CN210284188U - Control system for motor car service braking safety based on parking brake hoister - Google Patents
Control system for motor car service braking safety based on parking brake hoister Download PDFInfo
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- CN210284188U CN210284188U CN201822248892.3U CN201822248892U CN210284188U CN 210284188 U CN210284188 U CN 210284188U CN 201822248892 U CN201822248892 U CN 201822248892U CN 210284188 U CN210284188 U CN 210284188U
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Abstract
The utility model discloses a control system based on parking braking lifting machine motor car service braking safety, the system includes braking system the control unit, contains parking braking function the control unit and electron parking actuating mechanism. The parking brake function control unit is connected with the electronic parking actuating mechanism and outputs a parking driving signal to the electronic parking actuating mechanism, and an acceleration sensor can be arranged in the parking brake function control unit. The brake system control unit or the parking brake function control unit is connected with a brake related sensor assembly, and the sensor assembly comprises a part or all of a brake pedal stroke sensor, a brake master cylinder pressure sensor, a brake lamp signal, a wheel speed signal sensor and a wheel cylinder pressure sensor. The utility model discloses possess parking braking function's control system, the control unit passes through the algorithm and judges driver's braking demand, and when judging that braking system is in service brake inefficacy or performance decay, automatically implements auxiliary brake, can promote the security performance that promotes whole car braking under service brake operating mode.
Description
Technical Field
The utility model relates to a motor vehicle braking system field.
Background
With the popularization of motor vehicles, traffic accidents also show a remarkable rising trend, and thus traffic safety is also receiving more and more extensive attention.
From a technical point of view, the braking system of a motor vehicle is an important factor in the driving safety of the vehicle. In the technical field of manufacturing of motor vehicle brake systems, a control system with a parking brake function is more and more favored by automobile manufacturers and drivers, and an auxiliary brake function of the system can still provide effective deceleration for a vehicle when service braking fails, so that safety guarantee is provided for the driver. The emergency condition of the service braking process is that a driver steps on a brake pedal, and the braking deceleration can not meet the braking intensity requirement of the driver due to a vacuum booster component or a braking pipeline, so that the safety risk is caused.
For a vehicle equipped with a control system with a parking brake function, when the vehicle is in the auxiliary brake working condition, a driver can actively pull up a parking brake switch to trigger the auxiliary brake function, so that the practical performance of the auxiliary brake function is greatly limited by comprehensive factors such as subjective judgment, reaction time, driving skill and the like of the driver. At present, a control system and a method which can be applied to improving the braking safety of a motor vehicle are lacked, and in addition, the problem of potential safety hazard exists in the current braking system for avoiding that the vehicle cannot reach the target braking deceleration due to the failure of a vacuum booster component or a brake pipeline.
SUMMERY OF THE UTILITY MODEL
The utility model aims to solve the technical problem that realize one kind and can promote the braking operating mode of driving, promote the control method of whole car braking security performance.
In order to realize the purpose, the utility model discloses a technical scheme be: a control system for improving the safety of motor vehicle service braking based on parking braking comprises a braking system control unit, a parking braking function control unit and an electronic parking executing mechanism. The parking brake function control unit is connected with the electronic parking actuating mechanism and outputs a parking driving signal to the electronic parking actuating mechanism, and an acceleration sensor can be arranged in the parking brake function control unit. The brake system control unit or the parking brake function control unit is connected with a brake related sensor assembly, and the sensor assembly comprises a part or all of a brake pedal stroke sensor, a brake master cylinder pressure sensor, a brake lamp signal, a wheel speed signal sensor and a wheel cylinder pressure sensor.
The sensor assembly is connected with the brake system control unit through a hard wire or connected with the brake system control unit through a vehicle body network bus. The sensor assembly comprises a parking brake function control unit through hard wire connection or comprises the parking brake function control unit through vehicle body network bus connection.
The system can also be provided with an automatic driving control unit which can send out signals required by the calculation of the braking demand of a driver. The automatic driving control unit is connected with a vehicle body network bus, and the parking braking function control unit and the braking system control unit acquire an automatic driving control signal through the vehicle body network bus.
Control system based on parking braking lifting machine motor car service braking safety's control method contains parking braking function control unit and judges driver braking demand (or autopilot control unit braking demand) through the algorithm, and when judging that braking system is in service braking inefficacy or performance decay, implements auxiliary braking automatically, can promote the security performance that promotes whole car braking under service braking operating mode.
Drawings
The following is a brief description of the contents expressed by each figure in the specification of the present invention:
FIG. 1 is a block diagram of a control system for improving the service braking safety of a motor vehicle based on parking braking;
FIG. 2 is a flow chart of a control method for improving the safety of service braking of a motor vehicle based on parking braking;
FIG. 3 is a graphical representation of the relationship between brake pedal travel and vehicle deceleration under normal vacuum and no vacuum conditions.
Detailed Description
The following description of the embodiments with reference to the drawings is provided to explain the embodiments of the present invention in further detail, such as the shapes and structures of the components, the mutual positions and connection relationships among the components, the functions and working principles of the components, the manufacturing process, and the operation and use method, etc., so as to help those skilled in the art to understand the concept and technical solutions of the present invention more completely, accurately and deeply.
The parking brake control system for improving the service brake safety of the motor vehicle can be applied to the motor vehicle, but is not limited to the traditional fuel automobile, the hybrid electric automobile and the pure electric automobile. As shown in fig. 1, a parking brake function control unit (hereinafter abbreviated as ECU) is included to obtain information such as a brake pedal stroke signal or a brake master cylinder pressure signal of a vehicle in real time or a brake demand signal, a brake lamp signal (optional), a vehicle wheel speed, a brake wheel cylinder end pressure signal and the like of an automatic driving control unit, and the ECU CAN also be directly connected with each sensor unit to obtain the signals through a hard wire besides a vehicle body CAN or other network buses.
The control unit including the parking brake function includes, but is not limited to, an Electronic Parking Brake (EPB), an integrated Electronic Parking Brake (EPBi), and a brake-by-wire system (WCBS). The ECU analyzes, processes and judges the obtained vehicle data according to the system function logic, and further implements a safety strategy, more specifically: when the potential safety hazard is generated due to failure or performance attenuation of service braking, the ECU automatically implements auxiliary braking according to the braking requirement of a driver (or the braking requirement of an automatic driving control unit).
The parking brake control system comprises a parking brake function control unit ECU and an electronic parking actuating mechanism which are connected; the ECU may include an acceleration sensor; the ECU is connected with a CAN or other network buses of the vehicle body; the brake pedal travel signal sensor or the brake master cylinder pressure signal sensor, the brake lamp signal (optional), the wheel speed signal sensor or the brake wheel cylinder pressure signal sensor is connected with the vehicle body CAN or other network buses through the brake system control unit; the automatic driving control unit is connected with a vehicle body CAN or other network buses. The brake system control unit and the ECU containing the parking brake function control unit can be the same control unit, and according to the scheme, a brake pedal stroke signal or a brake master cylinder pressure signal, a brake lamp signal (optional), a vehicle wheel speed signal or a brake wheel cylinder pressure signal of the vehicle can be obtained by directly connecting the ECU with each sensor module through a hard wire. The technical scheme has the following advantages:
(1) the safety performance is improved. When the conventional brake fails or the performance is attenuated, effective deceleration can be provided, and safety accidents are avoided.
(2) Convenience. The deceleration is monitored in real time, the auxiliary braking is actively involved, and the driver is not required to operate a switch of the electronic braking system.
As shown in FIG. 2, based on the above system, the parking brake control method for improving the service brake safety of the motor vehicle comprises the following steps:
the ECU analyzes, processes and judges the obtained vehicle data according to the system function logic, and further implements a safety strategy, more specifically: when the potential safety hazard is generated due to failure or performance attenuation of service braking, the ECU automatically implements auxiliary braking according to the braking requirement of a driver (or the braking requirement of an automatic driving control unit).
In order to realize the utility model purpose the same with above-mentioned technical scheme, the utility model provides a be applied to above implementation auxiliary brake technical scheme: the ECU executes automatic auxiliary braking according to the braking intensity requirement of a driver; or dividing the area according to the braking intensity requirement of the driver, and further determining to implement the automatic auxiliary braking corresponding to the braking intensity according to the divided area.
In order to realize the utility model purpose the same with above-mentioned technical scheme, the utility model discloses also provide and be applied to above the technical scheme of judgement service brake inefficacy or performance decay, ECU obtains vehicle brake pedal stroke or brake master cylinder pressure or autopilot control unit braking demand signal and vehicle speed information in real time, calculates the decision-making, including but not limited to following four kinds of embodiments:
the method comprises the following steps that 1, whether automatic auxiliary braking is implemented or not is judged based on the characteristic relation between the travel of a brake pedal and the deceleration (or the end pressure of a brake wheel cylinder) of the whole vehicle;
scheme 2, judging whether to implement automatic auxiliary braking or not based on the characteristic relation between the pressure of the brake master cylinder and the deceleration of the whole vehicle (or the pressure at the end of a brake wheel cylinder);
and (3) integrating the characteristic relationship between the travel of the brake pedal and the deceleration of the whole vehicle (or the end pressure of the brake wheel cylinder) and the characteristic relationship between the pressure of the brake master cylinder and the deceleration of the whole vehicle (or the end pressure of the brake wheel cylinder), and judging whether to implement automatic auxiliary braking.
And 4, judging whether to implement automatic auxiliary braking or not based on the relation between the braking demand of the automatic driving control unit and the deceleration (or the pressure at the end of the brake wheel cylinder).
In addition, the parking brake function control unit is included to provide a redundant confirmation of the driver braking request (or autopilot control unit braking request) of any of the above scenarios if a brake light signal is available in real time.
In case of the scheme 4, specifically, the ECU determines that the actual braking deceleration of the vehicle is lower than the braking demand of the automatic driving control unit when the current braking demand of the automatic driving control unit is determined, and the difference value reaches or exceeds the threshold value athresholdAnd the system assists in braking intervention, the actual braking deceleration of the vehicle CAN be obtained by calculating an ECU acceleration sensor signal or a vehicle CAN bus wheel speed signal, and the threshold value is set according to a performance matching result.
The following describes scheme 1, scheme 2 and scheme 3. Scheme 1 is specifically illustrated below:
a) validity checking of brake pedal travel and vehicle wheel speed signals
The ECU controls the brake pedal stroke and the whole vehicle according to the normal vacuum degree and the vacuum-free curveCharacteristic curve of deceleration, taking current brake pedal travel TcurrentLower maximum braking deceleration difference aintervalAnd TcurrentThe difference value a between the actual braking deceleration of the lower vehicle and the deceleration of the normal vacuum degree characteristic curvegapChecking if agapComparison aintervalReaches or exceeds a threshold value KthresholdI.e. the acquisition signal is judged to be invalid. The threshold value KthersholdAnd setting the characteristic curve of the travel of the brake pedal and the deceleration of the whole vehicle according to the performance matching result.
b) And under the current brake pedal stroke change rate, the driver assists in judging the braking demand.
The ECU judges that the stroke change rate of the current brake pedal reaches or exceeds a threshold value KrationAllowing auxiliary braking intervention, said threshold KrationAnd setting the characteristic curve of the travel of the brake pedal and the deceleration of the whole vehicle according to the performance matching result.
c) Current brake pedal travel TcurrentThe system assists in brake intervention enabling determination.
ECU judges the current brake pedal travel TcurrentReaching or exceeding the pedal travel threshold TThresholdEnabling auxiliary brake intervention judgment, the threshold value TthersholdAnd setting the characteristic curve of the travel of the brake pedal and the deceleration of the whole vehicle according to the performance matching result.
d) Current brake pedal travel TcurrentThe system assists in brake intervention validation.
ECU judges the current brake pedal travel TcurrentThe actual braking deceleration of the vehicle is lower than the deceleration obtained by the characteristic curve of the brake pedal travel and the deceleration of the whole vehicle, and the difference value reaches or exceeds a threshold value athreshold(ii) a The actual braking deceleration of the vehicle CAN be calculated by ECU acceleration sensor signals or vehicle CAN bus wheel speed signals, and the threshold value athersholdAnd setting the characteristic curve of the travel of the brake pedal and the deceleration of the whole vehicle according to the performance matching result.
The vehicle deceleration signal in the scheme 1 can be obtained by calculating a vehicle wheel speed signal, or obtained by a built-in acceleration sensor of the ECU, or obtained by calculating the pressure at the brake wheel cylinder end.
In the scheme 1, a, b and c are auxiliary judgment conditions, and the specific implementation can be selected and used according to actual requirements; the condition d is a confirmation condition of system function intervention; when the set conditions are met, the condition that the service brake fails or the performance is attenuated is judged, potential safety hazards appear, and the ECU automatically implements auxiliary braking.
The principle of the characteristic curve of the brake pedal stroke and the vehicle deceleration in the scheme 1 is as follows: under the standard atmospheric pressure environment, the boosting efficiency of the booster is determined, so that under the same brake pedal stroke input, the braking deceleration (or the pressure at the end of a brake wheel cylinder) of the vehicle is also determined; the characteristic curve of the brake pedal stroke and the vehicle deceleration can be obtained by matching the brake performance or by actual test, and fig. 3 is a graph illustrating the relationship curve of the brake pedal stroke and the vehicle deceleration under normal vacuum degree and no vacuum condition.
Scheme 2 is implemented by referring to the steps b, c and d in scheme 1, wherein the brake pedal stroke change rate in the step b needs to be changed into a brake master cylinder pressure change rate, and the current brake pedal stroke in the steps c and d needs to be changed into the current brake master cylinder pressure; in addition, the corresponding judgment threshold values in the steps b, c and d are also changed into the master cylinder pressure correspondingly.
Scheme 3 combines scheme 1 and scheme 2 to determine whether to implement automatic auxiliary braking.
The present invention has been described above with reference to the accompanying drawings, and it is obvious that the present invention is not limited by the above-mentioned manner, and various insubstantial improvements can be made without modification to the method and technical solution of the present invention, or the present invention can be directly applied to other occasions without modification, all within the scope of the present invention.
Claims (3)
1. The utility model provides a control system based on parking brake lifting motor car service brake safety which characterized in that: the system comprises a brake system control unit, a parking brake function control unit and an electronic parking actuating mechanism, wherein the parking brake function control unit is connected with the electronic parking actuating mechanism and outputs parking driving signals to the electronic parking actuating mechanism, an acceleration sensor can be arranged in the parking brake function control unit, the brake system control unit or the parking brake function control unit is connected with a brake related sensor assembly, and the sensor assembly comprises a brake pedal stroke sensor, a brake master cylinder pressure sensor, a brake lamp signal, a wheel speed signal sensor and a brake wheel cylinder pressure sensor.
2. The control system of claim 1, wherein: the sensor assembly is connected with the brake system control unit through a hard wire or connected with the brake system control unit through a vehicle body network bus, and the sensor assembly comprises the parking brake function control unit through a hard wire or connected with the parking brake function control unit through a vehicle body network bus.
3. The control system of claim 2, wherein: the system is provided with an automatic driving control unit which sends out signals required by the braking demand calculation of a driver, the automatic driving control unit is connected with a vehicle body network bus, and the parking braking function control unit and the braking system control unit acquire the automatic driving control signals through the vehicle body network bus.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822248892.3U CN210284188U (en) | 2018-12-29 | 2018-12-29 | Control system for motor car service braking safety based on parking brake hoister |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201822248892.3U CN210284188U (en) | 2018-12-29 | 2018-12-29 | Control system for motor car service braking safety based on parking brake hoister |
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| CN210284188U true CN210284188U (en) | 2020-04-10 |
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| CN201822248892.3U Active CN210284188U (en) | 2018-12-29 | 2018-12-29 | Control system for motor car service braking safety based on parking brake hoister |
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| CN (1) | CN210284188U (en) |
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- 2018-12-29 CN CN201822248892.3U patent/CN210284188U/en active Active
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