CN113183942A - Speed control system and method and vehicle - Google Patents
Speed control system and method and vehicle Download PDFInfo
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- CN113183942A CN113183942A CN202110523570.9A CN202110523570A CN113183942A CN 113183942 A CN113183942 A CN 113183942A CN 202110523570 A CN202110523570 A CN 202110523570A CN 113183942 A CN113183942 A CN 113183942A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
- B60R16/0231—Circuits relating to the driving or the functioning of the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
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- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Automation & Control Theory (AREA)
- Regulating Braking Force (AREA)
Abstract
The application provides a speed control system, this system includes vehicle control unit, speed control unit, braking unit, and speed control unit judges whether to exceed preset speed according to the vehicle speed that vehicle control unit sent, when exceeding preset speed, realizes the control to vehicle speed through braking unit to can avoid artificial intervention, carry out automatic control to the speed of a motor vehicle, and reduced the extra loss that human factor caused the vehicle.
Description
Technical Field
The present application relates to the field of vehicle control technologies, and in particular, to a speed control system, a speed control method, and a vehicle including the speed control system.
Background
Typically, the speed control of the sightseeing vehicle is usually achieved by the driver stepping on the brake. When the vehicle descends a long slope, the driver controls the speed of the vehicle within a safe range by stepping on the brake pedal. However, the driver's foot on the brake pedal is typically longer, which may cause the temperature of the friction plate to rise, accelerate wear of the friction plate, and increase the fatigue strength of the driver.
A braking energy recovery system (braking energy recovery system) refers to a system applied to automobiles or rail transit, which can convert thermal energy generated during braking into mechanical energy, store the mechanical energy in a capacitor, and rapidly release the energy during use, but because a lithium battery and a lead-acid maintenance-free battery allow a small current to pass, only can play a role of assisting braking, and cannot really control the speed of a vehicle.
An Antilock Brake System (ABS) automatically controls the braking force of a brake when an automobile brakes, so that wheels are not locked and are in a state of rolling and slipping to ensure that the adhesion between the wheels and the ground is at a maximum value, thereby reducing the occurrence of accidents. However, the ABS is a passive safety component and cannot automatically control the vehicle speed.
The intelligent driving system can realize vehicle speed control, but the cost of matching radar, communication equipment and the like is high, and the manufacturing cost is high.
Therefore, a system for automatically controlling the vehicle speed at low cost is needed.
Disclosure of Invention
The application provides a speed control system, and this speed control system can automatic control the speed of a motor vehicle, reduces driver's working strength to reduce the wearing and tearing to the friction disc. The application also provides a speed control method and a vehicle corresponding to the system.
In a first aspect, the present application provides a speed control system, which includes a vehicle control unit, a gyroscope, a speed control unit, and a braking unit;
the vehicle control unit is used for communicating with the speed control unit, and the communication comprises the steps of sending a vehicle speed signal to the speed control unit and receiving an accelerator cut-off signal sent by the speed control unit;
the gyroscope is used for acquiring the motion state of the vehicle, and the motion state comprises a level road, an uphill state or a downhill state;
the speed control unit is used for judging the relation between the speed and the preset highest speed when the vehicle is in a level road or downhill state, and sending a pressurization signal to the brake unit and a throttle cut-off signal to the vehicle controller when the speed exceeds the preset highest speed;
the brake unit is used for pressurizing a brake pipeline of the vehicle according to the pressurization signal;
and the vehicle control unit is used for cutting off the accelerator according to the accelerator cutting-off signal.
In some possible implementations, the speed control unit is further to:
when the speed is lower than the preset minimum speed, sending a pressure relieving signal to a brake unit, and sending an accelerator recovering signal to the whole vehicle controller;
the brake unit is further configured to:
releasing the brake line pressure of the vehicle according to the pressure release signal;
the vehicle control unit is also used for: and recovering the accelerator according to the accelerator recovery signal.
In some possible implementations, the system is applied to a fuel-fired vehicle or an electric vehicle.
In some possible implementations, the system further includes a temperature sensor for detecting a brake unit temperature and alarming when the brake unit temperature is too high.
In some possible implementation manners, the vehicle control unit, the gyroscope, the speed control unit and the brake unit are communicated through a Controller Area Network (CAN) bus.
In some possible implementations, the system further includes an anti-lock braking system for preventing locking of the wheels during braking.
In some possible implementations, the system further includes an energy recovery device for recovering energy.
In some possible implementations, the speed control unit is further to:
and detecting a service braking signal of the vehicle, and stopping running after the service braking signal is detected.
In a second aspect, the present application provides a speed control method, comprising:
the vehicle control unit is communicated with the speed control unit, and comprises the steps of sending the speed of the vehicle to the speed control unit and receiving an accelerator cut-off signal sent by the speed control unit;
the gyroscope acquires the motion state of the vehicle, wherein the motion state comprises a level road, an uphill state or a downhill state;
when the vehicle is in a level road or downhill state, the speed control unit judges the relation between the speed and the preset highest speed, and when the speed exceeds the preset highest speed, a pressurization signal is sent to the brake unit, and an accelerator cut-off signal is sent to the vehicle controller;
the brake unit boosts the brake pipeline of the vehicle according to the boosting signal;
and the whole vehicle controller cuts off the accelerator according to the accelerator cutting signal.
In some possible implementations, the method further includes:
when the speed is lower than the preset minimum speed, the speed control unit sends a pressure relieving signal to the brake unit and sends an accelerator recovering signal to the vehicle control unit;
the brake unit releases the pressure of a brake pipeline of the vehicle according to the pressure release signal;
and the vehicle control unit recovers the accelerator according to the accelerator recovery signal.
In some possible implementations, the method is applied to a fuel-fired vehicle or an electric vehicle.
In some possible implementations, the method further includes:
the temperature sensor detects the temperature of the brake unit and gives an alarm when the temperature of the brake unit is too high.
In some possible implementation manners, the vehicle control unit, the gyroscope, the speed control unit and the brake unit are communicated through a Controller Area Network (CAN) bus.
In some possible implementations, the method further includes:
the anti-lock braking system prevents the wheels from locking during braking.
In some possible implementations, the method further includes:
the energy recovery device recovers energy.
In some possible implementations, the method further includes:
the speed control unit detects a service braking signal of the vehicle, and stops running after the service braking signal is detected.
In a third aspect, the present application provides a vehicle, characterized in that the vehicle comprises the above speed control system, the system comprises a vehicle controller, a gyroscope, a speed control unit, and a brake unit;
the vehicle control unit is used for communicating with the speed control unit, and the communication comprises the steps of sending a vehicle speed signal to the speed control unit and receiving an accelerator cut-off signal sent by the speed control unit;
the gyroscope is used for acquiring the motion state of the vehicle, and the motion state comprises a level road, an uphill state or a downhill state;
the speed control unit is used for judging the relation between the speed and the preset highest speed when the vehicle is in a level road or downhill state, and sending a pressurization signal to the brake unit and a throttle cut-off signal to the vehicle controller when the speed exceeds the preset highest speed;
the brake unit is used for pressurizing a brake pipeline of the vehicle according to the pressurization signal;
and the vehicle control unit is used for cutting off the accelerator according to the accelerator cutting-off signal.
In some possible implementations, the speed control unit is further to:
when the speed is lower than the preset minimum speed, sending a pressure relieving signal to a brake unit, and sending an accelerator recovering signal to the whole vehicle controller;
the brake unit is further configured to:
releasing the brake line pressure of the vehicle according to the pressure release signal;
the vehicle control unit is also used for: and recovering the accelerator according to the accelerator recovery signal.
In some possible implementations, the system is applied to a fuel-fired vehicle or an electric vehicle.
In some possible implementations, the system further includes a temperature sensor for detecting a brake unit temperature and alarming when the brake unit temperature is too high.
In some possible implementation manners, the vehicle control unit, the gyroscope, the speed control unit and the brake unit are communicated through a Controller Area Network (CAN) bus.
In some possible implementations, the system further includes an anti-lock braking system for preventing locking of the wheels during braking.
In some possible implementations, the system further includes an energy recovery device for recovering energy.
In some possible implementations, the speed control unit is further to:
and detecting a service braking signal of the vehicle, and stopping running after the service braking signal is detected.
The present application can further combine to provide more implementations on the basis of the implementations provided by the above aspects.
According to the technical scheme, the embodiment of the application has the following advantages:
the application provides a speed control system, this system includes vehicle control unit, speed control unit, braking unit, and speed control unit judges whether to exceed preset speed according to the vehicle speed that vehicle control unit sent, when exceeding preset speed, realizes the control to vehicle speed through braking unit to can avoid artificial intervention, carry out automatic control to the speed of a motor vehicle, and reduced the extra loss that human factor caused the vehicle.
Drawings
In order to more clearly illustrate the technical method of the embodiments of the present application, the drawings used in the embodiments will be briefly described below.
FIG. 1 is an architectural view of a brake pipe system of a conventional sightseeing vehicle;
FIG. 2 is a block diagram of a speed control system according to an embodiment of the present disclosure;
FIG. 3 is a block diagram of a brake pipe system according to an embodiment of the present disclosure;
fig. 4 is a flowchart of a speed control method according to an embodiment of the present application.
Detailed Description
The scheme in the embodiments provided in the present application will be described below with reference to the drawings in the present application.
The terms "first" and "second" in the embodiments of the present application are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.
Some technical terms referred to in the embodiments of the present application will be first described.
The speed control of the sightseeing vehicle is generally realized by stepping on the brake by the driver, and particularly when the vehicle runs down a long slope, the speed of the vehicle can be controlled within a safe range by stepping on the brake pedal by the driver, so that the workload of the driver is increased, and the fatigue strength of the driver is increased. On the other hand, due to the habitual reasons, when the brake pedal is stepped on by a foot with a large vehicle speed, the brake pedal is usually kept for a long time, the temperature is increased, the abrasion of the friction plate is accelerated, and the service life of the brake is influenced.
As shown in fig. 1, a brake pipeline of a conventional sightseeing vehicle is provided, when braking is required, a driver steps on a pedal of a brake master cylinder to transmit brake fluid to sub-cylinders of four wheels through the brake pipeline, so that braking is realized.
The braking energy recovery system can be used for assisting braking, but in various batteries, the current allowed by the braking energy recovery system only with a lead-acid water battery is larger, the vehicle speed can be reduced by increasing the back-dragging current of the motor, the braking effect is really realized, and the service life of the motor can be seriously influenced by the function. And because the lead-acid water battery belongs to a maintenance battery, the lead-acid water battery not only has certain pollution to the environment, but also consumes larger manpower and material resources for maintaining the battery, so the application range is narrower.
The lithium battery and the lead-acid maintenance-free battery allow small current, only play a role of assisting braking, and cannot really control the vehicle speed.
Except for an intelligent driving automobile, a method for accurately controlling the speed of the automobile is not really available, but all devices in the intelligent driving automobile are expensive in manufacturing cost and are not suitable for sightseeing automobiles with lower manufacturing cost.
In view of the above, the present application provides a system for automatically controlling a vehicle speed at a low cost. The system comprises a vehicle control unit, a gyroscope, a speed control unit and a braking unit. The vehicle control unit is used for communicating with the speed control unit, and specifically comprises a vehicle speed signal sending unit and an accelerator cut-off signal receiving unit, the gyroscope is used for acquiring the motion state of the vehicle, the speed control unit is used for judging the relation between the speed and the preset highest speed when the vehicle is in a level road or downhill state, a pressurization signal is sent to the braking unit when the speed exceeds the preset highest speed, the braking unit is used for pressurizing a braking pipeline of the vehicle according to the pressurization signal and sending the accelerator cut-off signal to the vehicle control unit, and the vehicle control unit is used for cutting off the accelerator according to the accelerator cut-off signal. Therefore, the vehicle speed can be accurately controlled by low-cost realization, the working strength of a driver is reduced, and the abrasion of a brake unit is reduced.
For the sake of understanding, a speed control system provided in the embodiments of the present application is described below with reference to the accompanying drawings.
Referring to fig. 2, an architecture diagram of a speed control system is shown, the system 200 comprising: vehicle control unit 202, gyroscope 204, speed control unit 206, and brake unit 208. The system can be applied to fuel vehicles and also can be applied to electric vehicles.
In some possible implementations, the vehicle control unit 202, the gyroscope 204, the speed control unit 206, and the brake unit 208 may communicate via a Controller Area Network (CAN) bus, a bluetooth (bluetooth), a zigbee (zigbee), or the like.
The various components of system 200 are described in detail below.
The vehicle control unit 202 is configured to communicate with a speed control unit 206. The communication includes sending the vehicle speed to the speed control unit 206 and receiving the throttle cut signal sent by the speed control unit.
Vehicle Control Unit (VCU) 202 is a key device of an electronic control system of a vehicle, and functions similarly to an Engine Management System (EMS) in a conventional internal combustion engine vehicle. In this embodiment, the vehicle controller 202 is connected to the speed control unit 206 through a signal line, and is configured to exchange information with the speed control unit 206, for example, the vehicle controller 202 sends the speed information of the vehicle to the speed control unit 206, and the speed control unit 206 sends the throttle cut signal to the vehicle controller 202.
The gyroscope 204 is used to acquire the motion state of the vehicle.
Wherein the motion state of the vehicle comprises a level road, an uphill state or a downhill state. When the vehicle is in an uphill condition, the speed is not likely to be too fast in normal conditions, and therefore the maximum speed of the vehicle may not be controlled. When the vehicle is in a downhill situation, the lowest speed of the vehicle may also be controlled because the vehicle speed is too slow for the highest speed control of the vehicle.
Alternatively, the highest speed of the vehicle is controlled when the moving state of the vehicle is a level road or a downhill state, and the lowest speed of the vehicle is controlled when the moving state of the vehicle is a level road, an uphill state, or a downhill state.
In some possible implementations, the gyroscope 204 is also used to send grade information to the speed control unit 206. The speed control unit 206 controls different downhill speeds depending on the gradient. In general, when the downhill gradient is large, the control vehicle speed is low.
The speed control unit 206 is configured to determine a relationship between the speed and a preset maximum speed when the vehicle is in a level road or a downhill state, and send a boost signal to the brake unit 208 and a throttle cut signal to the vehicle controller 202 when the speed exceeds the preset maximum speed.
In some possible implementations, the speed control unit 206 controls the vehicle speed differently in different states according to the motion state of the vehicle acquired by the gyroscope and the real-time speed of the vehicle sent by the vehicle controller 202.
Alternatively, when the moving state of the vehicle is an uphill state, the maximum speed of the vehicle is not controlled. When the speed of the vehicle transmitted by the hybrid controller 202 is lower than the minimum speed, the speed control unit 206 controls the speed of the vehicle. Alternatively, the speed control unit 206 sends a release pressure signal to the brake unit 208 and a throttle reinstatement signal to the hybrid vehicle controller 202.
When the motion state of the vehicle is a flat road, the highest speed and the lowest speed of the vehicle are controlled. The speed control unit 206 controls the speed of the vehicle when the speed of the vehicle transmitted by the hybrid controller 202 is higher than the maximum speed. Alternatively, the speed control unit 206 sends a boost signal to the brake unit 208 and a throttle cut signal to the vehicle controller 202. When the speed of the vehicle transmitted by the hybrid controller 202 is lower than the minimum speed, the speed control unit 206 controls the speed of the vehicle. Alternatively, the speed control unit 206 sends a release pressure signal to the brake unit 208 and a throttle reinstatement signal to the hybrid vehicle controller 202.
When the moving state of the vehicle is a downhill state, both the highest speed and the lowest speed of the vehicle are controlled. The speed control unit 206 controls the speed of the vehicle when the speed of the vehicle transmitted by the hybrid controller 202 is higher than the maximum speed. Alternatively, the speed control unit 206 sends a boost signal to the brake unit 208 and a throttle cut signal to the vehicle controller 202. When the speed of the vehicle transmitted by the hybrid controller 202 is lower than the minimum speed, the speed control unit 206 controls the speed of the vehicle. Alternatively, the speed control unit 206 sends a release pressure signal to the brake unit 208 and a throttle reinstatement signal to the hybrid vehicle controller 202.
Thus, the speed of the vehicle can be accurately controlled, and the speed of the vehicle can be controlled in a stable section. When the vehicle speed exceeds the maximum speed, the speed control unit 206 brakes the vehicle by pressurizing the brake line. And the throttle signal is cut off, so that the situation that the driver steps on the throttle all the time to cause the vehicle to run with the brake all the time can be prevented, the abrasion of a brake friction plate is increased, and serious traffic accidents such as tire burst and the like caused by overhigh temperature in a braking state are avoided. When the speed of the vehicle is reduced to a preset minimum speed, the speed controller can increase the speed of the vehicle by relieving pressure on a brake pipeline and restoring an accelerator signal.
In some possible implementations, the speed control unit 206 may include an automotive Electronic Stability Controller (ESC). The electronic stability control system is a novel active safety system for vehicles, and mainly comprises a sensor, an Electronic Control Unit (ECU) and an actuator. The system can monitor the vehicle state according to various sensors, and brake a single wheel when necessary, so that the posture of the vehicle body is maintained to be stable.
The speed control unit 206 may include an anti-lock braking system that can control individual wheels to prevent wheel lock-up from failing to steer or drift, thereby avoiding safety hazards.
Alternatively, the speed control unit 206 may include an active safety brake component, such as an Ibooster. The safety component typically incorporates a plurality of sensors that control the braking force of the vehicle and distribute the braking force based on the acquired speed control unit 206 signal.
Further, the component may have an energy recovery function. The energy recovery means that the excess energy released by the vehicle in braking or coasting is recovered, the excess energy is converted into electric energy through the engine, and the electric energy is stored in the storage battery and used for later accelerated driving of the vehicle or for supplying power to power consumption equipment in the vehicle, so that the dependence of the vehicle on the engine is reduced.
In some possible implementations, the speed control unit 206 is also used to detect a service braking signal of the vehicle. The service brake signal is also called a foot brake signal, and the brake is usually performed by a driver stepping on a service brake.
When the speed control unit 206 detects the service braking signal, the speed control unit 206 stops operating, so that service braking is guaranteed to be prior, and the service braking signal is prevented from being superposed with the braking signal sent by the speed control unit 206 to damage a braking system of the vehicle.
The brake unit 208 is configured to pressurize a brake line of the vehicle based on the pressurization signal.
The brake unit 208 is used for processing the brake pipeline according to the signal sent by the speed control unit 206, specifically including pressurization, pressure maintaining and pressure releasing. The brake unit 208 is also configured to release pressure in a brake line of the vehicle based on the release pressure signal. When the brake unit 208 receives no other signal, the brake line is pressurized.
In some possible implementations, the system further includes a temperature sensor, which is used to detect the temperature of the brake unit 208, and alarm when the temperature is too high, so as to prevent safety accidents such as tyre burst and the like due to too high temperature of the brake drum or the brake disc.
The vehicle control unit 202 is further configured to cut off the throttle according to the throttle cut-off signal.
The vehicle controller 202 is further configured to process the throttle according to the signal sent by the speed control unit 206, specifically including cutting off the throttle and recovering the throttle. The vehicle control unit 202 is further configured to restore the throttle according to the throttle restoration signal.
The system can be applied to fuel vehicles and also can be applied to electric vehicles.
In summary, as shown in fig. 3, the system can achieve accurate control of the vehicle speed. The vehicle control unit is used for sending the speed of the vehicle to the speed control unit, the gyroscope is used for acquiring the motion state of the vehicle, the speed control unit is used for judging the relation between the speed and the preset highest speed when the vehicle is in a level road or downhill state, a boosting signal is sent to the braking unit when the speed exceeds the preset highest speed, the braking unit is used for boosting the braking pipeline of the vehicle according to the boosting signal and sending an accelerator cut-off signal to the vehicle control unit, and the vehicle control unit is used for cutting off the accelerator according to the accelerator cut-off signal. So can low-cost realization to the accurate control of speed of a motor vehicle, reduce driver's working strength, reduce brake unit's wearing and tearing to keep the speed of a motor vehicle in stable within range, improved passenger's comfort level.
The speed control system 100 provided in the embodiment of the present application is described in detail above with reference to fig. 1, and next, the speed control method provided in the embodiment of the present application will be described with reference to the drawings.
Referring to fig. 4, a flow chart of a speed control method is shown, which is applied to the system 200 shown in fig. 2, and comprises the following steps:
s402: the vehicle control unit is communicated with the speed control unit, and comprises a step of sending the speed of the vehicle to the speed control unit and a step of receiving an accelerator cut-off signal sent by the speed control unit.
S404: the gyroscope acquires the motion state of the vehicle, wherein the motion state comprises a level road state, an uphill state or a downhill state.
S406: when the vehicle is in a level road or downhill state, the speed control unit judges the relation between the speed and the preset highest speed, and when the speed exceeds the preset highest speed, the speed control unit sends a pressurization signal to the brake unit and sends an accelerator cut-off signal to the vehicle controller.
S408: the brake unit boosts the brake pipe of the vehicle according to the boosting signal.
S410: and the whole vehicle controller cuts off the accelerator according to the accelerator cutting signal.
In some possible implementations, the method further includes:
when the speed is lower than the preset minimum speed, the speed control unit sends a pressure relieving signal to the brake unit and sends an accelerator recovering signal to the vehicle control unit;
the brake unit releases the pressure of a brake pipeline of the vehicle according to the pressure release signal;
and the vehicle control unit recovers the accelerator according to the accelerator recovery signal.
In some possible implementations, the method is applied to a fuel-fired vehicle or an electric vehicle.
In some possible implementations, the method further includes:
the temperature sensor detects the temperature of the brake unit and gives an alarm when the temperature of the brake unit is too high.
In some possible implementation manners, the vehicle control unit, the gyroscope, the speed control unit and the brake unit are communicated through a Controller Area Network (CAN) bus.
In some possible implementations, the method further includes:
the anti-lock braking system prevents the wheels from locking during braking.
In some possible implementations, the method further includes:
the energy recovery device recovers energy.
In some possible implementations, the method further includes:
the speed control unit detects a service braking signal of the vehicle, and stops running after the service braking signal is detected.
The embodiment of the application also provides a vehicle, which comprises the speed control system, wherein the system comprises a vehicle control unit, a gyroscope, a speed control unit and a brake unit,
the vehicle control unit is used for communicating with the speed control unit, and the communication comprises the steps of sending a vehicle speed signal to the speed control unit and receiving an accelerator cut-off signal sent by the speed control unit;
the gyroscope is used for acquiring the motion state of the vehicle, and the motion state comprises a level road, an uphill state or a downhill state;
the speed control unit is used for judging the relation between the speed and the preset highest speed when the vehicle is in a level road or downhill state, and sending a pressurization signal to the brake unit and a throttle cut-off signal to the vehicle controller when the speed exceeds the preset highest speed;
the brake unit is used for pressurizing a brake pipeline of the vehicle according to the pressurization signal;
and the vehicle control unit is used for cutting off the accelerator according to the accelerator cutting-off signal.
In some possible implementations, the speed control unit is further to:
when the speed is lower than the preset minimum speed, sending a pressure relieving signal to a brake unit, and sending an accelerator recovering signal to the whole vehicle controller;
the brake unit is further configured to:
releasing the brake line pressure of the vehicle according to the pressure release signal;
the vehicle control unit is also used for: and recovering the accelerator according to the accelerator recovery signal.
In some possible implementations, the system is applied to a fuel-fired vehicle or an electric vehicle.
In some possible implementations, the system further includes a temperature sensor for detecting a brake unit temperature and alarming when the brake unit temperature is too high.
In some possible implementation manners, the vehicle control unit, the gyroscope, the speed control unit and the brake unit are communicated through a Controller Area Network (CAN) bus.
In some possible implementations, the system further includes an anti-lock braking system for preventing locking of the wheels during braking.
In some possible implementations, the system further includes an energy recovery device for recovering energy.
In some possible implementations, the speed control unit is further to:
and detecting a service braking signal of the vehicle, and stopping running after the service braking signal is detected.
It should be noted that the above-described embodiments of the apparatus are merely schematic, where the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. In addition, in the drawings of the embodiments of the apparatus provided in the present application, the connection relationship between the modules indicates that there is a communication connection therebetween, and may be implemented as one or more communication buses or signal lines.
Through the above description of the embodiments, those skilled in the art will clearly understand that the present application can be implemented by software plus necessary general-purpose hardware, and certainly can also be implemented by special-purpose hardware including special-purpose integrated circuits, special-purpose CPUs, special-purpose memories, special-purpose components and the like. Generally, functions performed by computer programs can be easily implemented by corresponding hardware, and specific hardware structures for implementing the same functions may be various, such as analog circuits, digital circuits, or dedicated circuits. However, for the present application, the implementation of a software program is more preferable. Based on such understanding, the technical solutions of the present application may be substantially embodied in the form of a software product, which is stored in a readable storage medium, such as a floppy disk, a usb disk, a removable hard disk, a ROM, a RAM, a magnetic disk, or an optical disk of a computer, and includes several instructions for enabling a computer device (which may be a personal computer, an exercise device, or a network device) to execute the solutions described in the embodiments of the present application.
Claims (10)
1. A speed control system is characterized by comprising a vehicle control unit, a gyroscope, a speed control unit and a braking unit;
the vehicle control unit is used for communicating with the speed control unit, wherein the communication comprises the steps of sending a vehicle speed signal to the speed control unit and receiving an accelerator cut-off signal sent by the speed control unit;
the gyroscope is used for acquiring the motion state of the vehicle, and the motion state comprises a level road, an uphill state or a downhill state;
the speed control unit is used for judging the relation between the speed and a preset highest speed when the vehicle is in a level road or downhill state, and sending a pressurization signal to the brake unit and a throttle cut-off signal to the vehicle control unit when the speed exceeds the preset highest speed;
the brake unit is used for pressurizing a brake pipeline of the vehicle according to the pressurization signal;
and the vehicle control unit is used for cutting off the accelerator according to the accelerator cutting-off signal.
2. The system of claim 1, wherein the speed control unit is further configured to:
when the speed is lower than a preset minimum speed, sending a pressure relieving signal to the braking unit, and sending an accelerator recovering signal to the vehicle control unit;
the brake unit is further configured to:
releasing the brake line pressure of the vehicle according to the pressure release signal;
the vehicle control unit is further configured to: and recovering the accelerator according to the accelerator recovery signal.
3. The system of claim 1, wherein the system is applied to a fuel-fired vehicle or an electric vehicle.
4. The system of claim 1, further comprising a temperature sensor for detecting the brake unit temperature and alerting when the brake unit temperature is too high.
5. The system of claim 1, wherein the vehicle control unit, the gyroscope, the speed control unit, and the braking unit communicate via a Controller Area Network (CAN) bus.
6. The system of claim 1, further comprising a brake anti-lock system for preventing wheel lock during braking.
7. The system of claim 1, further comprising an energy recovery device for recovering energy.
8. The system of claim 1, wherein the speed control unit is further configured to:
and detecting a service braking signal of the vehicle, and stopping running after the service braking signal is detected.
9. A method of speed control, the method comprising:
the vehicle control unit is communicated with a speed control unit, wherein the communication comprises the steps of sending the speed of a vehicle to the speed control unit and receiving an accelerator cut-off signal sent by the speed control unit;
the gyroscope acquires the motion state of the vehicle, wherein the motion state comprises a level road, an uphill state or a downhill state;
when the vehicle is in a level road or downhill state, the speed control unit judges the relation between the speed and a preset highest speed, and when the speed exceeds the preset highest speed, a pressurization signal is sent to a brake unit, and an accelerator cut-off signal is sent to the vehicle controller;
the brake unit boosts a brake pipeline of the vehicle according to the boosting signal;
and the whole vehicle controller cuts off the accelerator according to the accelerator cut-off signal.
10. A vehicle comprising a speed control system according to any one of claims 1 to 7 for controlling the speed of the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110523570.9A CN113183942A (en) | 2021-05-13 | 2021-05-13 | Speed control system and method and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110523570.9A CN113183942A (en) | 2021-05-13 | 2021-05-13 | Speed control system and method and vehicle |
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| CN113183942A true CN113183942A (en) | 2021-07-30 |
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| CN202110523570.9A Pending CN113183942A (en) | 2021-05-13 | 2021-05-13 | Speed control system and method and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116278796A (en) * | 2023-03-13 | 2023-06-23 | 广州雷利诺车业有限公司 | Intelligent running control system and control method for off-highway sightseeing trolley |
-
2021
- 2021-05-13 CN CN202110523570.9A patent/CN113183942A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116278796A (en) * | 2023-03-13 | 2023-06-23 | 广州雷利诺车业有限公司 | Intelligent running control system and control method for off-highway sightseeing trolley |
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