CN109466525B - Braking force distribution method and system for trolley bus - Google Patents
Braking force distribution method and system for trolley bus Download PDFInfo
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- CN109466525B CN109466525B CN201811273944.0A CN201811273944A CN109466525B CN 109466525 B CN109466525 B CN 109466525B CN 201811273944 A CN201811273944 A CN 201811273944A CN 109466525 B CN109466525 B CN 109466525B
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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
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Abstract
The invention provides a braking force distribution method and a system for a trolley bus, wherein the method comprises the steps of outputting signals by a brake master valve, determining deceleration and determining the braking force required by the whole trolley bus, and further comprises the following steps: comparing the magnitude relation between the maximum value of the regenerative braking force and the braking force required by the whole vehicle, and/or comparing the magnitude relation between the maximum value of the regenerative braking force and the braking force required by the set regenerative braking wheel axle, and distributing the braking force of each wheel axle according to the magnitude relation of the braking force; the system performs braking force distribution using the braking force distribution method. The invention comprehensively considers the signal of the main brake valve, the maximum value of the regenerative braking force, the load and the ECAS air bag pressure, accurately controls the output of the braking force and realizes the maximum energy recovery of the regenerative braking.
Description
Technical Field
The invention relates to the field of trolley buses, in particular to a braking force distribution method and system for a trolley bus.
Background
The new energy bus can greatly reduce the oil consumption of the whole bus in operation and can reduce the emission of tail gas, wherein the pure electric bus can realize zero emission, but the pure electric bus has larger battery capacity, high cost and limited service life due to the requirement on the driving mileage, the construction and maintenance cost of a charging and replacing station is also higher, the trackless bus directly adopts a power grid for power supply, does not need to be charged and replaced at fixed points, accords with the development direction of the new energy bus, and increasingly receives the attention of people.
The conventional braking mode can directly convert the kinetic energy of the vehicle into heat energy in a friction mode and release the heat energy into the air, so that great energy waste is caused. The regenerative braking can convert kinetic energy of the new energy vehicle into electric energy and then store the electric energy or directly recover the electric energy through a power grid, and more researches are made on the application of the regenerative braking in the field of the new energy vehicle.
Application No. 201510954254.1, entitled: the invention patent application for a method and system for controlling braking force in regenerative braking cooperative control discloses a method of controlling braking force, including distributing front wheel braking force and rear wheel braking force by a controller generating regenerative braking force of at least one of front wheels and rear wheels to a reference deceleration during braking; wherein the front wheel regenerative braking force and the rear wheel regenerative braking force distributed based on the reference brake distribution ratio are generated, and then only the rear wheel regenerative braking force is generated up to the rear wheel regenerative braking force limit, the method can effectively improve fuel efficiency and improve braking performance. However, this method is only suitable for environmentally friendly vehicles with two axles, and once the number of axles of the trolley bus is more than two, this method is no longer suitable.
Disclosure of Invention
In order to solve the technical problems, the invention provides a braking force distribution method and a braking force distribution system for a trolley bus, which are suitable for the trolley bus with two or more wheel shafts.
One aspect of the present invention provides: a braking force distribution method for a trolley bus comprises the steps of outputting signals by a brake master valve, determining deceleration and determining the braking force required by the whole trolley bus, and further comprises the following steps: comparing the magnitude relation between the maximum value of the regenerative braking force and the braking force required by the whole vehicle, and/or comparing the magnitude relation between the maximum value of the regenerative braking force and the braking force required by the set regenerative braking wheel axle; and distributing the braking force of each wheel axle according to the magnitude relation of the braking force.
Preferably, the deceleration is determined from the master brake valve signal.
In any of the above schemes, preferably, the master brake valve is an electrically controlled master brake valve.
In any of the above schemes, preferably, the braking force required by the whole vehicle is determined according to the deceleration and the load of the whole vehicle.
In any of the above schemes, preferably, when the maximum value of the regenerative braking force is greater than or equal to the braking force required by the whole vehicle, the braking force required by the whole vehicle is provided by the regenerative braking force.
In any of the above schemes, preferably, when the maximum value of the regenerative braking force is greater than or equal to the braking force required by the whole vehicle, the relationship between the maximum value of the regenerative braking force and the magnitude of the braking force required by the set regenerative braking wheel axle is not compared.
In any of the above schemes, preferably, when the maximum value of the regenerative braking force is smaller than the braking force required by the whole vehicle, the relationship between the maximum value of the regenerative braking force and the magnitude of the braking force required by the set regenerative braking wheel axle is compared.
In any of the above schemes, preferably, when the maximum value of the regenerative braking force is smaller than the braking force required by the whole vehicle, and the maximum value of the regenerative braking force is greater than or equal to the braking force required by the set regenerative braking wheel axle, the regenerative braking provides the maximum braking force, and the braking structure of the non-regenerative braking wheel axle (the wheel axle not provided with the regenerative braking) provides the residual required braking force.
In any of the above aspects, preferably, the braking structure of the non-regenerative braking axle provides braking force according to the ratio of the load of each non-regenerative braking axle to the total load of the non-regenerative braking axles.
Preferably, in any of the above schemes, when the maximum value of the regenerative braking force is smaller than the braking force required by the whole vehicle, and the maximum value of the regenerative braking force is smaller than the braking force required by the set regenerative braking wheel axle, the regenerative braking provides the maximum braking force, and the non-regenerative braking structures of all the wheel axles provide the residual required braking force.
In any of the above embodiments, it is preferable that the maximum value of the regenerative braking force is changed in accordance with a change in the rotation speed, the load of each wheel axle is also changed, and the braking force distribution is performed in accordance with a real-time value.
Another aspect of the present invention provides: a braking force distribution system for a trolley bus comprises a main braking valve, a regenerative braking structure and a non-regenerative braking structure, wherein the main braking valve is connected with the regenerative braking structure and the non-regenerative braking structure, and the braking force distribution system performs braking force distribution by using the braking force distribution method.
Preferably, the brake force distribution system further comprises an electronically controlled air suspension system (ECAS) system.
In any of the above schemes, preferably, the master brake valve is an electrically controlled master brake valve.
Preferably, in any of the above aspects, the regenerative braking structure includes at least an electric motor and a motor electronic control unit (TCU).
In any of the above embodiments, preferably, the motor provides a regenerative braking force.
Preferably, in any of the above aspects, the motor is controlled by an electronic motor control unit (TCU).
In any of the above embodiments, preferably, the motor is mounted on at least one wheel axle of the trolley bus.
In any of the above embodiments, preferably, the non-regenerative braking structure is a pneumatic braking structure.
Preferably, in any of the above aspects, the non-regenerative braking architecture includes at least a single channel module and a single channel module electronic control unit (EBCU).
Preferably, in any of the above schemes, the single channel module provides non-regenerative braking force in the form of air pressure braking force.
Preferably, in any of the above schemes, the single channel module includes an intake solenoid valve, an exhaust solenoid valve, a backup valve, a relay valve, a pressure sensor, and an Electronic Control Unit (ECU).
In any of the above embodiments, the ECU is preferably connected to the EBCU, and receives information transmitted from the EBCU and feeds back information to the EBCU.
In any of the above embodiments, the single channel module is preferably controlled by the single channel module electronic control unit (EBCU).
In any of the above solutions, preferably, each wheel axle of the trolley bus is configured with a single channel module.
In any of the above embodiments, the TUC is preferably connected to the EBCU and transmits a signal to the EBCU.
Preferably, in any of the above schemes, when the master brake valve pedal is depressed, the master brake valve outputs a signal to the TCU and the EBCU, the TCU controls the motor, and the EBCU controls the single-channel module, and the TCU and the EBCU cooperate to complete the distribution of the braking force to each wheel axle of the whole vehicle.
Preferably, in any of the above schemes, the TCU and the EBCU determine deceleration according to the master brake valve signal, respectively, to determine the braking force required by the entire vehicle.
Preferably, in any of the above schemes, the TCU and the EBCU compare the magnitude relationship between the maximum value of the regenerative braking force and the braking force required by the entire vehicle, and/or compare the magnitude relationship between the maximum value of the regenerative braking force and the braking force required by the set regenerative braking wheel axle, and distribute the braking force of each wheel axle according to the magnitude relationship of the braking force.
Preferably, in any of the above schemes, when the maximum value of the regenerative braking force provided by the motor is greater than or equal to the braking force required by the whole vehicle, the TCU controls the motor to provide the braking force required by the whole vehicle, and the EBCU controls the single-channel module not to output the braking force.
In any of the above schemes, preferably, when the maximum value of the regenerative braking force provided by the motor is greater than or equal to the braking force required by the whole vehicle, the relationship between the maximum value of the regenerative braking force and the braking force required by the set motor axle is not compared.
In any of the above schemes, preferably, when the maximum value of the regenerative braking force provided by the motor is smaller than the braking force required by the entire vehicle, the magnitude relation between the maximum value of the regenerative braking force provided by the motor and the braking force required by the set motor axle is compared.
Preferably, in any of the above schemes, when the maximum value of the regenerative braking force provided by the motor is smaller than the braking force required by the whole vehicle and the maximum value of the regenerative braking force is larger than or equal to the braking force required by the set motor axle, the TCU controls the motor to provide the maximum braking force, transmits a signal to the EBCU to inform the EBCU that the motor has provided the maximum braking force and the maximum power value, and the EBCU controls a single-channel module without the set motor axle to provide the residual required braking force according to the braking force required by the whole vehicle, the TCU sends the signal and the non-motor braking axle load.
In any of the above schemes, preferably, the EBCU controls the single channel module to provide the braking force according to a ratio of a load of each non-set motor axle to a total load of the non-set motor axles.
Preferably, in any of the above schemes, when the maximum value of the regenerative braking force provided by the motor is smaller than the braking force required by the whole vehicle and the maximum value of the regenerative braking force is smaller than the braking force required by the wheel axle of the motor, the TCU controls the motor to provide the maximum braking force and transmits a signal to the EBCU to inform the EBCU that the motor has provided the maximum braking force and the maximum power, and the EBCU controls the single-channel modules of all the wheel axles to provide the residual required braking force according to the braking force required by the whole vehicle, the TCU sends the signal and the non-motor braking wheel axle load.
In any of the above embodiments, preferably, the single channel module feeds back and outputs braking force information to the EBCU.
In any of the above embodiments, preferably, the ECAS is connected to the EBCU, and transmits the air bag pressure signal to the EBCU.
In any of the above schemes, preferably, the EBCS calculates the braking force required to be output by the single channel module while considering the air bag pressure signal transmitted from the ECAS to the EBCS.
In any of the above embodiments, preferably, the maximum braking force that can be provided by the motor changes with a change in the rotation speed, the load of each axle changes continuously, and the TCU and the EBCU perform braking force distribution according to a real-time value.
The braking force distribution method and the braking force distribution system for the trolley bus are suitable for distributing the braking force of the trolley bus with two or more wheel axles, comprehensively consider the braking master valve signal, the braking force provided by the motor, the load of each wheel axle and the ECAS air bag pressure, calculate the braking force required to be output by the motor and the single-channel module in different states, can accurately control the output of the braking force, and realize the maximum energy recovery of regenerative braking.
Drawings
Fig. 1 is a schematic flow chart of a preferred embodiment of a braking force distribution method for a trolley bus according to the present invention.
Fig. 2 is a schematic view of a braking state of the embodiment shown in fig. 1 of the braking force distribution method for the trolley bus according to the present invention.
Fig. 3 is a system block diagram of a preferred embodiment of a brake force distribution system for a trolley bus according to the present invention.
Fig. 4 is a flow chart illustrating a braking force distribution method of the braking force distribution system for the trolley bus according to the embodiment of the invention shown in fig. 3.
Detailed Description
For a better understanding of the present invention, reference will now be made in detail to the following examples.
Example 1
As shown in fig. 1, a braking force distribution method for a trolley bus includes outputting a signal by a master brake valve, determining a deceleration according to the signal by the master brake valve, and determining a braking force required by the whole trolley according to the deceleration and the load of the whole trolley, and further includes: comparing the magnitude relation between the maximum value of the regenerative braking force and the braking force required by the whole vehicle, and/or comparing the magnitude relation between the maximum value of the regenerative braking force and the braking force required by the set regenerative braking wheel axle; and distributing the braking force of each wheel axle according to the magnitude relation of the braking force.
According to the magnitude relation between the maximum value of the regenerative braking force and the braking force required by the whole vehicle and/or the magnitude relation between the maximum value of the regenerative braking force and the braking force required by the set regenerative braking wheel axle, the braking state is divided into three states: when the maximum value of the regenerative braking force is larger than or equal to the braking force required by the whole vehicle, the vehicle is in a state I; when the maximum value of the regenerative braking force is smaller than the braking force required by the whole vehicle and the maximum value of the regenerative braking force is larger than or equal to the braking force required by the set regenerative braking wheel axle, the vehicle is in a second state; and when the maximum value of the regenerative braking force is smaller than the braking force required by the whole vehicle and the maximum value of the regenerative braking force is smaller than the braking force required by the set regenerative braking wheel axle, the state is the third state.
As shown in fig. 2, during the braking process of the trolley bus, the deceleration of the trolley bus is in positive correlation with the total brake valve pedal stroke, the larger the pedal stroke is, the larger the deceleration is, and when the brake pedal stroke is the maximum, the maximum value of the deceleration of the trolley bus is reached. And the braking state is changed from the state one to the state two and then to the state three along with the increase of the brake pedal stroke of the trolley bus from the minimum to the maximum.
When the brake is in the first state, the maximum value of the regenerative brake force is larger than or equal to the brake force required by the whole vehicle, the relation between the maximum value of the regenerative brake force and the set brake force required by the regenerative brake wheel shaft is not compared, and the regenerative brake force provides the brake force required by the whole vehicle. And when the vehicle is in the second state, the maximum value of the regenerative braking force is smaller than the braking force required by the whole vehicle, the maximum value of the regenerative braking force is larger than or equal to the braking force required by the set regenerative braking wheel axle, the maximum braking force is provided by the regenerative braking, the braking structure of the non-regenerative braking wheel axle provides the residual required braking force, and the braking structure of the non-regenerative braking wheel axle provides the braking force according to the ratio of the load of each non-regenerative braking wheel axle to the total load of the. And in the third state, the maximum value of the regenerative braking force is smaller than the braking force required by the whole vehicle, the maximum value of the regenerative braking force is smaller than the braking force required by the set regenerative braking wheel axle, the maximum braking force is provided by the regenerative braking, and the non-regenerative braking structures of all the wheel axles provide the residual required braking force. The maximum value of the regenerative braking force changes along with the change of the rotating speed value, the load of each wheel axle is continuously changed, and the braking force distribution is carried out according to a real-time value.
Example 2
As shown in FIG. 3, the braking force distribution system for the trolley bus uses the braking force distribution method to distribute braking force, and comprises a main brake valve, a regenerative braking structure and a non-regenerative braking structure. The main brake valve is an electric control main brake valve, the regenerative braking structure comprises a motor and a motor electronic control unit (TCU), and the motor is controlled by the TCU to provide regenerative braking force. The non-regenerative braking structure is an air braking structure and comprises a single-channel module and a single-channel module electronic control unit (EBCU), wherein the single-channel module provides non-regenerative braking force in the form of air braking force, the single-channel module comprises an air inlet electromagnetic valve, an air outlet electromagnetic valve, a backup pressure valve, a relay valve, a pressure sensor and an Electronic Control Unit (ECU), the single-channel module receives control of the EBCU, and the ECU is connected with the EBCU, receives information sent by the EBCU and feeds back the information to the EBCU. The master brake valve transmits brake pedal signals to the TCU and the EBCU. The brake force distribution system further includes an electronically controlled air suspension system (ECAS) system coupled to the EBCU that sends an air bag pressure signal to the EBCU.
The number of the trolley bus axles is 6, the axles are numbered from 1 to 6, and a corresponding single-channel module is arranged for each axle, namely the number of the single-channel modules is also 6, the single-channel modules are numbered from 1 to 6, and all the single-channel modules receive the control of the EBCU and feed back information to the EBCU; the wheel shaft 1 and the wheel shaft 6 are provided with corresponding motors which are respectively numbered as the motor 1 and the motor 6, and the motor 1 and the motor 6 are controlled by the TCU.
By FVIndicating the braking force required for the entire vehicle, DvRepresents a deceleration corresponding to a total braking valve pedal stroke; wXRepresenting the load of the axle numbered X, where X has a value of 1, 2, 3, 4, 5 or 6, WV＝W1+W2+W3+W4+W5+W6Denotes the total load of the vehicle, W25＝W2+W3+W4+W5Representing the total load of axle 2, axle 3, axle 4 and axle 5; fMRepresenting the sum of the braking forces of the electric machine, FM_MAXRepresents the maximum braking force of the motor, FM_XThe value of X is 1 or 6, and the motor braking force of the wheel axle 1 or the wheel axle 6 is represented; fNet＝FV－FMIndicating the air braking force required by the vehicle, FXThe number of the wheel shaft is X, and the value of X is 1, 2, 3, 4, 5 or 6.
The maximum braking force F provided by the motor in the braking process of the trolley busM_MAXThe load W of each wheel axle varying with the variation of the rotation speedXAnd the value of X is 1, 2, 3, 4, 5 or 6, and the switching of the first state, the second state and the third state of the brake and the required output braking force are calculated according to a real-time value.
The conditions for switching the braking state among the first state, the second state and the third state are as follows:
the braking force that the motor can provide satisfies the demand of whole car braking force, promptly:
and the braking force that the motor can provide exceeds the braking force that the motor needs for the wheel axle, namely:
when the trolley bus is braked, a brake main valve pedal is stepped, the brake main valve outputs a brake main valve pedal stroke signal to the TCU and the EBCU, the TCU and the EBCU determine the deceleration of the trolley bus according to the brake main valve pedal stroke signal, and further determine the braking force required by the whole trolley bus according to the deceleration and the load of the whole trolley.
When the braking force provided by the motor can meet the requirement of the braking force of the whole vehicle, namely the condition is met
In time, the required braking force of the whole vehicle is as follows: fV＝Dv×WVAt this moment, the vehicle is in a first braking state, the TCU controls the motor to output the braking force required by the whole vehicle, and the EBCU controls the single-channel modules of the wheel shafts not to output the braking force, namely:
the output braking force of the motor is as follows: fM＝FV＝Dv×WV… … … … … … … … … … … … … ① the output air braking force of each single-channel module is as follows:
FXx takes the value 1, 2, 3, 4, 5 or 6 … … … … … … ②, 0
When the braking force provided by the motor can not meet the requirement of the braking force of the whole vehicle, but exceeds the braking force required by the wheel axle where the motor is positioned, namely the condition is not met
But satisfies the condition
Namely:
FM_MAX<FVand, FM_X>Dv×WXAnd when the value of X is 1 or 6, the required braking force of the whole vehicle is as follows: fV＝Dv×WVAt this time, in the second braking state, the TCU controls the motor to provide the maximum braking force and transmits a signal to the EBCU to inform the EBCU that the motor has provided the maximum braking force and the maximum braking forceAnd (3) calculating the required air braking force of each non-motor braking wheel axle according to the ratio of the load of each non-motor braking wheel axle to the total load of the non-motor braking wheel axles by the EBCU according to the required braking force of the whole vehicle, the braking force provided by the motor and the load of the non-motor braking wheel axles sent by the TCU, and controlling a single-channel module to output the corresponding air braking force, namely:
the output braking force of the motor is as follows: fM＝FM_MAX… … … … … … … … … … … … … … … ③ the air braking force required by the whole vehicle is FNet＝FV－FMt＝Dv×WV－FM；
The single-channel module of each non-motor braking wheel shaft outputs braking force as follows:
When the braking force provided by the motor can not meet the requirement of the braking force of the whole vehicle and can not meet the requirement of the braking force of the wheel axle where the motor is located, namely the condition
And conditions
At the same time, does not satisfy, that is:
FM_MAX<FVand, FM_X<Dv×WXAnd when the value of X is 1 or 6, the required braking force of the whole vehicle is as follows: fV＝Dv×WVAnd at this moment, in a braking state three, the TCU controls the motor to provide the maximum braking force, the TCU transmits a signal to the EBCU to inform the EBCU of the value of the maximum braking force and the maximum power provided by the motor, and the EBCU calculates the pneumatic braking force required to be output by the single channel module corresponding to each wheel axle according to the vehicle braking force demand, the maximum braking force value provided by the motor, and the load of each wheel axle, and controls all the single channel modules to output the required braking force, that is:
the output braking force of the motor is as follows:
FM＝FM_MAX… … … … … … … … … … … … … … … ⑤ the single channel module of the wheel axle 1 or the wheel axle 6 outputs the air brake force as follows:
FX＝Dv×WX－FM_Xand X is 1 or 6 … … … … … … ⑥
The output air braking force of each non-motor control wheel shaft single-channel module is as follows:
FX＝Dv×WXand X is 2, 3, 4 or 5 … … … … … ⑦
As shown in fig. 4, when the master brake valve pedal is pressed, the master brake valve outputs a signal to the TCU and the EBCU, and the TCU and the EBCU determine the deceleration according to the master brake valve signal, respectively, and further determine the braking force required by the whole vehicle, and then determine whether the condition is satisfied or not
And/or the conditions
And judging, controlling the motor by the TCU, controlling the single-channel module by the EBCU, and jointly completing the braking force distribution of each wheel axle of the whole vehicle by the cooperation of the TCU and the EBCU. If the condition is satisfied
The TCU controls the output braking force of the motor according to a formula ①, and the EBCU controls the output air braking force of the single-channel module according to a formula ②, if the condition is not met
But satisfies the condition
The TCU controls the output braking force of the motor according to a formula ③, and the EBCU controls the output air braking force of the single-channel module according to a formula ④, if the conditions are not met
Also does not satisfy the condition
The TCU controls the motor to output braking force according to an equation ⑤, and the EBCU controls the single-channel module to output air braking force according to equations ⑥ and ⑦.
It should be noted that the above embodiments are only used for illustrating the technical solution of the present invention, and not for limiting the same; although the foregoing embodiments illustrate the invention in detail, those skilled in the art will appreciate that: it is possible to modify the technical solutions described in the foregoing embodiments or to substitute some or all of the technical features thereof, without departing from the scope of the technical solutions of the present invention.
Claims (7)
1. A braking force distribution method for a trolley bus is suitable for the trolley bus with two or more wheel axles, and comprises the steps of outputting signals by a brake master valve, determining deceleration and determining the braking force required by the whole trolley, and is characterized in that: further comprising: comparing the magnitude relation between the maximum value of the regenerative braking force and the braking force required by the whole vehicle, and/or comparing the magnitude relation between the maximum value of the regenerative braking force and the braking force required by the set regenerative braking wheel axle; distributing the braking force of each wheel axle according to the magnitude relation of the braking force; when the maximum value of the regenerative braking force is more than or equal to the braking force required by the whole vehicle, the regenerative braking force provides the braking force required by the whole vehicle; when the maximum value of the regenerative braking force is smaller than the braking force required by the whole vehicle, and the maximum value of the regenerative braking force is larger than or equal to the braking force required by the set regenerative braking wheel axle, the regenerative braking provides the maximum braking force, the braking structure of the non-regenerative braking wheel axle provides the residual required braking force, and the braking structure of the non-regenerative braking wheel axle provides the braking force according to the ratio of the load of each non-regenerative braking wheel axle to the total load of the non-regenerative braking wheel.
2. A braking force distribution method for a trolley bus according to claim 1, characterized in that: a deceleration is determined based on the master brake valve signal.
3. A brake force distribution method for a trolley bus according to claim 2, wherein: and determining the braking force required by the whole vehicle according to the deceleration and the load of the whole vehicle.
4. A brake force distribution method for a trolley bus according to claim 3, wherein: when the maximum value of the regenerative braking force is larger than or equal to the braking force required by the whole vehicle, the relationship between the maximum value of the regenerative braking force and the required braking force of the set regenerative braking wheel axle is not compared.
5. A brake force distribution method for a trolley bus according to claim 3, wherein: and when the maximum value of the regenerative braking force is smaller than the braking force required by the whole vehicle, comparing the maximum value of the regenerative braking force with the magnitude relation of the braking force required by the set regenerative braking wheel axle.
6. A braking force distribution method for a trolley bus according to claim 5, characterized in that: when the maximum value of the regenerative braking force is smaller than the braking force required by the whole vehicle, and the maximum value of the regenerative braking force is smaller than the braking force required by the set regenerative braking wheel axle, the regenerative braking provides the maximum braking force, and the non-regenerative braking structures of all the wheel axles provide the residual required braking force.
7. The utility model provides a braking force distribution system for trolley bus, includes brake main valve, regenerative braking structure, non-regenerative braking structure, the brake main valve with regenerative braking structure, non-regenerative braking structural connection, its characterized in that: the braking force distribution is performed using the braking force distribution method according to any one of claims 1 to 6.
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| CN202010351965.0A CN111516660A (en) | 2018-10-30 | 2018-10-30 | Braking force distribution method and system for trolley bus |
| CN201811273944.0A CN109466525B (en) | 2018-10-30 | 2018-10-30 | Braking force distribution method and system for trolley bus |
| CN202010350767.2A CN111516659A (en) | 2018-10-30 | 2018-10-30 | Braking force distribution method and system for trolley bus |
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| CN202010350767.2A Division CN111516659A (en) | 2018-10-30 | 2018-10-30 | Braking force distribution method and system for trolley bus |
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| CN111516659A (en) | 2020-08-11 |
| CN109466525A (en) | 2019-03-15 |
| CN111516660A (en) | 2020-08-11 |
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