CN109501790B - Trailer brake pressure delay compensation and wheel slip rate combined control system and method - Google Patents
Trailer brake pressure delay compensation and wheel slip rate combined control system and method Download PDFInfo
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- CN109501790B CN109501790B CN201811241398.2A CN201811241398A CN109501790B CN 109501790 B CN109501790 B CN 109501790B CN 201811241398 A CN201811241398 A CN 201811241398A CN 109501790 B CN109501790 B CN 109501790B
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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
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
- B60T13/66—Electrical control in fluid-pressure brake systems
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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
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Abstract
The invention discloses a trailer brake pressure delay compensation and wheel slip rate combined control system and method, a two-position two-way electromagnetic valve is introduced and combined with an ABS electromagnetic valve to carry out combined control on brake air pressure and slip rate, when in service braking, a controller calculates the optimal slip rate at the moment, when the slip rate does not meet a judgment condition, the controller calculates a required voltage brake signal in real time through a pedal signal and rapidly transmits the voltage brake signal to a first two-position two-way electromagnetic valve and a second two-position two-way electromagnetic valve to control the opening and closing of the valves of the two-position two-way electromagnetic valve, so that the brake is rapidly generated, and the time delay; when the slip ratio meets the judgment condition, the slip ratio is taken as a control object, the state of the ABS electromagnetic valve is controlled to control the slip ratio of the vehicle, the uneconomical situation that the gas pressures are mutually offset due to the simultaneous operation of the pressure compensation system and the slip ratio control system is effectively avoided, the loss of compressed gas energy is reduced, and the response time and the braking stability of the trailer are reduced.
Description
Technical Field
The invention relates to a trailer braking system, in particular to a combined control system consisting of a braking pressure delay compensation system and a wheel slip rate control system applied to a trailer and a control method thereof.
Background
The advantages of the train, such as large loading mass, high transportation efficiency, low cost, safety, reliability, etc., are widely applied to commercial automobile systems, and the trailers can be replaced at any time according to needs, so that the train has high flexibility and becomes an important component in the transportation industry. The existing trailer mostly adopts a pneumatic brake system to realize braking, control gas required by trailer braking needs to act on an emergency relay valve of the trailer from a series double-cavity brake valve of a tractor through a trailer valve and a trailer pneumatic brake connector, and then the emergency relay valve of the trailer outputs required braking pressure to each brake chamber of the trailer according to the pressure of the control gas. However, the problems of compressibility of gas, a long distance between a brake air chamber of the trailer and the tractor and the like cause pressure delay and time delay of the braking of the trailer compared with the tractor, so that the trailer can impact the tractor in a reciprocating manner, the service life of a towing pin is shortened, dangerous working conditions such as folding, drifting, sideslip and the like of the braking can be caused, and the driving safety and the braking stability of an automobile train are seriously influenced.
The current technology for solving the problem of trailer braking delay is to make the trailer quickly generate braking response through electric braking, and for example, in chinese patent publication No. CN200910099607.9, an electrically controlled pneumatic braking system is proposed, which improves braking response by transmitting a tractor pedal signal to an electromagnetic valve for actuation. The document with chinese patent publication No. CN201410380037.1 proposes a device for solving the problem of trailer air pressure brake hysteresis compensation, which converts the displacement of the brake pedal into the attraction of the relay magnet by setting a circuit, so as to brake the trailer in advance to reduce the brake hysteresis time. However, these technologies do not consider the problem of joint control between the air pressure delay compensation and the wheel slip ratio, especially when the trailer brakes on a road with low adhesion coefficient, the wheels are easy to lock due to low adhesion coefficient, and it may happen that the ABS solenoid valve of the wheel performs corresponding action to control the slip ratio to maintain the stability of the vehicle while compensating the pressure of the trailer, that is, the air pressure increase caused by the pressure compensation may be exhausted to the atmosphere through the ABS solenoid valve, and the pressure compensation and slip ratio adjustment actions are conflicting with each other, which not only causes the loss of compressed air energy, but also increases the wear of the braking components and reduces the service life.
Disclosure of Invention
The invention aims to solve the problem of coordination between the brake pressure compensation and the wheel slip rate control of the existing trailer air pressure brake system, and provides a trailer brake pressure delay compensation and wheel slip rate combined control system and a control method thereof.
The trailer brake pressure delay compensation and wheel slip rate combined control system adopts the technical scheme that: the emergency relay valve is connected with a first interface of a four-way joint through a first air outlet of the emergency relay valve, a second air outlet of the emergency relay valve is connected with a first interface of a first three-way joint, the other two interfaces of the first three-way joint are respectively connected with a trailer air cylinder and an inlet of a first two-position two-way electromagnetic valve in a one-to-one correspondence manner, the other three interfaces of the four-way joint are respectively connected with an inlet of a second two-position two-way electromagnetic valve, a first interface of a third three-way joint and a first interface of a fourth three-way joint in a one-to-one correspondence manner, the other two interfaces of the third three-way joint are respectively connected with an interface of a second three-way joint and a interface of a right ABS electromagnetic valve in a one-to-one correspondence manner, the other two interfaces of the second three-way joint are respectively connected with an outlet of the first two-position two, the right ABS electromagnetic valve is connected with a first interface of a fifth three-way joint, the other two interfaces of the fifth three-way joint are respectively connected with the right air pressure sensor and the right brake air chamber in a one-to-one correspondence manner, the left ABS electromagnetic valve is connected with a first interface of a sixth three-way joint, and the other two interfaces of the sixth three-way joint are respectively connected with the left air pressure sensor and the left brake air chamber in a one-to-one correspondence manner; the left and right air pressure sensors respectively detect the air pressure of the left and right brake chambers, the left and right wheel speed sensors respectively detect the wheel speeds of the corresponding wheels of the trailer, the left and right air pressure sensors and the left and right wheel speed sensors are respectively connected with the controller through signal lines, and the controller is also respectively connected with the first and second two-position two-way electromagnetic valves, the second two-position two-way electromagnetic valve and the left and right ABS electromagnetic valves through control lines.
The technical scheme adopted by the control method of the trailer brake pressure delay compensation and wheel slip rate combined control system is as follows:
A. the controller calculates the trailer slip rate at the current momentsOptimum slip ratios 0 Pressure of air pressurep(ii) a Slip ratio of trailersAnd optimum slip ratios 0 For comparison, ifs≥s 0 Performing slip rate control ifs＜s 0 Performing air pressure delay compensation control;
B. when the slip ratio is controlled, the first two-position two-way electromagnetic valve and the second two-position two-way electromagnetic valve are closed, and compressed gas of the first gas outlet is divided by the four-way joint 1 and then respectively passes through the left ABS electromagnetic valve and the right ABS electromagnetic valve to control the gas pressure of the left brake chamber, the right brake chamber and the right brake chamber;
C. when the air pressure is controlled by delaying compensation, the controller will control the air pressurepAnd expected brake pressurep 0 And comparing, determining the opening and closing of the first and second two-position two-way solenoid valves according to the comparison, and controlling the left and right ABS solenoid valves 12 not to work.
Further, in step B, ifs=s 0 The controller controls the left ABS electromagnetic valve and the right ABS electromagnetic valve to realize pressure maintaining control on the left brake air chamber and the right brake air chamber; if it iss＞s 0 The controller controls the left and right ABS electromagnetic valves to realize pressure reduction control on the left and right brake air chambers 19.
Further, in step C, ifp=p 0 The controller controls the first two-position two-way electromagnetic valve and the second two-position two-way electromagnetic valve to be kept closed, compressed gas of the first gas outlet is divided into two paths through the four-way joint, one path of compressed gas enters the right brake chamber through the third three-way joint, the right ABS electromagnetic valve and the fifth three-way joint, and the other path of compressed gas enters the left brake chamber through the fourth three-way joint, the left ABS electromagnetic valve and the sixth three-way joint; if it isp＜p 0 The controller controls the first two-position two-way electromagnetic valve to be opened and the second two-position two-way electromagnetic valve to be kept closed, compressed gas of the second gas outlet is divided into two paths through the first three-way joint, the first two-position two-way electromagnetic valve and the second three-way joint, one path of compressed gas enters the right brake chamber through the third three-way joint, the right ABS electromagnetic valve and the fifth three-way joint, and the other path of compressed gas enters the left brake chamber through the fourth three-way joint, the left ABS electromagnetic valve and the sixth three-way joint; if it isp＞p 0 The controller controls the first two-position two-way solenoid valve to be closed, the second two-position two-way solenoid valve to be opened, gas in the right brake air chamber is exhausted into the atmosphere through the fifth three-way joint, the right ABS solenoid valve, the third three-way joint, the four-way joint and the second two-position two-way solenoid valve, and gas in the left brake air chamber is exhausted into the atmosphere through the sixth three-way joint, the left ABS solenoid valve, the fourth three-way joint, the four-way joint and the second two-position two-way solenoid valve, so that pressure reduction control is achieved.
The invention has the advantages that:
the invention utilizes the characteristic of small response time of electric braking, introduces the two-position two-way electromagnetic valve and combines the ABS electromagnetic valve to carry out combined control on braking air pressure and slip ratio. When the sliding rate does not meet the judgment condition, the controller calculates the required voltage braking signal in real time through a pedal signal and rapidly transmits the voltage braking signal to the first two-position two-way electromagnetic valve and the second two-position two-way electromagnetic valve to control the opening and closing of the valves of the two-position two-way electromagnetic valve, so that the braking is rapidly generated, and the time delay is reduced; when the slip ratio satisfies the determination condition, the slip ratio is controlled by controlling the state of the ABS solenoid valve with the slip ratio as a control target. The method and the device have the advantages that the brake pressure compensation and the wheel slip rate are coordinately controlled, the uneconomical situation that gas pressures are mutually counteracted due to the simultaneous work of the pressure compensation system and the slip rate control system is effectively avoided, the loss of compressed gas energy is reduced, the response time of a trailer and the brake stability of the trailer are reduced, the delay time of the increase of the brake pressure of the trailer is shortened, the brake stability is ensured, and the gas consumption of the brake system and the abrasion of brake components are reduced as much as possible. In addition, the invention only introduces two-position two-way electromagnetic valves on the basis of the original trailer braking system, has low design cost, does not influence the original trailer braking system, namely can still ensure the braking of the trailer under the condition that the air pressure compensation system fails, improves the stability of the vehicle, and simultaneously avoids the waste of energy and the abrasion of braking devices.
Drawings
The present invention will be described in further detail with reference to the accompanying drawings and specific embodiments.
FIG. 1 is a schematic view of a mechanical braking system for a primary trailer;
FIG. 2 is a block diagram of the structure and control of the trailer brake pressure compensation and wheel slip ratio combined control system of the present invention, wherein the dotted line is the electrical signal input line and the dashed line is the electrical signal output line;
in the figure: 1. controlling a pipeline joint; 2. an air supply line connection; 3. an emergency relay valve; 4. a first three-way joint; 5. a trailer air cylinder; 6. a first two-position two-way solenoid valve; 7. a controller; 8. a second three-way joint; 9. a third three-way joint; 10. a four-way joint; 11. a fourth three-way joint; 12. a left ABS solenoid valve; 13. a second two-position two-way solenoid valve; 14. a right ABS solenoid valve; 15. a fifth three-way joint; 16. a right barometric pressure sensor; 17. a left air pressure sensor; 18. a sixth three-way joint; 19. a left brake chamber; 20. a right brake chamber; 21. a right wheel speed sensor; 22. a left wheel speed sensor; 31. an inflation inlet; 32. a first air outlet; 33. a second air outlet; 34 control the ports.
Detailed Description
As shown in fig. 1, the mechanical braking system of the original trailer has an emergency relay valve 3, and the emergency relay valve 3 has four ports, namely an inflation port 31, a first air outlet port 32, a second air outlet port 33 and a control port 34. The emergency relay valve 3 is connected with the control pipeline joint 1 through a control port 34 and a corresponding pipeline, is connected with the air supply pipeline joint 2 through an inflation port 31 and a corresponding pipeline, is connected with the left brake air chamber 19 and the right brake air chamber 20 through a first air outlet 32 and a corresponding pipeline, and is connected with the trailer air cylinder 5 through a second air outlet 33 and a corresponding pipeline. The control pipeline joint 1 provides required control pressure for a brake system, the air supply pipeline joint 2 inflates the brake system, the trailer air storage cylinder 5 is used for storing necessary brake compressed air for a trailer, and the left brake air chamber 19 and the right brake air chamber 20 are used for converting the air pressure into brake push rod thrust.
As shown in fig. 2, the trailer brake pressure delay compensation and wheel slip ratio combined control system according to the present invention comprises the emergency relay valve 3, wherein the emergency relay valve 3 is connected with the control pipeline joint 1 through a control port 34 and a corresponding pipeline, and is connected with the air supply pipeline joint 2 through an inflation port 31 and a corresponding pipeline. The first air outlet 32 of the emergency relay valve 3 is connected with the first interface of the four-way joint 10 through a corresponding pipeline, and the second air outlet 33 of the emergency relay valve 3 is connected with the first interface of the first three-way joint 4 through a corresponding pipeline.
The other two interfaces of the first three-way joint 4 are respectively connected with the trailer air cylinder 5 and the inlet of the first two-position two-way electromagnetic valve 6 in a one-to-one correspondence manner, and the other three interfaces of the four-way joint 10 are respectively connected with the inlet of the second two-position two-way electromagnetic valve 13, the first interface of the third three-way joint 9 and the first interface of the fourth three-way joint 11 in a one-to-one correspondence manner.
The other two interfaces of the third three-way joint 9 are respectively connected with one interface of the second three-way joint 8 and one interface of the right ABS electromagnetic valve 14 in a one-to-one correspondence manner, the other two interfaces of the second three-way joint 8 are respectively connected with the outlet of the first two-position two-way electromagnetic valve 6 and the second interface of the fourth three-way joint 11 in a one-to-one correspondence manner, and the third interface of the fourth three-way joint 11 is connected with the left ABS electromagnetic valve 12.
The right ABS solenoid valve 14 is connected to a first interface of a fifth three-way joint 15, and the other two interfaces of the fifth three-way joint 15 are respectively connected to the right air pressure sensor 16 and the right brake chamber 20 in a one-to-one correspondence.
The left ABS solenoid valve 12 is connected to a first port of a sixth three-way joint 18, and the other two ports of the sixth three-way joint 18 are respectively connected to the left air pressure sensor 17 and the left brake chamber 19 in a one-to-one correspondence.
The left air pressure sensor 17 and the right air pressure sensor 16 respectively detect air pressures entering the left brake air chamber 19 and the right brake air chamber 20, and the left air pressure sensor 17 and the right air pressure sensor 16 are connected with the controller 7 through signal lines to provide detected air pressure signals for the controller 7. The controller 7 is also connected with the first two-position two-way solenoid valve 6, the second two-position two-way solenoid valve 13, the left ABS solenoid valve 12 and the right ABS solenoid valve 14 through control lines respectively to control the action of each corresponding solenoid valve.
The left wheel speed sensor 22 and the right wheel speed sensor 21 are respectively connected with the controller 7 through signal lines, and provide wheel speed signals of corresponding wheels for the controller 7.
The signals input by the controller 7 comprise a pedal displacement signal of the tractor, a trailer acceleration signal and a trailer wheel speed signal.
When the trailer brake pressure delay compensation and wheel slip rate combined control system works, in order to avoid interference with an original trailer brake system, the first two-position two-way electromagnetic valve 6 and the second two-position two-way electromagnetic valve 13 are both normally closed valves. The controller 7 prestores a conventional static characteristic curve of the foot valve on the tractor, which can be fitted by a conventional formula.
When the driver steps on the brake pedal of the tractor, the service braking starts, and at the moment, the controller 7 receives a pedal displacement signal at the current moment acquired by a brake pedal displacement sensor on the tractor, a trailer acceleration alpha signal at the current moment acquired by a trailer acceleration sensor, and a trailer wheel speed at the current moment acquired by a trailer speed sensor
The signals, the left wheel speed sensor 22 and the right wheel speed sensor 21 respectively acquire the rotating speeds omega of the left wheel and the right wheel of the trailer at the current moment1、ω2Signals and the air pressure of the left brake air chamber 19 and the right brake air chamber 20 at the current moment respectively acquired by the left air pressure sensor 17 and the right air pressure sensor 16p 1 、p 2 Signals, and comparing the left and right wheel speeds omega1、ω2Signal and barometric pressurep 1 、p 2 Selecting larger rotating speed value and pressure value, namely, taking omega = max (omega)1,ω2)，p=max(p 1 、p 2 )。
The controller 7 obtains the speed of the trailer wheel at the current moment
Sum wheel speed ω and wheel radiusRBy the formula
Calculating the trailer slip rate at the current moments. The controller 7 calculates the required expected brake pressure through the static characteristic curve of the foot valve on the tractor according to the displacement signal of the brake pedalp 0 。
The controller 7 adopts a formula according to the obtained trailer acceleration alpha
Calculating to obtain attachmentCoefficient of performance
. Slip ratio of trailersSubstituting into the Burckhardt model formula
Calculating to obtain nominal adhesion coefficients under different road surfaces
WhereinC 1、C 2、C 3Respectively fitting parameters of different pavements. Then, the adhesion coefficient will be utilized
All nominal adhesion coefficients
Make difference and take sum respectively
Nominal adhesion coefficient with minimum absolute difference
The corresponding road surface is taken as the road surface at the current moment, and the nominal optimal slip ratio corresponding to the road surface at the current moment is taken as the road surface
As the optimum slip ratio at this times 0 WhereinC 1、C 2、C 3And
are preset in the controller 7 for calling, and the specific values are shown in the following table 1:
TABLE 1 fitting parameters for different road surfacesC 1、C 2、C 3And nominal optimum slip ratio
The controller 7 compares the slip rate of the trailer at the current momentsAnd optimum slip ratios 0 According to the comparison result, selecting the control mode in the current state as slip rate control or air pressure delay compensation control:
when in uses≥s 0 And judging that the wheel is locked at the moment, and controlling the slip rate. In the slip ratio control process, because the first two-position two-way solenoid valve 6 and the second two-position two-way solenoid valve 13 are not electrified and are kept closed, the compressed gas at the first gas outlet 32 of the emergency relay valve 3 is divided by the four-way joint 10 and then the gas pressures of the left brake chamber 19 and the right brake chamber 20 are respectively controlled by the left ABS solenoid valve 12 and the right ABS solenoid valve 14. If it iss=s 0 Then the controller 7 controls the left ABS solenoid valve 12 and the right ABS solenoid valve 14 to perform pressure maintaining control on the left brake chamber 19 and the right brake chamber 20. Otherwise ifs＞s 0 The controller 7 controls the left ABS solenoid valve 12 and the right ABS solenoid valve 14 to perform decompression control of the left brake chamber 19 and the right brake chamber 20.
On the contrary, whens＜s 0 And when the wheel is judged not to be locked at the moment, the air pressure delay compensation control is carried out:
the controller 7 controls the air pressurepAnd expected brake pressurep 0 And comparing, and determining the opening and closing of the first two-position two-way solenoid valve 6 and the second two-position two-way solenoid valve 13 according to the comparison, wherein in the air pressure delay compensation control process, the left ABS solenoid valve 12 and the right ABS solenoid valve 14 are not electrified and do not work. If it isp=p 0 The controller 7 controls the first two-position two-way electromagnetic valve 6 and the second two-position two-way electromagnetic valve 13 to keep closed, and at the moment, the brake air pressure passes through the brake loop of the original trailer and then passes through the left brake air chamber 1And 9, the right brake air chamber 20 is inflated, namely, the compressed air at the first air outlet 32 of the emergency relay valve 3 is divided into two paths through the four-way joint 10, one path enters the right brake air chamber 20 through the third three-way joint 9, the right ABS electromagnetic valve 14 and the fifth three-way joint 15, and the other path enters the left brake air chamber 19 through the fourth three-way joint 11, the left ABS electromagnetic valve 12 and the sixth three-way joint 18. If it isp＜p 0 Then, the controller 7 controls the first two-position two-way solenoid valve 6 to be powered on and opened, the second two-position two-way solenoid valve 13 to be kept closed, at this time, except that the brake loop of the original trailer of the trailer inflates the brake air chamber, the compressed air at the second air outlet 33 of the emergency relay valve 3 is divided into two paths through the first three-way joint 4, the first two-position two-way solenoid valve 6 and the second three-way joint 8, one path enters the right brake air chamber 20 through the third three-way joint 9, the right ABS solenoid valve 14 and the fifth three-way joint 15, and the other path enters the left brake air chamber 19 through the fourth three-way joint 11, the left ABS solenoid valve 12 and the sixth. Because the trailer air cylinder 5 is connected with the second air outlet 33, the pressure rising speed of the air passing through the first two-position two-way electromagnetic valve 6 is faster than that of the air pressure of the second air outlet 33, and the brake pressure delay compensation control can be realized. If it isp＞p 0 The controller 7 controls the first two-position two-way solenoid valve 6 to be closed when power is lost, the second two-position two-way solenoid valve 13 is opened when power is obtained, at the moment, gas in the right brake air chamber 20 is quickly exhausted into the atmosphere through the fifth three-way joint 15, the right ABS solenoid valve 14, the third three-way joint 9, the four-way joint 10 and the second two-position two-way solenoid valve 13, and gas in the left brake air chamber 19 is quickly exhausted into the atmosphere through the sixth three-way joint 18, the left ABS solenoid valve 12, the fourth three-way joint 11, the four-way joint 10 and the second two-position two-way solenoid valve 13.
Claims (5)
1. A trailer brake pressure delay compensation and wheel slip rate combined control method adopts a trailer brake pressure delay compensation and wheel slip rate combined control system, the combined control system comprises an emergency relay valve (3), the emergency relay valve (3) is connected with a first interface of a four-way joint (10) through a first air outlet (32) of the emergency relay valve, a second air outlet (33) of the emergency relay valve (3) is connected with a first interface of a first three-way joint (4), the other two interfaces of the first three-way joint (4) are respectively connected with a trailer air cylinder (5) and an inlet of a first two-position two-way electromagnetic valve (6) in a one-to-one correspondence manner, the other three interfaces of the four-way joint (10) are respectively connected with an inlet of a second two-position two-way electromagnetic valve (13), a first interface of a third three-way joint (9) and a first interface of a fourth three-way joint (11) in a one-to one, the other two interfaces of the third three-way joint (9) are respectively connected with one interface of a second three-way joint (8) and one interface of a right ABS electromagnetic valve (14) in a one-to-one corresponding mode, the other two interfaces of the second three-way joint (8) are respectively connected with the outlet of a first two-position two-way electromagnetic valve (6) and the second interface of a fourth three-way joint (11) in a one-to-one corresponding mode, the third interface of the fourth three-way joint (11) is connected with a left ABS electromagnetic valve (12), the right ABS electromagnetic valve (14) is connected with the first interface of a fifth three-way joint (15), the other two interfaces of the fifth three-way joint (15) are respectively connected with a right air pressure sensor (16) and a right brake air chamber (20) in a one-to-one corresponding mode, the left ABS electromagnetic valve (12) is connected with the first interface of a sixth three-way joint (18), and the other two interfaces of the sixth three-way joint (18; the left and right air pressure sensors (17, 16) respectively detect the air pressure of the left and right brake air chambers (19, 20), the left and right wheel speed sensors (22, 21) respectively detect the wheel speed of the corresponding wheel of the trailer, the left and right air pressure sensors (17, 16), the left and right wheel speed sensors (22, 21) are respectively connected with the controller (7) through signal lines, the controller (7) is also respectively connected with the first and second two-position two-way electromagnetic valves (6, 13) and the left and right ABS electromagnetic valves (12, 14) through control lines, and the air pressure control device is characterized by comprising the following steps:
A. the controller (7) calculates the trailer slip rate s and the optimal slip rate s at the current moment0Expected brake pressure p0The air pressure p; the trailer slip rate s and the optimal slip rate s0For comparison, if s is greater than or equal to s0Controlling the slip rate if s < s0Performing air pressure delay compensation control;
B. when the slip ratio is controlled, the first two-position two-way electromagnetic valve (6) and the second two-position two-way electromagnetic valve (13) are closed, and compressed gas of the first gas outlet (32) is divided by the four-way joint (10) and then controls gas pressure of the left brake chamber (19) and the right brake chamber (20) through the left ABS electromagnetic valve (12) and the right ABS electromagnetic valve (14) respectively;
C. in the air pressure delay compensation control, the controller (7) controls the air pressure p and the expected brake pressure p0And comparing, determining the opening and closing of the first and second two-position two-way electromagnetic valves (6, 13) according to the comparison, and controlling the left and right ABS electromagnetic valves (12, 14) not to work.
2. The control method according to claim 1, wherein: in step B, if s ═ s0The controller (7) controls the left and right ABS electromagnetic valves (12, 14) to realize pressure maintaining control on the left and right brake air chambers (19, 20); if s > s0The controller (7) controls the left and right ABS electromagnetic valves (12, 14) to respectively realize pressure reduction control on the left and right brake air chambers (19, 20).
3. The control method according to claim 1, wherein: in step C, if p ═ p0The controller (7) controls the first and second two-position two-way electromagnetic valves (6, 13) to be kept closed, compressed gas of the first gas outlet (32) is divided into two paths through the four-way joint (10), one path enters the right brake chamber (20) through the third three-way joint (9), the right ABS electromagnetic valve (14) and the fifth three-way joint (15), and the other path enters the left brake chamber (19) through the fourth three-way joint (11), the left ABS electromagnetic valve (12) and the sixth three-way joint (18); if p < p0The controller (7) controls the first two-position two-way electromagnetic valve (6) to be opened and the second two-position two-way electromagnetic valve (13) to be kept closed, compressed gas of the second gas outlet (33) passes through the first three-way joint (4), the first two-position two-way electromagnetic valve (6) and is divided into two paths through the second three-way joint (8), one path enters the right brake chamber (20) through the third three-way joint (9), the right ABS electromagnetic valve (14) and the fifth three-way joint (15), and the other path enters the left brake chamber (19) through the fourth three-way joint (11), the left ABS electromagnetic valve (12) and the sixth three-way joint (18); if p > p0The controller (7) controls the first two-position two-way electromagnetic valve (6) to be closed, the second two-position two-way electromagnetic valve (13) to be opened, and gas in the right brake air chamber (20) passes through the fifth three-way joint (15), the right ABS electromagnetic valve (14), the third three-way joint (9), the four-way joint (10) and the second two-position two-way electromagnetic valveThe valve (13) is discharged into the atmosphere, and the gas in the left brake air chamber (19) is discharged into the atmosphere through the sixth three-way joint (18), the left ABS electromagnetic valve (12), the fourth three-way joint (11), the four-way joint (10) and the second two-position two-way electromagnetic valve (13), so that the pressure reduction control is realized.
4. The control method according to claim 1, wherein: in the step A, the controller (7) firstly receives a trailer acceleration alpha signal at the current moment acquired by a trailer acceleration sensor, a trailer wheel speed v signal at the current moment acquired by a trailer speed sensor, and trailer left and right wheel rotating speeds omega at the current moment respectively acquired by left and right wheel speed sensors (22, 21)1、ω2The signals and the air pressure p of the left and the right brake chambers (19, 20) at the current moment are respectively collected by the left and the right air pressure sensors (17, 16)1、p2Signals, and comparing the left and right wheel speeds omega1、ω2Signal and pressure p1、p2Taking the larger rotation speed ω ═ max (ω ═ max)1,ω2) And the pneumatic pressure p ═ max (p)1，p2) Then according to the formula
The trailer slip ratio s at the current time is calculated, and R is the wheel radius.
5. The control method according to claim 4, wherein: the controller (7) is based on the formula mu-a/g and mu1＝C1[1-exp(-C2s)]-C3s obtaining a nominal adhesion coefficient mu using the adhesion coefficient mu and under different road surfaces1Mu and all mu1Respectively making difference, and taking the value mu with minimum absolute value1The corresponding road surface is taken as the road surface at the current moment, and the nominal optimal slip ratio s corresponding to the road surface is used*As the optimum slip ratio s0，C1、C2、C3Respectively fitting parameters of different pavements.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811241398.2A CN109501790B (en) | 2018-10-24 | 2018-10-24 | Trailer brake pressure delay compensation and wheel slip rate combined control system and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811241398.2A CN109501790B (en) | 2018-10-24 | 2018-10-24 | Trailer brake pressure delay compensation and wheel slip rate combined control system and method |
Publications (2)
| Publication Number | Publication Date |
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| CN109501790A CN109501790A (en) | 2019-03-22 |
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| CN110371129B (en) * | 2019-06-28 | 2020-09-11 | 湖南行必达网联科技有限公司 | Method and device for judging brake consistency of main vehicle and trailer and brake system |
| CN110789504B (en) * | 2019-10-18 | 2021-06-22 | 江苏大学 | Nonlinear composite ABS control method based on electromagnetic braking hysteresis compensation |
| CN110803172B (en) * | 2019-12-04 | 2020-12-01 | 苏州智加科技有限公司 | Modeling method of brake system of automatic driving vehicle and vehicle brake system |
| CN111776015A (en) * | 2020-07-28 | 2020-10-16 | 株洲中车时代电气股份有限公司 | Diagnosis method, control device and system for wheel locking fault of high-speed train |
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Effective date of registration: 20221216 Address after: 230000 Room 203, building 2, phase I, e-commerce Park, Jinggang Road, Shushan Economic Development Zone, Hefei City, Anhui Province Patentee after: Hefei Jiuzhou Longteng scientific and technological achievement transformation Co.,Ltd. Address before: Zhenjiang City, Jiangsu Province, 212013 Jingkou District Road No. 301 Patentee before: JIANGSU University Effective date of registration: 20221216 Address after: 272600 1000 meters east of Caizhuang Village, Quanpu Industrial Zone, Liangshan County, Jining City, Shandong Province Patentee after: Liangshan Xuantong transportation equipment manufacturing Co.,Ltd. Address before: 230000 Room 203, building 2, phase I, e-commerce Park, Jinggang Road, Shushan Economic Development Zone, Hefei City, Anhui Province Patentee before: Hefei Jiuzhou Longteng scientific and technological achievement transformation Co.,Ltd. |
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Denomination of invention: Trailer brake pressure delay compensation and wheel slip rate joint control system and method Effective date of registration: 20230621 Granted publication date: 20210420 Pledgee: Shandong Liangshan Rural Commercial Bank Co.,Ltd. Xuji Branch Pledgor: Liangshan Xuantong transportation equipment manufacturing Co.,Ltd. Registration number: Y2023980045210 |