Brake valve amplifier detection method and device, electronic equipment and storage medium

Abstract

The invention provides a brake valve amplifier detection method and device, electronic equipment and a storage medium, and relates to the technical field of truck automatic driving, and the method comprises the steps: obtaining the driving state data and brake state data of a to-be-detected vehicle through a control communication network of the to-be-detected vehicle; determining a deceleration estimate based on the driving state data and the braking state data; acquiring a deceleration measurement value based on a vehicle-mounted sensor of the to-be-detected vehicle; and under the condition that the difference value between the deceleration measured value and the deceleration estimated value is larger than a preset difference value threshold value, it is determined that the vehicle to be detected is provided with the brake valve amplifier. According to the method and the device provided by the invention, whether the vehicle is provided with the brake valve amplifier is judged only by using the existing vehicle-mounted sensor and the control communication network data of the vehicle, and manual disassembly inspection after parking is not needed, so that whether the vehicle is provided with the brake valve amplifier is automatically and accurately identified at low cost; and a reliable basis is provided for accurate control of an advanced intelligent driving system.

Description

Technical Field

[0001] This application relates to the field of truck autonomous driving technology, and in particular to a method, apparatus, electronic device and storage medium for detecting brake valve boosters. Background Technology

[0002] A truck brake valve booster is a relay valve used to increase the amount of air passing through it. It transmits force to the brake drum via the pump chamber to enhance the truck's braking performance. For intelligent trucks equipped with advanced autonomous driving systems, the presence of this device can severely interfere with the accuracy of the longitudinal control algorithm. Because the actual braking response differs significantly from the predictions of the onboard model, it can lead to braking jerks, reduced control precision, and pose a significant safety hazard. Therefore, checking whether existing trucks have brake valve boosters installed is a prerequisite for achieving effective longitudinal control.

[0003] The current technology for detecting this device primarily relies on manual inspection of the vehicle's air lines while the vehicle is parked. This method is not only inefficient and costly, but also cannot provide real-time monitoring and early warning while the vehicle is in motion.

[0004] Therefore, how to automatically, accurately, and cost-effectively identify whether a truck is equipped with a brake valve amplifier, and provide a reliable basis for the precise control of advanced intelligent driving systems, has become a technical problem that the industry urgently needs to solve. Summary of the Invention

[0005] This application provides a brake valve expander detection method, apparatus, electronic device, and storage medium to solve the technical problem of how to automatically, accurately, and cost-effectively identify whether a truck is equipped with a brake valve expander, providing a reliable basis for the precise control of advanced intelligent driving systems.

[0006] This application provides a method for detecting a brake valve amplifier, including: The driving status data and braking status data of the vehicle under test are obtained through the control communication network of the vehicle under test. Based on the driving state data and the braking state data, the estimated deceleration value of the vehicle to be detected is determined; The deceleration measurement value of the vehicle under test is obtained through the vehicle's onboard sensors. If the difference between the measured deceleration value and the estimated deceleration value is greater than a preset difference threshold, it is determined that the vehicle under test is equipped with a brake valve amplifier.

[0007] In some embodiments, the driving status data includes driving speed and driving posture; The braking status data includes the braking air pressure of each main vehicle wheel, as well as the braking torque of the auxiliary braking device and / or the braking air pressure of each trailer wheel.

[0008] In some embodiments, determining the estimated deceleration of the vehicle under test based on the driving state data and the braking state data includes: Based on the brake air pressure of each master vehicle wheel and the tire radius of each master vehicle wheel, the braking force of the master vehicle in the vehicle under test is determined. Based on the braking torque of the auxiliary braking device and the tire radius of each main vehicle wheel, the auxiliary braking force of the main vehicle in the vehicle under test is determined. The braking force of the trailer in the vehicle under test is determined based on the braking air pressure of each trailer wheel and the tire radius of each trailer wheel. Based on the driving speed, and the windward cross-sectional area and drag coefficient of the vehicle under test, the windward resistance of the vehicle under test is determined. Based on the driving posture and the total weight of the vehicle under test, the rolling resistance and slope resistance of the vehicle under test are determined. The braking force of the main vehicle, the auxiliary braking force of the main vehicle, the braking force of the trailer, the wind resistance, the rolling resistance, and the slope resistance are input into the longitudinal dynamics model of the vehicle under test during braking to obtain the estimated deceleration value of the vehicle under test.

[0009] In some embodiments, determining that the vehicle under test is equipped with a brake valve amplifier when the difference between the measured deceleration value and the estimated deceleration value is greater than a preset difference threshold includes: Based on the braking state data, the braking intensity of the vehicle under test at each moment is determined; If the braking intensity at any given moment is greater than a preset intensity threshold, a sliding time window corresponding to that given moment is determined; the sliding time window is a time window that includes multiple moments, including that given moment. The number of target times is counted within the sliding time window corresponding to any given time; the difference between the measured deceleration value at the target time and the estimated deceleration value at the corresponding time is greater than a preset difference threshold. If the number of times at the target time exceeds a preset threshold, it is determined that the vehicle under test is equipped with a brake valve amplifier.

[0010] In some embodiments, the method further includes: The vehicle configuration information of the vehicle to be tested is sent to the cloud server; the cloud server determines multiple target vehicles with the same configuration as the vehicle to be tested based on the vehicle configuration information, and statistically analyzes the preset difference threshold set in each target vehicle based on the brake valve amplifier detection results of each target vehicle to determine the preset difference threshold correction value. The system receives the preset difference threshold correction value sent by the cloud server and replaces the preset difference threshold based on the preset difference threshold correction value.

[0011] In some embodiments, the method further includes: Based on the control communication network, the loaded weight of the vehicle to be detected is obtained; If the vehicle under test is determined to be in an unloaded or lightly loaded state based on the load weight, the brake valve amplifier test is stopped.

[0012] In some embodiments, the method further includes: The amplification factor of the brake valve amplifier is determined based on the difference between the measured deceleration value and the estimated deceleration value.

[0013] This application provides a brake valve amplifier detection device, comprising: The data acquisition module is used to acquire the driving status data and braking status data of the vehicle under test through the control communication network of the vehicle under test. The deceleration estimation module is used to determine the estimated deceleration value of the vehicle to be detected based on the driving state data and the braking state data. The deceleration measurement module is used to acquire the deceleration measurement value of the vehicle under test through the on-board sensors of the vehicle under test; The actuator detection module is used to determine that the vehicle under test is equipped with a brake valve actuator when the difference between the measured deceleration value and the estimated deceleration value is greater than a preset difference threshold.

[0014] This application 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 executes the computer program to implement the brake valve amplifier detection method.

[0015] This application provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the brake valve amplifier detection method.

[0016] The brake valve expander detection method, device, electronic equipment, and storage medium provided in this application only utilize the vehicle's existing onboard sensors and control communication network data to calculate the deceleration estimate and compare it with the deceleration measurement value to determine whether the vehicle is equipped with a brake valve expander. It can automatically and in real time detect the brake valve expander during normal vehicle driving and braking, without the need for manual disassembly and inspection after stopping. It achieves automatic, accurate, and low-cost identification of whether a vehicle is equipped with a brake valve expander, providing a reliable basis for the precise control of advanced intelligent driving systems. Attached Figure Description

[0017] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0018] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is one of the flowcharts of the brake valve amplifier testing method provided in this application.

[0020] Figure 2 This is a schematic diagram of the longitudinal dynamics model of the vehicle during braking provided in this application.

[0021] Figure 3 This is a schematic diagram of the sliding time window provided in this application.

[0022] Figure 4 This is the second flowchart of the brake valve amplifier testing method provided in this application.

[0023] Figure 5 This is a schematic diagram of the brake valve amplifier detection device provided in this application.

[0024] Figure 6 This is a schematic diagram of the structure of the electronic device provided in this application. Detailed Implementation

[0025] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0026] It should be noted that the terms "first," "second," etc., used in this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or device that comprises a series of steps, units, or modules is not necessarily limited to those explicitly listed, but may include other steps, units, or modules not explicitly listed or inherent to such processes, methods, products, or devices.

[0027] The detection of truck brake valve expanders is crucial for the longitudinal systems of vehicles, especially for the development of intelligent driving systems for commercial vehicles. The presence of truck brake valve expanders affects the performance of the vehicle's longitudinal systems, particularly longitudinal braking control, and consequently, the reliability of the intelligent driving system. Currently, neither academia nor industry has proposed a method for detecting truck brake valve expanders based on sensor signals. The method provided in this application fills this gap in the field.

[0028] Figure 1 This is one of the flowcharts illustrating the brake valve amplifier testing method provided in this application, such as... Figure 1 As shown, the method includes steps 110, 120, 130 and 140.

[0029] Step 110: Obtain the driving status data and braking status data of the vehicle under test through the control communication network of the vehicle under test.

[0030] Specifically, the execution subject of the brake valve expander detection method provided in this application embodiment is a brake valve expander detection device or system. This device can be implemented in software, such as a brake valve expander detection program running in a commercial vehicle intelligent driving system; it can also be implemented in hardware, such as a vehicle control unit that executes the brake valve expander detection method, such as a vehicle control unit (VCU), an autonomous driving controller, or a dedicated braking system monitoring unit, or it may include a mobile terminal, computer, or server that executes the brake valve expander detection method.

[0031] The vehicle to be inspected can be any type of motor vehicle, especially heavy commercial vehicles such as semi-trailer tractors and heavy trucks.

[0032] A control communication network refers to the communication bus within a vehicle used for data exchange between various Electronic Control Units (ECUs). In one specific embodiment, this control communication network is a Controller Area Network (CAN) bus. Of course, those skilled in the art will understand that this network can also be other types of in-vehicle networks, such as in-vehicle Ethernet, and this application does not specifically limit it.

[0033] Driving status data refers to data that characterizes the current motion state of the vehicle being monitored. Driving status data may include, but is not limited to: vehicle speed, driving posture, wheel speeds of each wheel, current gear, accelerator pedal opening, etc. This data is typically measured by different sensors on the vehicle (such as wheel speed sensors) and broadcast through a control communication network.

[0034] Braking status data refers to data that reflects the driver's braking intention and the standard response status of the vehicle's braking system. Braking status data may include, but is not limited to: the driver's brake pedal opening, wheel brake air pressure (which may be the master cylinder pressure), coordinated braking requests, and the operating status or requested torque of auxiliary braking systems (such as engine braking and hydraulic retarder). This data reflects the magnitude of the braking force that the vehicle's braking system should generate, and this data is also broadcast through the control communication network.

[0035] By performing this step, the system can accurately and in real time grasp the vehicle's motion status and the driver's braking needs, providing the necessary data input for subsequent theoretical deceleration estimation.

[0036] Step 120: Based on driving status data and braking status data, determine the estimated deceleration value of the vehicle to be tested.

[0037] Specifically, the deceleration estimate is the theoretically calculated value of the deceleration of the vehicle under test when it brakes. It characterizes the deceleration that the vehicle under test should produce under certain driving and braking conditions. The calculation of this value can be based on a pre-established vehicle dynamics model or data model.

[0038] In one specific embodiment, the deceleration estimate can be determined based on a vehicle longitudinal dynamics model. This model takes braking state data (such as braking pressure, auxiliary braking torque, etc.) as input and combines it with driving state data (such as vehicle speed) to calculate the total braking force acting on the vehicle. In addition to the force generated by the braking system, the total braking force can further consider air resistance, rolling resistance, and gradient resistance. Subsequently, according to Newton's second law, the total braking force is converted into a theoretical deceleration, i.e., the deceleration estimate, using the vehicle's total mass.

[0039] Step 130: Obtain the deceleration measurement value of the vehicle under test through the on-board sensors of the vehicle under test.

[0040] Specifically, an on-board sensor refers to a sensor capable of directly measuring changes in vehicle acceleration. In one specific embodiment, the on-board sensor can be an acceleration sensor installed near the vehicle's center of gravity, or a part of an inertial measurement unit (IMU). The IMU can provide acceleration and angular velocity information of the vehicle in three-dimensional space; this application embodiment mainly utilizes its acceleration measurement data along the vehicle's longitudinal direction.

[0041] The deceleration measurement is obtained from the output of onboard sensors after necessary signal processing (such as filtering and coordinate system transformation), and it directly reflects the actual deceleration of the vehicle's longitudinal movement. This value is a real measurement result in the physical world, and it includes the effects of all actual forces acting on the vehicle, whether these forces come from the braking system or from additional force-amplifying devices such as brake valve amplifiers.

[0042] Step 140: If the difference between the measured deceleration value and the estimated deceleration value is greater than the preset difference threshold, it is determined that the vehicle under test is equipped with a brake valve amplifier.

[0043] Specifically, the essential function of a brake valve amplifier is to amplify the actual pressure applied to the brake calipers when the driver applies the same braking request, thereby generating an additional braking force beyond what is expected. This additional braking force will inevitably cause the vehicle's actual deceleration (measured deceleration value) to be significantly greater than the theoretically expected deceleration (estimated deceleration value).

[0044] The difference refers to the degree of deviation between the measured deceleration value and the estimated deceleration value. In a specific embodiment, this difference can be calculated as the measured deceleration value minus the estimated deceleration value. Because the function of the brake valve amplifier is to increase the braking force, it usually manifests as the measured value being greater than the estimated value, and this difference is positive.

[0045] The preset difference threshold is a threshold value used for decision-making. The purpose of setting this threshold is to improve the robustness of the detection and avoid false alarms caused by factors such as model estimation errors, sensor measurement noise, and minor changes in road conditions. Only when the difference between the measured value and the estimated value is large enough to confirm the existence of a significant additional force will a judgment be made regarding the presence of a brake valve amplifier. The value of this threshold can be determined through real-vehicle testing and data calibration. For example, multiple braking tests can be conducted on a standard vehicle under different operating conditions to statistically analyze the distribution range of the difference between the measured and estimated deceleration values, and a reasonable threshold can be set based on this. This preset difference threshold can be set to 0.8 m / s². 2 (meters per square second), 1.0 m / s 2 or 1.2 m / s 2 In one specific embodiment, the threshold is set to 1.0 m / s. 2 This value is sufficient to distinguish between normal system fluctuations and the significant braking gain caused by the amplifier.

[0046] If the difference between the measured deceleration value and the estimated deceleration value is greater than a preset difference threshold, the system can determine that the vehicle under test is equipped with a brake valve amplifier, and can further trigger an alarm, record the event, or send information to the remote monitoring platform.

[0047] For example, in advanced intelligent driving systems where the installation of brake valve amplifiers is not permitted, the method provided in the embodiments of this application can detect the presence of brake valve amplifiers, thereby triggering a system alarm.

[0048] The brake valve expander detection method provided in this application only uses the vehicle's existing on-board sensors and control communication network data to calculate the deceleration estimate and compare it with the deceleration measurement value to determine whether the vehicle is equipped with a brake valve expander. It can automatically and in real time detect the brake valve expander during normal vehicle driving and braking, without the need for manual disassembly and inspection after stopping. It achieves automatic, accurate and low-cost identification of whether a vehicle is equipped with a brake valve expander, providing a reliable basis for the precise control of advanced intelligent driving systems.

[0049] It should be noted that each implementation method of this application can be freely combined, rearranged, or executed individually, and does not need to rely on or depend on a fixed execution order.

[0050] In some embodiments, driving status data includes driving speed and driving posture; Braking status data includes the brake air pressure of each main vehicle wheel, as well as the braking torque of the auxiliary braking equipment and / or the brake air pressure of each trailer wheel.

[0051] Specifically, driving speed refers to the speed of the vehicle under test while it is in motion. This data can be calculated by the vehicle controller based on a weighted average of the wheel speed sensor data for each wheel, or it can be obtained directly from the on-board positioning module or other speed measurement units.

[0052] Driving attitude refers to the tilt state of the vehicle body relative to the horizontal plane, specifically the vehicle's pitch angle. This data can be provided by an inertial measurement unit (IMU) installed on the vehicle. By acquiring the vehicle's pitch angle, the slope of the road surface the vehicle is currently traveling on can be accurately calculated.

[0053] When the vehicle to be inspected is a truck, it usually consists of two parts: the tractor unit and the trailer unit.

[0054] The brake pressure of the main vehicle wheels refers to the actual air pressure value applied to each brake caliper of the main vehicle, calculated or measured by the vehicle's electronic braking system. This data is a physical quantity used to calculate the braking force generated by the vehicle's service braking system.

[0055] The braking torque of auxiliary braking devices refers to the braking torque generated by braking devices other than the service brake. Auxiliary braking devices can include engine brakes, hydraulic retarders, eddy current retarders, etc.

[0056] The brake air pressure of each trailer wheel refers to the air pressure applied to each brake cylinder of the trailer when the vehicle under test is a combination of a tractor and a trailer.

[0057] All of the above data can be obtained through the control communication network.

[0058] The braking status data dynamically changes based on the vehicle's actual configuration and braking scenario. For example, for a single rigid truck, the braking status data may only include the main vehicle wheel brake air pressure and auxiliary braking torque; for a tractor-trailer combination, all three may be included. Under certain braking conditions, only the service brake may be used, in which case the auxiliary braking torque in the braking status data may be zero. The method in this application embodiment can adapt to these different situations.

[0059] The brake valve amplifier detection method provided in this application uses driving state data and braking state data that can describe the vehicle's forces more precisely and comprehensively, significantly improving the accuracy of deceleration estimation.

[0060] In some embodiments, determining an estimated deceleration value for the vehicle under test based on driving state data and braking state data includes: Based on the braking air pressure of each master vehicle wheel and the tire radius of each master vehicle wheel, the braking force of the master vehicle in the vehicle under test is determined. Based on the braking torque of the auxiliary braking device and the tire radius of each main vehicle wheel, the auxiliary braking force of the main vehicle in the vehicle under test is determined. Based on the brake air pressure of each trailer wheel and the tire radius of each trailer wheel, the braking force of the trailer in the vehicle to be tested is determined. Based on the driving speed, as well as the windward cross-sectional area and drag coefficient of the vehicle under test, the windward resistance of the vehicle under test is determined. Based on the driving posture and the total weight of the vehicle under test, the rolling resistance of the vehicle under test is determined. The braking force of the main vehicle, the auxiliary braking force of the main vehicle, the braking force of the trailer, the wind resistance, the rolling resistance, and the slope resistance are input into the longitudinal dynamics model of the vehicle under test during braking to obtain the estimated deceleration value of the vehicle under test.

[0061] Specifically, the brake air pressure of each main vehicle wheel is the direct driving source of braking force. The system can convert this brake air pressure value into actual ground braking force based on a pre-stored parameter model that matches the vehicle's braking system.

[0062] In one specific embodiment, the conversion process can be based on the following principle: brake air pressure is converted into clamping force on the brake pads or brake blocks through lever mechanisms such as brake cylinders and cams. This clamping force generates braking torque through friction between the brake drum or brake disc. Dividing this braking torque by the tire radius of each main vehicle wheel yields the tangential braking force acting on the ground. Summing the tangential braking forces of all wheels of the main vehicle gives the total braking force generated by the main vehicle under service braking. Vehicle-specific parameters such as tire radius can be stored in the system as calibration values.

[0063] The braking torque of the auxiliary braking device (also known as the auxiliary braking torque) is usually calculated directly by the auxiliary braking device (engine brake controller or retarder controller) and broadcast via the control network bus. This braking torque acts on the vehicle's transmission system. First, the number and type of auxiliary braking devices in the vehicle need to be determined, and the magnitude of the braking torque provided by each device needs to be calculated. These are then summed to obtain the total auxiliary braking torque. Alternatively, the percentage of auxiliary braking requests in the control network bus can be multiplied by a relevant coefficient to obtain the auxiliary braking torque. To convert this into braking force applied to the ground, the amplification effect of the transmission system needs to be considered. The obtained auxiliary braking torque can be multiplied by the overall transmission ratio of the current gear (including the gearbox ratio and the final drive ratio) to obtain the total braking torque applied to the drive wheel axles. Dividing this total braking torque by the tire radius of the drive wheels (assuming all wheels of the vehicle are drive wheels) yields the equivalent ground braking force generated by the auxiliary braking device, i.e., the auxiliary braking force of the vehicle.

[0064] When the vehicle to be tested includes a trailer, the tangential braking force generated by each trailer wheel is calculated based on the brake air pressure of each trailer wheel and the tire radius of each trailer wheel, following the same braking force calculation process as the main vehicle. These forces are then summed to obtain the total braking force of the trailer.

[0065] Head drag, also known as air resistance, is one of the main resistances encountered by vehicles traveling at high speeds. Its magnitude is typically proportional to the square of the vehicle's speed. The frontal cross-sectional area and drag coefficient are inherent aerodynamic parameters characterizing the vehicle's shape and can be pre-stored as calibration data at the factory.

[0066] Gradient resistance is the resistance a vehicle faces when driving on a slope. Driving attitude (e.g., pitch angle provided by an IMU) can be used to accurately calculate the current slope angle. The total weight of the vehicle is the sum of its own weight and the load weight. The load weight can be obtained through onboard weight sensors or other means (such as driver input). Using the driving attitude and total weight, the gradient resistance caused by gravity can be accurately calculated.

[0067] Rolling resistance is related to the rolling resistance coefficient (a calibration parameter associated with the tire and road surface) and the total weight of the vehicle. Rolling resistance can be calculated based on the rolling resistance coefficient and the total weight of the vehicle.

[0068] Figure 2 This is a schematic diagram of the longitudinal dynamics model of the vehicle during braking provided in this application, such as... Figure 2 As shown, the braking force of the main vehicle will be... Auxiliary braking force of the main vehicle Braking force of trailer Wind resistance Rolling resistance and slope resistance Input the longitudinal dynamics model of the vehicle under test during braking to obtain the estimated deceleration value of the vehicle under test. .

[0069] The longitudinal dynamic model can be expressed by the following formula: in, The total weight of the vehicle to be inspected; This refers to the drag coefficient; This refers to the cross-sectional area facing the wind. The driving speed; This is the rolling resistance coefficient; It is the acceleration due to gravity; This is the pitch angle (slope angle).

[0070] Ultimately, we can calculate: .

[0071] When the slope angle is small Approximately equal to .

[0072] The above can also be expressed as: .

[0073] The brake valve amplifier detection method provided in this application can accurately input multiple key physical components affecting vehicle deceleration, including active braking force, auxiliary braking force, air resistance, rolling resistance, and slope resistance, into the longitudinal dynamics model for calculation, which greatly improves the accuracy and reliability of the estimation.

[0074] In some embodiments, determining that the vehicle under test is equipped with a brake valve amplifier when the difference between the measured deceleration value and the estimated deceleration value is greater than a preset difference threshold includes: Based on braking status data, the braking intensity of the vehicle under test at each moment is determined; If the braking intensity at any given moment is greater than a preset intensity threshold, a sliding time window corresponding to that moment is determined; the sliding time window is a time window that includes multiple moments, including any given moment. The number of target times is counted within the sliding time window corresponding to any given time; the difference between the measured deceleration value at the target time and the estimated deceleration value at the corresponding time is greater than a preset difference threshold. If the number of times at the target time exceeds the preset threshold, it is determined that the vehicle to be tested is equipped with a brake valve amplifier.

[0075] Specifically, braking intensity is an indicator used to quantify the driver's braking intention or the level of system braking request, and can be determined based on braking status data obtained from the control communication network.

[0076] In one specific embodiment, the braking intensity can be taken from the percentage of the driver's brake pedal opening (e.g., 0% to 100%). In another specific embodiment, it can be a standardized total braking demand value calculated by the electronic braking system. In yet another specific embodiment, it can also be the pressure value of the vehicle's or trailer's braking system. By determining the braking intensity, a driver's slight, tentative braking action can be distinguished from a clear, forceful braking action.

[0077] The refined detection logic is only activated when a braking event of sufficient intensity occurs. The preset intensity threshold is a calibrated value, which can be set, for example, to a brake pedal opening greater than 30%, or a target braking pressure greater than a specific pressure value.

[0078] Considering the physical response delay of a vehicle's air braking system, there is a process from pressing the pedal to the complete establishment of brake air pressure and the generation of maximum braking force. Using a sliding time window method allows observation of the entire braking establishment process, rather than relying on just a single instant, thus capturing the true state after the braking force stabilizes.

[0079] When the braking intensity at any given moment exceeds a preset intensity threshold, and that moment is identified as a trigger moment, the system sets a sliding time window. This window is a time window that includes multiple moments, including the trigger moment. Figure 3 This is a schematic diagram of the sliding time window provided in this application, such as... Figure 3 As shown, within this sliding time window, the measured and estimated deceleration values ​​at various moments are compared. The length of the sliding time window can be set as needed; for example, the sliding time window can be a time interval extending 3 seconds from the trigger moment.

[0080] Once the sliding time window is activated, the system analyzes each data sampling point (i.e., each time point) within the duration of that window. (Curve) The curve represents the estimated deceleration over time. This represents the measured value of deceleration as it changes over time.

[0081] The target time is defined as any moment within the sliding time window where the difference between the measured deceleration value and the estimated deceleration value at the corresponding moment is greater than a preset difference threshold. For example, at any given moment... If a target time is found, then that time is the target time. Within the sliding time window, the system initializes a counter and iterates through all the times within the window. Each time a target time is found, the counter is incremented by one.

[0082] The preset quantity threshold is a threshold value used to determine whether a difference (a difference greater than a preset difference threshold) is persistent. It represents how many moments within a sliding time window the difference needs to be significant to confirm that it is not a random signal spike or interference, but rather the result of the continuous action of an unknown amplification device (i.e., a brake valve amplifier). This threshold can be set according to the sampling frequency and window duration. For example, if the system sampling frequency is 50Hz and there are 150 sampling points within a 3-second window, then the preset quantity threshold can be set to 100, or set to a percentage of the total number of sampling points (e.g., 50%).

[0083] The system will only determine that the vehicle under test is equipped with a brake valve amplifier if the number of target moments counted exceeds a preset threshold when the sliding time window ends.

[0084] The brake valve amplifier detection method provided in this application, based on the sliding time window and statistical method, effectively avoids misjudgment caused by system delay, instantaneous sensor noise or transient model deviation. It ensures that a final judgment is made only when the difference between the measured value and the estimated value of deceleration is continuous and significant, thereby making the detection results more reliable and credible, and greatly improving the robustness and anti-interference ability of the detection.

[0085] In some embodiments, the method further includes: The vehicle configuration information of the vehicle to be tested is sent to the cloud server. Based on the vehicle configuration information, the cloud server determines multiple target vehicles with the same configuration as the vehicle to be tested. Based on the test results of the brake valve amplifier of each target vehicle, the preset difference threshold set in each target vehicle is statistically analyzed to determine the preset difference threshold correction value. Receive the preset difference threshold correction value sent by the cloud server, and replace the preset difference threshold based on the preset difference threshold correction value.

[0086] Specifically, vehicle configuration information refers to a set of data that uniquely identifies the technical characteristics of a vehicle under test. This information may include, but is not limited to: vehicle model, vehicle identification number (VIN), year of manufacture, model of braking system, engine model, transmission model, and the current version number of the vehicle controller software. This information enables the cloud server to accurately categorize vehicles.

[0087] Once the cloud server receives the vehicle configuration information from the vehicle to be detected, it searches its vast vehicle database to identify all target vehicles with the same configuration, forming a homogeneous queue of target vehicles. For example, all vehicles of the same model, year, and using the same braking system are grouped together.

[0088] The cloud server continuously collects and stores the brake valve extender detection results for each vehicle in the target vehicle queue, along with the preset difference thresholds used during detection. The server also collects the preset difference thresholds calculated for each detection event. Through big data analysis and machine learning on massive amounts of historical data, the cloud server can construct a statistical distribution model of the preset difference thresholds for that specific vehicle configuration under both "no extender" and "with extender" conditions. Based on the statistical distribution model, the cloud server can calculate an optimal classification boundary—a new threshold that best distinguishes between the two conditions while minimizing both false positive and false negative rates. This newly calculated optimal threshold is the preset difference threshold correction value. For example, the cloud server might find that for a certain vehicle configuration, the difference values ​​used for detecting a large number of vehicles marked as "with extender" are concentrated at 1.3 m / s. 2 The above, however, indicates that the difference in speed used for testing a large number of vehicles marked "without an amplifier" is 1.1 m / s. 2 Based on nearby fluctuations, the server may calculate a new optimal threshold of 1.2 m / s. 2 As a correction value, replacing the original setting of 1.1 m / s 2 .

[0089] The system on the vehicle under test receives a preset difference threshold correction value, configured specifically for its own system, from a cloud server via the vehicle communication unit. The system then performs a replacement operation, updating the original preset difference threshold in its internal memory with the received new threshold (the preset difference threshold correction value). In all subsequent braking event detections, the vehicle will use this cloud-optimized, more adaptive new threshold for judgment. This update process can be completed via Over-the-Air (OTA) upgrades.

[0090] The brake valve amplifier detection method provided in this application no longer relies on a fixed threshold. Instead, it utilizes the powerful computing power and massive data of cloud servers to learn and extract the optimal judgment criteria for specific vehicle configurations from the operational data of the entire fleet. This ensures that the detection threshold is kept updated, thereby maintaining a high level of detection accuracy and reliability throughout the entire life cycle of the vehicle, greatly enhancing the universality and long-term effectiveness of the detection method.

[0091] In some embodiments, the method further includes: The load weight of the vehicle to be tested is obtained based on the control communication network. If the vehicle to be tested is determined to be either unloaded or lightly loaded based on its load weight, the brake valve amplifier test will be stopped.

[0092] Specifically, the load weight refers to the weight of the cargo currently carried by the vehicle. The load weight can be manually entered by the driver on the human-machine interface or obtained by a weight sensor configured in the vehicle, broadcast through a control communication network (such as a CAN bus), and can be directly obtained by the system executing the method of the embodiments of this application.

[0093] The primary motivation for using brake boosters is to obtain exceptionally strong braking force when a vehicle is heavily loaded, thereby shortening the braking distance. However, when the vehicle is unloaded or lightly loaded, the braking force required is relatively small, and the standard braking system is more than sufficient. In these situations, the additional braking effect provided by the brake booster is not significant. Therefore, testing under unloaded or lightly loaded conditions not only makes it difficult to capture significant deceleration differences (because drivers typically do not apply the brakes deeply), but may also be subject to more noise interference due to minor braking operations.

[0094] The unloaded or lightly loaded state is determined by comparing the acquired load weight with one or more preset load thresholds. For example, an unloaded state can be defined as when the load weight is 0 or close to 0. A lightly loaded state is defined as when the load weight is less than a certain percentage (e.g., 20% or 30%) of the vehicle's rated load capacity.

[0095] When the system determines that the vehicle has entered the above-mentioned unloaded or lightly loaded state, it will stop executing the brake valve amplifier detection, for example, by not acquiring and calculating data, thereby saving the processor's computing resources.

[0096] The brake valve amplifier detection method provided in this application can intelligently identify the most suitable heavy-load conditions for detection and actively suspend detection under unsuitable no-load or light-load conditions. This avoids the waste of resources caused by ineffective calculations under low signal-to-noise ratio conditions and improves the pertinence and accuracy of the entire detection method.

[0097] In some embodiments, the method further includes: The amplification factor of the brake valve amplifier is determined based on the difference between the measured deceleration value and the estimated deceleration value.

[0098] Specifically, the difference between the measured deceleration value and the estimated deceleration value directly corresponds in a physical sense to the additional deceleration generated by the brake valve amplifier.

[0099] The amplification factor of a brake valve amplifier is a parameter used to quantitatively describe the magnitude of the additional deceleration provided by the brake valve amplifier. It characterizes how many times the device can amplify the standard braking force under the same driver input. In a specific embodiment, the amplification factor can be defined as the ratio of the additional braking force generated by the brake valve amplifier to the standard braking force output by the vehicle braking system (vehicle braking force + trailer braking force).

[0100] For vehicles supporting autonomous driving or advanced driver assistance systems, after detecting the amplifier and determining its amplification factor, the intelligent driving system can incorporate this factor as compensation into its longitudinal control algorithm. When the system needs to issue a braking request, it can reverse-correct the request value based on this amplification factor to achieve smoother and more precise automatic braking, avoiding vehicle pitching or emergency braking caused by unknown braking gain.

[0101] The brake valve amplifier detection method provided in this application embodiment can adjust the magnitude of the braking request or braking force by using the amplification coefficient of the brake valve amplifier, thereby achieving more accurate vehicle braking control results.

[0102] Figure 4 This is the second flowchart of the brake valve amplifier testing method provided in this application, as shown below. Figure 4 As shown, this method is applied to trucks and includes: Step 410: Braking signal detected; Step 420: Calculate the estimated deceleration, set the maximum estimated deceleration to the current estimated deceleration (deceleration estimate), set the loop variable i = 0, and initialize the maximum actual deceleration to 0; Step 430: Enter the loop detection phase, where the loop condition is i < 3.00; Step 440: Compare the detected actual deceleration (deceleration measurement value) with the maximum actual deceleration, and update the maximum actual deceleration; Step 450: Compare the maximum estimated deceleration with the maximum actual deceleration to determine if the difference is greater than a preset difference threshold (1.0). If yes, output the information that the truck brake valve amplifier was detected; if no, continue to calculate the estimated deceleration. Step 460: Compare the new estimated deceleration with the maximum estimated deceleration to determine if the new estimated deceleration is less than the maximum estimated deceleration. If so, update the maximum estimated deceleration and reset i and the maximum actual deceleration to 0; if not, increase the value of i by 0.02. Step 470, Loop ends.

[0103] In the above method, the sampling frequency is 50Hz (Hertz). If the detection conditions are met, the algorithm will output that the truck brake valve amplifier has been detected. If it is not detected, there will be no output.

[0104] The apparatus provided in the embodiments of this application is described below. The apparatus described below can be referred to in correspondence with the method described above.

[0105] Figure 5 This is a schematic diagram of the brake valve amplifier detection device provided in this application, as shown below. Figure 5 As shown, the device includes: The data acquisition module 510 is used to acquire driving status data and braking status data of the vehicle under test through the control communication network of the vehicle under test. The deceleration estimation module 520 is used to determine the estimated deceleration value of the vehicle to be detected based on driving state data and braking state data. The deceleration measurement module 530 is used to acquire the deceleration measurement value of the vehicle under test through the on-board sensors of the vehicle under test; The actuator detection module 540 is used to determine that the vehicle under test is equipped with a brake valve actuator when the difference between the measured deceleration value and the estimated deceleration value is greater than a preset difference threshold.

[0106] The brake valve expander detection device provided in this application embodiment only uses the vehicle's existing on-board sensors and control communication network data to calculate the deceleration estimate and compare it with the deceleration measurement value to determine whether the vehicle is equipped with a brake valve expander. It can automatically and in real time detect the brake valve expander during normal vehicle driving and braking, without the need for manual disassembly and inspection after stopping. It realizes automatic, accurate and low-cost identification of whether the vehicle is equipped with a brake valve expander, providing a reliable basis for the precise control of advanced intelligent driving systems.

[0107] Figure 6 This is a schematic diagram of the structure of the electronic device provided in this application, such as... Figure 6 As shown, the electronic device may include a processor 610, a communications interface 620, a memory 630, and a communications bus 640, wherein the processor 610, the communications interface 620, and the memory 630 communicate with each other via the communications bus 640. The processor 610 can call logical commands stored in the memory 630 to execute the methods described in the above embodiments, for example: The driving status data and braking status data of the vehicle under test are acquired through the control communication network of the vehicle under test; based on the driving status data and braking status data, the deceleration estimate of the vehicle under test is determined; the deceleration measurement value of the vehicle under test is acquired through the on-board sensors of the vehicle under test; if the difference between the deceleration measurement value and the deceleration estimate is greater than a preset difference threshold, it is determined that the vehicle under test is equipped with a brake valve amplifier.

[0108] Furthermore, the logical commands in the aforementioned memory can be implemented as software functional units and sold or used as independent products, and can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several commands to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0109] The processor in the electronic device provided in this application embodiment can call logical instructions in the memory to implement the above method. Its specific implementation method is the same as the aforementioned method implementation method and can achieve the same beneficial effect, which will not be repeated here.

[0110] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, is implemented to perform the methods provided in the above embodiments.

[0111] The specific implementation method is the same as the aforementioned method implementation method and can achieve the same beneficial effects, so it will not be repeated here.

[0112] This application provides a computer program product, including a computer program that, when executed by a processor, implements the method described above.

[0113] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0114] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0115] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A method for detecting a brake valve amplifier, characterized in that, include: The driving status data and braking status data of the vehicle under test are obtained through the control communication network of the vehicle under test. Based on the driving state data and the braking state data, the estimated deceleration value of the vehicle to be detected is determined; The deceleration measurement value of the vehicle under test is obtained through the vehicle's onboard sensors. If the difference between the measured deceleration value and the estimated deceleration value is greater than a preset difference threshold, it is determined that the vehicle under test is equipped with a brake valve amplifier.

2. The method for detecting brake valve amplifiers according to claim 1, characterized in that, The driving status data includes driving speed and driving posture; The braking status data includes the braking air pressure of each main vehicle wheel, as well as the braking torque of the auxiliary braking device and / or the braking air pressure of each trailer wheel.

3. The method for detecting brake valve amplifiers according to claim 2, characterized in that, Determining the estimated deceleration value of the vehicle under test based on the driving state data and the braking state data includes: Based on the brake air pressure of each master vehicle wheel and the tire radius of each master vehicle wheel, the braking force of the master vehicle in the vehicle under test is determined. Based on the braking torque of the auxiliary braking device and the tire radius of each main vehicle wheel, the auxiliary braking force of the main vehicle in the vehicle under test is determined. The braking force of the trailer in the vehicle under test is determined based on the braking air pressure of each trailer wheel and the tire radius of each trailer wheel. Based on the driving speed, and the windward cross-sectional area and drag coefficient of the vehicle under test, the windward resistance of the vehicle under test is determined. Based on the driving posture and the total weight of the vehicle under test, the rolling resistance and slope resistance of the vehicle under test are determined. The braking force of the main vehicle, the auxiliary braking force of the main vehicle, the braking force of the trailer, the wind resistance, the rolling resistance, and the slope resistance are input into the longitudinal dynamics model of the vehicle under test during braking to obtain the estimated deceleration value of the vehicle under test.

4. The method for detecting brake valve amplifiers according to claim 1, characterized in that, The step of determining that the vehicle under test is equipped with a brake valve amplifier when the difference between the measured deceleration value and the estimated deceleration value is greater than a preset difference threshold includes: Based on the braking state data, the braking intensity of the vehicle under test at each moment is determined; If the braking intensity at any given moment is greater than a preset intensity threshold, a sliding time window corresponding to that given moment is determined; the sliding time window is a time window that includes multiple moments, including that given moment. The number of target times is counted within the sliding time window corresponding to any given time; the difference between the measured deceleration value at the target time and the estimated deceleration value at the corresponding time is greater than a preset difference threshold. If the number of times at the target time exceeds a preset threshold, it is determined that the vehicle under test is equipped with a brake valve amplifier.

5. The method for detecting a brake valve amplifier according to any one of claims 1 to 4, characterized in that, The method further includes: The vehicle configuration information of the vehicle to be tested is sent to the cloud server; the cloud server determines multiple target vehicles with the same configuration as the vehicle to be tested based on the vehicle configuration information, and statistically analyzes the preset difference threshold set in each target vehicle based on the brake valve amplifier detection results of each target vehicle to determine the preset difference threshold correction value. The system receives the preset difference threshold correction value sent by the cloud server and replaces the preset difference threshold based on the preset difference threshold correction value.

6. The method for detecting a brake valve amplifier according to any one of claims 1 to 4, characterized in that, The method further includes: Based on the control communication network, the loaded weight of the vehicle to be detected is obtained; If the vehicle under test is determined to be in an unloaded or lightly loaded state based on the load weight, the brake valve amplifier test is stopped.

7. The method for detecting a brake valve amplifier according to any one of claims 1 to 4, characterized in that, The method further includes: The amplification factor of the brake valve amplifier is determined based on the difference between the measured deceleration value and the estimated deceleration value.

8. A brake valve amplifier detection device, characterized in that, include: The data acquisition module is used to acquire the driving status data and braking status data of the vehicle under test through the control communication network of the vehicle under test. The deceleration estimation module is used to determine the estimated deceleration value of the vehicle to be detected based on the driving state data and the braking state data. The deceleration measurement module is used to acquire the deceleration measurement value of the vehicle under test through the on-board sensors of the vehicle under test; The actuator detection module is used to determine that the vehicle under test is equipped with a brake valve actuator when the difference between the measured deceleration value and the estimated deceleration value is greater than a preset difference threshold.

9. 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 computer program, it implements the brake valve amplifier detection method according to any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the brake valve amplifier detection method according to any one of claims 1 to 7.

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