CN113276811A - Pedal feel transmission control method and control system based on braking system - Google Patents
Pedal feel transmission control method and control system based on braking system Download PDFInfo
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- CN113276811A CN113276811A CN202110670635.2A CN202110670635A CN113276811A CN 113276811 A CN113276811 A CN 113276811A CN 202110670635 A CN202110670635 A CN 202110670635A CN 113276811 A CN113276811 A CN 113276811A
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- 230000001105 regulatory effect Effects 0.000 claims abstract description 124
- 230000001133 acceleration Effects 0.000 claims description 23
- 230000000994 depressogenic effect Effects 0.000 claims description 9
- 238000002955 isolation Methods 0.000 claims description 9
- 230000000881 depressing effect Effects 0.000 claims description 3
- 238000005516 engineering process Methods 0.000 description 4
- 230000003993 interaction Effects 0.000 description 4
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- 238000010586 diagram Methods 0.000 description 3
- 239000012530 fluid Substances 0.000 description 3
- 208000034656 Contusions Diseases 0.000 description 2
- 230000009471 action Effects 0.000 description 2
- 230000009519 contusion Effects 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
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- 206010063385 Intellectualisation Diseases 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/171—Detecting parameters used in the regulation; Measuring values used in the regulation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/321—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration deceleration
- B60T8/3255—Systems in which the braking action is dependent on brake pedal data
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
- B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
- B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T2270/00—Further aspects of brake control systems not otherwise provided for
- B60T2270/10—ABS control systems
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention discloses a pedal feel transmission control method and system based on a brake system, and belongs to the technical field of vehicles. The invention discloses a pedal feeling transmission control method based on a brake system, which comprises the following steps: determining that a brake pedal is stepped on; acquiring current working condition information of a vehicle; determining that the ABS system is active; and opening the regulating valve, and setting the opening degree of the regulating valve according to the working condition of the vehicle so that the brake oil of the hydraulic regulating unit can flow into the oil cavity of the brake master cylinder through the regulating valve and act on the piston of the brake master cylinder, wherein the hydraulic regulating unit is used for supplying the brake oil to the brake wheel cylinder. After the ABS is activated, pressure fluctuation of the hydraulic adjusting unit can be transmitted to the brake master cylinder through the adjusting valve so as to feed back a bumpy pedal feeling to a driver, so that the driver can realize that the ABS function is activated, a potential danger is reminded, and meanwhile, the brake pressure is adjusted to avoid a collision risk; the treading hardness of the pedal can be adjusted according to the working condition of the vehicle, and the driving feeling is improved.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a pedal feel transmission control method and a pedal feel transmission control system based on a brake system.
Background
With the development of electronic technology in the late 20 th century and the 80 s, the most remarkable achievement in the field of automobile technology in the world is the practical and widespread use of Antilock Brake Systems (ABS). With the advent of large scale integrated circuit and very large scale integrated circuit technologies, and the rapid development of electronic information processing technologies, ABS has become a mature product with reliable performance, decreasing cost, and wide application. When the ABS acts, the friction between the wheels and the road surface belongs to rolling friction, the maximum adhesive force between the wheels and the road surface is fully utilized for braking, so that the braking acceleration is improved, the braking distance is shortened, the ABS works equivalently at a very high frequency for inching braking, and therefore, if the brake pedal is pressed to the bottom in an emergency, the brake pedal is certainly felt to vibrate, and meanwhile, the sound of 'Da' emitted by a brake master pump is heard, so that the ABS works normally. The master cylinder continuously adjusts the brake pressure to generate continuous feedback force to the brake pedal.
However, under the two trends of automobile intellectualization and electromotion, automobiles put new demands on brake systems. The regenerative braking control of the electric automobile and the motion control of the intelligent automobile both need a braking system to actively control the braking force, and the braking system of a passenger car is transformed from manual servo hydraulic braking to line control braking. At present, a common scheme of iBooster + ESP Hev (Two-box) with fully controllable braking force is divided into Two functional modules, namely an active pressure building unit and a wheel cylinder valve control unit. In addition, the active pressure building unit and the wheel cylinder valve control unit are integrated to form a more compact and lower-cost One-box scheme. Among them, an integrated electro-hydraulic brake system (I-EHB) of the One-box scheme has been a development direction of the brake system. In integrated electro-hydraulic brake systems, the pedal and wheel cylinders are typically decoupled to achieve active adjustment of hydraulic pressure.
one _ box solution belongs to a decoupled braking system, called full power braking system, a vehicle equipped with this system, in which the force applied by the driver does not propagate to generate the actual braking force on the braking device, the fluid is pushed from the master cylinder into the simulator circuit, while the other mechanism provides the actual braking force. Such systems provide satisfactory braking performance, including anti-lock braking functionality (i.e., including ABS). However, this system isolates the driver's brake pedal from pulsation at the wheel cylinders, resulting in imperfect interaction between the driver and the brake system. And the feedback to the driver is insufficient aiming at different road conditions, if the driver can not feel the activation of the ABS function. Meanwhile, the pedal reaction force in the pedal simulator is provided by a mechanical structure, only a single action force can be provided, and the pedal feeling cannot be adjusted according to different driving modes, driving conditions and actual conditions of a driver. In addition, most products are concerned about the recovery efficiency of braking energy, and the general conditions that hydraulic pressure is regulated coarsely and the service life is difficult to guarantee exist.
Disclosure of Invention
An object of the present invention is to provide a pedal feel transmission control method based on a brake system, which can not only feed back a sudden pedal feel to a driver to make the driver recognize that an ABS function is activated to remind a driver of a potential danger, but also adjust the pedal hardness of the pedal to improve the driving feel.
Another object of the present invention is to provide a pedal feel transmission control system based on a brake system, which can not only feed back a jerked pedal feel to a driver to make the driver recognize that an ABS function is activated to remind a driver of a potential danger, but also adjust the hardness of the pedal to improve the driving feel.
In order to realize the purpose, the following technical scheme is provided:
in one aspect, a pedal feel transmission control method based on a brake system is provided, which includes the following steps:
determining that a brake pedal is stepped on;
acquiring current working condition information of a vehicle;
determining that the ABS system is active;
and opening a regulating valve, and setting the opening degree of the regulating valve according to the working condition of the vehicle so that the brake oil of a hydraulic regulating unit can flow into an oil cavity of a brake master cylinder through the regulating valve and act on a piston of the brake master cylinder, wherein the hydraulic regulating unit is used for supplying the brake oil to a brake wheel cylinder.
As an alternative to the pedal sensing control method, in acquiring the current operating condition information of the vehicle, the pedal sensing control method further includes:
the working condition is a first working condition, a second working condition or a third working condition;
if the vehicle is in the first working condition, setting the opening degree of the regulating valve to be a first opening degree;
if the vehicle is in the second working condition, setting the opening degree of the regulating valve to be a second opening degree;
if the vehicle is in the third working condition, the opening degree of the regulating valve is set to be a third opening degree, and the first opening degree, the second opening degree and the third opening degree are sequentially increased.
As an alternative to the pedal sensing transmission control method, in the first operating condition, the depressing acceleration of the brake pedal is not lower than a first set value; under the second working condition, the stepping acceleration of the brake pedal is not lower than a second set value, and under the third working condition, the stepping acceleration of the brake pedal is not lower than a third set value; the first set value, the second set value, and the third set value are sequentially increased.
As an alternative to the pedal sensing transmission control method, when the opening degree of the regulating valve is the first opening degree, the regulating valve is fully closed;
when the opening degree of the regulating valve is the second opening degree, the regulating valve is partially opened;
and when the opening degree of the regulating valve is the third opening degree, the regulating valve is fully opened.
In another aspect, a pedal feel transmission control system based on a brake system is provided, comprising:
a brake master cylinder;
a hydraulic pressure adjusting unit for supplying brake oil to a brake wheel cylinder;
the brake pedal is used for driving the piston in the brake master cylinder to move;
a regulating valve provided between the hydraulic pressure regulating unit and the master cylinder;
the information acquisition module is used for determining that a brake pedal is stepped on, determining that an ABS system is activated and determining the working condition of the vehicle;
and the control module is used for setting the opening of the regulating valve according to the determination result of the information acquisition module.
As an alternative to the pedal-sensing transmission control system, the regulating valve is a pressure reducing valve.
As an alternative to the pedal sensing transmission control system, the control module may set the opening degree of the regulating valve to a first opening degree when the information acquisition module determines that the brake pedal is depressed and the vehicle is in a first operating condition in which a depressing acceleration of the brake pedal is not lower than a first set value;
the control module can set the opening of the regulating valve to be a second opening when the information acquisition module determines that the brake pedal is stepped on and the vehicle is in a second working condition, and the stepping acceleration of the brake pedal is not lower than a second set value under the second working condition;
the control module can set the opening of the regulating valve to be a third opening when the information acquisition module determines that the brake pedal is stepped on and the vehicle is in a third working condition, and the stepping acceleration of the brake pedal is not lower than a third set value under the third working condition.
As an alternative to the pedal sense transmission control system, the pedal sense transmission control system further includes a pedal simulator connected with the master cylinder, and the regulator valve is provided between the pedal simulator and the hydraulic pressure regulating unit.
As an alternative to the pedal sense transmission control system, the pedal sense transmission control system further includes a normally closed valve provided between the pedal simulator and the master cylinder.
As an alternative to the pedal sense transmission control system, the pedal sense transmission control system further includes an isolation valve provided between the hydraulic pressure adjusting unit and the master cylinder, the isolation valve being opened after the vehicle is started.
Compared with the prior art, the invention has the beneficial effects that:
the invention discloses a pedal feeling transmission control method based on a brake system, which comprises the following steps: determining that a brake pedal is stepped on; acquiring current working condition information of a vehicle; determining that the ABS system is active; and opening the regulating valve, and setting the opening degree of the regulating valve according to the working condition of the vehicle so that the brake oil of the hydraulic regulating unit can flow into the oil cavity of the brake master cylinder through the regulating valve and act on the piston of the brake master cylinder, wherein the hydraulic regulating unit is used for supplying the brake oil to the brake wheel cylinder. After the ABS is activated, pressure fluctuation of the hydraulic adjusting unit can be transmitted to the brake master cylinder through the adjusting valve so as to feed back a bumpy pedal feeling to a driver, so that the driver can realize that the ABS function is activated, a potential danger is reminded, and meanwhile, the brake pressure is adjusted to avoid a collision risk; the treading hardness of the pedal can be adjusted according to the working condition of the vehicle, and the driving feeling is improved.
The invention discloses a pedal sensing transmission control system based on a brake system, which comprises a brake master cylinder, a hydraulic adjusting unit, a brake pedal, an adjusting valve, an information acquisition module and a control module, wherein the hydraulic adjusting unit is used for providing brake oil for a brake wheel cylinder; the brake pedal is used for driving the piston in the brake master cylinder to move; the regulating valve is arranged between the hydraulic regulating unit and the brake master cylinder; the information acquisition module is used for determining that a brake pedal is stepped on, determining that an ABS system is activated and determining the working condition of a vehicle; the control module is used for setting the opening of the regulating valve according to the determination result of the information acquisition module. After the ABS is activated, pressure fluctuation of the hydraulic adjusting unit can be transmitted to the brake master cylinder through the adjusting valve so as to feed back a bumpy pedal feeling to a driver, the driver can be aware that the ABS function is activated, potential danger is reminded, and meanwhile, the brake pressure is adjusted to avoid collision risk; the treading hardness of the pedal can be adjusted according to the working condition of the vehicle, and the driving feeling is improved.
Drawings
FIG. 1 is a flowchart of a pedal feel transmission control method based on a brake system according to embodiment 1 of the present invention;
FIG. 2 is a flowchart of a pedal feel transmission control method based on a brake system according to embodiment 2 of the present invention;
FIG. 3 is a block diagram of a pedal feel transmission control system based on a brake system according to embodiment 3 of the invention;
FIG. 4 is a hydraulic schematic diagram of a pedal sense transmission control system based on a brake system according to embodiment 3 of the present invention;
fig. 5 is a hydraulic schematic diagram of a pedal sense transmission control system based on a brake system according to embodiment 4 of the present invention.
Reference numerals:
1. a brake master cylinder; 2. a hydraulic pressure adjusting unit; 3. a brake pedal; 4. adjusting a valve; 5. an information acquisition module; 6. a control module; 7. a pedal simulator; 8. normally closing the valve; 9. a first solenoid valve; 10. a second solenoid valve.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
In the description of the present invention, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that are conventionally placed when the products of the present invention are used, and are used only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the devices or elements to be referred to must have specific orientations, be constructed in specific orientations, and operate, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed" and "connected" are to be interpreted broadly, e.g., as being either fixedly connected, detachably connected, or integrally connected; either mechanically or electrically. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
Example 1
As shown in fig. 1, the present embodiment is directed to providing a pedal feel transmission control method based on a brake system, including the steps of:
and S110, determining that the brake pedal is pressed down.
In prior art decoupled brake systems, the force applied by the driver on the brake pedal does not propagate to generate an actual braking force to the brake system, fluid is pushed from the master cylinder into the simulator circuit, and another mechanism provides the actual braking force. Such systems provide satisfactory braking performance, including anti-lock braking functionality (i.e., including ABS). However, this system isolates the driver's brake pedal from pulsation at the wheel cylinders, resulting in imperfect interaction between the driver and the brake system. And the feedback to the driver is insufficient aiming at different road conditions, if the driver can not feel the activation of the ABS system. When the brake pedal is pressed down, the driver actively brakes, and on the basis, the driver can only feel the pedal feeling of the brake pedal.
And S120, acquiring the current working condition information of the vehicle.
For ease of understanding, the three operating conditions are illustratively described as: the first operating mode is an energy saving mode (ECO mode), the second operating mode is a Normal mode (Normal mode), and the third operating mode is a Sport mode (Sport mode). Among these, in ECO mode, the driver generally prefers a softer brake pedal. In the Normal mode, the control system can learn the driving habits of the driver through self-learning for multiple times. In Sport mode, drivers generally prefer a more aggressive vehicle state.
And S130, determining that the ABS system is activated.
The ABS system activation comprises that a driver actively steps down a brake pedal to activate the ABS system and an ECU (Electronic Control Unit) of the vehicle automatically activates the ABS system, it can be understood that the Control system can obtain environment information of the vehicle body according to detection pieces such as a sensor arranged on the vehicle body and the like to further judge whether the vehicle is in a safe state, when the Control system judges that the vehicle body is about to collide, the brake system can be automatically controlled to brake, and the ABS system can be automatically activated. Specifically, whether the ABS system is on may be acquired by interacting with the vehicle ECU.
And S140, opening the regulating valve, and setting the opening degree of the regulating valve according to the working condition of the vehicle so that the brake oil of the hydraulic regulating unit can flow into the oil cavity of the brake master cylinder through the regulating valve and act on the piston of the brake master cylinder, wherein the hydraulic regulating unit is used for supplying the brake oil to the brake wheel cylinder.
When the brake pedal is stepped on and the ABS system is activated, the regulating valve is opened, because the ABS system needs to generate great pressure fluctuation in the hydraulic regulating unit, the pressure fluctuation can flow into an oil cavity of the brake main cylinder through the regulating valve and act on a piston of the brake main cylinder, the piston of the brake main cylinder is connected with the brake pedal, and the pressure fluctuation can be fed back to the brake pedal, so that a driver feels a frustrated pedal feeling, the driver can realize that the ABS function is activated, potential danger is reminded, and meanwhile, the brake pressure output by the hydraulic regulating unit is regulated to avoid collision risks. In addition, the treading hardness of the pedal can be adjusted according to the working condition of the vehicle, the driving feeling is improved, and the specific adjusting method is described in detail later.
Furthermore, the regulating valve can be controlled to be opened at different opening degrees according to different working conditions so as to control the strength of the pause feeling of the brake pedal, and for example, when the vehicle is in the first working condition, the regulating valve can be controlled to be opened at a smaller opening degree, so that a driver can feel the pause feeling of the brake pedal; when the vehicle is in the second working condition, the regulating valve can be controlled to be opened at a proper opening degree, so that the intensity of the pause and contusion is improved and the pause and contusion cannot be too strong compared with the first working condition; when the vehicle is in the third operating mode, steerable governing valve is opened with great aperture, for the second operating mode, has further promoted the intensity of feeling of setback, satisfies driver's aggressive driving habit.
The embodiment provides a pedal feel transfer control method based on a brake system, which comprises the steps of determining that a brake pedal is pressed down, determining that an ABS system is activated, opening a regulating valve, and setting the opening degree of the regulating valve according to the working condition of a vehicle, so that brake oil of a hydraulic pressure regulating unit can flow into an oil cavity of a brake main cylinder through the regulating valve and act on a piston of the brake main cylinder, wherein the hydraulic pressure regulating unit is used for supplying the brake oil to a brake wheel cylinder. After the ABS is activated, the pressure fluctuation of the hydraulic pressure adjusting unit can be transmitted to the brake master cylinder to feed back the bumped pedal feeling to a driver, so that the driver can realize that the ABS function is activated, the potential danger is reminded, and meanwhile, the brake pressure is adjusted to avoid the collision risk; the treading hardness of the pedal can be adjusted according to the working condition of the vehicle, and the driving feeling is improved.
Example 2
As shown in fig. 2, the present embodiment is to provide a pedal sensing transmission control method based on a brake system, and adds a new step on the basis of the above embodiments, and the method includes the following steps:
and S210, determining that the brake pedal is pressed down.
And S220, acquiring the current working condition information of the vehicle, wherein the working condition is a first working condition, a second working condition or a third working condition.
S230, if the vehicle is in a first working condition, setting the opening degree of the regulating valve as a first opening degree, and under the first working condition, enabling the stepping acceleration of the brake pedal to be not lower than a first set value; if the vehicle is in a second working condition, setting the opening degree of the regulating valve as a second opening degree, and under the second working condition, enabling the stepping acceleration of the brake pedal to be not lower than a second set value; and if the vehicle is in a third working condition, setting the opening degree of the regulating valve as a third opening degree, and under the third working condition, enabling the stepping acceleration of the brake pedal to be not lower than a third set value. The first opening degree, the second opening degree and the third opening degree are sequentially increased. The first set value, the second set value and the third set value are sequentially increased.
Specifically, in the first operating condition, the stepping acceleration of the brake pedal is not lower than the first set value and lower than the second set value. Under the second working condition, the stepping acceleration of the brake pedal is not lower than the second set value and lower than the third set value. The opening degree of the regulating valve under the first working condition is smaller than that under the second working condition, the opening degree of the regulating valve under the second working condition is smaller than that under the third working condition, and further the hardness of the brake pedal under the first working condition is smaller than that under the second working condition, and the hardness of the brake pedal under the second working condition is smaller than that under the third working condition, so that the hardness of the brake pedal is adjustable, and different driving habits of a driver are met. Preferably, when the opening degree of the regulating valve is the first opening degree, the regulating valve is fully closed to make the pedal feel soft; when the opening degree of the regulating valve is the second opening degree, the regulating valve is partially opened, so that the hardness of the brake pedal can be improved, and the hardness cannot be too high, so that comfortable pedal feeling is provided; when the opening degree of the regulating valve is the third opening degree, the regulating valve is fully opened, the hardness of a brake pedal is increased according to the requirements of a driver, and the driving feeling is improved.
And S240, determining that the ABS system is activated.
And S250, opening the regulating valve, and setting the opening degree of the regulating valve according to the working condition of the vehicle so that the brake oil of the hydraulic regulating unit can flow into the oil cavity of the brake master cylinder through the regulating valve and act on the piston of the brake master cylinder, wherein the hydraulic regulating unit is used for supplying the brake oil to the brake wheel cylinder.
The opening degree of the adjusting valve can be adjusted according to the three working conditions before the ABS system is activated, and can be adjusted again after the ABS system is activated.
On the basis of the above embodiment, the opening degree of the regulating valve can be set according to the working condition of the vehicle before the ABS system is activated, so that the hardness of the brake pedal can be adjusted, and different driving habits of a driver can be met.
It should be noted that in other embodiments, the number of operating conditions included in the operating condition information may also be set as needed.
Example 3
As shown in fig. 3, the present embodiment is directed to providing a brake system-based pedal feel transmission control system which can execute the brake system-based pedal feel transmission control method according to the above embodiment, specifically, the control system includes a master cylinder 1, a hydraulic pressure adjusting unit 2, a brake pedal 3, a regulating valve 4, an information acquiring module 5 and a control module 6, the hydraulic pressure adjusting unit 2 is used for supplying brake oil to a wheel cylinder; the brake pedal 3 is used for driving the piston in the brake master cylinder 1 to move; the regulating valve 4 is arranged between the hydraulic pressure regulating unit 2 and the master cylinder 1; the information acquisition module 5 is used for determining that the brake pedal 3 is stepped on, determining that an ABS system is activated and determining the working condition of the vehicle; the control module 6 is used for setting the opening degree of the regulating valve 4 according to the determination result of the information acquisition module 5.
After the ABS is activated, the pressure fluctuation of the hydraulic pressure adjusting unit 2 can be transmitted to the brake master cylinder 1 through the adjusting valve 4, so that the brake pedal 3 can feed back the interrupted pedal feeling to a driver, the driver can be aware that the ABS function is activated, and potential danger is reminded; the trampling hardness of the brake pedal 3 can be adjusted according to the working condition of the vehicle, and the driving feeling is improved. The ECU of the vehicle can judge the braking speed desired by the driver according to the stepping acceleration and the stepping depth of the brake pedal 3, and further adjust the braking pressure to avoid the collision risk.
Alternatively, the information obtaining module 5 may be implemented in software and/or hardware. For example, the information acquisition module 5 may be configured as a sensor or other detection element to detect whether the brake pedal 3 is depressed, and the depressed acceleration and the depressed depth, or to determine whether the brake pedal 3 is depressed by detecting the oil pressure of the vehicle brake system. The information acquisition module 5 may also interact with the ECU of the vehicle to obtain information whether the ABS system is active or not.
Alternatively, the control module 6 may be integrated into the ECU of the vehicle, facilitating information interaction.
Optionally, the regulating valve 4 is a pressure reducing valve. The pressure reducing valve can be used for transmitting pressure fluctuation in the hydraulic adjusting unit 2 to the brake master cylinder 1 through the adjusting valve 4 when the ABS is activated so as to feed back a sudden pedal feeling to a driver, and reducing the high fluctuation pressure of the hydraulic adjusting unit 2 to a certain range, so that the pressure fluctuation burden of the brake master cylinder 1 cannot be increased, and the service life is not influenced. Optionally, the pressure reducing valve is a normally closed pressure reducing valve, so that the pressure reducing valve can be kept closed without feeding back a pause feeling to a driver or adjusting the pedal feeling of the brake pedal 3, and the normal work of a brake system is not influenced.
Alternatively, the control module 6 can set the regulating valve 4 to be fully open or proportionally open when the information acquisition module 5 determines that the ABS system is active. After the ABS is activated, the control module 6 controls the regulating valve 4 to be opened so as to feed back the bumped pedal feeling to the driver and improve the driving safety. The opening degree of the regulating valve 4 can be adjusted according to driving requirements, the regulating valve can be selected to be completely opened, and the fluctuation pressure of the regulating valve 4 is large, so that the driver feels strong pause and frustration; it is also possible to select proportional opening, for example, to open the regulating valve 4 by 50%, so that the fluctuating pressure through the regulating valve 4 is reduced, and the feeling of jerk felt by the driver is also reduced.
The pedal feel transmission control system provided by the embodiment can also set the opening of the regulating valve 44 according to the working condition of the vehicle so as to regulate the pedal feel. As described in the embodiments above, a typical vehicle includes three operating conditions, which are illustratively described as: the first operating mode is an energy saving mode (ECO mode), the second operating mode is a Normal mode (Normal mode), and the third operating mode is a Sport mode (Sport mode).
Alternatively, the control module 6 may set the opening degree of the regulating valve 4 to a first opening degree when the information obtaining module 5 determines that the brake pedal 3 is depressed and the vehicle is in a first operating condition in which the depression acceleration of the brake pedal 3 is not lower than a first set value. When the vehicle is in the ECO mode, the driver usually prefers a softer brake pedal, and under this condition, the regulating valve 4 can be opened or closed at a smaller opening (i.e., the first opening) so that the pedal feel is soft and the driving feel is improved.
Alternatively, the control module 6 may set the opening degree of the regulating valve 4 to a second opening degree when the information obtaining module 5 determines that the brake pedal 3 is depressed and the vehicle is in a second operating condition where the depression acceleration of the brake pedal 3 is not lower than a second set value. When the vehicle is in a Normal mode, the control system learns the driving habits of a driver through self-learning for a plurality of times, and the hardness of the brake pedal 3 can be improved by opening the regulating valve 4 according to the proportion part (namely the second opening), but the hardness cannot be too high, so that comfortable pedal feeling is provided.
Alternatively, the control module 6 may set the opening degree of the regulating valve 4 to a third opening degree when the information obtaining module 5 determines that the brake pedal 3 is depressed and the vehicle is in a third operating condition where the depression acceleration of the brake pedal 3 is not lower than a third set value. When the vehicle is the Sport mode, the driver generally likes the brake pedal who is more aggressive, under this operating mode, can open governing valve 4 by a wide margin (third aperture promptly), increases brake pedal 3's hardness, promotes the driving impression.
Alternatively, as shown in fig. 4, the pedal sensing transmission control system further includes a pedal simulator 7, the pedal simulator 7 being connected to the master cylinder 1, and the regulator valve 4 being disposed between the pedal simulator 7 and the hydraulic pressure regulating unit 2. Specifically, the output end of the pedal simulator 7 is connected with the first cavity or the second cavity of the brake master cylinder 1, and the input end of the pedal simulator 7 is connected with the output end of the regulating valve 4, so that the pressure fluctuation of the hydraulic pressure regulating unit 2 can enter the pedal simulator 7 through the regulating valve 4, and then is transmitted to the brake master cylinder 1 by the pedal simulator 7, and finally is fed back to the brake pedal 3.
Optionally, the pedal sensing transmission control system further includes a normally-closed valve 8, and the normally-closed valve 8 is disposed between the pedal simulator 7 and the master cylinder 1. The normally closed valve 8 is a normally closed electromagnetic valve for automatic control.
Optionally, the pedal sensing transmission control system further includes an isolation valve provided between the hydraulic pressure adjusting unit 2 and the master cylinder 1, the isolation valve being opened after the vehicle starts. Specifically, the isolation valves are also electromagnetic valves, and the number of the isolation valves is two, and for convenience of description, the isolation valves are respectively marked as a first electromagnetic valve 9 and a second electromagnetic valve 10, the first cavity of the master cylinder 1 is connected with the hydraulic unit through the first electromagnetic valve 9, and the second cavity of the master cylinder 1 is connected with the hydraulic regulating unit 2 through the second electromagnetic valve 10. Preferably, the input of the regulating valve 4 is connected to the oil circuit between the first solenoid valve 9 or the second solenoid valve 10 and the hydraulic regulating unit 2, making the control system easier to implement.
Alternatively, the first solenoid valve 9 is configured to be de-energized and open when all the electric control means of the vehicle fail; and the second solenoid valve 10 is configured to be de-energized and opened when all the electric control devices of the vehicle fail. When all electric control devices of the vehicle fail (including vehicle power failure), the first electromagnetic valve 9 and the second electromagnetic valve 10 are powered off and opened immediately, so that the brake pedal 3 can still push the piston rod of the brake master cylinder 1, the generated hydraulic pressure enters the hydraulic pressure adjusting unit 2 through the first electromagnetic valve 9 and the second electromagnetic valve 10 to act on the brake wheel cylinder, and the vehicle still has braking capacity when the power failure occurs.
Optionally, the control module 6 is electrically connected to the information acquisition module 5, the pedal simulator 7, the regulating valve 4, the normally closed valve 8, the first solenoid valve 9 and the second solenoid valve 10, respectively.
When a driver steps on the brake pedal 3, the control module 6 controls the normally-closed valve 8 to be opened, the pressure in the brake master cylinder 1 is conducted to the pedal simulator 7 through the normally-closed valve 8, and the control module 6 controls the hydraulic pressure adjusting unit 2 to provide braking force to the four brake wheel cylinders according to the feedback result of the pedal simulator 7. After the ABS is activated, the control module 6 controls the regulating valve 4 to be opened, pressure fluctuation in the hydraulic regulating unit 2 is conducted to the pedal simulator 7 through the regulating valve 4, the pedal simulator 7 feeds back a bumpy pedal feeling to a driver, the driver is made aware that the ABS function is activated, potential danger is reminded, and meanwhile the brake pressure is adjusted to avoid collision risks.
Optionally, the information obtaining module 5 is electrically connected to the pedal simulator 7, and whether the brake pedal 3 is pressed down can also be obtained by collecting the state of the pedal simulator 7 through the information obtaining module 5, as long as the brake pedal 3 is pressed down, the fluid is pushed into the pedal simulator 7 through the brake master cylinder 1, the pedal simulator 7 acts, and the control module 6 collects the action information of the pedal simulator 7.
Optionally, the control module 6 is configured to control the regulator valve 4 to be fully opened, proportionally opened or closed as required by the value added function of the vehicle. In other value-added functions (VAF functions) of the vehicle, when the pedal feeling interaction with the driver is required, the regulator valve 4 may be controlled to be opened to regulate the pedal feeling of the brake pedal 3.
In addition, an algorithm engineer can flexibly develop a control algorithm to open the regulating valve 4 under a proper working condition, and a driver can feel the dynamic state of the brake system in real time through the feedback of the pedal simulator 7.
Example 4
As shown in fig. 5, the present embodiment is directed to providing a pedal sensing control system based on a braking system, and the pedal sensing control system of the present embodiment is different from embodiment 3 in that: the input end of the regulating valve 4 is connected to an oil path between the first solenoid valve 9 or the second solenoid valve 10 and the hydraulic pressure regulating unit 2, and the output end of the regulating valve 4 is connected to the first chamber or the second chamber of the master cylinder 1. Unlike embodiment 3, the regulating valve 4 is provided separately in this embodiment, and it is also possible to transmit the pressure fluctuation of the hydraulic pressure regulating unit 2 to the master cylinder 1 when the ABS is activated, and then feed back the bumped pedal feel to the driver, thus alerting the driver of a potential danger.
It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.
Claims (10)
1. A pedal sensing transmission control method based on a brake system is characterized by comprising the following steps:
determining that a brake pedal is stepped on;
acquiring current working condition information of a vehicle;
determining that the ABS system is active;
and opening a regulating valve, and setting the opening degree of the regulating valve according to the working condition of the vehicle so that the brake oil of a hydraulic regulating unit can flow into an oil cavity of a brake master cylinder through the regulating valve and act on a piston of the brake master cylinder, wherein the hydraulic regulating unit is used for supplying the brake oil to a brake wheel cylinder.
2. The pedal feel transmission control method according to claim 1, wherein in acquiring the current operating condition information of the vehicle, the pedal feel transmission control method further comprises:
the working condition is a first working condition, a second working condition or a third working condition;
if the vehicle is in the first working condition, setting the opening degree of the regulating valve to be a first opening degree;
if the vehicle is in the second working condition, setting the opening degree of the regulating valve to be a second opening degree;
if the vehicle is in the third working condition, the opening degree of the regulating valve is set to be a third opening degree, and the first opening degree, the second opening degree and the third opening degree are sequentially increased.
3. The pedal feel transmission control method according to claim 2, wherein in the first operating condition, a depressing acceleration of the brake pedal is not lower than a first set value; under the second working condition, the stepping acceleration of the brake pedal is not lower than a second set value, and under the third working condition, the stepping acceleration of the brake pedal is not lower than a third set value; the first set value, the second set value, and the third set value are sequentially increased.
4. The pedal feel transmission control method according to claim 3, wherein when the opening degree of the regulator valve is the first opening degree, the regulator valve is fully closed;
when the opening degree of the regulating valve is the second opening degree, the regulating valve is partially opened;
and when the opening degree of the regulating valve is the third opening degree, the regulating valve is fully opened.
5. A pedal feel transmission control system based on a braking system, comprising:
a brake master cylinder;
a hydraulic pressure adjusting unit for supplying brake oil to a brake wheel cylinder;
the brake pedal is used for driving the piston in the brake master cylinder to move;
a regulating valve provided between the hydraulic pressure regulating unit and the master cylinder;
the information acquisition module is used for determining that a brake pedal is stepped on, determining that an ABS system is activated and determining the working condition of the vehicle;
and the control module is used for setting the opening of the regulating valve according to the determination result of the information acquisition module.
6. The pedal feel delivery control system of claim 5 wherein the regulator valve is a pressure relief valve.
7. The pedal feel transmission control system according to claim 5 or 6, wherein the control module is capable of setting the opening degree of the regulator valve to a first opening degree when the information acquisition module determines that the brake pedal is depressed and the vehicle is in a first operating condition in which a depression acceleration of the brake pedal is not lower than a first set value;
the control module can set the opening of the regulating valve to be a second opening when the information acquisition module determines that the brake pedal is stepped on and the vehicle is in a second working condition, and the stepping acceleration of the brake pedal is not lower than a second set value under the second working condition;
the control module can set the opening of the regulating valve to be a third opening when the information acquisition module determines that the brake pedal is stepped on and the vehicle is in a third working condition, and the stepping acceleration of the brake pedal is not lower than a third set value under the third working condition.
8. The pedal feel transmission control system according to claim 5 or 6, further comprising a pedal simulator connected with the master cylinder, the regulator valve being provided between the pedal simulator and the hydraulic pressure regulating unit.
9. The pedal feel delivery control system of claim 8 further including a normally closed valve disposed between the pedal simulator and the master cylinder.
10. The pedal feel transmission control system according to claim 5 or 6, further comprising an isolation valve provided between the hydraulic pressure adjusting unit and the master cylinder, the isolation valve being opened after the vehicle starts.
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| CN114655176A (en) * | 2022-02-28 | 2022-06-24 | 菲格智能科技有限公司 | Pedal feedback simulation method and pedal feedback simulation system |
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