CN112849111B - Wheel control-based braking system, braking force distribution method thereof and trolley bus - Google Patents

Wheel control-based braking system, braking force distribution method thereof and trolley bus Download PDF

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CN112849111B
CN112849111B CN201911183745.5A CN201911183745A CN112849111B CN 112849111 B CN112849111 B CN 112849111B CN 201911183745 A CN201911183745 A CN 201911183745A CN 112849111 B CN112849111 B CN 112849111B
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braking force
vehicle
wheel
wheels
electric
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CN112849111A (en
Inventor
李化明
秦佳颖
李霞
于海青
李丽丽
程建一
郑伟
王晓磊
罗铁军
闫晓庚
白春新
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CRRC Tangshan Co Ltd
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CRRC Tangshan Co Ltd
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Priority to PCT/CN2019/125277 priority patent/WO2021103186A1/en
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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
    • B60T13/74—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 electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • 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
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B61H11/14—Combinations of different types of brakes, e.g. brake blocks acting on wheel-rim combined with disc brakes

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Power Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

A wheel control-based braking system, a braking force distribution method thereof and a trackless trolley, wherein the distribution method comprises the following steps: determining a target braking force required by a vehicle and a total electric braking force which can be currently achieved by the vehicle; when the target braking force required by the vehicle is larger than the total electric braking force which can be currently achieved by the vehicle, determining the air braking force which needs to be supplemented by the vehicle according to the target braking force required by the vehicle and the total electric braking force which can be currently achieved by the vehicle; and distributing the air braking force required to be supplemented by the vehicle to the wheel without electric brake of the vehicle according to a preset distribution strategy according to the load information of the wheel without electric brake of the vehicle and the wheel information available for current air brake. By adopting the scheme in the application, the problem that the air brake distribution of the left wheel and the right wheel of the traditional braking force cannot be matched with the electric brake distribution is solved.

Description

Wheel control-based braking system, braking force distribution method thereof and trolley bus
Technical Field
The application relates to a railway vehicle technology, in particular to a wheel control-based braking system, a braking force distribution method thereof and a trolley bus.
Background
With the rapid development of urban rail vehicle technology, rail vehicle products are more abundant and diversified. In order to meet the enlargement of city scale in recent years, a novel transportation means, namely a modern trolley bus, which has more flexible marshalling and operation and integrates the respective advantages of the modern trolley bus and a bus, is produced by transportation, and a new thought and scheme are brought for solving the difficulty of city trip. The highest speed per hour of modern trolley bus design is 70 kilometers, can adopt manual driving also can realize full-automatic unmanned driving, and the vehicle is connected through the articulated module between the carriage, and articulated module design has in-wheel motor, and the operation is advanced with the speed governing control that the vehicle turned to and is leaned on in-wheel motor completely, keeps unanimous with virtual track orbit, does not rely on traditional rail and trolley bus's middle guide rail to go, is a neotype traffic system. Because the carriage module and the hinged module are independent, the expansion and the weaving are flexible, the transport capacity can be adjusted according to the change of passenger flow, the defect of small passenger capacity of a common bus can be effectively overcome, and the transport capacity is greatly improved.
Modern trolley-bus adopts wheel hub motor to carry out the power take off of vehicle, and wheel hub motor also can carry out electric brake force output through the reversal simultaneously in braking process, not only satisfies the braking demand, can collect the feedback with the electricity that electric brake produced simultaneously, reaches green, energy-conserving, the modern design theory of environmental protection. Because modern trolley bus adopts wheel hub motor drive, be different from vehicles such as the bus of traditional axle mode, when braking, need carry out the cooperation of brake force with the electric braking that wheel hub motor produced, if adopt the brake force distribution mode of the vehicle of traditional axle mode, can appear that the vehicle braking in-process moves the orbit out of control, especially when the road surface is wet and slippery, the direction that the vehicle may appear whole train is out of control, piles up or the whipping phenomenon, can't guarantee the safe operation of vehicle.
Problems existing in the prior art:
the traditional braking force distribution mode of the vehicle with the axle mode can not meet the design requirement of the modern trolley bus.
Disclosure of Invention
The embodiment of the application provides a wheel control-based braking system, a braking force distribution method thereof and a trolley bus, and aims to solve the technical problems.
According to a first aspect of embodiments of the present application, there is provided a braking force distribution method for a wheel control-based braking system, including the steps of:
determining a target braking force required by a vehicle and a total electric braking force which can be currently achieved by the vehicle;
when the target braking force required by the vehicle is larger than the total electric braking force which can be currently achieved by the vehicle, determining the air braking force which needs to be supplemented by the vehicle according to the target braking force required by the vehicle and the total electric braking force which can be currently achieved by the vehicle;
and distributing the air braking force required to be supplemented by the vehicle to the wheel without electric brake of the vehicle according to a preset distribution strategy according to the load information of the wheel without electric brake of the vehicle and the wheel information available for current air brake.
According to a second aspect of an embodiment of the present application, there is provided a wheel-based braking system, including: a train control system VCU, a brake control unit BCU, and one or more motor control units MCU, wherein,
the MCU of each wheel is used for feeding back the current achievable electric braking force of the wheels connected with the MCU to the VCU;
the VCU is used for determining a target braking force required by the vehicle and determining the total electric braking force which can be currently reached by the vehicle according to the electric braking force which can be currently reached by the wheels and fed back by each MCU; when the target braking force required by the vehicle is larger than the total electric braking force which can be currently achieved by the vehicle, determining the air braking force which needs to be supplemented by the vehicle according to the target braking force required by the vehicle and the total electric braking force which can be currently achieved by the vehicle; transmitting the air braking force needing to be supplemented to a BCU;
and the BCU is used for distributing the air braking force required to be supplemented by the vehicle to the wheel without electric braking of the vehicle according to preset distribution strategies according to the load information of the wheel without electric braking of the vehicle and the wheel information available for current air braking.
According to a third aspect of the embodiments of the present application, there is provided a trolley bus, comprising the wheel control-based braking system as described above, a plurality of sets of wheels and their corresponding hub motors, wherein the wheels include electrically braked wheels and electrically non-braked wheels; each group of wheels comprises an axle and wheels at two ends of the axle; each MCU is used for controlling a hub motor connected with the MCU, and the hub motors are used for driving corresponding wheels.
According to a fourth aspect of embodiments of the present application, there is provided a computer storage medium having a computer program stored thereon, the computer program, when executed by a processor, implementing the steps of the braking force distribution method for a wheel control-based braking system as described above.
According to a fifth aspect of embodiments herein, there is provided an electronic device comprising one or more processors, and memory for storing one or more programs; the one or more programs, when executed by the one or more processors, implement a method of brake force distribution for a wheel control-based braking system as described above.
By adopting the wheel control-based braking system, the braking force distribution method thereof and the trolley bus, the problem that the air braking distribution of the left wheel and the right wheel of the traditional braking force cannot be matched with the electric braking distribution is solved, the distribution of the braking force distribution among the wheels is accurately controlled by the shaft, the normal operation of the vehicle can be ensured, and the phenomena of out-of-control direction, stacking or drifting of the vehicle caused by braking can be avoided.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
FIG. 1 is a schematic flow chart illustrating an implementation of a braking force distribution method of a wheel control-based braking system according to a first embodiment of the present disclosure;
FIG. 2 is a schematic structural diagram illustrating a wheel control-based braking system according to a second embodiment of the present application;
fig. 3 shows a schematic structural diagram of a trolley bus in a third embodiment of the present application;
fig. 4 shows a schematic structural diagram of an electronic device in a fifth embodiment of the present application;
fig. 5 is a schematic structural diagram of a vehicle consist in the sixth embodiment of the present application;
FIG. 6 is a schematic diagram showing the distribution process of service braking and quick braking in the sixth embodiment of the present application;
FIG. 7 is a schematic diagram showing a process of first distributing braking force in a sixth embodiment of the present application;
FIG. 8 is a schematic view showing a process of second braking force distribution in the sixth embodiment of the present application;
fig. 9 shows a schematic process diagram of emergency braking in the sixth embodiment of the present application.
Detailed Description
In the process of implementing the present application, the inventors found that:
at present, vehicle structures of passenger vehicles such as rubber-wheel tramcars, buses and the like adopt an axle form, and when braking is applied, the braking force of the left wheel and the right wheel of the same axle is the same. The existing electric motor coach brake system sends the brake intention to a brake control unit through the stepping depth of a brake pedal, the brake control unit controls the triggering of electric braking according to an electric signal generated by the pedal, an air circuit on the pedal controls a brake valve to apply air braking, and the air braking is only distributed among axles according to the weight of a vehicle.
In the existing braking force distribution mode based on axle control, the distribution of braking force cannot be matched with the electric braking force generated by a single wheel, wheels at two sides can only apply the same braking force, and when the electric braking of one wheel fails, air braking cannot supplement the missing electric braking force on the single wheel (namely, the axle control power distribution mode that two wheel braking forces output by the same axle are the same and the air braking cannot be actively matched according to the change of the electric braking force of the single wheel to supplement air braking), so that the modern trolley bus driven by a hub motor cannot be met. The traditional axle control power distribution is adopted, when the electric brakes exerted by the hub motors are different, the same braking force can be applied to only two wheels in the traditional axle control mode, so that the difference between the braking forces generated by the left wheel and the right wheel after being superposed with the electric brakes is large, the running track of the vehicle is out of control in the braking process, and particularly when the road surface is wet and slippery, the direction of the whole train is out of control, the stacking or the tail flicking phenomenon can occur to the vehicle, and the safe running of the vehicle can not be ensured.
Therefore, a novel wheel control-based braking force control method meeting the brake matching of the modern trolley bus and the hub motor needs to be designed and developed, so that the vehicle runaway phenomenon caused by the fact that the modern trolley bus possibly slips and inclines and the vehicle turns over when the modern trolley bus is braked under special working conditions such as turning and road skidding without an intermediate guide rail and the vehicle stacking or drifting phenomenon caused by the braking force distribution problem during normal braking are avoided.
In view of the above problems, the present application provides a wheel control-based modern trolley bus braking system and a braking force distribution method thereof, a trolley bus, a computer storage medium, and an electronic device, which automatically adopt a more optimized braking force distribution algorithm according to the braking instruction size automatically applied by a brake pedal or a train control unit on the premise of ensuring the braking distance of the vehicle, so as to ensure the safety of the vehicle in the braking process. Meanwhile, only one distribution strategy is adopted in the emergency braking process, only air braking is adopted, and the air braking is not matched with electric braking, so that the braking distance of the vehicle is ensured, the requirements of the modern trolley bus on a braking system are met, and the gap based on a wheel control braking system in the market is filled.
The scheme in the embodiment of the application can be implemented by adopting various computer languages, such as object-oriented programming language Java and transliterated scripting language JavaScript.
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Example one
Fig. 1 shows a schematic flow chart of a braking force distribution method implemented by a wheel control-based braking system in an embodiment of the present application.
As shown in the figure, the braking force distribution method of the wheel control-based braking system includes:
step 101, determining a target braking force required by a vehicle and a total electric braking force which can be currently achieved by the vehicle;
step 102, when the target braking force required by the vehicle is larger than the total electric braking force which can be currently achieved by the vehicle, determining the air braking force which needs to be supplemented by the vehicle according to the target braking force required by the vehicle and the total electric braking force which can be currently achieved by the vehicle;
and 103, distributing the air braking force required to be supplemented by the vehicle to the wheels without electric braking of the vehicle according to a preset distribution strategy according to the load information of each wheel of the vehicle and the information of the wheels available for current air braking.
In specific implementation, the determining the target braking force required by the vehicle includes:
acquiring a current vehicle speed, determining a braking instruction of the vehicle, and determining expected speed information according to the braking instruction; the desired speed information includes a desired vehicle speed or a desired deceleration;
and calculating to obtain the target braking force required by the vehicle according to the current vehicle speed and the expected speed information.
Specifically, the braking instruction may include a braking instruction triggered by a brake pedal of the vehicle (in the case of driver driving), and an automatic braking instruction issued by a train control system (in the case of unmanned driving). The braking instruction of the vehicle brake pedal comprises a first-stage electric braking instruction, a second-stage electric braking instruction and an air circuit braking instruction.
Compared with the current electric braking force of the whole vehicle and the total target braking force required by the vehicle, when the current electric braking force of the whole vehicle is greater than (or equal to) the total target braking force required by the vehicle, each section of vehicle does not need to apply air braking; and when the current electric braking force of the whole vehicle is smaller than the total target braking force required by the vehicle, calculating the difference value between the current electric braking force of the whole vehicle and the total target braking force required by the vehicle, namely the required supplemented air braking force.
The air brake force to be supplemented is first distributed to the wheel without electric brake according to the load information (e.g., load ratio) of the wheel without electric brake.
By adopting the braking force distribution method of the wheel control-based braking system, the problem that the air braking distribution of the left wheel and the right wheel of the traditional braking force cannot be matched with the electric braking distribution is solved, the distribution of the braking force distribution among the wheels is realized accurately by shaft control, the normal operation of a vehicle can be ensured, and the phenomena of out-of-control direction, stacking or tail flicking of the vehicle caused by braking can be avoided.
After the first braking force distribution, if the sum of the current electric braking force is smaller than the target total braking force of the vehicle, and the first-stage braking of the brake pedal does not meet the requirement of braking deceleration at the moment, the driver may continue to step on the pedal to the second stage (for the unmanned situation, the corresponding braking stage position can be directly triggered according to the braking instruction required by the vehicle, and the stage of mixing the electric braking and the air braking is reached), the method can be implemented as follows.
In one embodiment, the method further comprises:
determining a total braking force of the vehicle after distributing the supplemental air braking force required by the vehicle to the non-electrically braked wheels of the vehicle;
when the total braking force of the vehicle still does not meet the braking deceleration requirement after the air braking force which needs to be supplemented by the vehicle is distributed to the wheels without electric braking of the vehicle, determining the residual air braking force which needs to be supplemented by the vehicle according to the air braking force which needs to be supplemented by the vehicle and the air braking force of the wheels without electric braking currently;
and distributing the residual air braking force which needs to be supplemented by the vehicle to the wheels with the electric braking force of the vehicle according to a preset distribution strategy according to the load information of the wheels with the electric braking force of the vehicle and the information of the wheels available for current air braking.
In specific implementation, when the braking force after the first distribution does not meet the braking deceleration requirement, the rest braking force is distributed among the wheels with the electric brakes. Specifically, the embodiment of the application first determines the current total braking force of the vehicle after the air braking force required to be supplemented by the vehicle is distributed to the wheels without electric braking of the vehicle, and then calculates the difference value between the current total braking force and the target braking force, namely the residual air braking force required to be supplemented; or determining the residual air braking force which needs to be supplemented by the vehicle according to the air braking force which needs to be supplemented by the vehicle and the air braking force of the current wheel without electric brake. And distributing the residual air braking force which needs to be supplemented by the vehicle to the wheels with the electric braking force of the vehicle according to a preset distribution strategy according to the load information of the wheels with the electric braking force of the vehicle and the information of the wheels available for current air braking.
In one embodiment, the method further comprises:
determining a target braking force required by the vehicle during emergency braking;
and distributing the target braking force required by the vehicle to each wheel of the vehicle according to the load information of each wheel of the vehicle and a preset distribution strategy.
In the embodiment of the application, during emergency braking, the electric brake does not participate in braking, and braking is completely performed by air brake.
Specifically, the embodiment of the present application may calculate the target braking force required by the vehicle at present according to the values of parameters such as the command of emergency braking, the current vehicle weight, the steering angle of the steering wheel fed back by the vehicle steering sensor, the vehicle inclination state or centrifugal force when the vehicle turns, which is fed back by the lateral acceleration sensor, the articulation angle of the steering angle sensor of the vehicle articulation device, and the like. And distributing the braking force among the wheels of the vehicle according to a preset distribution strategy according to the target braking force required by the current vehicle and the load information of each wheel of the vehicle.
In one embodiment, the preset allocation policy is: the distribution sequence is that the rear wheels of the vehicle are distributed to the front wheels in sequence until each wheel reaches the maximum bearing slip rate.
In order to avoid the drift and the stacking of the vehicle, the application sequence may be as follows: the last wheel is applied first, and then sequentially from back to front (first on the last wheel participating in the braking force distribution, then the next wheel is distributed, and so on), and the braking time difference is very short until each wheel reaches the maximum endured slip rate.
In the whole distribution process, the braking force distribution of each wheel is adjusted at any time according to the change of the braking instruction, the dynamic load change of the wheel, the change of the slip ratio caused by the contact condition of the wheel and the ground and the like until the braking is finished.
In one embodiment, the method further comprises:
and when the slip ratio of any wheel is detected to exceed the preset slip ratio range of the wheel, reducing the braking force of the wheel until the preset slip ratio range of the wheel is met, and redistributing the braking force of each wheel according to the reduced braking force of the wheel.
In the embodiment of the application, when the slip ratio of a certain wheel is detected to exceed the slip ratio range, the braking force to the wheel is reduced until the slip ratio of the wheel is within the composite slip ratio range; at the same time, the braking forces on the individual wheels are recalculated, redistributed according to the reduced braking forces.
In one embodiment, the slip ratio of each current wheel is within a preset slip range, and the slip ratio of the wheel with the electric braking force is calculated according to the following formula:
Figure BDA0002291927510000081
wherein u is the vehicle speed, uwIs the wheel speed, r is the wheel radius, and w is the wheel roll angular velocity.
In specific implementation, the electric braking force of each wheel is an electric braking force value which is actually exerted, and the value of the electric braking force is calculated through the slip ratio of the wheel, so that the slip ratio of each wheel is ensured to be in a slip range.
In order to maintain the maximum adhesion between the wheel and the ground, the slip ratio may range from 10% to 30%, and specifically, the slip ratio may be maintained at about 20%.
In one embodiment, the method further comprises:
and when any wheel with electric braking force fails to electrically brake, applying the air braking force distributed to the wheel with electric braking force of the wheel with electric braking force failure to the opposite side wheel of the wheel with electric braking force of the wheel with electric braking force failure.
During specific implementation, when a wheel with electric brake fails, corresponding air brake force value is applied by air brake according to the electric brake value of the opposite side wheel, and if the electric brake of the opposite side wheel also fails, the air brake force value is directly processed according to the non-electric brake wheel, so that the brake force values of the wheels on two sides are basically consistent.
In order to enable the vehicle to be smoother in the braking process and prevent the vehicle from sideslipping in the braking process, the method can be implemented in the following mode.
In one implementation, the embodiment of the present application may simultaneously acquire signals of a steering angle signal of a vehicle steering sensor (monitoring a steering angle of a steering wheel), a vehicle inclination state of a lateral acceleration sensor (monitoring a centrifugal force during turning), an articulation angle of the steering angle sensor of a vehicle articulation device, and the like, to adjust a braking force difference between wheels; in order to keep the brake pad wear degree as consistent as possible, the BCU timely adjusts the distribution of the air braking force under the condition of not influencing the wheel slip rate through the collected wear signals of the brake pad wear sensors.
Example two
Based on the same inventive concept, the embodiment of the application provides a wheel control-based braking system, the principle of the system for solving the technical problem is similar to a braking force distribution method of the wheel control-based braking system, and repeated parts are not repeated.
Fig. 2 shows a schematic structural diagram of a wheel control-based braking system in a second embodiment of the present application.
As shown, the wheel control-based braking system includes: a train control system VCU, a brake control unit BCU, and one or more motor control units MCU, wherein,
the MCU of each wheel is used for feeding back the current achievable electric braking force of the wheels connected with the MCU to the VCU;
the VCU is used for determining a target braking force required by the vehicle and determining the total electric braking force which can be currently reached by the vehicle according to the electric braking force which can be currently reached by the wheels and fed back by each MCU; when the target braking force required by the vehicle is larger than the total electric braking force which can be currently achieved by the vehicle, determining the air braking force which needs to be supplemented by the vehicle according to the target braking force required by the vehicle and the total electric braking force which can be currently achieved by the vehicle; transmitting the air braking force needing to be supplemented to a BCU;
and the BCU is used for distributing the air braking force required to be supplemented by the vehicle to the wheel without electric brake of the vehicle according to a preset distribution strategy according to the load information of the wheel without electric brake of the vehicle and the information of the wheel available for current air brake.
In one embodiment, the VCU is further configured to determine a total braking force of the vehicle after distributing the vehicle requires supplemental air braking force to the non-electrically braked wheels of the vehicle; determining that the vehicle requires supplemental residual air braking force when the total braking force of the vehicle still fails to meet a braking deceleration requirement after the distributing the vehicle requires supplemental air braking force to the non-electrically braked wheels of the vehicle;
the BCU is further used for distributing residual air braking force required to be supplemented by the vehicle to the wheels with electric braking force of the vehicle according to a preset distribution strategy according to the load information of the wheels with electric braking force of the vehicle and the information of the wheels available for current air braking.
In one embodiment, the VCU is further configured to determine a target braking force required by the vehicle during emergency braking;
the BCU is further used for distributing the target braking force required by the vehicle to each wheel of the vehicle according to the load information of each wheel of the vehicle and a preset distribution strategy.
In one embodiment, the BCU specific allocation policy is: the distribution sequence is that the rear wheels of the vehicle are distributed to the front wheels in sequence until each wheel reaches the maximum bearing slip rate.
In one embodiment, the VCU is further configured to reduce the braking force of any one wheel until the predetermined slip ratio range of the wheel is met when the slip ratio of the wheel is detected to be beyond the predetermined slip ratio range of the wheel;
the BCU is further configured to redistribute the braking force on each wheel based on the reduced braking force of the wheel.
In one embodiment, the slip ratio of each current wheel is within a preset slip range, and the slip ratio of the wheel with the electric braking force is calculated according to the following formula:
Figure BDA0002291927510000111
wherein u is the vehicle speed, uwIs the wheel speed, r is the wheel radius, and w is the wheel roll angular velocity.
In one embodiment, the BCU is further configured to apply, when any one wheel with electric brake force fails to electrically brake, the air brake force distributed to the wheel with electric brake force failure to the wheel opposite to the wheel with electric brake force failure.
In specific implementation, the process of transmitting and processing the CAN network signal may be as follows:
the first stage is as follows: and acquiring vehicle state signals.
The VCU obtains relevant information of each MCU through CAN bus communication, wherein the relevant information comprises the current rotating speed of a motor, an electric braking force value and the like, the VCU processes the current rotating speed of the motor and converts the current rotating speed into vehicle speed information, and meanwhile, the VCU obtains the current yaw angular speed of a vehicle, a vehicle steering sensor (for monitoring the steering angle of a steering wheel) and data acquisition of an articulation angle sensor of a steering angle sensor of a vehicle articulation device through a transverse acceleration sensor.
And a second stage: driver intent resolution and braking calculations.
The VCU processes the treading depth and speed of a brake pedal of a driver and steering wheel angle signals, obtains driver braking information or automatic braking instruction information directly triggered by the VCU, and obtains the vehicle speed (deceleration), the transverse acceleration and the articulation angle expected by the vehicle through calculation. And calculating the required braking force and the total braking force of each vehicle road, receiving the fed back electric braking force of each wheel and calculating the total electric braking force, and comparing and judging the vehicle dynamics parameters expected by the driver with the actually detected vehicle dynamics parameters by the VCU.
And a third stage: and (4) distributing the braking force.
The electric braking force is greater than the total required braking force and is not distributed; when the electric braking force is smaller than the total required braking force, the first distribution is carried out, the difference value between the total braking force and the electric braking force is distributed on the non-electric braking force wheel, and the difference value is distributed from the rear wheel on the basis of the load ratio; and when the deceleration requirement is not met, the calculated difference value between the braking force of each wheel and the electric braking force is applied in turn from the rear wheel directly according to the remaining braking force value of each wheel until the distribution is finished.
By adopting the wheel control-based braking system provided in the embodiment of the application, the problem that the air brake distribution of the left wheel and the right wheel of the traditional braking force cannot be matched with the electric brake distribution is solved, the distribution of the braking force distribution between the wheels accurately controlled by the shaft is realized, the normal operation of a vehicle can be ensured, and the phenomenon that the direction of the vehicle is out of control, stacked or flail due to braking can not occur.
EXAMPLE III
Based on the same inventive concept, the embodiment of the present application further provides a trolley bus, which is described below.
Fig. 3 shows a schematic structural diagram of a trolley bus in a third embodiment of the present application.
As shown in the figure, the trolley bus comprises a wheel control-based braking system according to the second embodiment, a plurality of groups of wheels and corresponding hub motors thereof, wherein the wheels comprise electrically braked wheels and electrically non-braked wheels; each group of wheels comprises an axle and wheels at two ends of the axle; each MCU is used for controlling a hub motor connected with the MCU, and the hub motors are used for driving corresponding wheels.
When the trolley bus is specifically implemented, the trolley bus CAN comprise a plurality of sections of DM vehicles and TM vehicles, a brake control unit BCU CAN be arranged on the DM vehicles, the BCU realizes signal transmission with a VCU through a CAN, and an electric braking force and an electric braking instruction CAN be transmitted between the MCU and the VCU through the CAN.
Adopt the trolley bus that provides in this application embodiment, solved traditional air brake of wheel about the braking force distribute can not with the problem of electric brake cooperation distribution, realized the braking force distribution by the accurate distribution between the wheel of axle control, can guarantee the normal operation of vehicle, can not lead to the vehicle to appear the direction out of control, pile up or drift because of the braking phenomenon.
In one embodiment, the trolley bus further comprises: a lateral acceleration sensor for acquiring a current lateral angular velocity of the vehicle, a steering sensor for acquiring a steering angle of a steering wheel, and a steering angular velocity sensor for acquiring an articulation angle of an articulation device of the vehicle;
and the VCU converts the current rotating speed of each motor fed back by each MCU into the vehicle speed, and calculates the target braking force required by the vehicle according to the braking instruction, the current transverse angular speed of the vehicle, the steering angle of the steering wheel and the articulation angle of the vehicle articulation device.
Example four
Based on the same inventive concept, embodiments of the present application further provide a computer storage medium, which is described below.
The computer storage medium has a computer program stored thereon, and the computer program, when executed by a processor, implements the steps of the braking force distribution method of the wheel control-based braking system according to an embodiment.
By adopting the computer storage medium provided by the embodiment of the application, the problem that the air brake distribution of the left wheel and the right wheel of the traditional braking force cannot be matched with the electric brake distribution is solved, the distribution of the braking force distribution among the wheels accurately controlled by the shaft is realized, the normal operation of a vehicle can be ensured, and the phenomenon that the direction of the vehicle is out of control, stacked or flail due to braking can be avoided.
EXAMPLE five
Based on the same inventive concept, the embodiment of the present application further provides an electronic device, which is described below.
Fig. 4 shows a schematic structural diagram of an electronic device in the fifth embodiment of the present application.
As shown, the electronic device includes memory 401 for storing one or more programs, and one or more processors 402; the one or more programs, when executed by the one or more processors, implement a method for distributing braking force for a wheel control-based braking system according to an embodiment.
Adopt the electronic equipment that provides in this application embodiment, solved the problem that traditional air brake of wheel about the braking force distributes can not distribute with the electric brake cooperation, realized that the braking force distribution is accurate by the axle accuse to the distribution between the wheel, can guarantee the normal operation of vehicle, can not lead to the vehicle to appear the direction out of control, pile up or drift because of the braking phenomenon.
EXAMPLE six
In order to facilitate the implementation of the application, the embodiment of the application takes 3 grouped vehicles as a specific example to illustrate the distribution strategy of the braking force of the modern trolley bus.
Fig. 5 shows a schematic structural diagram of a vehicle consist in the sixth embodiment of the present application.
As shown, T1, T2, T7, T8 are steering wheels, M3, M4, M5, M6 are drive wheels, and electric braking can be preferentially applied to the drive wheels during service braking and quick braking application; during emergency braking, electric braking does not participate, and braking is completely performed by air braking.
The modern trolley bus is a virtual guide transportation system train with a novel structure and can be flexibly organized. The vehicle adopts a gantry steering framework mode, is driven by a hub motor (an intermediate mechanism), runs in two directions, steers all wheels (two ends are unpowered, and only has a steering function), and has an automatic driving mode.
A Brake Control Unit (BCU) is designed on each dual-mode DM Vehicle of each train, the two BCUs are main and auxiliary, a brake signal is transmitted through a Controller Area Network (CAN), meanwhile, the BCU realizes the transmission of signals such as brake data and the like between the VCU and a train Control system (VCU) through the CAN, and an electric brake power value and an electric brake application instruction are transmitted between the motor Control Unit MCU and the VCU through the CAN.
Fig. 6 shows a schematic diagram of the distribution process of the service brake and the quick brake in the sixth embodiment of the present application.
First, a braking command is determined. The braking instruction is obtained by triggering a cab brake pedal or automatically triggering a train control system according to the running state of the train.
Then, the train control system collects the load Fr _ i of each wheel of the vehicle, the steering wheel steering signal, the lateral acceleration signal, the articulation angle signal, and the number n of wheels and the number n _ i of wheels available for current air braking (assuming that the initial braking force of each wheel is the initial braking force of each wheel)0) Calculating the current required braking force F _ i of each wheel of the vehicle and the required target braking force F _ total of the vehicle
Figure BDA0002291927510000141
Figure BDA0002291927510000142
Meanwhile, the electric braking force F _ ed _ i which can be applied and is fed back by each driving wheel of the current vehicle is collected, and the total electric braking force F _ ed which can be applied by the current vehicle is obtained
Figure BDA0002291927510000143
When the target braking force F _ total is less than or equal to the electric braking force F _ ed, the vehicle only applies electric braking and does not apply air braking any more;
when the target braking force F _ total is larger than the electric braking force F _ ed, the next braking force distribution is carried out, the train control system firstly distributes the air braking force required to be supplemented to the wheels without electric braking (including the steering wheels and the wheels with electric braking faults), and the air braking force F _ T required to be applied to the wheels without electric braking is equal to F _ total-F _ ed.
If the wheel without electric brake applies all braking force
Figure BDA0002291927510000151
Air braking force F _ T to be supplemented, current deceleration value a derived from the applied braking force1The requirement of the braking target deceleration a is met, and the current braking force distribution is finished;
if it is not
Figure BDA0002291927510000152
The air braking force F _ T which needs to be supplemented is less than or equal to, and the current deceleration a is obtained after the wheel without electric brake applies the braking force1When the demand for the target brake deceleration a cannot be satisfied yet, the train control system calculates the braking force remaining after the completion of the first-wheel braking force distribution
Figure BDA0002291927510000153
A second distribution of the braking force is performed, which is performed between the driving wheels.
If the driving wheels apply all braking forces
Figure BDA0002291927510000154
Current deceleration value a derived from applied braking force > air braking force F _ M requiring replenishment1The requirement of the braking target deceleration a is met, and the current braking force distribution is finished;
if it is not
Figure BDA0002291927510000155
Less than or equal to the air braking force F _ M needing to be supplemented, and the current deceleration a after the braking force is applied to the driving wheels1If the demand for the target brake deceleration a is not satisfied, the brake force at this time is distributed among all the wheels of the train, and the brake level is increased to increase the brake deceleration, thereby applying quick braking.
The application process of the quick brake is the same as the common brake, and only the magnitude of the brake force value is increased in the brake command.
Fig. 7 shows a schematic diagram of a process of first distributing braking force in the sixth embodiment of the present application.
As shown, to avoid vehicle drifting or stacking, the braking force distribution sequence is to apply the braking forces of the T1 and T2 wheels after the rear-most wheels T7 and T8 are applied preferentially, and then the braking forces of the T1 and T2 wheels are applied in the designed braking sequence, and the air braking force applied by each steering wheel is:
Figure BDA0002291927510000156
in the braking force application process, the target value a of the braking deceleration is adjusted at any time according to the change of the braking command, and the total braking force F _ total at the moment is updated; considering the slip ratios of the T7, T8, T1 and T2 wheels at the same time, the adhesion limit and the maximum applicable air braking force F _ Ti _ max that can be achieved in the slip ratio range of 10% -30% may be different depending on the road surface condition of each wheel:
if the maximum braking force F _ Ti _ max which can be provided by the wheel is less than or equal to the current wheel braking force Fu _ i, the air braking force applied by each steering wheel is recalculated, and the braking force is distributed again at each steering wheel;
if the maximum braking force F _ Ti _ max that can be provided by the wheel is greater than the current wheel braking force Fu _ i, the distribution is performed according to the braking force distribution rule described above.
Specifically, the air braking force applied by the T7/T8 wheel is as follows:
Figure BDA0002291927510000161
the air braking force exerted by the T1/T2 wheel is as follows:
Figure BDA0002291927510000162
if the air brake of any wheel fails, the number of wheels available for air braking is: and n-1, and recalculating the air braking force applied by each steering wheel.
Through the above process, the first braking force distribution is completed.
Fig. 8 shows a schematic process diagram of the second braking force distribution in the sixth embodiment of the present application.
As shown, the train control system calculates the brake force remaining after the first wheel brake force distribution is complete
Figure BDA0002291927510000163
Simultaneously calculating the value of the air braking force required to be applied to each driving wheel
Figure BDA0002291927510000164
And in the case of the electric brake failure of the driving wheels, corresponding air brake force is applied according to the electric brake force value of the side wheels so as to supplement the unbalance of the brake force distribution of the side wheels.
The second dispensing process also takes into account the slip ratio of the drive wheel, the adhesion limit or maximum capability value F _ Mi _ max in the range of 10% -30% slip ratio.
If the F _ Mi _ max is less than or equal to the braking force Fu _ i of the current wheel, the train control system redistributes the braking force among the driving wheels;
if F _ Mi _ max is larger than the braking force Fu _ i of the current wheel, distributing the residual braking force F _ M after the first distribution among the driving wheels;
if F _ Mi _ max is less than or equal to F _ M _ i, the braking force distribution of the second wheel is completed at the driving wheel.
In order to avoid the tail-flicking or the stacking of the vehicles, the braking sequence of distributing the residual braking force F _ M after the first distribution among the driving wheels is to preferentially apply the braking force of the rear most wheels M5 and M6, and then to apply the braking force of the wheels M3 and M4 according to the designed braking sequence, wherein the braking force of each driving wheel is as follows:
Figure BDA0002291927510000171
specifically, the braking force of the M5 and M6 wheels is applied:
Figure BDA0002291927510000172
and the braking force of the M3 and M4 wheels is applied:
Figure BDA0002291927510000173
and finally, the second braking force distribution is completed.
Fig. 9 shows a schematic process diagram of emergency braking in the sixth embodiment of the present application.
As shown in the figure, in the embodiment of the present application, during emergency braking, electric braking does not participate, and braking is performed completely by air braking, specifically, the emergency braking process is as follows:
the train control system receives the emergency braking command and detects the current weight and the current steering sensor (for monitoring the steering angle of the steering wheel) according to the emergency braking commandDegree), the vehicle inclination state of a lateral acceleration sensor (monitoring the centrifugal force during turning), the articulation angle signal of a steering angle sensor of a vehicle articulation device, the information Fr _ i of each wheel load, and the like
Figure BDA0002291927510000174
The train control system transmits the calculated required braking force to the BCU for braking force distribution, the BCU distributes braking force among wheels according to the calculation result, the latest two wheels are distributed firstly according to the same distribution principle, the braking force is applied firstly, and the like, and the braking force of each wheel is as follows:
Figure BDA0002291927510000175
when the BCU detects and calculates the wheel slip rate, comparing the adhesion limit or the maximum capacity value F _ ui _ max of the corresponding wheel in the range of 10% -30% of the slip rate with the currently applied braking force Fu _ i;
when the F _ ui _ max is not more than Fu _ i, the train control system recalculates the braking force of each wheel;
when F _ ui _ max > Fu _ i, the distribution of the braking force from the last wheel is performed.
The embodiment of the application provides a brake force distribution method suitable for a modern trolley bus, a brake force distribution strategy of the modern trolley bus is introduced by taking 3 grouped vehicles as an example (the trolley bus can realize grouped operation of 2-5 vehicles in specific implementation), a brake force distribution strategy of common brake, quick brake and emergency brake is introduced in a targeted manner, the problem of distribution of brake force among wheels is solved, the brake force distribution strategy can be perfectly matched with electric brake fed back by a hub motor, the brake force distribution is more accurate compared with a traditional wheel shaft control brake force distribution mode, the brake force distribution method is more suitable for the modern trolley bus which operates through virtual guidance, meanwhile, the brake force of each wheel is finely adjusted according to data technologies of a transverse sensor and a steering sensor, the stability of vehicle operation is ensured, and the problem that the direction of the vehicle is out of control and the emergency brake force occurs in the brake process is effectively solved, Stacking and drifting.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims (16)

1. The wheel control-based braking force distribution method for the trolley bus braking system is characterized by comprising the following steps:
determining a target braking force required by a vehicle and a total electric braking force which can be currently achieved by the vehicle;
when the target braking force required by the vehicle is larger than the total electric braking force which can be currently achieved by the vehicle, determining the air braking force which needs to be supplemented by the vehicle according to the target braking force required by the vehicle and the total electric braking force which can be currently achieved by the vehicle;
distributing the air braking force required to be supplemented by the vehicle to the wheels without electric braking of the vehicle according to a preset distribution strategy according to the load information of the wheels without electric braking of the vehicle and the information of the wheels available for current air braking,
determining a total braking force of the vehicle after distributing the supplemental air braking force required by the vehicle to the non-electrically braked wheels of the vehicle;
determining that the vehicle requires supplemental residual air braking force when the total braking force of the vehicle still fails to meet a braking deceleration requirement after the distributing the vehicle requires supplemental air braking force to the non-electrically braked wheels of the vehicle;
and distributing the residual air braking force which needs to be supplemented by the vehicle to the wheels with the electric braking force of the vehicle according to a preset distribution strategy according to the load information of the wheels with the electric braking force of the vehicle and the information of the wheels available for current air braking.
2. The method of claim 1, further comprising:
determining a target braking force required by the vehicle during emergency braking;
and distributing the target braking force required by the vehicle to each wheel of the vehicle according to the load information of each wheel of the vehicle and a preset distribution strategy.
3. The method according to any of claims 1 or 2, wherein the preset allocation policy is: the distribution sequence is that the rear wheels of the vehicle are distributed to the front wheels in sequence until each wheel reaches the maximum bearing slip rate.
4. The method of claim 3, further comprising:
and when the slip ratio of any wheel is detected to exceed the preset slip ratio range of the wheel, reducing the braking force of the wheel until the preset slip ratio range of the wheel is met, and redistributing the braking force of each wheel according to the reduced braking force of the wheel.
5. The method according to claim 1, wherein the slip ratio of each current wheel is within a preset slip range, and the slip ratio of the wheel with the electric braking force is calculated according to the following formula:
Figure DEST_PATH_IMAGE001
wherein u is the vehicle speed, uwIs the wheel speed, r is the wheel radius, and w is the wheel roll angular velocity.
6. The method of claim 1, further comprising:
and when any wheel with electric braking force fails to electrically brake, applying the air braking force distributed to the wheel with electric braking force of the wheel with electric braking force failure to the opposite side wheel of the wheel with electric braking force of the wheel with electric braking force failure.
7. Trolley bus braking system based on wheel accuse, its characterized in that includes: a train control system VCU, a brake control unit BCU, and one or more motor control units MCU, wherein,
the MCU of each wheel is used for feeding back the current achievable electric braking force of the wheels connected with the MCU to the VCU;
the VCU is used for determining a target braking force required by the vehicle and determining the total electric braking force which can be currently reached by the vehicle according to the electric braking force which can be currently reached by the wheels and fed back by each MCU; when the target braking force required by the vehicle is larger than the total electric braking force which can be currently achieved by the vehicle, determining the air braking force which needs to be supplemented by the vehicle according to the target braking force required by the vehicle and the total electric braking force which can be currently achieved by the vehicle; transmitting the air braking force needing to be supplemented to a BCU;
the BCU is used for distributing the air braking force required to be supplemented by the vehicle to the wheel without electric brake of the vehicle according to a preset distribution strategy according to the load information of the wheel without electric brake of the vehicle and the wheel information available for current air brake,
the VCU is further configured to determine a total braking force of the vehicle after distributing the supplemental air braking force required by the vehicle to the non-electrically braked wheels of the vehicle; determining that the vehicle requires supplemental residual air braking force when the total braking force of the vehicle still does not meet the braking deceleration requirement after the distributing of the vehicle requiring supplemental air braking force to the non-electrically braked wheels of the vehicle;
the BCU is further used for distributing residual air braking force which needs to be supplemented to wheels with electric braking force of the vehicle according to a preset distribution strategy according to load information of the wheels with electric braking force of the vehicle and wheel information available for current air braking.
8. The system of claim 7,
the VCU is further used for determining a target braking force required by the vehicle during emergency braking;
the BCU is further used for distributing the target braking force required by the vehicle to each wheel of the vehicle according to the load information of each wheel of the vehicle and a preset distribution strategy.
9. The system according to any of claims 7 or 8, wherein the BCU specific allocation policy is: the distribution sequence is that the rear wheels of the vehicle are distributed to the front wheels in sequence until each wheel reaches the maximum bearing slip rate.
10. The system of claim 9,
the VCU is further used for reducing the braking force of any wheel until the preset slip rate range of the wheel is met when the slip rate of the wheel is detected to exceed the preset slip rate range of the wheel;
the BCU is further configured to redistribute the braking force on each wheel based on the reduced braking force of the wheel.
11. The system of claim 8, wherein the slip ratio of each current wheel is within a preset slip range, and the slip ratio of the wheel with the electric braking force is calculated according to the following formula:
Figure 479687DEST_PATH_IMAGE002
wherein u is the vehicle speed, uwIs the wheel speed, r is the wheel radius, and w is the wheel roll angular velocity.
12. The system of claim 8, wherein the BCU is further configured to apply an air brake force distributed to the electric brake-failed wheel to an opposite wheel of the electric brake-failed wheel upon an electric brake failure of any of the electric brake-failed wheels.
13. A trolley bus, comprising a wheel-based trolley brake system according to any one of claims 7 to 12, a plurality of sets of wheels and their corresponding hub motors, wherein the wheels comprise electrically braked wheels and electrically non-braked wheels; each group of wheels comprises an axle and wheels at two ends of the axle; each MCU is used for controlling a hub motor connected with the MCU, and the hub motors are used for driving corresponding wheels.
14. A trolley bus as claimed in claim 13, characterized in that it further comprises: a lateral acceleration sensor for acquiring a current lateral angular velocity of the vehicle, a steering sensor for acquiring a steering angle of a steering wheel, and a steering angular velocity sensor for acquiring an articulation angle of an articulation device of the vehicle;
and the VCU converts the current rotating speed of each motor fed back by each MCU into the vehicle speed, and calculates the target braking force required by the vehicle according to the braking instruction, the current transverse angular speed of the vehicle, the steering angle of the steering wheel and the articulation angle of the vehicle articulation device.
15. A computer storage medium, on 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.
16. An electronic device comprising one or more processors and memory, the memory configured to store one or more programs; the one or more programs, when executed by the one or more processors, implement the method of any of claims 1 to 6.
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