A vacuum level signal control device

Abstract

This utility model discloses a vacuum level signal control device, relating to the field of automotive electronics. The vacuum level signal control device includes a vacuum level sensor, an EMS module, and an ESP module. This device extends the vacuum level output range of the EMS module to -102.2 kPa, fully covering the lowest vacuum level that a real vehicle might reach. During the initial braking phase, when the vacuum level rises from -98 kPa to -92.7 kPa, the EMS module no longer outputs a fixed -92.7 kPa, but instead dynamically maps the actual value using a characteristic curve, ensuring that the ESP module receives a continuous and accurate vacuum level signal, avoiding misjudgments caused by a fixed signal.

Description

Technical Field

[0001] This utility model relates to the field of automotive electronics technology, specifically a vacuum degree signal control device. Background Technology

[0002] With the rapid development of the automotive industry, consumers have increasingly higher demands for vehicle braking performance. To enhance their products' competitiveness in the market, OEMs are constantly optimizing braking system parameters, such as brake pedal leverage ratio, caliper cylinder bore, and effective brake disc radius, aiming to achieve a superior brake pedal feel in theoretical design. However, this optimization often comes at the cost of pushing the performance limits of the vacuum booster system to its limits.

[0003] In vacuum-assisted braking systems, vacuum level is a key indicator for measuring assist performance. Traditionally, the EMS (Engine Management System) module receives signals from the vacuum sensor, converts them using a characteristic curve, and outputs the vacuum level value, which is then transmitted to the ESP (Electronic Stability Program) module via the CAN bus. The ESP module determines whether to activate the hydraulic booster compensation function based on the received vacuum signal to ensure braking performance meets regulatory requirements, such as the braking deceleration requirement of M1 ≥ 2.44 m / s² specified in GB21670 Passenger Car Braking System Technical Requirements and Test Methods.

[0004] However, existing technologies have the following drawbacks: Vacuum signal range mismatch: The vacuum signal range (-92.7~5kPa) defined by the EMS module does not match the minimum vacuum level that the actual vehicle may achieve (-98kPa). During the initial braking phase, as the vacuum level rises from -98kPa to -92.7kPa, the signal output by the EMS module is fixed at -92.7kPa. This causes a deviation between the signal received by the ESP module and the actual vacuum level, leading to a misjudgment of the vacuum signal as unreliable.

[0005] Signal truncation caused the function to be activated incorrectly: Due to the vacuum range limitations defined by the EMS module, the signal is truncated when the actual vacuum level is below -92.7 kPa, preventing the ESP module from obtaining accurate low vacuum information. This signal truncation may cause the ESP module to misinterpret the signal as invalid when the actual vacuum level is low, thus incorrectly activating the hydraulic power booster compensation function, resulting in a pedal feel that affects the driving experience.

[0006] Abnormal signal triggers compensation mechanism: In special operating conditions where the vehicle is powered on but not started, pressing the brake pedal may cause the vacuum sensor to output an abnormal signal (such as +0.1 kPa), which exceeds the vacuum range defined by the CAN bus (0~-102.2 kPa). When the ESP module receives such an invalid signal, it will also trigger the hydraulic booster compensation function, resulting in unnecessary pedal feedback and reducing the reliability and comfort of the braking system.

[0007] In summary, the existing vacuum signal transmission and processing mechanisms suffer from problems such as range mismatch, signal truncation, and abnormal signal triggering. These issues may lead to erroneous activation of the hydraulic booster compensation function under certain operating conditions, affecting braking performance and driving experience. Therefore, it is necessary to improve the existing technology to address these shortcomings. Utility Model Content

[0008] To address the shortcomings of existing technologies, this invention provides a vacuum degree signal control device that solves the problems of range mismatch, signal truncation, and abnormal signal triggering in the existing vacuum degree signal transmission and processing mechanisms.

[0009] To achieve the above objectives, this utility model provides the following technical solution: a vacuum degree signal control device, comprising: The vacuum sensor is responsible for detecting the vacuum level inside the booster and converting it into a voltage signal output. The EMS module is connected to the vacuum sensor. The EMS module receives the voltage signal from the vacuum sensor, processes it through characteristic curve calculation, and outputs the vacuum signal. The ESP module is connected to the EMS module. The ESP module receives the vacuum level signal, determines whether it is within an acceptable range, and decides whether to activate the hydraulic booster compensation function accordingly.

[0010] Preferably, a CAN line is provided between the EMS module and the ESP module. The CAN line serves as a transmission medium and is responsible for transmitting the vacuum signal output by the EMS module to the ESP module.

[0011] Preferably, the characteristic curve includes the following relationships: when the EMS module receives voltage in the range of 4.588V to 4.75V, the output pressure is -102.2kPa; when the EMS receives voltage in the range of 0.5V to 4.588V, the output is a normal value calculated based on the characteristic curve; when the EMS receives voltage in the range of 0.25V to 0.5V, the output pressure is 0kPa.

[0012] Preferably, the characteristic curve is calculated using the formula: V = (-0.8 * P + 10)% * 5.

[0013] Preferably, the vacuum signal transmitted between the EMS module and the ESP module via the CAN line is in the range of 0 to -102.2 kPa.

[0014] Preferably, after receiving the vacuum signal, if the ESP module detects that the vacuum level is lower than -20 kPa and the vehicle braking deceleration cannot meet 2.44 m / s², then the compensation function of the hydraulic booster is activated.

[0015] This utility model discloses a vacuum degree signal control device, which has the following beneficial effects: 1. This vacuum signal control device extends the vacuum output range of the EMS module to -102.2 kPa, fully covering the lowest vacuum level that a real vehicle may reach. During the initial braking phase, when the vacuum level rises from -98 kPa to -92.7 kPa, the EMS module no longer outputs a fixed value of -92.7 kPa. Instead, it dynamically maps the real value through the characteristic curve, ensuring that the ESP module receives a continuous and accurate vacuum signal and avoiding misjudgments caused by a fixed signal.

[0016] 2. This vacuum signal control device directly maps the high voltage range of 4.588V~4.75V to -102.2kPa, covering extreme low vacuum scenarios. The low voltage range of 0.25V~0.5V forces an output of 0kPa, marking it as an invalid signal. The intermediate voltage range of 0.5V~4.588V uses the formula V=(-0.8×P+10)%×5 to linearly calculate the vacuum level. By extending the range to -102.2kPa, it ensures that the ESP module obtains accurate low vacuum information and avoids misjudging the signal as invalid. When the voltage is <0.25V, the EMS module outputs 0kPa, which the ESP module identifies as an invalid signal, does not activate hydraulic compensation, and eliminates unnecessary pedal feedback. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model 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 only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1 of this utility model; Figure 2 This is a schematic diagram of the characteristic curves of Embodiment 1 of this utility model; Figure 3 This is a schematic diagram of the overall structure of Embodiment 2 of this utility model; Figure 4This is a schematic diagram of the characteristic curves of Embodiment 2 of this utility model.

[0019] In the diagram: 1. Vacuum sensor; 2. EMS module; 3. ESP module; 4. CAN cable. Detailed Implementation

[0020] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0021] Example 1: This utility model embodiment discloses a vacuum degree signal control device.

[0022] According to the appendix Figure 1-3 As shown, it includes: Vacuum sensor 1 is responsible for detecting the vacuum level inside the booster and converting it into a voltage signal output; EMS module 2 is connected to vacuum sensor 1. EMS module 2 receives the voltage signal from vacuum sensor 1, processes it through characteristic curve calculation, and outputs the vacuum signal. The ESP module 3 is connected to the EMS module 2. The ESP module 3 receives the vacuum signal, determines whether it is within an acceptable range, and decides whether to activate the hydraulic booster compensation function accordingly.

[0023] Furthermore, a CAN line 4 is provided between the EMS module 2 and the ESP module 3. The CAN line 4 serves as a transmission medium and is responsible for transmitting the vacuum level signal output by the EMS module 2 to the ESP module 3.

[0024] Furthermore, the characteristic curves include the following relationships: when the EMS module 2 receives voltage in the range of 4.588V to 4.75V, the output pressure is -102.2kPa; when the EMS receives voltage in the range of 0.5V to 4.588V, the output is the normal value calculated according to the characteristic curve; when the EMS receives voltage in the range of 0.25V to 0.5V, the output pressure is 0kPa.

[0025] Furthermore, the formula for calculating the characteristic curve is: V=(-0.8*P+10)%*5.

[0026] Furthermore, the vacuum level signal transmitted between EMS module 2 and ESP module 3 via CAN line 4 is in the range of 0 to -102.2 kPa.

[0027] The vacuum level signal transmitted via the CAN bus has a defined range of 0 to -102.2 kPa, consistent with the EMS output range. This eliminates range mismatches during signal transmission, ensuring that the data received by the ESP is completely consistent with the EMS calculated value, and avoiding data loss or misreading due to bus limitations.

[0028] Furthermore, after receiving the vacuum signal, if the ESP module 3 detects that the vacuum level is below -20 kPa and the vehicle braking deceleration cannot meet 2.44 m / s², it will activate the compensation function of the hydraulic booster.

[0029] The vacuum output range of EMS module 2 is extended to -102.2 kPa, fully covering the lowest vacuum level that a real vehicle may reach. During the initial braking phase, when the vacuum level rises from -98 kPa to -92.7 kPa, EMS module 2 no longer outputs a fixed value of -92.7 kPa. Instead, it dynamically maps the real value through the characteristic curve to ensure that ESP module 3 receives a continuous and accurate vacuum signal, avoiding misjudgments caused by a fixed signal.

[0030] The high voltage range of 4.588V to 4.75V is directly mapped to -102.2kPa, covering extreme low vacuum scenarios. The low voltage range of 0.25V to 0.5V forces an output of 0kPa, marking it as an invalid signal. The intermediate voltage range of 0.5V to 4.588V uses the formula V=(-0.8×P+10)%×5 to linearly calculate the vacuum level. By extending the range to -102.2kPa, the ESP module 3 ensures that it obtains accurate low vacuum information, avoiding false signal invalidation. When the voltage is <0.25V, the EMS module 2 outputs 0kPa, which the ESP module 3 identifies as an invalid signal, does not activate hydraulic compensation, and eliminates unnecessary pedal feedback.

[0031] ESP module 3 activates hydraulic booster compensation only when the following conditions are met simultaneously: A vacuum level < -20 kPa indicates insufficient vacuum assistance; The vehicle's braking deceleration is less than 2.44 m / s², which does not meet the regulatory requirements.

[0032] To avoid accidental triggering of compensation due to slight fluctuations in vacuum or brief abnormal signals, reduce pedal feel and improve driving comfort.

[0033] Example 2: Based on the vacuum sensor 1 and ESP module 3 in Example 1, a hard wire is set to directly connect the vacuum sensor 1 and ESP module 3; The input voltage range of ESP module 3 is 0.25V~4.75V. ESP module 3 internally processes the voltage signal and converts it into a vacuum level signal. A vacuum degree ≥ -20 kPa cannot meet the 2.44 m / s^2 requirement to activate the hydraulic booster compensation function.

[0034] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A vacuum degree signal control device, characterized in that, include: Vacuum sensor (1) is responsible for detecting the vacuum level inside the booster and converting it into a voltage signal output; EMS module (2) is connected to vacuum sensor (1). The EMS module (2) receives the voltage signal from vacuum sensor (1), processes it through characteristic curve calculation, and outputs vacuum signal. The ESP module (3) is connected to its EMS module (2). The ESP module (3) receives the vacuum signal, determines whether it is within an acceptable range, and decides whether to activate the hydraulic booster compensation function accordingly.

2. The vacuum degree signal control device according to claim 1, characterized in that, A CAN line (4) is provided between the EMS module (2) and the ESP module (3). The CAN line (4) serves as a transmission medium and is responsible for transmitting the vacuum signal output by the EMS module (2) to the ESP module (3).

3. The vacuum degree signal control device according to claim 1, characterized in that, The characteristic curve includes the following relationships: when the EMS module (2) receives voltage in the range of 4.588V to 4.75V, the output pressure is -102.2kPa; when the EMS receives voltage in the range of 0.5V to 4.588V, the output normal value is calculated according to the characteristic curve; when the EMS receives voltage in the range of 0.25V to 0.5V, the output pressure is 0kPa.

4. The vacuum degree signal control device according to claim 3, characterized in that, The formula for calculating the characteristic curve is: V=(-0.8*P+10)%*5.

5. A vacuum degree signal control device according to claim 2, characterized in that, The vacuum signal transmitted between the EMS module (2) and the ESP module (3) via the CAN line (4) is in the range of 0 to -102.2 kPa.

6. The vacuum degree signal control device according to claim 1, characterized in that, After receiving the vacuum signal, the ESP module (3) will activate the compensation function of the hydraulic booster if it detects that the vacuum is lower than -20 kPa and the vehicle braking deceleration cannot meet 2.44 m / s².

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