CN115817438B - Ramp auxiliary system and method for cooperative use of TCU and EPB - Google Patents
Ramp auxiliary system and method for cooperative use of TCU and EPB Download PDFInfo
- Publication number
- CN115817438B CN115817438B CN202211513657.9A CN202211513657A CN115817438B CN 115817438 B CN115817438 B CN 115817438B CN 202211513657 A CN202211513657 A CN 202211513657A CN 115817438 B CN115817438 B CN 115817438B
- Authority
- CN
- China
- Prior art keywords
- epb
- tcu
- ramp
- signal
- brake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Landscapes
- Regulating Braking Force (AREA)
Abstract
The invention provides a ramp auxiliary system and a ramp auxiliary method for matching use of a TCU and an EPB, which mainly solve the technical problems that the conventional ramp auxiliary device is matched with a mechanical hand brake to achieve the purpose of ramp auxiliary, the operation strength of a driver is increased, and the time deviation of the driver for controlling the mechanical hand brake is large, so that the ramp auxiliary device can prevent starting from sliding and the ramp from sliding with the vehicle, and the effect is poor. The hydraulic control system comprises an HSA key, an EPB system, a TCU controller, and a displacement sensor and a gradient sensor in a clutch; the HSA key is connected with a first input end of the EPB system; the second input end of the EPB system is connected with the CAN bus; the output ends of the displacement sensor and the gradient sensor are respectively connected with a first input end and a second input end of the TCU controller, and a third input end of the TCU controller is connected with the CAN bus; the output end of the TCU controller is connected with the third input end of the EPB system; the output end of the EPB system outputs an auxiliary braking signal.
Description
Technical Field
The invention relates to a ramp auxiliary system, in particular to a ramp auxiliary system and a ramp auxiliary method for combining a TCU (speed changer control unit) and an EPB (electronic parking brake system).
Background
AMT (automatic transmission) is a transmission device capable of realizing automatic gear shifting according to a vehicle running state and a vehicle running road environment, and more commercial vehicles select to carry AMT products along with the pursuit of comfort and low labor intensity of drivers. For the working conditions of hill start and hill following, the AMT automatic shifting transmission device achieves the purpose of preventing hill start from sliding and hill following from sliding through a hill auxiliary system arranged in the AMT automatic shifting transmission device.
Chinese patent CN109812576a discloses a vehicle hill start control method and device based on AMT, the method comprising: the control clutch is engaged from the fully disengaged state to the idle travel elimination position; when the vehicle enters a hill start process, the first speed of the clutch is controlled to be continuously engaged and enter a sliding friction stage; when the mechanical hand brake of the vehicle is released, the clutch is controlled to be continuously engaged at a second speed, and a second timer is controlled to start timing; when the time period counted by the second timer reaches a second preset threshold value, detecting that the difference between the engine speed and the input shaft speed is smaller than a preset speed difference value and the engine speed is larger than a first preset speed value, controlling the clutch to be fully engaged at a third speed so as to enable the control clutch to enter a synchronization stage; when the clutch is completely engaged and the engine speed is higher than a second preset speed, the TCU is controlled to release the control authority of the engine, so that the vehicle enters a normal running mode, and smooth and safe hill start of the vehicle is realized.
However, the conventional ramp auxiliary device needs to achieve the purpose of ramp auxiliary through the cooperation of the mechanical hand brake, so that the operation strength of a driver is increased, and the effect of preventing starting and sliding of a vehicle along with the ramp is poor due to larger time deviation of the driver for controlling the mechanical hand brake.
Disclosure of Invention
The invention aims to solve the technical problems that the conventional ramp auxiliary device needs to achieve the purpose of ramp auxiliary through the cooperation of mechanical hand brake, the operation strength of a driver is increased, and the effect of preventing starting and sliding of a vehicle and the effect of preventing the vehicle from sliding along the ramp from being poor due to larger time deviation of controlling the mechanical hand brake by the driver, and provides a ramp auxiliary system and a ramp auxiliary method for cooperation use of TCU and EPB.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows:
A ramp auxiliary system used by combining TCU and EPB is characterized in that: the system comprises an HSA (hill start assist) key, an EPB system, a TCU controller, a displacement sensor and a gradient sensor;
The displacement sensor is used for being installed on a gearbox clutch executing mechanism, and the gradient sensor is used for being installed on a PCB of the TCU controller;
The HSA key is connected with the first input end of the EPB system and used for activating the hill start auxiliary function of the EPB system;
the second input end of the EPB system is connected with the CAN bus and is used for receiving a brake and vehicle speed signal on the CAN bus to judge whether auxiliary braking is performed or not;
The output ends of the displacement sensor and the gradient sensor are respectively connected with a first input end and a second input end of the TCU controller, and a third input end of the TCU controller is connected with the CAN bus and is used for receiving engine torque and throttle signals on the CAN bus to judge whether auxiliary braking is allowed to be released or not;
The output end of the TCU controller is connected with the third input end of the EPB system and is used for sending a signal whether the auxiliary brake is allowed to be released or not to the EPB system;
and the other output end of the EPB system outputs an auxiliary braking signal for controlling the action of a brake loop electromagnetic valve.
Further, the vehicle cab comprises an instrument panel in the vehicle cab;
and the output end of the EPB system is electrically connected with the instrument panel and used for sending the auxiliary state of the ramp to the instrument panel for display.
Further, the HAS key is connected with the EPB system through a CAN bus.
Meanwhile, the invention also provides a ramp auxiliary method for the cooperation of the TCU and the EPB, which is based on a ramp auxiliary system for the cooperation of the TCU and the EPB, and is characterized by comprising the following steps:
Step 1, pressing a HAS key, and activating a ramp auxiliary function by the EPB system according to a received HAS key signal;
Step 2, judging whether the gradient sensor signal, the displacement sensor signal and the engine torque signal and the accelerator signal received on the CAN bus CAN be normally received or not through the TCU controller;
If so, judging whether the vehicle is on the slope according to the signal of the gradient sensor, and if not, sending a signal for allowing release of braking to the EPB by the TCU controller, and allowing release of braking force; if the motor is on the ramp, judging whether the torque of the motor can overcome the running resistance of the automobile, and if so, sending a signal for allowing the brake to be released to the EPB by the TCU controller, and allowing the brake to be released; if the time is insufficient to overcome, judging whether the stepping time of the accelerator exceeds the preset time, and if the stepping time exceeds the preset time, sending a signal for allowing the brake to be released to the EPB by the TCU controller, and allowing the brake to be released; if the preset time is not exceeded, waiting until the preset time is exceeded, and then sending a signal for allowing release of braking to the EPB by the TCU controller, wherein the signal for allowing release of braking force is sent to the EPB;
If not, judging whether the accelerator depression time exceeds the preset time, if so, sending a signal for allowing the brake to be released to the EPB system by the TCU controller, and if not, prohibiting the TCU controller from sending a signal for allowing the brake to be released to the EPB system and not allowing the brake to be released;
the preset time is 2-4 seconds;
And step 3, finishing ramp assistance.
Further, in step 2, the preset time is 2.5s.
Further, in step 2, the gradient range of the ramp is: the gradient is less than-3 deg., or the gradient is greater than +3 deg..
Further, step 2 further includes: the EPB system sends the hill-assist status to the dashboard display.
Compared with the prior art, the invention has the beneficial effects that:
1. According to the invention, the EPB system is connected with the TCU controller, the displacement sensor and the gradient sensor in the clutch, and whether the braking force is provided or not is comprehensively judged through the vehicle speed information, the road gradient information and the engine torque information and the accelerator information on the CAN bus provided by the clutch.
2. According to the invention, the instrument panel is connected into the ramp auxiliary system, so that the ramp auxiliary state can be displayed on the instrument panel, and a driver can conveniently check the ramp auxiliary state.
Drawings
FIG. 1 is a block diagram of an embodiment of a ramp assist system for use with a TCU and EPB of the present invention;
FIG. 2 is a flow chart of a hill assist method for use with the TCU and EPB of the present invention;
FIG. 3 is a graph of throttle response signal, engine output shaft speed versus brake release signal, brake signal from the EPB system for an embodiment of a hill assist method for use with a TCU and EPB of the present invention.
Detailed Description
To further clarify the objects, advantages and features of the present invention, a ramp assist system for use with a TCU and EPB in accordance with the present invention will be described in further detail with reference to the drawings and the accompanying examples. The advantages and features of the present invention will become more apparent from the following detailed description. It should be noted that: the drawings are in a very simplified form and are all to a non-precise scale, merely for convenience and clarity in aiding in the description of embodiments of the invention; second, the structures shown in the drawings are often part of the actual structure.
As shown in FIG. 1, the ramp auxiliary system used by the TCU and the EPB in a matched manner comprises an HSA key, the EPB system, a TCU controller, a displacement sensor, a gradient sensor and an instrument panel in a vehicle cab;
The TCU controller is arranged on the gearbox shell, CAN receive signals on the CAN bus and signals of other sensors of the gearbox, CAN correspondingly process the received signals, and is connected to the whole CAN bus through a whole vehicle wire harness; the EBP system comprises an air path and an electromagnetic valve for braking and an EPB controller, wherein the EBP controller sends a command to the electromagnetic valve to enable the air path to be inflated or cut off to realize the function of whether the vehicle brakes or not, the EPB controller is arranged in a vehicle cab and is connected to a whole vehicle CAN bus through a whole vehicle wire harness, and CAN send a state signal of the EPB system to the CAN bus and CAN also receive signals sent by other controllers on the CAN bus; the displacement sensor is arranged on the clutch actuating mechanism of the gearbox and used for detecting the position information of the cylinder of the clutch actuating mechanism, and is connected to the TCU controller through a gearbox wire harness, so that the position information of the clutch actuating mechanism can be transmitted to the TCU controller; the HAS key comprises a key body and a controller for sending state information of the key body; the instrument panel is a device which is arranged in a vehicle cab and used for displaying vehicle state information, CAN receive information of a ramp auxiliary state sent by a TCU controller or other controllers on a CAN bus and displays specific state information; the gradient sensor is an acceleration sensor arranged on a PCB in the TCU controller and can be used for detecting acceleration in three directions of the gearbox and sending acceleration information to the TCU controller.
The HSA key is connected with a first input end of the EPB system through the CAN bus and used for activating a hill start auxiliary function of the EPB system; the second input end of the EPB system is connected with the CAN bus and is used for receiving a brake and a vehicle speed signal on the CAN bus to judge whether auxiliary braking is performed or not; the output ends of the displacement sensor and the gradient sensor are respectively connected with the first input end and the second input end of the TCU controller, and the third input end of the TCU controller is connected with the CAN bus and is used for receiving engine torque and throttle signals on the CAN bus to judge whether auxiliary braking is allowed to be released or not; the output end of the TCU controller is connected with the third input end of the EPB system and is used for sending a signal whether the auxiliary brake is allowed to be released or not to the EPB system; the other output end of the EPB system is electrically connected with the instrument panel and used for sending the auxiliary state of the ramp to the instrument panel for display; and the output end of the EPB system outputs an auxiliary braking signal for controlling the action of the electromagnetic valve of the braking circuit to brake.
As shown in fig. 2, the invention further provides a ramp assisting method for matching TCU and EPB, which is based on a ramp assisting system for matching TCU and EPB, and comprises the following steps:
Step 1, pressing a HAS key, and activating a ramp auxiliary function by the EPB system according to a received HAS key signal;
Step 2, judging whether the gradient sensor signal, the displacement sensor signal and the engine torque signal and the accelerator signal received on the CAN bus CAN be normally received or not through the TCU controller; as shown in fig. 3;
If so, judging whether the vehicle is on the slope according to the signal of the gradient sensor, and if not, sending a signal for allowing release of braking to the EPB by the TCU controller, and allowing release of braking force; if the vehicle is on the slope, judging whether the torque of the engine (which can be obtained through the torque of the output shaft of the engine) can overcome the running resistance of the vehicle, wherein the gradient range of the slope is as follows: slope less than-3 ° or slope greater than +3°; if the brake can be overcome, the TCU controller sends a signal for allowing the brake to be released to the EPB system, and allows the brake force to be released; if the time is insufficient to overcome, judging whether the stepping time of the accelerator exceeds the preset time, wherein the preset time is 2-4 seconds, and the TCU controller sends a signal for allowing the brake to be released to the EPB system to allow the brake to be released; if the preset time is not exceeded, the TCU controller sends a signal for allowing the brake to be released to the EPB system after the preset time is exceeded, and the brake force is allowed to be released;
If not, judging whether the accelerator depression time exceeds the preset time, if so, sending a signal for allowing the brake to be released to the EPB system by the TCU controller, and if not, prohibiting the TCU controller from sending a signal for allowing the brake to be released to the EPB system, and allowing the brake to be released;
the EPB system sends the auxiliary state of the ramp to the instrument panel for display;
And step 3, finishing ramp assistance.
In a preferred embodiment of the present invention, the preset time is set to 2.5s.
Claims (7)
1. A ramp assist system for use with a TCU and EPB, characterized by: the system comprises an HSA key, an EPB system, a TCU controller, a displacement sensor and a gradient sensor;
The displacement sensor is used for being installed on a gearbox clutch executing mechanism, and the gradient sensor is used for being installed on a PCB of the TCU controller;
The HSA key is connected with the first input end of the EPB system and used for activating the hill start auxiliary function of the EPB system;
the second input end of the EPB system is connected with the CAN bus and is used for receiving a brake and vehicle speed signal on the CAN bus to judge whether auxiliary braking is performed or not;
the output ends of the displacement sensor and the gradient sensor are respectively connected with a first input end and a second input end of the TCU controller, and a third input end of the TCU controller is connected with the CAN bus and is used for receiving engine torque and throttle signals on the CAN bus to judge whether auxiliary braking is released or not;
The output end of the TCU controller is connected with the third input end of the EPB system and is used for sending a signal whether the auxiliary brake is released or not to the EPB system;
and the output end of the EPB system outputs an auxiliary braking signal for controlling the action of a solenoid valve in a braking loop.
2. A ramp assist system for use with a TCU and EPB according to claim 1, wherein: an instrument panel within the vehicle cab;
The other output end of the EPB system is electrically connected with the instrument panel and used for sending the auxiliary state of the ramp to the instrument panel for display.
3. A ramp assist system for use with a TCU and EPB according to claim 2, wherein:
and the HAS key is connected with the EPB system through a CAN bus.
4. A method for assisting a ramp for use with a TCU and an EPB, based on a system for assisting a ramp for use with a TCU and an EPB according to any one of claims 1-3, comprising the steps of:
Step 1, pressing a HAS key, and activating a ramp auxiliary function by the EPB system according to a received HAS key signal;
Step 2, judging whether the gradient sensor signal, the displacement sensor signal and the engine torque signal and the accelerator signal received on the CAN bus CAN be normally received or not through the TCU controller;
If so, judging whether the vehicle is on the slope according to the signal of the gradient sensor, and if not, sending a signal for allowing release of braking to the EPB by the TCU controller, and allowing release of braking force; if the motor is on the ramp, judging whether the torque of the motor can overcome the running resistance of the automobile, and if so, sending a signal for allowing the brake to be released to the EPB by the TCU controller, and allowing the brake to be released; if the time is insufficient to overcome, judging whether the stepping time of the accelerator exceeds the preset time, and if the stepping time exceeds the preset time, sending a signal for allowing the brake to be released to the EPB by the TCU controller, and allowing the brake to be released; if the preset time is not exceeded, waiting until the preset time is exceeded, and then sending a signal for allowing release of braking to the EPB by the TCU controller, wherein the signal for allowing release of braking force is sent to the EPB;
If not, judging whether the accelerator depression time exceeds the preset time, if so, sending a signal for allowing the brake to be released to the EPB system by the TCU controller, and if not, prohibiting the TCU controller from sending a signal for allowing the brake to be released to the EPB system and not allowing the brake to be released;
the preset time is 2-4 seconds;
And step 3, finishing ramp assistance.
5. A ramp assist method for use with a TCU and EPB according to claim 4, wherein: in step 2, the preset time is 2.5s.
6. A method of assisting a ramp in combination with a TCU and EPB according to claim 5, wherein in step 2, the gradient of the ramp ranges from: the gradient is less than-3 deg., or the gradient is greater than +3 deg..
7. A ramp assist method for use with a TCU and EPB according to claim 5, wherein step 2 further comprises: the EPB system sends the hill-assist status to the dashboard display.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211513657.9A CN115817438B (en) | 2022-11-29 | 2022-11-29 | Ramp auxiliary system and method for cooperative use of TCU and EPB |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211513657.9A CN115817438B (en) | 2022-11-29 | 2022-11-29 | Ramp auxiliary system and method for cooperative use of TCU and EPB |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115817438A CN115817438A (en) | 2023-03-21 |
| CN115817438B true CN115817438B (en) | 2024-09-13 |
Family
ID=85532820
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211513657.9A Active CN115817438B (en) | 2022-11-29 | 2022-11-29 | Ramp auxiliary system and method for cooperative use of TCU and EPB |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115817438B (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1732102A (en) * | 2002-12-30 | 2006-02-08 | 沃尔沃拉斯特瓦格纳公司 | Method and device for hill start |
| CN111043303A (en) * | 2019-12-16 | 2020-04-21 | 西安法士特汽车传动有限公司 | Automatic transmission braking system |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004074894A (en) * | 2002-08-14 | 2004-03-11 | Siemens Vdo Automotive Kk | Vehicle starting smoothing device, vehicle starting method and vehicle starting control program |
| US9151383B2 (en) * | 2013-05-29 | 2015-10-06 | Fca Us Llc | Interactive transmission shift techniques |
| KR102383434B1 (en) * | 2017-11-02 | 2022-04-07 | 현대자동차주식회사 | Apparatus for controlling hold of awd vehicle and method thereof |
-
2022
- 2022-11-29 CN CN202211513657.9A patent/CN115817438B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1732102A (en) * | 2002-12-30 | 2006-02-08 | 沃尔沃拉斯特瓦格纳公司 | Method and device for hill start |
| CN111043303A (en) * | 2019-12-16 | 2020-04-21 | 西安法士特汽车传动有限公司 | Automatic transmission braking system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115817438A (en) | 2023-03-21 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| EP3107789B1 (en) | Vehicle movement on an inclined surface | |
| JP4351548B2 (en) | Method and apparatus for controlling vehicle drive unit | |
| CN107949512B (en) | Method and system for controlling vehicle speed | |
| CN102470871B (en) | Method for controlling and/or regulating an automated transmission | |
| US7585250B2 (en) | Method for operating a motor vehicle | |
| CN109080635B (en) | Ramp starting control system and method for electric automobile | |
| US7837594B2 (en) | Method for accelerating a vehicle from a stop or for stopping a vehicle on a gradient | |
| US6250448B1 (en) | Motor vehicle with an automatically actuated clutch | |
| US10549756B2 (en) | Automatic brake hold release directly to vehicle creep | |
| EP3571101B1 (en) | A method and a system for controlling a vehicle during a downhill start | |
| EP2544930B1 (en) | Method and computer programme product for control of a vehicle power train and service brake system | |
| US7442148B2 (en) | Method for operating the drive train of a motor vehicle | |
| US10894540B2 (en) | Vehicle control apparatus | |
| JP2007500824A (en) | Driving method of automatic transmission in automobile | |
| CN107539297A (en) | The method of motor vehicles of the operation with electric parking brake | |
| CN113335284B (en) | Control method and control system for automobile hill start | |
| CN102133890B (en) | Slope start-stop auxiliary safety system of motor vehicle | |
| US10196063B2 (en) | Vehicles, systems, and methods for shifting manual transmissions into neutral during autonomous braking | |
| EP3335956A2 (en) | Controller for vehicle | |
| US9283961B2 (en) | Method and system for control of a clutch | |
| CN115817438B (en) | Ramp auxiliary system and method for cooperative use of TCU and EPB | |
| EP3085592B1 (en) | Driver assistance during tailbacks or slow traffic | |
| KR20070122492A (en) | Method and device for recognizing a clutch slipping point | |
| KR20030085561A (en) | Method for controlling and/or adjusting an automatic transmission of a vehicle | |
| JPS6136046A (en) | Release of operation of brake hydraulic pressure holding apparatus |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |