CN112124275B - Vehicle braking force distribution method, terminal device and storage medium - Google Patents
Vehicle braking force distribution method, terminal device and storage medium Download PDFInfo
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- CN112124275B CN112124275B CN201910549116.3A CN201910549116A CN112124275B CN 112124275 B CN112124275 B CN 112124275B CN 201910549116 A CN201910549116 A CN 201910549116A CN 112124275 B CN112124275 B CN 112124275B
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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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Abstract
The application is applicable to the technical field of automatic control, and provides a vehicle braking force distribution method, terminal equipment and a storage medium, wherein the method comprises the following steps: calculating a target braking force according to the braking instruction, and acquiring an electric braking force which can be applied by the vehicle; when the target braking force is larger than the electric braking force, calculating air braking force needing to be supplemented according to the target braking force and the electric braking force; distributing the air braking force to each brake disc with the available air braking function in the vehicle until each brake disc of the vehicle has the same air braking force or air braking power; calculating the current temperature of the brake disc; and when the current temperature is lower than the preset temperature threshold value, keeping the air braking force distributed to each brake disc of the vehicle until the braking is finished. The temperature of the brake disc is indirectly monitored by monitoring the air braking force or the air braking power of the brake disc, so that the overhigh temperature of the brake disc is avoided, and the braking reliability of the brake disc is enhanced.
Description
Technical Field
The application belongs to the technical field of automation control, and particularly relates to a vehicle braking force distribution method, terminal equipment and a storage medium.
Background
In the current train brake system, the electric brake is preferentially used for the distribution of the brake force, and when the electric brake is insufficient, the air brake is applied. The purpose is to feed back braking energy to a power grid, other trains can be used as power, the requirements of energy conservation and environmental protection are met, the friction between the brake pad and the brake disc is reduced, the thermal load of the brake disc is reduced, the temperature of the brake disc is reduced, and the service life of the brake disc is prolonged. In the conventional train brake system, when air brake force is distributed, equal adhesion or equal abrasion strategies are generally adopted. Under the adhesion distribution scheme such as air brake, the train brake system firstly distributes the air brake force to each trailer evenly according to the adhesion coefficient of the trailer, the trailer applies the air brake, and if the brake force is insufficient, the air brake force is distributed to the motor train. Under an air brake or other wear distribution scheme, the train brake system distributes the remaining air brake force evenly across the trailer and the railcar until the vehicle reaches an adhesion coefficient.
In the case of an air brake force distribution strategy such as adhesion or wear distribution, there is a problem that the brake reliability is low when the brake disk executes the distributed air brake force.
Disclosure of Invention
In view of this, embodiments of the present application provide a vehicle braking force distribution method, a terminal device, and a storage medium, so as to solve the problem that a brake disc of a current train braking system has low braking reliability after distributing an air braking force.
According to a first aspect, an embodiment of the present application provides a vehicle braking force distribution method, including: after a braking instruction is obtained, calculating a target braking force according to the braking instruction, and obtaining an electric braking force which can be applied by the vehicle; when the target braking force is larger than the electric braking force, calculating air braking force needing to be supplemented according to the target braking force and the electric braking force; distributing the air braking force to each brake disc of the vehicle with available air braking function until each brake disc of the vehicle has the same air braking force or air braking power; calculating the current temperature of the brake disc according to the same air braking force or air braking power of each brake disc of the vehicle; and when the current temperature is less than a preset temperature threshold value, maintaining the air braking force distributed to each brake disc of the vehicle until the braking is finished.
With reference to the first aspect, in some embodiments of the present application, the distributing the air braking force to each brake disc of the vehicle until each brake disc of the vehicle has the same air braking force or air braking power includes: evenly distributing the air braking force to each compartment with available air braking function, and calculating initial air braking force of each compartment; the carriage is a carriage which forms the vehicle and comprises a motor car and a trailer; respectively acquiring the quantity of the brake discs of each compartment; respectively calculating first air braking force or first air braking power of each brake disc in each compartment according to the initial air braking force of each compartment and the number of the corresponding brake discs; when the first air braking force or the first air braking power on any two brake discs is different, the initial air braking force of each compartment is adjusted until each brake disc of the vehicle has the same air braking force or air braking power, the same air braking force of each brake disc of the vehicle is recorded as a second air braking force, or the same air braking power of each brake disc of the vehicle is recorded as a second air braking power.
In some embodiments of the present application, in combination with the first aspect, when the car is a motorcycle, the method comprises
Adjusting the initial air braking force of each motor car;
when the carriage is a trailer, the trailer passes through
Adjusting the initial air brake force of each trailer;
wherein, F1The air braking force distributed to each motor car after adjustment; f2The air braking force distributed for each trailer after adjustment; f0An initial air brake force for each car; n is the number of the carriages; n is1The number of motor cars; n is2The number of trailers; d1The number of brake discs on each motor car; d2The number of brake discs on each trailer.
In combination with the first aspect, in some embodiments of the present application, the method is performed by
T＝f(W,c,λ,r,s,t)+T0
Calculating the current temperature of the brake disc;
wherein T is the current temperature of the brake disc; w is the braking energy borne by the brake disc calculated according to the second air braking force; c is the specific heat capacity of the material of the brake disc; lambda is the material thermal conductivity coefficient of the brake disc; r is the friction radius of the brake disc; s is the area of the brake disc; t is a braking time extracted from the braking instruction; t is0Is the initial temperature of the brake disc; and when the vehicle is braked for the first time after being started, the initial temperature of the brake disc is the corresponding ambient temperature.
With reference to the first aspect, in some embodiments of the present application, after braking ends, the vehicle braking force distribution method further includes: and calculating the initial temperature of the brake disc when the vehicle brakes next time according to the current temperature of the brake disc.
In combination with the first aspect, in some embodiments of the present application, the method is performed by
T0＝f(Hf,q,t1)
Calculating the initial temperature of a brake disc when the vehicle brakes next time;
wherein, T0The initial temperature of a brake disc when the vehicle brakes next time; hfQ is a heat radiation parameter calculated according to the current temperature of the brake disc; t is t1And the corresponding time when the vehicle brakes next time is obtained.
With reference to the first aspect, in some embodiments of the present application, the vehicle braking force distribution method further includes: and when the current temperature is greater than or equal to a preset temperature threshold value, generating and sending alarm information.
According to a second aspect, an embodiment of the present application provides a terminal device, including: the calculating unit is used for acquiring the electric braking force of the vehicle after acquiring the braking instruction and calculating the target braking force according to the braking instruction; when the target braking force is larger than the electric braking force, the calculating unit is further used for calculating air braking force needing to be supplemented according to the target braking force and the electric braking force; a distribution unit for distributing the air braking force to each brake disc of the vehicle until each brake disc of the vehicle has the same air braking force; the calculation unit is also used for calculating the current temperature of the brake disc according to the same air braking force of each brake disc of the vehicle; when the current temperature is lower than a preset temperature threshold value, the distribution unit is further used for maintaining the air braking force distributed to each brake disc of the vehicle until the braking is finished.
According to a third aspect, an embodiment of the present application provides a terminal device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, where the processor implements the steps of the method according to the first aspect or any embodiment of the first aspect when executing the computer program.
According to a fourth aspect, embodiments of the present application provide a computer-readable storage medium, which stores a computer program, and the computer program, when executed by a processor, implements the steps of the method according to the first aspect or any embodiment of the first aspect.
According to the vehicle braking force distribution method provided by the embodiment of the application, the air braking force or the air braking power distributed to each brake disc is monitored, so that each brake disc has the same air braking force or air braking power. The brake disc heats up when it executes the distributed air braking force. When each brake disc all has the same air braking power or air braking power, each brake disc also all will all have the same temperature, avoids appearing the uneven condition of brake disc temperature. The temperature of the brake disc is indirectly monitored by monitoring the air braking force or the air braking power of the brake disc, so that the overhigh temperature of the brake disc is avoided, and the braking reliability of the brake disc is enhanced.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
FIG. 1 is a schematic flow chart illustrating an implementation of a specific example of a braking force distribution method for a vehicle according to an embodiment of the present application;
FIG. 2 is a schematic flow chart of another specific example of a vehicle braking force distribution method provided by an embodiment of the application;
fig. 3 is a schematic structural diagram of a specific example of a terminal device provided in an embodiment of the present application;
fig. 4 is a schematic structural diagram of another specific example of the terminal device provided in the embodiment of the present application.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.
In the current train brake system, the electric brake is preferentially used for the distribution of the brake force, and when the electric brake is insufficient, the air brake is applied. When air brake force is distributed, generally, a constant adhesion or constant wear distribution strategy is adopted, and the temperature of the brake disc is increased regardless of the constant adhesion or constant wear distribution of the air brake force. However, in the conventional train brake system, when the air braking force is distributed, the influence of the air braking force on the temperature rise of the brake disc is not fully considered. Because the temperature of the brake disc is too high, the brake capacity can be influenced, so that the temperature limit or the thermal load capacity of the brake disc under the working condition of vehicle failure needs to be considered at the initial design stage of the brake disc, and the speed of the train is limited according to the temperature limit or the thermal load capacity of the brake disc, so that the running safety of the vehicle is ensured. However, in practical application, different vehicle operation routes may require different vehicle speed limit values, and the vehicle speed limit values obtained based on the existing adhesion or equal abrasion distribution strategies such as air brake force and the like are applied to all route working conditions, so that some speed limit values may not be suitable for some routes. The consequence of this is that the temperature limit or thermal load capacity of the brake disc cannot be normally evaluated, thereby adversely affecting the braking reliability of the brake disc; secondly, the efficient operation of the train cannot be ensured.
In order to solve the problems that the temperature limit or the thermal load capacity value of a train brake disc cannot be timely reflected based on the existing adhesion or equal abrasion distribution strategies such as air brake force and the like, and different vehicle speed limit values need to be provided for trains in different line operations, the embodiment of the application provides a brake force distribution method based on thermal load.
In order to explain the technical solution described in the present application, the following description will be given by way of specific examples.
The embodiment of the application provides a vehicle braking force distribution method, and as shown in fig. 1, the vehicle braking force distribution method may include the following steps:
step S101: after the braking instruction is obtained, the target braking force is calculated according to the braking instruction, and the electric braking force which can be applied by the vehicle is obtained.
Step S102: it is determined whether the target braking force is greater than the electric braking force. When the target braking force is smaller than or equal to the electric braking force, only the electric braking is applied to the vehicle, and the air braking force is not applied any more; when the target braking force is larger than the electric braking force, step S103 is executed.
Step S103: and calculating the air braking force needing to be supplemented according to the target braking force and the electric braking force. In one embodiment, the air braking force that needs to be supplemented can be calculated by equation (1):
F_i＝F_total-F_ed (1)
wherein F _ i represents the air braking force which needs to be supplemented; f _ total represents a target braking force calculated according to a braking command, wherein the F _ total is m × a, m is the load of the current vehicle, and a is a target deceleration extracted according to the braking command; f _ ed represents the electric braking force that the current vehicle feedback can apply.
Step S104: the air brake force is distributed to the individual brake discs of the vehicle, in which the air brake function is available, until the individual brake discs of the vehicle all have the same air brake force or air brake power.
In a specific embodiment, as shown in fig. 2, the process of step S104 can be implemented by the following several sub-steps:
step S1041: the air brake force is evenly distributed to each of the cars of the available air brake function, and the initial air brake force of each of the cars is calculated. Specifically, the carriages are all carriages forming a vehicle, and the carriages comprise a motor car and a trailer.
The initial air braking force of each vehicle compartment can be calculated by the formula (2):
wherein, F0An initial air brake force for each car; n is the number of the carriages with available air brake function; f _ i is the air braking force required to be supplemented.
Step S1042: and respectively acquiring the quantity of the brake discs of each compartment. In practical applications, the number of brake discs provided on the motor car and the trailer may be the same or different.
Step S1043: and respectively calculating the first air braking force or the first air braking power of each brake disc in each compartment according to the initial air braking force and the corresponding brake disc number of each compartment.
When the compartment is a motor car, the first air braking force of each brake disc in the motor car can be calculated by formula (3), and the first air braking power of each brake disc in the motor car can be calculated by formula (4):
wherein f is1A first air braking force for each brake disc in the motor car; p1The first air braking power of each brake disc in the motor car; f0An initial air brake force for each car; d1The number of brake discs on each motor car; v is the current running speed of the vehicle.
When the compartment is a trailer, the first air braking force of each brake disc in the trailer can be calculated by formula (5), and the first air braking power of each brake disc in the trailer can be calculated by formula (6):
wherein f is2A first air braking force for each brake disc in the trailer; p2A first air braking power for each brake disc in the trailer; f0An initial air brake force for each car;d2the number of brake discs on each trailer; v is the current running speed of the vehicle.
Step S1044: when the first air brake force or the first air brake power on any two brake discs is different, the initial air brake force of each vehicle compartment is adjusted until each brake disc of the vehicle has the same air brake force or air brake power.
In one embodiment, when the car is a motor car, the initial air braking force of each motor car can be adjusted by formula (7):
when the car is a trailer, the initial air brake force of each trailer can be adjusted by the formula (8):
wherein, F1The air braking force distributed to each motor car after adjustment; f2The air braking force distributed for each trailer after adjustment; f0An initial air brake force for each car; n is the number of the carriages; n is1The number of motor cars; n is2The number of trailers; d1The number of brake discs on each motor car; d2The number of brake discs on each trailer.
With four motor cars with two brake discs per axle and four trailers with three brake discs per axle, i.e. d1＝8、 d2For example 12, the rear vehicle braking force F is adjusted1＝0.8F0Adjusted trailer brake force F2＝1.2F0. After the air braking force is adjusted, the braking power of the single brake disc of the bullet train is equal to that of the single brake disc of the trailer, and the temperature or the heat load of each brake disc can be basically consistent in the braking process.
Step S1045: the same air brake force that each brake disc of the vehicle has is referred to as a second air brake force, or the same air brake power that each brake disc of the vehicle has is referred to as a second air brake power.
Step S105: the current temperature of the brake discs is calculated from the same air braking force or air braking power that each brake disc of the vehicle has.
The current temperature of the brake disc can be calculated by equation (9):
T＝f(W,c,λ,r,s,t)+T0
(9)
wherein T is the current temperature of the brake disc; w is the braking energy borne by the brake disc calculated according to the second air braking force or the second air braking power, wherein W is P.t, P is the second air braking power, and t is the braking time extracted from the braking instruction; c is the specific heat capacity of the material of the brake disc; lambda is the material thermal conductivity coefficient of the brake disc; r is the friction radius of the brake disc; s is the area of the brake disc; t is0Is the initial temperature of the brake disc; and when the vehicle is braked for the first time after being started, the initial temperature of the brake disc is the corresponding ambient temperature.
Step S106: and judging whether the current temperature is smaller than a preset temperature threshold value or not. For example, the temperature threshold for a steel brake rotor may be set at 500 ℃ and the temperature threshold for a ferrous brake rotor may be set at 400 ℃ which is not the thermal load limit for the brake rotor. When the current temperature is less than the preset temperature threshold, executing step S107; and when the current temperature is greater than or equal to the preset temperature threshold value, generating and sending alarm information. If the set temperature threshold value is reached, the train braking system automatically records the current speed value, and can remind a driver to stop the train quickly, and meanwhile, the current speed value of the train is used as the speed limit value of the next braking working condition. And in the next braking working condition, when the vehicle speed reaches the speed value but does not reach the temperature threshold value of the brake disc, the braking system cancels the speed limit value, and takes the vehicle speed reaching the temperature threshold value as the speed limit value of the next braking working condition again.
Step S107: the air braking force distributed to the respective brake discs of the vehicle is maintained until the braking is over.
Alternatively, as shown in fig. 2, after braking is finished, the following steps may be added to the vehicle braking force distribution method provided in the embodiment of the present application:
step S108: and calculating the initial temperature of the brake disc when the vehicle brakes next time according to the current temperature of the brake disc.
The initial temperature of the brake disc at the next braking of the vehicle can be calculated by equation (10):
T0＝f(Hf,q,t1) (10)
wherein, T0The initial temperature of the brake disc when the vehicle brakes next time; hfIs the convective heat dissipation coefficient; q is a heat radiation parameter obtained by calculation according to the current temperature of the brake disc; t is t1The corresponding time when the vehicle brakes next time.
After the next braking is started, the braking system needs to consider the initial temperature T of the brake disc after the brake disc is cooled at the moment0After the braking force distribution is completed, the temperature of each brake disc is calculated, the initial temperature is added additionally, and then the temperature is compared with the temperature threshold value.
After the braking is finished, each vehicle braking system records the temperature T of the current brake disc, and further calculates the initial temperature of the brake disc during the next braking according to the temperature T during the next braking. After the braking is finished, the brake disc is already in a natural convection state and a heat radiation state, so the cooled temperature of the brake disc needs to be determined according to the convection heat dissipation coefficient and the heat radiation parameters. The convective heat transfer coefficient is independent of materials and depends on the motion state of fluid, the physical properties of the fluid, the wall surface temperature and the avoidance geometry, so that the convective heat transfer on the surface of the brake disc can be simplified into planar heat dissipation, and the convective heat transfer coefficient H can be obtained according to the heat transfer theory of the planar heat dissipationf：
Where Pr is the prandtl number, τ a is the air thermal conductivity, L is the wall length (which can be simplified to equal the brake disc friction radius r), μ is the air flow velocity (which can be simplified to equal the vehicle velocity v), and γ is the kinematic viscosity of air.
The thermal radiation parameters can be calculated using the Stefan-Boltzmann equation, i.e.
Wherein epsilon is radiance, sigma is Stefin-Boltzmann constant, A is radiation area of brake disc, F12Is a form factor from the radiation surface 1 to the radiation surface 2, T1Is the absolute temperature of the radiating surface 1 (which can be simplified to equal the temperature T of the brake disc), T2Is the absolute temperature of the radiating surface 2 (which can be simplified to equal the ambient temperature).
According to the vehicle braking force distribution method provided by the embodiment of the application, the air braking force or the air braking power distributed to each brake disc is monitored, so that each brake disc has the same air braking force or air braking power. The brake disc heats up when it executes the distributed air braking force. When each brake disc all has the same air braking power or air braking power, each brake disc also all will all have the same temperature, avoids appearing the uneven condition of brake disc temperature. The temperature of the brake disc is indirectly monitored by monitoring the air braking force or the air braking power of the brake disc, so that the overhigh temperature of the brake disc is avoided, and the braking reliability of the brake disc is enhanced. The braking force distribution method based on the thermal load guarantees that the thermal load of each brake disc in a train is basically consistent, prolongs the service life of the brake discs, and meanwhile can give out corresponding speed limit values in real time according to different lines, and improves the operation efficiency of the train.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.
An embodiment of the present application further provides a terminal device, as shown in fig. 3, where the terminal device may include: a calculation unit 301 and an allocation unit 302.
The calculating unit 301 is configured to obtain an electric braking force of the vehicle after obtaining the braking instruction, and calculate a target braking force according to the braking instruction; when the target braking force is larger than the electric braking force, the calculation unit 301 is further configured to calculate an air braking force that needs to be supplemented according to the target braking force and the electric braking force; the corresponding working process can be referred to the steps S101 to S103 in the above method embodiment.
The distribution unit 302 is used for distributing the air braking force to each brake disc of the vehicle until each brake disc of the vehicle has the same air braking force; the corresponding working process can be referred to as step S104 in the above method embodiment.
The calculation unit 301 is further configured to calculate a current temperature of each brake disc of the vehicle according to the same air braking force that each brake disc has; the corresponding working process can be referred to step S105 in the above method embodiment.
When the current temperature is less than the preset temperature threshold, the distribution unit 302 is further configured to maintain the air braking force distributed to each brake disc of the vehicle until the braking is finished; the corresponding working process can be referred to the steps S106 to S107 in the above method embodiment.
Optionally, the calculating unit 301 is further configured to calculate an initial temperature of the brake disc when the vehicle brakes next time according to the current temperature of the brake disc; the corresponding working process can be referred to step S108 in the above method embodiment.
Fig. 4 is a schematic diagram of a terminal device according to an embodiment of the present application. As shown in fig. 4, the terminal device 600 of this embodiment includes: a processor 601, a memory 602 and a computer program 603, such as a braking force distribution program, stored in said memory 602 and executable on said processor 601. The processor 601, when executing the computer program 603, implements the steps in the various braking force distribution method embodiments described above, such as step S101 to step S107 shown in fig. 1. Alternatively, the processor 601, when executing the computer program 603, implements the functions of each module/unit in each device embodiment described above, such as the functions of the calculating unit 301 and the allocating unit 302 shown in fig. 3.
The computer program 603 may be partitioned into one or more modules/units that are stored in the memory 602 and executed by the processor 601 to complete the present application. The one or more modules/units may be a series of computer program instruction segments capable of performing specific functions, which are used to describe the execution process of the computer program 603 in the terminal device 600. For example, the computer program 603 may be partitioned into a synchronization module, a summarization module, an acquisition module, a return module (a module in a virtual device).
The terminal device 600 may be a desktop computer, a notebook, a palm computer, a cloud server, or other computing devices. The terminal device may include, but is not limited to, a processor 601, a memory 602. Those skilled in the art will appreciate that fig. 4 is merely an example of a terminal device 600 and does not constitute a limitation of terminal device 600 and may include more or fewer components than shown, or some components may be combined, or different components, e.g., the terminal device may also include input-output devices, network access devices, buses, etc.
The Processor 601 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 602 may be an internal storage unit of the terminal device 600, such as a hard disk or a memory of the terminal device 600. The memory 602 may also be an external storage device of the terminal device 600, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like, which are provided on the terminal device 600. Further, the memory 602 may also include both an internal storage unit and an external storage device of the terminal device 600. The memory 602 is used for storing the computer programs and other programs and data required by the terminal device. The memory 602 may also be used to temporarily store data that has been output or is to be output.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions. Each functional unit and module in the embodiments may be integrated in one processing unit, or each unit may exist alone physically, or two or more units are integrated in one unit, and the integrated unit may be implemented in a form of hardware, or in a form of software functional unit. In addition, specific names of the functional units and modules are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working processes of the units and modules in the system may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or illustrated in a certain embodiment.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus/terminal device and method may be implemented in other ways. For example, the above-described embodiments of the apparatus/terminal device are merely illustrative, and for example, the division of the modules or units is only one logical division, and there may be other divisions when actually implemented, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The integrated modules/units, if implemented in the form of software functional units and sold or used as separate products, may be stored in a computer readable storage medium. Based on such understanding, all or part of the flow in the method of the embodiments described above can be realized by a computer program, which can be stored in a computer-readable storage medium and can realize the steps of the embodiments of the methods described above when the computer program is executed by a processor. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, usb disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-Only Memory (ROM), Random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution medium, and the like. It should be noted that the computer readable medium may contain content that is subject to appropriate increase or decrease as required by legislation and patent practice in jurisdictions, for example, in some jurisdictions, computer readable media does not include electrical carrier signals and telecommunications signals as is required by legislation and patent practice.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present application and are intended to be included within the scope of the present application.
Claims (9)
1. A vehicle braking force distribution method characterized by comprising:
after a braking instruction is obtained, calculating a target braking force according to the braking instruction, and obtaining an electric braking force which can be applied by the vehicle;
when the target braking force is larger than the electric braking force, calculating air braking force needing to be supplemented according to the target braking force and the electric braking force;
distributing the air braking force to each brake disc of the vehicle with available air braking function until each brake disc of the vehicle has the same air braking force or air braking power;
calculating the current temperature of the brake disc according to the same air braking force or air braking power of each brake disc of the vehicle;
when the current temperature is smaller than a preset temperature threshold value, keeping the air braking force distributed to each brake disc of the vehicle until the braking is finished;
the distributing the air braking force to each brake disc of the vehicle until each brake disc of the vehicle has the same air braking force or air braking power, includes:
evenly distributing the air braking force to each compartment with available air braking function, and calculating initial air braking force of each compartment; the carriage is a carriage which forms the vehicle and comprises a motor car and a trailer;
respectively acquiring the quantity of the brake discs of each compartment;
respectively calculating first air braking force or first air braking power of each brake disc in each compartment according to the initial air braking force of each compartment and the number of the corresponding brake discs;
when the first air braking force or the first air braking power on any two brake discs is different, the initial air braking force of each compartment is adjusted until each brake disc of the vehicle has the same air braking force or air braking power, the same air braking force of each brake disc of the vehicle is recorded as a second air braking force, or the same air braking power of each brake disc of the vehicle is recorded as a second air braking power.
2. The vehicle braking force distribution method according to claim 1, characterized by passing through when the vehicle compartment is a moving vehicle
Adjusting the initial air braking force of each motor car;
when the carriage is a trailer, the trailer passes through
Adjusting the initial air brake force of each trailer;
wherein, F1The air braking force distributed to each motor car after adjustment; f2The air braking force distributed for each trailer after adjustment; f0An initial air brake force for each car; n is the number of the carriages; n is1The number of motor cars; n is2The number of trailers; d1The number of brake discs on each motor car; d2The number of brake discs on each trailer.
3. The vehicle braking force distribution method according to claim 1, characterized by
T＝f(W,c,λ,r,s,t)+T0
Calculating the current temperature of the brake disc;
wherein T is the current temperature of the brake disc; w is the braking energy borne by the brake disc calculated according to the second air braking force; c is the specific heat capacity of the material of the brake disc; lambda is the material thermal conductivity coefficient of the brake disc; r is the friction radius of the brake disc; s is the area of the brake disc; t is a braking time extracted from the braking instruction; t is0Is the initial temperature of the brake disc; and when the vehicle is braked for the first time after being started, the initial temperature of the brake disc is the corresponding ambient temperature.
4. The vehicle braking force distribution method according to claim 3, characterized by further comprising, after braking ends:
and calculating the initial temperature of the brake disc when the vehicle brakes next time according to the current temperature of the brake disc.
5. The vehicle braking force distribution method according to claim 4, characterized by passing through
T0＝f(Hf,q,t1)
Calculating the initial temperature of a brake disc when the vehicle brakes next time;
wherein, T0The initial temperature of a brake disc when the vehicle brakes next time; hfQ is a heat radiation parameter calculated according to the current temperature of the brake disc; t is t1And the corresponding time when the vehicle brakes next time is obtained.
6. The vehicle braking force distribution method according to any one of claims 1 to 5, characterized by further comprising:
and when the current temperature is greater than or equal to a preset temperature threshold value, generating and sending alarm information.
7. A terminal device, comprising:
the calculating unit is used for acquiring the electric braking force of the vehicle after acquiring the braking instruction and calculating the target braking force according to the braking instruction; when the target braking force is larger than the electric braking force, the calculating unit is further used for calculating air braking force needing to be supplemented according to the target braking force and the electric braking force;
a distribution unit for distributing the air braking force to each brake disc of the vehicle until each brake disc of the vehicle has the same air braking force;
the allocation unit is specifically configured to:
evenly distributing the air braking force to each compartment with available air braking function, and calculating initial air braking force of each compartment; the carriage is a carriage which forms the vehicle and comprises a motor car and a trailer;
respectively acquiring the quantity of the brake discs of each compartment;
respectively calculating first air braking force or first air braking power of each brake disc in each compartment according to the initial air braking force of each compartment and the number of the corresponding brake discs;
when the first air braking force or the first air braking power on any two brake discs is different, adjusting the initial air braking force of each compartment until each brake disc of the vehicle has the same air braking force or air braking power, and recording the same air braking force which each brake disc of the vehicle has as a second air braking force or recording the same air braking power which each brake disc of the vehicle has as a second air braking power;
the calculation unit is also used for calculating the current temperature of the brake disc according to the same air braking force of each brake disc of the vehicle;
when the current temperature is lower than a preset temperature threshold value, the distribution unit is further used for maintaining the air braking force distributed to each brake disc of the vehicle until the braking is finished.
8. A terminal device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the steps of the method according to any of claims 1 to 6 when executing the computer program.
9. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 6.
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| CN112590854B (en) * | 2021-01-05 | 2022-06-14 | 中车株洲电力机车有限公司 | Subway vehicle air brake supplementing method and device |
| CN112721886B (en) * | 2021-01-11 | 2022-03-01 | 中车唐山机车车辆有限公司 | Train braking force distribution method and device and terminal equipment |
| CN113320383A (en) * | 2021-06-11 | 2021-08-31 | 恒大新能源汽车投资控股集团有限公司 | Vehicle speed control method and device based on brake disc temperature |
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