CN113276818B - Cable type double-EPB system and redundancy safety control method - Google Patents

Cable type double-EPB system and redundancy safety control method Download PDF

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CN113276818B
CN113276818B CN202110578777.6A CN202110578777A CN113276818B CN 113276818 B CN113276818 B CN 113276818B CN 202110578777 A CN202110578777 A CN 202110578777A CN 113276818 B CN113276818 B CN 113276818B
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epb
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relay controller
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CN113276818A (en
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王洪亮
皮大伟
谢伯元
王显会
王尔烈
郭春港
顾治平
陈朝东
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Nanjing University of Science and Technology
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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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • 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
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/04—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting mechanically
    • B60T11/046—Using cables
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Abstract

The invention belongs to the field of vehicle parking braking, and particularly relates to a stay cable type double-EPB system and a redundant safety control method. The two sets of EPB systems are symmetrically arranged on two sides of an automobile chassis and independently provide parking force for rear wheels on corresponding sides; the two sets of EPB systems are connected with the CAN bus through the relay controller, and the relay controller fuses and broadcasts state information of the two sets of EPB systems to the whole vehicle, so that communication interference cannot be generated between the two sets of EPB systems. The dragline type double-EPB system solves the problem that a single EPB cannot provide enough parking braking force for a vehicle type with large tonnage and full quality, the communication framework can ensure safe and reliable information interaction and feedback isolation between the EPB and the whole vehicle, and the redundancy safety control method can ensure that when the EPB on one side fails, the EPB on the other side can also provide enough braking force to ensure the safety of the vehicle.

Description

Stay cable type double-EPB system and redundancy safety control method
Technical Field
The invention belongs to the field of vehicle parking braking, and particularly relates to a stay cable type double-EPB system and a redundancy safety control method.
Background
The single-inhaul EPB on the market is widely applied, but the maximum tension of the single-inhaul EPB is limited, the maximum tension is generally less than 2000N, the single-inhaul EPB is only suitable for vehicle types with the service quality of about 3 tons such as large SUV (sports utility vehicles) and small microbar (such as Toyota sea lion and Benzont), and when the service quality approaches 4 tons, the limit slope-parking capacity of the single-inhaul EPB cannot meet the requirement of GB 7258 on the parking brake rate of 20%.
The single-stay-cable EPB actuating mechanism is usually arranged on one side of the whole vehicle, the force of the main stay cable is divided into two parts by the two auxiliary stay cables to brake wheels on two sides, but the two auxiliary stay cables are different in length in the actual process, so that the difference between the braking force and the braking action time of the wheels on two sides is caused. Particularly, when the tonnage of the vehicle is increased, the difference of the braking performance of the left wheel and the right wheel is more obvious.
In addition, because the current EPB obtains the state of the whole vehicle based on the CAN network communication of the vehicle to determine whether to respond to the command of a driver or an intelligent domain, the EPB has a stable communication network, good communication capability and an information feedback function on the premise of normal work. The general single EPB communication network principle is shown in fig. 1: the whole vehicle gateway, the EPB and the diagnosis interface OBD are connected by a CAN bus, and all nodes on the whole vehicle gateway, the EPB and the diagnosis interface OBD CAN communicate with each other. The whole vehicle gateway sends certain information (such as vehicle speed, service brake state, vehicle inclination angle and the like) required by the EPB to the EPB, and meanwhile, the EPB feeds back the action and working state of the EPB and whether the EPB is in fault or not to the gateway in a CAN mode and broadcasts the information. This provides the possibility of designing a controller that can perform information fusion.
Furthermore, most of the electronic parking brake systems on the market currently only have one set of actuating mechanism, and since the automobiles are often in quite complicated environments, including severe weather and frequent electromagnetic interference, the system is likely to be abnormal. And once the EPB fails, the whole vehicle loses the parking braking capability. If the vehicle runs on a flat road, the vehicle may slide or bump on the slope with a certain gradient, and the result is not obvious.
Disclosure of Invention
The invention aims to provide a guyed double-EPB system and a redundant safety control algorithm, the system can easily increase parking braking force, and meanwhile, as the communication network architecture of the EPB part is redesigned, not only is the normal information interaction between the EPB and the whole vehicle ensured, but also the communication isolation of two sets of EPBs and the fusion of feedback information are realized, so that the safety and the stability of the communication network of the EPB are improved; in addition, a safety redundancy control algorithm is designed, when the EPB on one side fails, the algorithm can enable the other side to output larger parking braking force, and the safety of the vehicle is guaranteed.
The technical solution for realizing the purpose of the invention is as follows: a guy cable type double-EPB system comprises two sets of EPB systems, wherein the two sets of EPB systems are symmetrically arranged on two sides of an automobile chassis and independently provide parking force for rear wheels on corresponding sides;
the two sets of EPB systems are connected with the CAN bus through the relay controller, and the relay controller fuses and broadcasts state information of the two sets of EPB systems to the whole vehicle, so that communication interference cannot be generated between the two sets of EPB systems.
Furthermore, each set of EPB system comprises an EPB parking brake, a main cable, a lever mechanism and an auxiliary cable;
the EPB parking brake is connected with a lever mechanism through a main cable, and the lever mechanism is connected with a rear wheel brake through an auxiliary cable; EPB controllers of the two sets of EPB systems are connected with the P switch, the two EPB controllers are respectively connected with the relay controller through a second CAN bus and a third CAN bus, and the relay controller is connected with the CAN bus through a first CAN bus.
Furthermore, an indicator light is arranged on the P switch and is controlled by an electric signal, and the on and off states of the indicator light correspond to the two states of the EPB controller.
Furthermore, the relay controller directly forwards the information of the CAN bus to each EPB controller, and simultaneously, in order to avoid confusion possibly caused by two EPB feedback messages, the relay controller performs information fusion on the two EPB controllers, only one repeated data is reserved, and different data is fed back to one of the EPB controllers according to logic setting; when the feedback information is fused, the relay controller sends a corresponding electric signal to the indicating lamp of the P switch according to the working state of the EPB, so that the feedback to the driver is realized.
When the relay controller finds that one side of the guyed double-EPB system has a fault by reading the feedback information, the redundant safety control is activated;
since the relationship between ramp angle and output force is calibrated within the EPB controller, if the angle is at [ - θ ] 0max ,θ 0max ]In accordance with θ 0 * ＝arcsin(2sinθ 0 ) Obtaining a virtual rampAngle theta 0 * At this time, the slope angle signal is θ 0 The virtual slope angle processed by the relay controller is theta 0 * The value is input into the normal EPB controller on the other side, so that greater parking force can be generated, and the safety of the vehicle is ensured; if the angle is not within the range, the theta is directly output 0 * ＝θ max ，
Figure BDA0003085262590000031
μ s The maximum static friction factor of the ramp is H, the height of the center of mass, theta is the ramp angle, and a and b are the distances from the center of mass to the front shaft and the rear shaft respectively.
Compared with the prior art, the invention has the remarkable advantages that:
1. the braking effect is enhanced: the method is characterized in that 1 dragline type EPB parking brake is added on the basis of the original 1 dragline type EPB parking brake, and the braking force of a single wheel is enhanced by applying the parking braking force to one wheel through two sets of EPBs respectively. The problem of single cable EPB braking force is not enough when vehicle weight increases is solved.
2. The new communication structure is as follows: the communication between the whole vehicle and the double EPBs and the integration of EPB feedback information are realized simultaneously by adding a relay controller; the control of the dual EPBs can be achieved by one P-switch.
3. The relay controller software in the system can realize the functions of comprehensive judgment of the parking state and subdivision of EPB fault information on two sides, and has the capability of integrating the EPB information on the two sides; and the relay controller can feed back the system state to an indicator lamp of the P switch after reading the system state, so that a driver can more intuitively acquire parking state information.
4. Redundant safety functions: if one side EPB system breaks down, the other side EPB system can provide larger parking force according to a control algorithm, and the system safety and the robustness to the faults are improved.
Versatility and interchangeability of EPB products: the two EPB systems of this stay cord formula, the left and right sides can use the same EPB product to have interchangeability, provide very big convenience for product development and part loading.
Drawings
FIG. 1 shows a prior art single EPB communication network architecture.
FIG. 2 is a schematic diagram of the layout of the stay cable type dual EPB system of the present invention.
FIG. 3 is a schematic diagram of a dual EPB communication architecture according to the present invention.
Figure 4 force analysis diagram of the present invention.
FIG. 5 is a flow chart of the redundant safety control of the present invention.
Description of the reference numerals:
1-EPBI, 2-main cable I, 3-lever mechanism I, 4-auxiliary cable I, 5-EPBI, 6-main cable II, 7-lever mechanism II, 8-auxiliary cable II, 9-relay controller and 10-P switch.
Detailed Description
The following describes the stay cable type dual EPB system and the redundant safety control method with reference to the drawings.
Aiming at the problem of insufficient parking force, the system uses two sets of EPB actuating mechanisms, an EPB1 directly acts on 1 rear wheel brake through 1 set of main stay cable and a lever mechanism, the EPB2 structure is the same, and the output force of a single auxiliary stay cable is equal to the input force of the main stay cable; assuming a lever ratio of 1, regardless of efficiency losses, if the maximum input force of the EPB1 is 2000N, then the input force to the wheel end brake cable is 2000N; a doubled parking force boost is obtained compared to a single EPB.
The invention designs the communication architecture of the guyed double EPB system; the communication of the scheme includes electrical signals and CAN communication. Electric signal part: the 1P switch simultaneously controls two EPB actuating mechanisms, and the integrated parking brake state is fed back to an indicator lamp of the P switch by a relay controller; CAN communication: the basic communication of the EPBs is kept unchanged, the relay controller is arranged at the forefront end of the two sets of EPBs, so that communication interference cannot be generated between the two sets of EPBs, and the software design of the relay controller can fuse and broadcast the two pieces of EPB state information to the whole vehicle so as to feed back the working state of the parking system and whether a fault exists or not, so that the integration of feedback information is realized.
Aiming at the problem that the original parking brake system has poor robustness to faults, a redundant safety control algorithm is provided, and a specific derivation process is provided; the EPB actuating mechanism calculates the required minimum braking force according to the inclination angle of the vehicle body, and generally, in order to reduce the load of a controller, the inclination angle and the output force are calibrated before leaving a factory; when the EPB is started, the controller can generate a corresponding inhaul cable pulling force only by feeding an inclination angle signal; when one side of the system fails, the relay controller will increase the input angle and the other side will generate a force value close to the required braking force in order to continue to meet the parking force demand.
As shown in fig. 2, the actuators of the cable-type dual EPB system are symmetrically arranged on both sides of the chassis of the entire vehicle and individually provide parking braking force for the corresponding rear wheels.
As shown in fig. 3, two sets of EPB parking brake communication are achieved by adding a relay controller. When the EPB works normally, the CAN bus periodically sends state message information of the whole vehicle, such as ramp angle, wheel speed and the like, and the EPB controller receives the information, performs comprehensive judgment and then sends a corresponding instruction to an actuating mechanism; meanwhile, the EPB controller CAN periodically feed back the working state of the EPB controller and the information of whether the EPB controller is in fault or not to the CAN bus for reference of other systems on the vehicle. In addition, in order to make the driver more intuitively acquire the current state (pull-up or release) of the EPB, an indicator lamp is often arranged on an EPB manual switch-P switch, and the indicator lamp is usually controlled by an electric signal, and the on and off states of the indicator lamp correspond to the two states of the EPB. The inhaul type double-EPB system is characterized in that a relay controller is added in front of the EPB controllers, information of a CAN bus CAN be directly forwarded to each EPB controller, meanwhile, in order to avoid confusion possibly caused by two EPB feedback messages, the relay controller performs information fusion on the two EPB controllers, namely only one repeated data is reserved, and different data are fed back to one data according to logic setting. In addition, when the feedback information is fused, the relay controller can also send a corresponding electric signal to the indicator light of the P switch according to the working state of the EPB, so that the feedback to the driver is realized.
As shown in fig. 4, the force of the automobile standing on the slope is analyzed and the following two reasonable assumptions are made:
(1) Assuming that the braking forces provided by the two EPBs to the corresponding side rear wheels are equal under normal conditions;
(2) Assuming that the ratio of the EPB cable tension to the tangential force before the wheels and the ground is 1;
each force takes a moment to the point A, and is balanced according to the moment
∑M (A) ＝mgH sinθ+mga cosθ-F Nr (a+b)＝0 (1)
Wherein m is the whole vehicle service mass, g is the gravity acceleration, H is the height of the mass center, theta is the slope angle, a and b are the distances from the mass center to the front axle and the rear axle respectively, and F Nr The ground vertical force to which the rear axle is subjected.
Balanced by forces in the direction of the ramp
F b ＝mg sinθ (2)
Suppose the maximum static friction factor of the ramp is mu s I.e. by
Figure BDA0003085262590000051
From the formulae (1) to (3)
Figure BDA0003085262590000052
For ordinary rear-drive vehicles, theta max Generally not exceeding 40deg.
When one side of the double EPB system fails, the parking force is provided by the other side, and if the parking action is performed only by the slope angle signal provided by the CAN bus, the situation that the parking force is insufficient is likely to occur. The relay controller is required to process the signal. Suppose the slope angle signal is theta at this time 0 The slope angle processed by the relay controller is theta 0 * Then according to the calibration, the normal side EPB cable force F bi At least is (for safety)For the sake of simplicity the nominal force value is always greater than the required value):
Figure BDA0003085262590000053
is obtained by the formula (5)
θ 0 * ＝arcsin(2sinθ 0 ) (6)
Combined formula (4)
Figure BDA0003085262590000061
Order to
Figure BDA0003085262590000062
The expression (7) means that when the actual gradient is larger than θ 0max In time, no matter how much pulling force is generated by the single-side EPB, the vehicle cannot be kept still. Therefore, the controller is only in [ -theta ] 0max ,θ 0max ]Discussed in the following.
The working process of the stay rope type double EPB system is as follows:
the system is symmetrically arranged on two sides of a chassis of the automobile and independently provides parking force for rear wheels on the corresponding sides. When the EPB normally works, the CAN bus sends all information required by the EPB, the relay controller (9) forwards the information to the EPB1 (1) and the EPB2 (5), simultaneously integrates feedback information of the EPB and the EPB2, keeps the same data, selects different data according to logic judgment of some columns, and finally integrates the different data into a frame message, wherein the message comprehensively reflects state information of two sets of EPBs. When information is integrated, the relay controller also feeds back the working states of the two sets of EPBs to the indicator lamp on the P switch in an electric signal mode, so that a driver can more intuitively acquire the working state of the parking system.
As shown in fig. 5, when the relay controller finds out that one side of the inhaul twin EPB system has a failure by reading the feedback information, the redundant safety control is activated. Since the relationship between ramp angle and output force is calibrated within the EPB controller, if the angle is at [ - θ ] 0max ,θ 0max ]In the method, a virtual slope angle theta is obtained according to the formula (6) 0 * The value is input into the normal EPB controller on the other side, so that greater parking force can be generated, and the safety of the vehicle is ensured. If not, directly outputting theta 0 * ＝θ max 。

Claims (1)

1. A redundant safety control method of a double-EPB system is characterized in that the double-EPB system comprises two sets of EPB systems, the two sets of EPB systems are symmetrically arranged on two sides of an automobile chassis and independently provide parking force for rear wheels on corresponding sides; the two sets of EPB systems are connected with the main CAN bus through the relay controller, and the relay controller fuses and broadcasts the state information of the two sets of EPB systems to the whole vehicle, so that communication interference between the two sets of EPB systems cannot be generated; each set of EPB system comprises an EPB parking brake, a main cable, a lever mechanism and an auxiliary cable; the EPB parking brake is connected with a lever mechanism through a main cable, and the lever mechanism is connected with a rear wheel brake through an auxiliary cable; EPB controllers of the two sets of EPB systems are connected with the P switch, the two EPB controllers are respectively connected with the relay controller through a second CAN bus and a third CAN bus, and the relay controller is connected with the main CAN bus through a first CAN bus; the P switch is provided with an indicator light which is controlled by an electric signal, and the on and off states of the indicator light correspond to the two states of the EPB controller; the relay controller directly forwards the information of the main CAN bus to each EPB controller, and simultaneously, in order to avoid possible confusion caused by two EPB feedback messages, the relay controller performs information fusion on the two EPB controllers, only one repeated data is reserved, and different data is fed back to one data according to logic setting; when the feedback information is fused, the relay controller sends a corresponding electric signal to an indicator light of the P switch according to the working state of the EPB, so that the feedback to a driver is realized;
when the relay controller finds that one side of the guyed double-EPB system fails by reading the feedback information, the redundant safety control is activated;
since the relationship between ramp angle and output force is calibrated within the EPB controller, if the actual ramp angle is at [ - θ ] 0max ,θ 0max ]According to theta 0 * ＝arcsin(2sinθ 0 ) Obtaining a virtual slope angle theta 0 * The slope angle signal at this time is the actual slope angle theta 0 The virtual slope angle processed by the relay controller is theta 0 * The value of theta 0 * The EPB controller is input into a normal EPB controller on the other side, so that a larger parking force can be generated, and the safety of the vehicle is ensured; if the actual ramp angle is not in-theta 0max ,θ 0max ]In the interior, the virtual slope angle theta is directly output 0 * ＝θ max ，
Figure FDA0003810047860000011
μ s The maximum static friction factor of the ramp is H, the height of the center of mass, theta is the ramp angle, and a and b are the distances from the center of mass to the front shaft and the rear shaft respectively.
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KR101351347B1 (en) * 2012-05-25 2014-01-15 주식회사 만도 Electronic parking brake system and fault display method of parking brake switch the same
KR101817520B1 (en) * 2013-05-02 2018-01-11 주식회사 만도 Electronic Parking Brake system
CN103419765B (en) * 2013-08-30 2015-11-18 长城汽车股份有限公司 Vehicle and the automatic parking system for vehicle
CN104417511A (en) * 2013-09-11 2015-03-18 上海荣乐汽车电子有限公司 Electronic parking braking system
CN110203189A (en) * 2019-05-05 2019-09-06 万向钱潮股份有限公司 A kind of electrically driven (operated) commercial vehicle electronic parking system

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