vehicle deceleration are determined in the curve of the braking pressure corresponding to the whole vehicle deceleration of the non-target load and the curve of the braking pressure corresponding to the whole vehicle deceleration of the target load. For each whole vehicle deceleration, the ratio of the braking pressure corresponding to the non-target load and the braking pressure corresponding to the target load is calculated as the pressure coefficient corresponding to the non-target load at the whole vehicle deceleration.

[0012] According to the above technical means, whether the vehicle is empty or full, when the driver steps on the same pedal stroke, the braking pipe pressure under the current whole vehicle load can be obtained by table lookup or interpolation, so as to realize the consistency of pedal feeling and vehicle response, and avoid the problems of "nodding at one step" when lightly loaded and "stepping deep but slow deceleration" when heavily loaded.

[0013] Further, S6 specifically includes: For each braking pressure corresponding to braking stroke data in the braking pressure corresponding to braking stroke data under the target load, the braking pressure and the braking stroke in the braking pressure corresponding to braking stroke data are determined. For each non-target load, the pressure coefficient of the non-target load under the braking pressure is determined. According to the pressure coefficient of the non-target load under the braking pressure, the braking pressure of the non-target load under the braking stroke is determined. According to the braking pressure of the non-target load under the braking stroke, the braking pressure corresponding to the braking stroke data of the non-target load under the braking stroke is determined. According to each braking pressure corresponding to braking stroke data of the non-target load, the braking pressure corresponding to braking stroke data corresponding to the non-target load is determined.

[0014] According to the above technical means, the "deceleration consistency" target at the theoretical level is converted into the "braking stroke-braking pressure" table data which is actually available, so that the electronic brake system can produce consistent vehicle response under different loads with the same pedal input.

[0015] Furthermore, prior to step S7, the method further includes: After the target vehicle is started, it is determined whether the target vehicle has a fault, and the fault includes at least one of the following: sensor fault, actuator fault, and controller fault; If so, a prompt message is sent to the driver, indicating that the target vehicle has a malfunction.

[0016] This specification provides a load-sensing-based brake line pressure regulating device, comprising: The first determining module is used to determine the overall vehicle parameters of the target vehicle; The first calculation module is used to calculate the hydraulic distribution curves corresponding to different vehicle loads based on the vehicle parameters. The second determining module is used to determine the hydraulic activation point of the electronic brake force distribution system corresponding to different vehicle loads based on the hydraulic distribution curve. The second calculation module is used to calculate the curves of vehicle deceleration corresponding to braking pressure for different vehicle loads based on the hydraulic pressure at the activation point of the electronic brake force distribution system. The third determining module is used to determine the target load from each vehicle load, and based on the curve of the target load and the braking pressure corresponding to the vehicle deceleration, determine the pressure coefficient corresponding to each non-target load. The fourth determining module is used to determine the braking pressure corresponding to the braking stroke data for each non-target load based on the pressure coefficient and the braking stroke data corresponding to the braking pressure under the target load. The fifth determining module is used to respond to the driver's deceleration operation and determine the brake stroke data corresponding to the target braking pressure based on the vehicle load determined by the load sensing function of the target vehicle. The sixth determining module is used to determine the target pressure based on the brake stroke data corresponding to the target brake pressure and the brake stroke collected by the brake stroke sensor of the target vehicle; The adjustment module is used to adjust the brake line pressure according to the target pressure to achieve the deceleration operation.

[0017] This specification provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for regulating brake line pressure based on load sensing.

[0018] This specification provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements a load-sensing-based brake line pressure regulation method.

[0019] The above at least one technical solution adopted in the specification can achieve the following beneficial effects: The scheme can adaptively adjust the brake system control brake pipe pressure according to the vehicle load, so that the same deceleration is achieved when the driver steps the same brake pedal stroke under different vehicle loads, the brake performance of the full load vehicle is improved, and the brake control performance of the empty load vehicle is improved. The braking safety, stability and driving consistency of the vehicle under full load working condition are significantly improved, and the scheme has clear engineering application value and technical innovation. BRIEF DESCRIPTION OF DRAWINGS

[0020] The drawings described herein are used to provide further understanding of the specification, and form a part of the specification. The illustrative embodiments of the specification and the description thereof are used to explain the specification, and do not constitute an improper limitation on the specification. In the drawings: Figure 1 A flowchart of a brake pipe pressure regulation method based on load sensing provided for the embodiments of the specification; Figure 2 A schematic diagram of actual brake hydraulic pressure distribution curves for each load provided for the specification; Figure 3 A schematic diagram of brake pressure corresponding to vehicle deceleration curves for different vehicle loads provided for the specification.

[0021] Figure 4 A schematic diagram of a brake pipe pressure regulation device based on load sensing provided for the specification; Figure 5 A schematic diagram of the structure of an electronic device corresponding to Figure 1 provided for the specification. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical scheme and advantages of the specification clearer, the technical scheme of the specification will be described clearly and completely in combination with the specific embodiments of the specification and the corresponding drawings. Obviously, the described embodiments are only part of the embodiments of the specification, not all the embodiments. Based on the embodiments in the specification, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of the present application.

[0023] In the embodiments of the present application, the terms "comprising", "containing" or any other variant thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements not only includes those elements, but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without more limitations, the element defined by the phrase "comprising a" does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0024] The technical solutions provided by the embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0025] Figure 1 A flowchart of a load-aware brake pipe pressure regulation method provided by an embodiment of the present application includes the following steps: S1: Determine the vehicle parameters of the target vehicle.

[0026] In the present application, the process of load-aware brake pipe pressure regulation is performed, and in the embodiments of the present application, the process of load-aware brake pipe pressure regulation can be performed by an electronic control unit (ECU) or the like. Of course, the present application does not limit the device or platform that performs the process of load-aware brake pipe pressure regulation, and devices or platforms such as personal computers, mobile terminals, edge computing devices, cloud computing devices, or car systems can also be used to perform the process of load-aware brake pipe pressure regulation. In the following steps, the ECU, car system, or vehicle domain controller can be the execution subject, and the following steps will not be described one by one.

[0027] In one or more embodiments of the present application, a vehicle that needs to perform brake pipe pressure control can be taken as a target vehicle. After the target vehicle is shipped or after the vehicle parameters are calibrated at a manufacturing plant or the like, the vehicle parameters of the target vehicle can be directly determined after the target vehicle is received.

[0028] The vehicle parameters include the distance between the vehicle mass center and the front axle, the distance between the vehicle mass center and the rear axle, the vehicle mass center height, and the brake system parameters under each vehicle load. The brake system parameters include the tire rolling radius, the wheelbase (i.e., the distance between the front axle and the rear axle of the vehicle), and the cylinder diameter, effective radius, and friction coefficient of the front brake and the rear brake, respectively.

[0029] The following exemplary gives an example of the vehicle parameters of the target vehicle, as shown in Table 1 and Table 2.

[0030] Table 1 Vehicle parameters

[0031] Table 2 brake system parameters

[0032] S2: According to the vehicle parameters, the hydraulic distribution curve corresponding to different vehicle loads is calculated.

[0033] In one or more embodiments of the present specification, the hydraulic distribution curve corresponding to different vehicle loads can be calculated according to the vehicle parameters.

[0034] Specifically, for each vehicle load, the front axle locking pressure and the rear axle locking pressure of the vehicle load under different road adhesion coefficients are determined. Then, according to each front axle locking pressure and each rear axle locking pressure, the hydraulic distribution curve corresponding to the vehicle load is determined.

[0035] Among them, the way to determine the front axle locking pressure and the rear axle locking pressure of the vehicle load under different road adhesion coefficients can refer to the following front axle locking pressure calculation formula and rear axle locking pressure calculation formula.

[0036] The expressions of the front axle locking pressure calculation formula and the rear axle locking pressure calculation formula are respectively:

[0037]

[0038] Among them, is the front axle locking pressure. is the rear axle locking pressure. b is the distance between the vehicle mass center and the rear axle. is the road adhesion coefficient, which can be 0.1-1.1. is the vehicle mass center height. a is the distance between the vehicle mass center and the front axle. is the tire rolling radius. is the wheelbase. , , are the cylinder diameter, effective radius and friction coefficient of the front brake respectively. , , are the cylinder diameter, effective radius and friction coefficient of the rear brake respectively. g appearing alone in the two formulas is the acceleration of gravity. It is worth mentioning that since the main function of the brake force distribution is to limit the rear axle brake pressure, the actual P2≤P1, so the calculation defaults the utilization rate of the rear axle adhesion coefficient to 0.9, and the actual rear axle locking pressure is P 2实际 =MIN(P1, P2*0.9).

[0039] Therefore, referring to the front axle lock pressure calculation formula as described above, the front axle lock pressure of the vehicle load under different road adhesion coefficients can be calculated. The specific process can be to determine the preset road adhesion coefficients. For each road adhesion coefficient, the front axle lock pressure of the vehicle load under the road adhesion coefficient is determined according to the road adhesion coefficient, the distance between the vehicle mass center and the rear axle, the vehicle mass center height, the tire rolling radius, the wheelbase, the cylinder diameter of the front brake, the effective radius, and the friction coefficient.

[0040] Of course, referring to the rear axle lock pressure calculation formula as described above, the rear axle lock pressure of the vehicle load under different road adhesion coefficients can also be calculated. The process can refer to the process of determining the front axle lock pressure of the vehicle load under different road adhesion coefficients, which will not be described here.

[0041] Figure 2 The schematic diagram of each load actual brake hydraulic pressure distribution curve provided in the specification is shown in the figure. As shown in the figure, the hydraulic pressure distribution curves of 1600 kg load ~ 3200 kg load are displayed in turn, according to For different values, the front axle (lock) pressure and rear axle (lock) pressure of each load are calculated, as shown in Table 3, with the unit being bar.

[0042] Table 3 Brake hydraulic pressure distribution calculation table for 1600 kg load

[0043] S3: According to the hydraulic pressure distribution curve, the electronic brake force distribution system activation point hydraulic pressure corresponding to different vehicle loads is determined.

[0044] In one or more embodiments of the specification, the hydraulic pressure distribution curve corresponding to different vehicle loads is calculated, and the electronic brake force distribution system activation point hydraulic pressure corresponding to each vehicle load can be determined according to the hydraulic pressure distribution curve corresponding to each vehicle load. The electronic brake force distribution system activation point hydraulic pressure is the front axle (lock) pressure at the first "inflection point" of the hydraulic pressure distribution curve.

[0045] For example, taking the vehicle load of 1600 kg as an example, according to the orange-yellow hydraulic pressure distribution curve representing the vehicle load of 1600 kg in Figure 2 The front axle (lock) pressure at the first "inflection point" of the orange-yellow hydraulic pressure distribution curve, i.e., the point where the slope of the curve changes for the first time, is calculated as the electronic brake force distribution system activation point hydraulic pressure.

[0046] Table 4 is a table of electronic brake force distribution system activation point hydraulic pressures corresponding to different vehicle loads.

[0047] Table 4 Electronic brake force distribution system activation point hydraulic pressure table

[0048] S4: According to the electronic brake force distribution system activation point hydraulic pressure, the curve of the brake pressure corresponding to the vehicle deceleration of each vehicle load is calculated.

[0049] In one or more embodiments of the present specification, according to the electronic brake force distribution system activation point hydraulic pressure corresponding to each vehicle load, the curve of the brake pressure corresponding to the vehicle deceleration of the vehicle load is calculated.

[0050] Specifically, for each vehicle load, according to the brake system parameters, the front axle locking pressure and the rear axle locking pressure under the vehicle load, the curve of the brake pressure corresponding to the vehicle deceleration under the vehicle load is determined, wherein the rear axle locking pressure under the vehicle load does not exceed the electronic brake force distribution system activation point hydraulic pressure corresponding to the vehicle load. The way to determine the curve of the brake pressure corresponding to the vehicle deceleration under the vehicle load can refer to the vehicle deceleration formula, and then refer to Table 5 below. For the vehicle load, the brake system parameters, the front axle locking pressure and the rear axle locking pressure are substituted into the vehicle deceleration calculation formula to calculate the vehicle deceleration corresponding to the front axle locking pressure at this time. When the front axle locking pressure and the rear axle locking pressure are gradually increased, each set of front axle locking pressure and rear axle locking pressure can calculate a vehicle deceleration, until the rear axle locking pressure reaches the electronic brake force distribution system activation point hydraulic pressure corresponding to the vehicle load. After that, the front axle locking pressure can continue to increase, and the rear axle locking pressure does not increase any more. The rear axle locking pressure remains the electronic brake force distribution system activation point hydraulic pressure corresponding to the vehicle load. The specific calculation results and the front axle locking pressure and the rear axle locking pressure can refer to Table 5.

[0051] Taking the vehicle deceleration part under the load 1600kg in Table 5 as an example, P1 and P2 in each row of Table 5 and the brake system parameters are substituted into the vehicle deceleration calculation formula to calculate the vehicle deceleration corresponding to this row. After calculating several vehicle decelerations, the brake pressure corresponding to the vehicle deceleration curve under the load 1600kg can be obtained according to the vehicle deceleration corresponding to each brake pressure (i.e. P1).

[0052] The expression of the vehicle deceleration calculation formula is:

[0053] wherein, is the vehicle deceleration, and m is the vehicle load.

[0054] Figure 3The schematic diagram of the brake pressure corresponding to the vehicle deceleration curve of different vehicle loads is provided in the specification. In the specification, the rear axle keeps the pressure unchanged after reaching the electronic brake force distribution system activation point, and only the front axle continues to build pressure. As shown in the figure, the brake pressure corresponding to the vehicle deceleration curve of 1600 kg load ~ 3200 kg load is displayed in turn, the horizontal axis is the brake pressure (i.e. P1 described above), and the vertical axis is the vehicle deceleration.

[0055] Table 5 is a vehicle deceleration partial calculation table under a load of 1600 kg.

[0056] Table 5 is a vehicle deceleration partial calculation table.

[0057] S5: Determine the target load from each vehicle load, and determine the pressure coefficient corresponding to each non-target load based on the target load and the curve of the brake pressure corresponding to the vehicle deceleration.

[0058] In one or more embodiments of the specification, after calculating the brake pressure corresponding to the vehicle deceleration curve of each vehicle load, the target load can be determined from each vehicle load, and the pressure coefficient corresponding to each non-target load can be determined based on the target load and the brake pressure corresponding to the vehicle deceleration curve of each vehicle load.

[0059] Specifically, for each non-target load, in the brake pressure corresponding to the vehicle deceleration curve of the non-target load and the brake pressure corresponding to the vehicle deceleration curve of the target load, the brake pressure corresponding to the non-target load and the brake pressure corresponding to the target load at each vehicle deceleration are determined. Then, for each vehicle deceleration, the ratio of the brake pressure corresponding to the non-target load and the brake pressure corresponding to the target load is calculated as the pressure coefficient corresponding to the non-target load at the vehicle deceleration.

[0060] For example, Figure 3 Point A in the middle is the pressure P of the vehicle deceleration reaching 0.6g under a load of 1600 kg A = 42 bar, point B is the pressure P of the vehicle deceleration reaching 0.6g under a load of 3200 kg B = 76 bar, taking 1600 kg as the reference, the pressure coefficient n of 3200 kg load is P B / P A = 1.81, that is, when the load is 3200 kg, the system can use the reference pressure and the pressure coefficient to establish the corresponding pressure P = reference pressure P A * pressure coefficient n = 76 bar. Therefore, it is equivalent to Figure 3In each whole vehicle deceleration, from a horizontal line starting from the scale of the whole vehicle deceleration on the longitudinal axis and perpendicular to the longitudinal axis, penetrating the curve corresponding to the 3200kg load and the curve corresponding to the 1600kg load, the ratio of the corresponding brake pressure value of the connecting points of the two curves on the horizontal axis is the pressure coefficient corresponding to the 3200kg load at the whole vehicle deceleration.

[0061] S6: According to the pressure coefficient and the brake pressure corresponding to the brake stroke data under the target load, determine the brake pressure corresponding to the brake stroke data corresponding to each non-target load.

[0062] In one or more embodiments of the present specification, according to the pressure coefficient corresponding to each non-target load and the brake pressure corresponding to the brake stroke data under the target load, determine the brake pressure corresponding to the brake stroke data corresponding to each non-target load.

[0063] Wherein, the brake pressure corresponding to the brake stroke data under the target load can be shown in the form of the table shown in Table 6.

[0064] Table 6 Brake pressure corresponding to brake stroke data under target load

[0065] Therefore, specifically, for each brake pressure corresponding to brake stroke data in the brake pressure corresponding to brake stroke data under the target load (i.e. each row of data in the above Table 6), determine the brake pressure and brake stroke in the brake pressure corresponding to brake stroke data. For each non-target load, determine the pressure coefficient of the non-target load under the brake pressure. According to the pressure coefficient of the non-target load under the brake pressure, determine the brake pressure of the non-target load under the brake stroke. According to the brake pressure of the non-target load under the brake stroke, determine the brake pressure corresponding to the brake stroke data of the non-target load. According to each brake pressure corresponding to brake stroke data of the non-target load, determine the brake pressure corresponding to the brake stroke data corresponding to the non-target load.

[0066] For example, Table 6, that is, the brake pressure of each row multiplied by the pressure coefficient of the corresponding non-target load to obtain the new brake pressure of this row.

[0067] S7: In response to the deceleration operation of the driver, determine the target brake pressure corresponding to the brake stroke data according to the whole vehicle load determined by the load sensing function of the target vehicle.

[0068] S8: According to the target brake pressure corresponding to the brake stroke data and the brake stroke collected by the brake stroke sensor of the target vehicle, determine the target pressure.

[0069] S9: Adjusting the brake pipe pressure according to the target pressure to realize the deceleration operation.

[0070] In one or more embodiments of the present specification, in response to the deceleration operation of the driver, the target brake pressure corresponding brake stroke data is determined according to the vehicle load determined by the load sensing function of the target vehicle. Taking the load of 1600 kg as an example, the target brake pressure corresponding brake stroke data is Table 6. According to the target brake pressure corresponding brake stroke data and the brake stroke collected by the brake stroke sensor of the target vehicle, the target pressure is determined, that is, the corresponding brake pressure is searched in Table 6 according to the brake stroke as the target pressure. Finally, according to the target pressure, the brake pipe pressure is adjusted to realize the deceleration operation. Of course, the brake pipe pressure is partially and simply explained here. The brake pipe pressure is the pressure that the brake fluid receives and transmits in the hydraulic brake system of the automobile. This pressure is the final "force" generated when the driver steps on the brake pedal, which directly determines the force of the brake caliper or brake shoe clamping the brake disc (or drum), thereby controlling the deceleration and stopping of the vehicle.

[0071] In addition, in the present specification, before step S7, after the target vehicle is started, it can also be judged whether the target vehicle has a fault. The fault at least includes one of sensor fault, actuator fault and controller fault. If so, a prompt information is sent to the driver. The prompt information is used to prompt that the target vehicle has a fault, which can be reminded in different ways such as sound, vision and touch.

[0072] In one or more embodiments of the present specification, the brake pressure corresponding brake stroke data corresponding to each vehicle load can be calibrated in the form of Table 6 to achieve the purpose of achieving consistent vehicle deceleration under different loads. When using the table, various types of interpolation methods can be calculated in combination with actual application.

[0073] Exemplarily, an interpolation method is taken as an example: When the vehicle load is 1980 kg and the brake stroke is 86%, the corresponding pressure coefficient calculation process is: Under the brake stroke of 80%, the load 1980 linear interpolation point (1980, 80%) = (1.181-1.093) / (2000-1800)* (1980-1800)+1.093 = 1.1722 can be obtained. Under the brake stroke of 90%, the load 1980 linear interpolation point (1980, 90%) = 1.1769 can be obtained. The linear interpolation method can be used to obtain the point (1980, 86%) = 1.17502.

[0074] The above is a load-aware brake pipe pressure regulation method provided by one or more embodiments of the present specification. Based on the same idea, the present specification also provides a corresponding load-aware brake pipe pressure regulation device, as shown in Figure 4

[0075] Figure 4 A schematic diagram of a load-aware brake pipe pressure regulation device provided by the present specification, specifically comprising: A first determination module 400 is configured to determine the whole vehicle parameters of the target vehicle. A first calculation module 402 is configured to calculate the hydraulic distribution curve corresponding to different whole vehicle loads according to the whole vehicle parameters. A second determination module 404 is configured to determine the electronic brake force distribution system activation point hydraulic pressure corresponding to different whole vehicle loads according to the hydraulic distribution curve. A second calculation module 406 is configured to calculate the curve of brake pressure corresponding to whole vehicle deceleration of different whole vehicle loads according to the electronic brake force distribution system activation point hydraulic pressure. A third determination module 408 is configured to determine a target load from the whole vehicle loads, and determine the pressure coefficient corresponding to each non-target load based on the target load and the curve of brake pressure corresponding to whole vehicle deceleration. A fourth determination module 410 is configured to determine the brake pressure corresponding to brake stroke data corresponding to each non-target load according to the pressure coefficient and the brake pressure corresponding to brake stroke data under the target load. A fifth determination module 412 is configured to determine the target brake pressure corresponding brake stroke data according to the whole vehicle load determined by the load sensing function of the target vehicle in response to the deceleration operation of the driver. A sixth determination module 414 is configured to determine the target pressure according to the target brake pressure corresponding brake stroke data and the brake stroke collected by the brake stroke sensor of the target vehicle. A regulation module 416 is configured to regulate the brake pipe pressure according to the target pressure to realize the deceleration operation.

[0076] The present specification also provides a computer readable storage medium storing a computer program, which can be used to execute the load-aware brake pipe pressure regulation method provided by the present specification. Figure 1 The present specification also provides a computer readable storage medium storing a computer program, which can be used to execute the load-aware brake pipe pressure regulation method provided by the present specification.

[0077] The present specification also provides Figure 5 The present specification also provides a schematic structural diagram of an electronic device, as shown in Figure 5 ​As shown, at the hardware level, the electronic device includes a processor, an internal bus, a network interface, a memory, and a non-volatile memory, and of course can also include other hardware required by the business. The processor reads the corresponding computer program from the non-volatile memory into the memory and then runs to realize the above-mentioned Figure 1 The method for regulating brake pipe pressure based on load sensing.

[0078] Of course, in addition to the software implementation, the present specification does not exclude other implementations, such as logic devices or a combination of software and hardware, that is, the execution subject of the following processing flow is not limited to each logic unit, but can also be hardware or a logic device.

[0079] Each of the embodiments in the present specification is described in a progressive manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment mainly explains the difference from other embodiments. In particular, for the system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant part can be referred to the part of the method embodiment.

[0080] The above only describes the embodiments of the present specification and does not limit the present specification. Those skilled in the art can make various changes and modifications to the present specification. Any modification, equivalent replacement, improvement, etc. within the spirit and principle of the present specification shall be included in the scope of claims of the present specification.

Claims

1. A method for regulating brake line pressure based on load sensing, characterized in that, include: S1. Determine the overall vehicle parameters of the target vehicle; S2. Based on the vehicle parameters, calculate the hydraulic distribution curves corresponding to different vehicle loads; S3. Based on the hydraulic distribution curve, determine the hydraulic activation point of the electronic brake force distribution system corresponding to different vehicle loads; S4. Based on the hydraulic pressure at the activation point of the electronic brake force distribution system, calculate the curves of vehicle deceleration corresponding to different vehicle loads with different braking pressures; S5. Determine the target load from each vehicle load, and based on the curve of the target load and the braking pressure corresponding to the vehicle deceleration, determine the pressure coefficient corresponding to each non-target load; S6. Based on the pressure coefficient and the braking stroke data corresponding to the braking pressure under the target load, determine the braking stroke data corresponding to the braking pressure for each non-target load; S7. In response to the driver's deceleration operation, determine the brake stroke data corresponding to the target braking pressure based on the vehicle load determined by the target vehicle's load sensing function; S8. Determine the target pressure based on the brake stroke data corresponding to the target brake pressure and the brake stroke collected by the brake stroke sensor of the target vehicle; S9. Adjust the brake line pressure according to the target pressure to achieve the deceleration operation.

2. The method for regulating brake line pressure based on load sensing as described in claim 1, characterized in that, S2 calculates the hydraulic distribution curves corresponding to different vehicle loads, specifically including: For each type of vehicle load, determine the front axle lock-up pressure and rear axle lock-up pressure under different road surface adhesion coefficients; Based on the locking pressure of each front axle and each rear axle, determine the hydraulic distribution curve corresponding to this type of vehicle load.

3. The method for regulating brake line pressure based on load sensing as described in claim 2, characterized in that, The vehicle parameters mentioned in step S1 include: the distance between the vehicle center of gravity and the front axle, the distance between the vehicle center of gravity and the rear axle, the height of the vehicle center of gravity, and the braking system parameters under each vehicle load; the braking system parameters include the tire rolling radius, wheelbase, and the cylinder diameter, effective radius, and coefficient of friction of the front and rear brakes, respectively. The determination of the front axle lock-up pressure under different road surface adhesion coefficients for this type of vehicle load specifically includes: Determine the preset adhesion coefficients for each road surface; For each road surface adhesion coefficient, the front axle locking pressure under that road surface adhesion coefficient is determined based on the road surface adhesion coefficient, the distance between the vehicle's center of gravity and the rear axle, the height of the vehicle's center of gravity, the tire rolling radius, the wheelbase, the cylinder diameter and effective radius of the front brake, and the coefficient of friction.

4. The method for regulating brake line pressure based on load sensing as described in claim 3, characterized in that, S4 calculates the curves of vehicle deceleration corresponding to braking pressure under different vehicle loads, specifically including: For each type of vehicle load, based on the braking system parameters, front axle lock-up pressure, and rear axle lock-up pressure under that type of vehicle load, the curve of braking pressure corresponding to vehicle deceleration under that type of vehicle load is determined. Among them, the rear axle lock-up pressure under that type of vehicle load does not exceed the hydraulic pressure at the activation point of the electronic brake force distribution system corresponding to that type of vehicle load.

5. The method for regulating brake line pressure based on load sensing as described in claim 4, characterized in that, In S5, based on the curves of the target load and the braking pressure corresponding to the vehicle deceleration, the pressure coefficients corresponding to each non-target load are determined, specifically including: For each type of non-target load, the braking pressure corresponding to the non-target load and the braking pressure corresponding to the target load are determined from the curve of braking pressure corresponding to vehicle deceleration for the non-target load and the curve of braking pressure corresponding to vehicle deceleration for the target load at each vehicle deceleration. For each vehicle deceleration, the ratio of the braking pressure corresponding to the non-target load to the braking pressure corresponding to the target load is calculated, and used as the pressure coefficient corresponding to the non-target load at that vehicle deceleration.

6. The method for regulating brake line pressure based on load sensing as described in claim 5, characterized in that, S6 specifically includes: For each brake pressure-corresponding brake stroke data in the brake pressure-corresponding brake stroke data under the target load, determine the brake pressure and brake stroke in that brake pressure-corresponding brake stroke data; For each type of non-target load, determine the pressure coefficient of that non-target load under the braking pressure; The braking pressure of the non-target load under the braking stroke is determined based on the pressure coefficient of the non-target load under the braking pressure. Based on the braking pressure of the non-target load under the braking stroke, determine the braking stroke data corresponding to the braking pressure of the non-target load under the braking stroke; Based on the braking stroke data corresponding to each braking pressure of this type of non-target load, determine the braking stroke data corresponding to the braking pressure of this type of non-target load.

7. The method for regulating brake line pressure based on load sensing as described in claim 1, characterized in that, Prior to step S7, the method further includes: After the target vehicle is started, it is determined whether the target vehicle has a fault, and the fault includes at least one of the following: sensor fault, actuator fault, and controller fault; If so, a prompt message is sent to the driver, indicating that the target vehicle has a malfunction.

8. A brake line pressure regulating device based on load sensing, characterized in that, include: The first determining module is used to determine the overall vehicle parameters of the target vehicle; The first calculation module is used to calculate the hydraulic distribution curves corresponding to different vehicle loads based on the vehicle parameters. The second determining module is used to determine the hydraulic activation point of the electronic brake force distribution system corresponding to different vehicle loads based on the hydraulic distribution curve. The second calculation module is used to calculate the curves of vehicle deceleration corresponding to braking pressure for different vehicle loads based on the hydraulic pressure at the activation point of the electronic brake force distribution system. The third determining module is used to determine the target load from each vehicle load, and based on the curve of the target load and the braking pressure corresponding to the vehicle deceleration, determine the pressure coefficient corresponding to each non-target load. The fourth determining module is used to determine the braking pressure corresponding to the braking stroke data for each non-target load based on the pressure coefficient and the braking stroke data corresponding to the braking pressure under the target load. The fifth determining module is used to respond to the driver's deceleration operation and determine the brake stroke data corresponding to the target braking pressure based on the vehicle load determined by the load sensing function of the target vehicle. The sixth determining module is used to determine the target pressure based on the brake stroke data corresponding to the target brake pressure and the brake stroke collected by the brake stroke sensor of the target vehicle; The adjustment module is used to adjust the brake line pressure according to the target pressure to achieve the deceleration operation.

9. A computer-readable storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, implements the method described in any one of claims 1 to 7.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method described in any one of claims 1 to 7.

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