CN112208499B - Low-floor vehicle brake force distribution system, brake force distribution method and low-floor vehicle - Google Patents
Low-floor vehicle brake force distribution system, brake force distribution method and low-floor vehicle Download PDFInfo
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- CN112208499B CN112208499B CN201910628572.7A CN201910628572A CN112208499B CN 112208499 B CN112208499 B CN 112208499B CN 201910628572 A CN201910628572 A CN 201910628572A CN 112208499 B CN112208499 B CN 112208499B
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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
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
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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
- B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
Abstract
The invention relates to a low-floor vehicle brake force distribution system, a brake force distribution method of the low-floor vehicle brake force system and a low-floor vehicle, wherein the distribution system comprises a network control module, a traction control module and a brake control module, wherein the network control module is used for: constructing a function of the ratio of the total braking force of the vehicle to the electric braking force to the total braking force; calculating the total braking force value of the current braking level; obtaining an electric braking force value and a non-electric braking force value of the current braking level according to the total braking force value and the function; and sending the electric braking force value and the non-electric braking force value to the traction control module and the brake control module, respectively.
Description
Technical Field
The invention relates to the technical field of urban railway vehicle control, in particular to a low-floor vehicle braking force distribution system, a braking force distribution method of the low-floor vehicle braking force system and a low-floor vehicle.
Background
At present, in an urban railway vehicle brake force management strategy, a management mode that a brake control system (BCU) calculates and distributes the brake force demand of a whole vehicle is generally adopted. Or, the management mode that a brake control system (BCU) judges whether the electric braking force meets the requirement of the total braking force value of the train according to the actual value of the electric braking force fed back from a traction control system (DCU), and if the electric braking force does not meet the requirement of the total braking force value of the train, the air braking force/hydraulic braking force is used for complementing is adopted. However, in both management modes, the problems that the air braking force or the hydraulic braking force is frequently applied by the brake control system and the response time of train braking is not timely enough are caused by the feedback delay of the actual value of the electric braking force.
Disclosure of Invention
In order to solve the technical problems, the invention provides a low-floor vehicle braking force distribution system, a braking force distribution method of the low-floor vehicle braking force system and a low-floor vehicle, wherein a network control system (TCMS) is uniformly responsible for calculating and distributing the braking force of the whole vehicle, and then directly forwards an electric braking force value and an air braking force value/hydraulic braking force value to a traction control system and a braking control system, so that the traction control system does not need to wait for feeding back an electric braking force actual value, the transmission delay of the train braking force is greatly shortened, the train braking response time and the braking distance are shortened, and the reliability and the safety of train operation are improved.
According to one aspect of the invention, there is provided a low-floor vehicle brake force distribution system comprising a network control module, a traction control module and a brake control module, wherein the network control module is configured to:
constructing a function of the ratio of the total braking force of the vehicle to the electric braking force to the total braking force;
calculating the total braking force value of the current braking level;
obtaining an electric braking force value and a non-electric braking force value of the current braking level according to the total braking force value and the function; and
sending the electric braking force value and the non-electric braking force value to the traction control module and the brake control module, respectively.
Preferably, the non-electric braking force value includes an air braking force value or a hydraulic braking force value.
Preferably, the function is obtained by curve fitting according to the ratio of the total braking force of the vehicle to the electric braking force of each braking level to the total braking force under the actual condition.
Preferably, the function is a piecewise function comprising:
in a section where the total braking force value is smaller than or equal to the maximum threshold value of the pure electric braking force, the function is a constant function;
and in a section where the total braking force value is greater than the maximum threshold value of the pure electric braking force and less than or equal to the maximum threshold value of the total braking force, the function is a quadratic function.
Preferably, when the function is a constant function, the electric braking force value is equal to the total braking force value.
Preferably, the function is expressed as follows:
wherein y is a dependent variable and represents the ratio of the electric braking force to the total braking force; x is an independent variable and represents a total braking force value; k and b are respectively a quadratic term coefficient and a primary term coefficient; f1The maximum threshold value of the pure electric braking force is set; f2Is the total braking force maximum threshold.
Preferably, the total braking force value is obtained by calculating according to the braking level value, the load of the vehicle and the equivalent instantaneous acceleration at the full level.
Preferably, the total braking force value is calculated according to the following expression:
fbraking force＝kLevel position×mLoad(s)×aEquivalence of
Wherein f isBraking forceRepresents a total braking force value; k is a radical ofLevel positionRepresenting the value of the brake level value, and the value range is 0-100%; m isLoad(s)Representing the vehicle load; a isEquivalence ofRepresenting the equivalent instantaneous acceleration at full level, i.e. kLevel positionEquivalent instantaneous acceleration at 100%.
According to another aspect of the invention, there is provided a brake force distribution method for a low-floor vehicle brake force system, the system comprising a network control module, a traction control module and a brake control module, wherein the method comprises:
the method comprises the steps of constructing a function of the ratio of the total braking force of a vehicle to the electric braking force in the total braking force through a network control module, calculating the total braking force value of the current braking level, obtaining the electric braking force value and the non-electric braking force value of the current braking level according to the total braking force value and the function, and respectively sending the electric braking force value and the non-electric braking force value to a traction control module and a braking control module.
Preferably, the function is obtained by curve fitting according to the ratio of the total braking force of the vehicle at each braking level to the total braking force of the electric braking force in the actual situation.
Preferably, the function is a piecewise function comprising:
in a section where the total braking force value is smaller than or equal to the maximum threshold value of the pure electric braking force, the function is a constant function;
and in a section where the total braking force value is greater than the maximum threshold value of the pure electric braking force and less than or equal to the maximum threshold value of the total braking force, the function is a quadratic function.
Preferably, the function is expressed as follows:
wherein y is a dependent variable and represents the ratio of the electric braking force to the total braking force; x is an independent variable and represents a total braking force value; k and b are respectively a quadratic term coefficient and a primary term coefficient; f1The maximum threshold value of the pure electric braking force is set; f2Is the total braking force maximum threshold.
Preferably, the total braking force value is calculated according to the braking level value, the load of the vehicle and the equivalent instantaneous acceleration at the full level.
Preferably, the total braking force value is calculated according to the following expression:
fbraking force＝kLevel position×mLoad(s)×aEquivalence of
Wherein f isBraking forceRepresents a total braking force value; k is a radical ofLevel positionRepresenting the value of the brake level value, and the value range is 0-100%; m isLoad(s)Representing the vehicle load; a isEquivalence ofRepresenting the equivalent instantaneous acceleration at full level, i.e. kLevel positionEquivalent instantaneous acceleration at 100%.
According to yet another aspect of the present invention, a low-floor vehicle is provided that includes the low-floor vehicle brake force distribution system described above.
Compared with the prior art, one or more embodiments in the above scheme can have the following advantages or beneficial effects:
according to the low-floor vehicle braking force distribution system and the braking force distribution method of the low-floor vehicle braking force system, the network control system is responsible for calculating and distributing the braking force of the whole vehicle in a unified mode, then the electric braking force value and the air braking force value/hydraulic braking force value are directly forwarded to the traction control system and the braking control system, and the fact that the traction control system does not need to wait for feeding back the actual electric braking force value is not required. The traction control system and the brake control system are only used as actuating mechanisms to be responsible for applying electric brake force and air brake force/hydraulic brake force, so that the train can quickly reach brake deceleration, the response time of the brake force of the whole train is shortened, and the application of air or hydraulic brake under the conditions of high-speed brake working condition and level sudden change of the train is reduced.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention.
Fig. 1 shows a prior art low floor vehicle brake force distribution.
Fig. 2 shows another low floor vehicle brake force distribution scheme of the prior art.
FIG. 3 schematically illustrates a low-floor vehicle brake force distribution system according to an embodiment of the invention.
FIG. 4 is a flowchart of a braking force distribution method for a low-floor vehicle braking force system according to an embodiment of the present invention.
Detailed Description
The following detailed description of the embodiments of the present invention will be provided with reference to the drawings and examples, so that how to apply the technical means to solve the technical problems and achieve the technical effects can be fully understood and implemented. It should be noted that, as long as there is no conflict, the embodiments and the features of the embodiments of the present invention may be combined with each other, and the technical solutions formed are within the scope of the present invention.
In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the embodiments of the invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced without some of these specific details or with other methods described herein.
Currently, in the urban railway vehicle braking force management strategy, there are two ways for distributing the electric braking force applied by a traction control system (DCU) and the air braking force/hydraulic braking force applied by a brake control system (BCU).
Fig. 1 shows a prior art low floor vehicle brake force distribution. As shown in fig. 1, the allocation is as follows:
(1) the network control system (TCMS) generates a control instruction according to an instruction signal from a handle of a driver or a signal system (ATO), and sends the control instruction to the brake control system through the network control system;
(2) the brake control system calculates the total braking force and the electric braking force application value of the train according to the information of the braking level, the load and the like, and sends the electric braking force application value to the traction control system through the network control system;
(3) the traction control system applies electric braking according to the electric braking force application value forwarded by the network control system and feeds back the actual value of the electric braking force to the network control system;
(4) the network control system transmits the actual value of the electric braking force of the traction control system and the working state of the traction control system to the brake control system;
(5) and the brake control system calculates and controls whether to apply the air braking force/hydraulic braking force according to the total braking force of the train and the actual value of the electric braking force forwarded by the network control system.
As shown in fig. 1, the distribution mode is from the beginning of the brake control system sending the electric brake force application value (step 4) to the actual value of the electric brake force to be fed back to the brake control system (step 8), the signal transmission goes through 5 steps, and the required time is at least 242 ms; this results in the brake control system waiting at least 242ms for receiving the actual value of electric brake force fed back by the traction control system each time a new application value of electric brake force is generated. If the braking level becomes large in the running process of the train, the braking control system cannot timely receive a new electric braking force actual value fed back by the traction control system, so that the electric braking force application value of the braking control system is often larger than the electric braking force actual value, and the air braking force/hydraulic braking force is frequently applied.
In addition, because there is a great delay in the transmission of the electric braking force application value (step 4) to the electric braking force actual value fed back to the brake control system (step 8) by the brake control system, and the air braking force/hydraulic braking force cannot be cancelled immediately after the application, the air braking force/hydraulic braking force is applied by the brake control system whenever the brake level changes. The process can cause the train to apply air braking force/hydraulic braking force in the high-speed braking process, so that the abrasion of the brake shoe is accelerated; the hydraulic brake intensifies the consumption of the air compression hydraulic pressure of the brake cylinder, and correspondingly increases the charging frequency and the charging time of the hydraulic pump.
Meanwhile, the electric braking force is managed by adopting a braking control system, 6 steps (step 1 to step 6) are required from the time when a driver controller or a signal system sends a braking instruction to the time when a traction control system starts to apply the electric braking, the required time is at least 342ms, and the train braking response time is slow.
Fig. 2 shows another low floor vehicle brake force distribution scheme of the prior art. As shown in fig. 2, the allocation is as follows:
(1) the network control system generates a control instruction according to an instruction signal from a driver controller or a signal system, and sends the control instruction to the brake control system and the traction control system through the network control system; and meanwhile, the network control system calculates the total braking force value of the train and the electric braking force application value of each traction control unit according to the braking level and the load information, and the traction control system applies electric braking force according to the electric braking force application value and directly sends the actual value of the electric braking force to the braking control system.
(2) And the brake control system calculates the total braking force of the train according to the information such as the braking level, the load and the like. Meanwhile, the brake control system receives the actual value of the electric braking force sent by the traction control system, judges whether the electric braking force meets the requirement of the total braking force value of the train or not according to the calculated total braking force of the train and the actual value of the electric braking force fed back by the traction control system, and supplements the electric braking force through the air braking force/hydraulic braking force if the electric braking force does not meet the requirement of the total braking force value of the train.
As shown in fig. 2, compared with the distribution mode shown in fig. 1, in the distribution formula flow shown in fig. 2, the delay of the transmission step of forwarding the electric braking force actual value to the brake control system by the network control system is reduced by 64ms, and the brake level received by the brake control system is reduced by 64ms, so that the real-time performance of the electric braking force actual value fed back to the brake control system by the traction control system is higher, and the mode reduces the air braking force/hydraulic braking force applied by the brake control system due to the feedback lag of the electric braking force value when the brake level changes to a certain extent.
However, the distribution mode still needs 5 steps after the brake command is sent from the driver or the signal system and the level is transmitted to the brake control system to receive the actual value of the applied electric brake force, the required time is 188ms, and the problems that the air brake force/hydraulic brake force is frequently applied by the brake control system and the response time of train braking is not timely enough caused by the feedback delay of the electric brake force value still exist.
As described above, both the conventional low-floor vehicle brake force distribution method shown in fig. 1 and the conventional low-floor vehicle brake force distribution method shown in fig. 2 have the problem that the response time of the brake control system for frequently applying the air brake force/the hydraulic brake force and the train brake is not timely enough due to the feedback delay of the electric brake force value
In order to solve the technical problems in the prior art, embodiments of the present invention provide a low-floor vehicle braking force distribution system and a braking force distribution method of the low-floor vehicle braking force distribution system.
The low floor vehicle braking force distribution system and the braking force distribution method of the low floor vehicle braking force system provided by the invention are comprehensively described with reference to the attached figures 3 and 4 and the embodiment of the invention.
FIG. 3 schematically illustrates a low-floor vehicle brake force distribution system according to an embodiment of the invention. As shown in fig. 3, the system includes:
a driver handle or signal module (ATO) for sending braking instructions and transmitting braking level;
the network control module (TCMS) is connected with the handle of the driver or the signal module and is used for: constructing a function of the ratio of the total braking force of the vehicle to the electric braking force to the total braking force; calculating the total braking force value of the current braking level; obtaining an electric braking force value and a non-electric braking force value of the current braking level according to the total braking force value and the function; respectively sending the electric braking force value and the non-electric braking force value to a traction control module and a braking control module;
the traction control module (DCU) is connected with the network control module, is used as an actuating mechanism and is used for applying the electric braking force according to the received electric braking force value; and
and the brake control module (BCU) is connected with the network control module and is used as an actuating mechanism for applying air braking force/hydraulic braking force according to the received non-electric braking force value.
It should be noted that the network control module according to the embodiment of the present invention may also be referred to as a network control system, and both represent the same meaning. The network control module is only called to avoid confusion with the short term of the low-floor vehicle brake force distribution system provided by the embodiment of the invention. The handle or signal module of the driver controller, the traction control module and the brake control module are the same. In addition, in the embodiment of the present invention, the total braking force value may be understood as a value of the total braking force, and similarly, the electric braking force value may be understood as a value of the electric braking force, and the non-electric braking force value may be understood as a value of the non-electric braking force.
FIG. 4 is a flowchart of a braking force distribution method for a low-floor vehicle braking force system according to an embodiment of the present invention. As shown in fig. 4, the network control module is configured to perform the following steps:
step S41: and constructing a function of the ratio of the total braking force of the vehicle to the electric braking force to the total braking force. The ratio of the electric braking force to the total braking force is understood to be the ratio of the electric braking force to the total braking force, and also to be the percentage of the electric braking force to the total braking force. Specifically, in step S41, a computer curve fitting is performed according to the ratio of the total braking force of the vehicle to the total braking force of the electric braking force of various braking levels obtained in the actual situation to obtain a function of the closest ratio of the total braking force of the vehicle to the total braking force of the electric braking force.
The resulting function is a piecewise function, whose expression is as follows:
wherein y is a dependent variable and represents the ratio of the electric braking force to the total braking force; x is an independent variable and represents a total braking force value; k and b are respectively a quadratic term coefficient and a primary term coefficient; f1The maximum threshold value of the pure electric braking force is set; f2Is the total brake force maximum threshold. Note that the maximum threshold value F of the purely electric braking force1And a maximum threshold value F for the total braking force2May be set according to practical circumstances and the present invention is not limited thereto.
As can be seen from the functional expression, in the section where the total braking force value is less than or equal to the maximum threshold value of the pure electric braking force, the function is a constant function; in a section where the total braking force value is greater than the maximum threshold value of the pure electric braking force and less than or equal to the maximum threshold value of the total braking force, the function is a quadratic function. When the total braking force value of the train is less than or equal to F1In the meantime, the ratio of the electric braking force to the total braking force is always 1, and since the total braking force is equal to the sum of the electric braking force and the air braking force/hydraulic braking force, the ratio of 1 indicates that the electric braking force is equal to the total braking force, and at the moment, the electric braking force is completely applied by the train. When the total braking force value of the train is larger than F1And is less than or equal to F2Time, electric braking forceThe ratio of the braking forces passes kx2The + bx is obtained.
Step S42: and calculating the total braking force value of the current braking level. Specifically, the network control module calculates the total braking force value of the current braking level according to the current braking level value received from the handle or the signal module of the driver controller, the load of the vehicle provided by the braking control module and the equivalent instantaneous acceleration at the full level.
The calculation formula is as follows:
fbraking force＝kLevel position×mLoad(s)×aEquivalence of
Wherein f isBraking forceRepresents a total braking force value; k is a radical ofLevel positionThe value range of the brake level value is 0-100 percent, namely 0-1.00; m isLoad(s)A representation of the vehicle load, provided by a brake control system; a isEquivalence ofRepresenting the equivalent instantaneous acceleration at full level, i.e. kLevel positionThe equivalent instantaneous acceleration at 100% is provided by the brake control system.
It should be noted that, the steps S41 and S42 may be executed simultaneously, or the step S42 may be executed first and then the step S41 is executed, but the invention is not limited thereto.
Step S43: and obtaining the electric braking force value and the non-electric braking force value of the current braking level according to the total braking force value and the function. Specifically, the total braking force value of the current braking level calculated in step S42 is substituted into the piecewise function obtained by fitting in step S41 to obtain the ratio of the electric braking force of the current braking level to the total braking force, that is, the proportionality coefficient of the electric braking force. And then multiplying the total braking force value of the current braking level by the proportional coefficient of the electric braking force to obtain the electric braking force value of the current braking level, and subtracting the electric braking force value from the total braking force value to obtain the non-electric braking force value of the current braking level, namely the air braking force value/hydraulic braking force value of the current braking level.
Step S44: sending the electric braking force value and the non-electric braking force value to the traction control module and the brake control module, respectively. Specifically, the electric braking force value of the current braking level calculated in step S43 is sent to the traction control module, and the air braking force value/hydraulic braking force value of the current braking level calculated in step S43 is sent to the brake control module.
Therefore, the calculation and distribution of the braking force of the low-floor vehicle are completed.
Preferably, before executing step S43, the network control module is further configured to determine that the electric brake of the traction control module is available, that is, determine whether the traction control module has a fault, and after determining that: if the traction control module is not in fault, executing step S43; if the traction control module has a fault, alarming information is sent out, and the braking control module is informed.
As shown in fig. 3, in the embodiment of the present invention, the network control module is responsible for calculating and allocating the braking force value, the electric braking force value, and the air braking force value/hydraulic braking force value of the entire vehicle, and directly forwards the calculated electric braking force value and the air braking force value/hydraulic braking force value to the traction control module and the braking control module, without waiting for the traction control module to return the actual value of the electric braking force, the traction control module and the braking control module are only used as the execution mechanism to be responsible for applying the electric braking force and the air braking force/hydraulic braking force. The maximum transmission delay from step 1 to step 3 is 106 ms. The mode reduces the air braking force/hydraulic braking force applied by the brake control module caused by feedback lag of the electric braking force value when the brake level changes to the maximum extent, and accelerates the response time of train braking to the maximum extent.
Correspondingly, the embodiment of the invention also provides a low-floor vehicle, which comprises the low-floor vehicle braking force distribution system.
In summary, in the embodiment of the invention, the network control system is responsible for calculating and distributing the braking force of the whole vehicle in a unified manner, and then directly forwards the electric braking force value and the air braking force value/hydraulic braking force value to the traction control system and the brake control system, without waiting for the traction control system to feed back the actual value of the electric braking force. The traction control system and the brake control system are only used as actuating mechanisms to apply electric braking force and air braking force/hydraulic braking force, so that the train can reach braking deceleration more quickly.
Compared with the prior art, the embodiment of the invention can solve the problems in the prior art and has obvious advantages.
(1) The transmission delay of the train braking force is greatly shortened, the train braking response time and the braking distance are shortened, and the reliability and the safety of the train are improved.
(2) The frequency of applying air brake and hydraulic brake when the train brakes at high speed is reduced, even air brake and hydraulic brake are not applied, so that the abrasion of brake shoes and the pressurizing frequency of an air spring or a hydraulic pump are reduced, the service life and the efficiency of key parts of a brake system are improved, and the brake shoe maintenance and replacement cost of the train and the equipment cost are greatly reduced.
(3) The train instruction transmission speed is improved, and the effect of better matching with a signal system is achieved, so that the comfort of the train is improved.
Those skilled in the art will appreciate that the modules or steps of the invention described above can be implemented in a general purpose computing device, centralized on a single computing device or distributed across a network of computing devices, and optionally implemented in program code that is executable by a computing device, such that the modules or steps are stored in a memory device and executed by a computing device, fabricated separately into integrated circuit modules, or fabricated as a single integrated circuit module. Thus, the present invention is not limited to any specific combination of hardware and software.
Although the embodiments of the present invention have been described above, the above description is only for the convenience of understanding the present invention, and is not intended to limit the present invention. It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (13)
1. A low-floor vehicle braking force distribution system comprising a network control module, a traction control module, and a brake control module, wherein the network control module is configured to:
constructing a function of the ratio of the total braking force of the vehicle to the electric braking force to the total braking force;
calculating the total braking force value of the current braking level;
obtaining an electric braking force value and a non-electric braking force value of the current braking level according to the total braking force value and the function; and
sending the electric braking force value and the non-electric braking force value to the traction control module and the brake control module, respectively;
wherein the function is a piecewise function comprising:
in a section where the total braking force value is smaller than or equal to the maximum threshold value of the pure electric braking force, the function is a constant function;
and in a section where the total braking force value is greater than the maximum threshold value of the pure electric braking force and less than or equal to the maximum threshold value of the total braking force, the function is a quadratic function.
2. The system of claim 1, wherein the non-electric braking force value comprises an air braking force value or a hydraulic braking force value.
3. The system of claim 1, wherein the function is obtained by curve fitting a ratio of a total braking force of the vehicle to an electric braking force of the vehicle to the total braking force at each braking level under actual conditions.
4. The system of claim 1, wherein the electric braking force value is equal to the total braking force value when the function is a constant function.
5. The system of claim 1, wherein the function is expressed as follows:
wherein y is a dependent variable and represents the ratio of the electric braking force to the total braking force; x is an independent variable and represents a total braking force value; k and b are respectively a quadratic term coefficient and a primary term coefficient; f1The maximum threshold value of the pure electric braking force is set; f2Is the total braking force maximum threshold.
6. The system of claim 1, wherein the total braking force value is calculated from the braking level value, the vehicle load, and the equivalent instantaneous acceleration at full level.
7. The system of claim 6, wherein the total braking force value is calculated according to the expression:
fbraking force＝kLevel position×mLoad(s)×aEquivalence of
Wherein f isBraking forceRepresents a total braking force value; k is a radical ofLevel positionRepresenting the value of the brake level value, and the value range is 0-100%; m isLoad(s)Representing the vehicle load; a isEquivalence ofRepresenting the equivalent instantaneous acceleration at full level, i.e. kLevel positionEquivalent instantaneous acceleration at 100%.
8. A method of brake force distribution for a low-floor vehicle brake force system, the system comprising a network control module, a traction control module and a brake control module, wherein the method comprises:
constructing a function of the ratio of the total braking force of the vehicle to the electric braking force in the total braking force through the network control module, calculating the total braking force value of the current braking level, obtaining the electric braking force value and the non-electric braking force value of the current braking level according to the total braking force value and the function, and respectively sending the electric braking force value and the non-electric braking force value to the traction control module and the braking control module;
wherein the function is a piecewise function comprising:
in a section where the total braking force value is smaller than or equal to the maximum threshold value of the pure electric braking force, the function is a constant function;
and in a section where the total braking force value is greater than the maximum threshold value of the pure electric braking force and less than or equal to the maximum threshold value of the total braking force, the function is a quadratic function.
9. The method of claim 8, wherein the function is obtained by curve fitting a ratio of a total braking force of the vehicle to an electric braking force of each braking level to the total braking force under actual conditions.
10. The method of claim 8, wherein the function is expressed as follows:
wherein y is a dependent variable and represents the ratio of the electric braking force to the total braking force; x is an independent variable and represents a total braking force value; k and b are respectively a quadratic term coefficient and a primary term coefficient; f1The maximum threshold value of the pure electric braking force is set; f2Is the total braking force maximum threshold.
11. The method of claim 8, wherein the total braking force value is calculated from the braking level value, the vehicle load and the equivalent instantaneous acceleration at full level.
12. The method according to claim 8 or 11, wherein the total braking force value is calculated according to the following expression:
fbraking force＝kLevel position×mLoad(s)×aEquivalence of
Wherein f isBraking forceRepresents a total braking force value; k is a radical ofLevel positionRepresenting the value of the brake level value, and the value range is 0-100%; m isLoad(s)Representing the vehicle load; a isEquivalence ofRepresenting the equivalent instantaneous acceleration at full level, i.e. kLevel positionEquivalent instantaneous acceleration at 100%.
13. A low-floor vehicle comprising a low-floor vehicle brake force distribution system as claimed in any one of claims 1-7.
Priority Applications (1)
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