WO2021103186A1 - 基于轮控的制动系统及其制动力分配方法、无轨电车 - Google Patents

基于轮控的制动系统及其制动力分配方法、无轨电车 Download PDF

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Publication number
WO2021103186A1
WO2021103186A1 PCT/CN2019/125277 CN2019125277W WO2021103186A1 WO 2021103186 A1 WO2021103186 A1 WO 2021103186A1 CN 2019125277 W CN2019125277 W CN 2019125277W WO 2021103186 A1 WO2021103186 A1 WO 2021103186A1
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WIPO (PCT)
Prior art keywords
braking force
vehicle
wheel
wheels
braking
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PCT/CN2019/125277
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English (en)
French (fr)
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
Original Assignee
中车唐山机车车辆有限公司
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Publication of WO2021103186A1 publication Critical patent/WO2021103186A1/zh

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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

Definitions

  • This application relates to rail vehicle technology, in particular, to a wheel control-based braking system and a braking force distribution method thereof, and a trolleybus.
  • Modern trolleybuses are designed to have a maximum speed of 70 kilometers per hour. They can be driven manually or fully automated and unmanned.
  • the vehicles are connected by articulated modules between the carriages.
  • the articulated modules are designed with a hub motor. The operation and steering of the vehicle are completely adjusted by the hub motor.
  • Speed control travel, consistent with the virtual track trajectory, and does not rely on traditional steel rails and the middle guide rail of trams. It is a new type of transportation system. Because the carriage module and the hinged module are independent, the expansion is flexible, and the capacity can be adjusted according to the change of passenger flow, which can effectively solve the shortcomings of the small passenger volume of ordinary buses and greatly improve the capacity.
  • Modern trolleybuses use a hub motor to output the power of the vehicle.
  • the hub motor can also perform electric braking power output by reversing during the braking process, which not only meets the braking demand, but also collects feedback from the electricity generated by the electric brake. Achieve the modern design concept of green, energy saving and environmental protection.
  • modern trolleybuses are driven by in-wheel motors, they are different from traditional axle-based buses and other vehicles. When braking, they need to cooperate with the electric brakes generated by the in-wheel motors for braking force.
  • the braking force distribution method of the vehicle will cause the vehicle to run out of control during the braking process, especially when the road is wet and slippery, the vehicle may lose control of the direction of the entire train, stacking or flicking, which cannot guarantee the safe operation of the vehicle.
  • the embodiments of the present application provide a wheel control-based braking system, a braking force distribution method thereof, and a trolleybus to solve the above technical problems.
  • a braking force distribution method of a wheel control-based braking system which includes the following steps:
  • the vehicle is determined according to the target braking force required by the vehicle and the total electric braking force currently reachable by the vehicle Need to supplement the air braking force;
  • the air braking force that needs to be supplemented by the vehicle is distributed to the non-electrically braked wheels of the vehicle according to a preset distribution strategy .
  • a wheel control-based braking system which includes: a train control system VCU, a braking control unit BCU, and one or more motor control units MCU, where:
  • the MCU of each wheel is used to feed back to the VCU the current achievable electric braking force of the wheel connected to the MCU of the vehicle;
  • the VCU is used to determine the target braking force required by the vehicle, and to determine the total electric braking force that the vehicle can currently achieve according to the current achievable electrical braking force of the wheels fed back by each MCU;
  • the air braking force that the vehicle needs to supplement is determined according to the target braking force required by the vehicle and the total electric braking force that the vehicle can currently achieve ; Transmit the air braking force that needs to be supplemented to the BCU;
  • the BCU is used to allocate the air braking force that needs to be supplemented by the vehicle to the vehicle's non-electric braking force according to the load information of the vehicle's uncharged brake wheels and the current wheel information available for air braking according to a preset distribution strategy. On wheels with electric brakes.
  • a trolleybus including the above-mentioned wheel control-based braking system, multiple sets of wheels and their corresponding in-wheel motors, wherein the wheels include electric brakes
  • Each set of wheels includes an axle and wheels at both ends of the axle; each MCU is used to control the hub motor connected to the MCU, and the hub motor is used to drive the corresponding wheel.
  • a computer storage medium on which a computer program is stored, and when the computer program is executed by a processor, the braking force distribution of the braking system based on wheel control as described above is realized. Method steps.
  • an electronic device including a memory and one or more processors, where the memory is used to store one or more programs; the one or more programs are When the one or more processors are executed, the braking force distribution method of the braking system based on wheel control as described above is realized.
  • the braking force distribution is from the axis control precision to the distribution between the wheels, which can ensure the normal operation of the vehicle, and will not cause the vehicle to lose control, stacking or flicking due to braking.
  • FIG. 1 shows a schematic diagram of the implementation process of the braking force distribution method of the wheel control-based braking system in Embodiment 1 of the present application;
  • Figure 2 shows a schematic structural diagram of a wheel control-based braking system in the second embodiment of the present application
  • FIG. 3 shows a schematic diagram of the structure of the trolleybus in the third embodiment of the present application.
  • FIG. 4 shows a schematic structural diagram of an electronic device in Embodiment 5 of the present application.
  • FIG. 5 shows a schematic diagram of the structure of the vehicle formation in the sixth embodiment of the present application.
  • FIG. 6 shows a schematic diagram of the allocation process of service braking and rapid braking in the sixth embodiment of the present application
  • FIG. 7 shows a schematic diagram of the process of first distributing braking force in the sixth embodiment of the present application.
  • FIG. 8 shows a schematic diagram of the second braking force distribution process in the sixth embodiment of the present application.
  • FIG. 9 shows a schematic diagram of the emergency braking process in the sixth embodiment of the present application.
  • the vehicle structure of passenger cars such as rubber-wheeled trams and buses is in the form of axles.
  • the relevant electric bus brake system sends the braking intention to the brake control unit through the depth of the brake pedal.
  • the brake control unit controls the triggering of the electric brake according to the electric signal generated by the pedal.
  • the air circuit on the pedal controls the brake.
  • the moving valve applies air brake, and the air brake is only distributed between the axles according to the weight of the vehicle.
  • the related braking force distribution method based on axle control the distribution of braking force cannot be matched with the electric braking force generated by a single wheel, the wheels on both sides can only apply the same braking force, and when the electric brake of one wheel fails, Air brakes cannot supplement the missing electric braking force on a single wheel (that is, the same axle outputs two wheel braking forces that are the same and cannot actively cooperate with the axis control power of the supplementary air brake according to the changes in the electric braking force of a single wheel. Distribution method), which cannot meet the requirements of modern trolleybuses driven by in-wheel motors. The traditional axle control power distribution is adopted.
  • the traditional axle control method can only apply the same braking force to the two wheels, which results in the superposition of the left and right wheels and the electric brake.
  • the braking force varies greatly, and the running trajectory of the vehicle will be out of control during the braking process, especially when the road is wet and slippery, the vehicle may lose control of the direction of the entire train, stacking or flicking, and the safe operation of the vehicle cannot be guaranteed.
  • the embodiments of the present application provide a wheel control-based modern trolleybus brake system and its braking force distribution method, trolleybuses, computer storage media, and electronic equipment.
  • a more optimized braking force distribution algorithm is automatically adopted to ensure the safety of the vehicle during braking.
  • only one allocation strategy is used in the emergency braking process, and only air braking is used instead of electric braking to ensure the braking distance of the vehicle, which meets the requirements of modern trolley buses for the braking system and makes up for There is a gap in the market based on the wheel control system.
  • the solutions in the embodiments of the present application can be implemented in various computer languages, for example, the object-oriented programming language Java and the literal scripting language JavaScript.
  • FIG. 1 shows a schematic diagram of the implementation process of the braking force distribution method of the wheel control-based braking system in the first embodiment of the present application.
  • the braking force distribution method of the wheel control-based braking system includes:
  • Step 101 Determine the target braking force required by the vehicle and the total electric braking force that the vehicle can currently achieve;
  • Step 102 When the target braking force required by the vehicle is greater than the total electric braking force currently achievable by the vehicle, determine according to the target braking force required by the vehicle and the total electric braking force currently achievable by the vehicle The vehicle needs supplementary air braking force;
  • Step 103 According to the load information of each wheel of the vehicle and the current wheel information available for air brake, the air brake force that needs to be supplemented by the vehicle is allocated to the unelectrically braked wheels of the vehicle according to a preset allocation strategy. on.
  • the determination of the target braking force required by the vehicle includes:
  • the desired speed information includes the desired vehicle speed or the desired deceleration
  • the target braking force required by the vehicle is calculated.
  • the braking instruction may include a braking instruction triggered by the brake pedal of the vehicle (in the case of a driver driving), and an automatic braking instruction issued by the train control system (in the case of unmanned driving).
  • the braking command of the brake pedal of the vehicle includes a first-stage electric braking command, a second-stage electric braking command, and a pneumatic braking command.
  • the embodiment of this application compares the current electric braking force of the entire vehicle and the total target braking force required by the vehicle.
  • the current electric braking force of the entire vehicle is greater than (or equal to) the total target braking force required by the vehicle, each vehicle does not need Air brake is applied; when the current electric braking force of the whole vehicle is less than the total target braking force required by the vehicle, the difference between the current electric braking force of the whole vehicle and the total target braking force required by the vehicle is calculated, namely The air braking force that needs to be supplemented.
  • the air braking force that needs to be supplemented is first distributed to the wheels without electric brakes according to the load information (for example, the load ratio) of the wheels without electric brakes.
  • Using the braking force distribution method based on the wheel control braking system provided in the embodiments of the present application solves the problem that the traditional air brake distribution of the left and right wheels of the braking force cannot be coordinated with the electric brake, and realizes the braking force distribution by
  • the axis control is accurate to the distribution between the wheels, which can ensure the normal operation of the vehicle, and will not cause the vehicle to lose control, stacking or flicking due to braking.
  • the first braking force distribution After the first braking force distribution, if the sum of the current electric braking force is less than the vehicle's target total braking force, the first level of braking on the brake pedal does not meet the braking deceleration requirements, and the driver may continue to step on it. Press the pedal to the second stage (for unmanned driving, it can be directly triggered to the corresponding braking level according to the braking instruction required by the vehicle to reach the stage where electric braking and air braking are mixed), this application can use the following Way to implement.
  • the method further includes:
  • the vehicle needs to be supplemented according to the The air braking force and the current air braking force of the wheels without electric braking determine the remaining air braking force that the vehicle needs to supplement;
  • the remaining air braking force that needs to be supplemented by the vehicle is allocated to the vehicle with electric braking according to a preset distribution strategy. Power on the wheels.
  • the remaining braking force is distributed among the wheels with electric brakes.
  • the embodiment of the present application first determines the current total braking force of the vehicle after the air braking force that needs to be supplemented by the vehicle is allocated to the non-electrically braked wheels of the vehicle, and then calculates the current total braking force and the target braking force.
  • the difference in power is the remaining air braking force that needs to be supplemented; or, the remaining air braking force that needs to be supplemented by the vehicle is determined according to the air braking force that needs to be supplemented by the vehicle and the air braking force of the currently uncharged brake wheels.
  • the remaining air braking force that needs to be supplemented by the vehicle is allocated to the vehicle with electric braking according to a preset distribution strategy. Power on the wheels.
  • the method further includes:
  • the target braking force required by the vehicle is distributed to each wheel of the vehicle according to a preset distribution strategy.
  • the embodiment of the present application can be based on the emergency braking instruction, the current vehicle weight, the steering angle of the steering wheel fed back by the vehicle steering sensor, the vehicle tilting state or centrifugal force when the vehicle is turning as fed back by the lateral acceleration sensor, and the steering of the vehicle articulation device.
  • Calculate the target braking force required by the current vehicle based on the values of parameters such as the articulation angle of the angle sensor.
  • the braking force is distributed among the various wheels of the vehicle according to a preset distribution strategy.
  • the preset allocation strategy is: the allocation sequence is from the rear-end wheels of the vehicle to the front-end wheels in sequence, until each wheel reaches the maximum tolerable slip rate.
  • the order of application may be: first apply the rearmost wheel, and sequentially apply from back to front (first apply on the rearmost wheel that participates in the braking force distribution, Redistribute the next rear wheels, and so on), this braking time difference is very short, until each wheel reaches the maximum tolerable slip rate.
  • the embodiment of the present application adjusts the braking force distribution of each wheel at any time according to changes in the braking command, changes in the dynamic load of the wheels, changes in the slip rate caused by the contact between the wheels and the ground, etc., until the current braking the end.
  • the method further includes:
  • the braking force of the wheel is reduced until it meets the preset slip rate range of the wheel, and according to the wheel The reduced braking force redistributes the braking force on each wheel.
  • the braking force on the wheel is reduced until the slip rate composite slip rate range of the wheel; at the same time, according to the reduction
  • the small braking force is recalculated and the braking force on each wheel is redistributed.
  • the current slip rate of each wheel is within the preset slip range, and the slip rate of the wheel with electric braking force is calculated according to the following formula:
  • u is the vehicle speed
  • u w is the wheel speed
  • r is the wheel radius
  • w is the wheel rolling angular velocity
  • the electric braking force of each wheel is the actual electric braking force value, and the value of the electric braking force is calculated by the slip rate of the wheel to ensure that the slip rate of each wheel is within the slip range.
  • the slip ratio can range from 10 to 30%. Specifically, the slip ratio can be kept at about 20%.
  • the method further includes:
  • the air brake when the wheel with electric brake fails, the air brake will apply the corresponding air brake force value according to the electric brake value of the opposite wheel. If the electric brake of the opposite wheel also fails, the non-electric brake is directly applied.
  • the driving wheel processing ensures that the braking force values of the wheels on both sides are basically the same.
  • the present application can also be implemented in the following manners.
  • the embodiment of the present application can simultaneously collect the steering angle signal of the vehicle steering sensor (monitoring the steering angle of the steering wheel), the vehicle inclination state of the lateral acceleration sensor (monitoring the centrifugal force during turning), and the steering angle of the vehicle articulation device.
  • the sensor s articulation angle and other signals are used to adjust the braking force difference between the wheels; in order to keep the brake pad wear as consistent as possible, the BCU collects the wear signal of the brake pad wear sensor without affecting the wheel slip rate. Adjust the distribution of air braking force in a timely manner.
  • the embodiments of the present application provide a wheel control-based braking system.
  • the principle of the system to solve technical problems is similar to a braking force distribution method of a wheel control-based braking system, and the repetition will not be repeated here. .
  • Fig. 2 shows a schematic structural diagram of a wheel control-based braking system in the second embodiment of the present application.
  • the wheel control-based braking system includes: a train control system VCU, a braking control unit BCU, and one or more motor control units MCU, where:
  • the MCU of each wheel is used to feed back to the VCU the current reachable electric braking force of the wheel connected to the vehicle and the MCU;
  • the VCU is used to determine the target braking force required by the vehicle, and to determine the total electric braking force that the vehicle can currently achieve according to the current achievable electrical braking force of the wheels fed back by each MCU;
  • the air braking force that the vehicle needs to supplement is determined according to the target braking force required by the vehicle and the total electric braking force that the vehicle can currently achieve ; Transmit the air braking force that needs to be supplemented to the BCU;
  • the BCU is used to allocate the air braking force that needs to be supplemented by the vehicle to the vehicle according to the preset distribution strategy according to the load information of the unelectrically braked wheels of the vehicle and the current wheel information available for air braking. On wheels without electric brakes.
  • the VCU is further used to determine the total braking force of the vehicle after distributing the air braking force that needs to be supplemented 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 that needs to be supplemented by the vehicle is distributed to the unelectrically braked wheels of the vehicle, determining the remaining air braking force that needs to be supplemented by the vehicle;
  • the BCU is further configured to allocate the remaining air braking force that needs to be supplemented by the vehicle to the vehicle according to the load information of the wheels with electric braking force and the current wheel information available for air braking according to a preset distribution strategy. On the wheels of the vehicle with electric braking force.
  • the VCU is further used to determine the target braking force required by the vehicle during emergency braking;
  • the BCU is further configured to distribute the target braking force required by the vehicle to each wheel of the vehicle according to a preset distribution strategy according to the load information of each wheel of the vehicle.
  • the specific allocation strategy of the BCU is: the allocation sequence is from the rear-end wheels of the vehicle to the front-end wheels in sequence, until each wheel reaches the maximum tolerable slip rate.
  • the VCU is further configured to reduce the braking force of the wheel until it is detected that the slip rate of any wheel exceeds the preset slip rate range of the wheel until it conforms to the wheel.
  • the preset slip rate range ;
  • the BCU is further used for redistributing the braking force on each wheel according to the reduced braking force of the wheel.
  • the current slip rate of each wheel is within the preset slip range, and the slip rate of the wheel with electric braking force is calculated according to the following formula:
  • u is the vehicle speed
  • u w is the wheel speed
  • r is the wheel radius
  • w is the wheel rolling angular velocity
  • the BCU is further used to apply the air braking force allocated to the wheel with electric braking force that has the electric brake failure when the electric brake of any wheel with electric braking force fails. To the wheel on the opposite side of the wheel with electric braking force that has the electric brake failure.
  • the CAN network signal transmission processing process can be as follows:
  • the first stage the collection of vehicle status signals.
  • the VCU obtains relevant information of each MCU through CAN bus communication, including the current motor speed, electric braking force value, etc.
  • the VCU converts the current motor speed into vehicle speed information after processing, and at the same time obtains the current yaw rate of the vehicle and the steering of the vehicle through the lateral acceleration sensor Sensors (monitoring the steering angle of the steering wheel) and the articulation angle sensor of the steering angle sensor of the vehicle articulation device are collected.
  • the second stage driver's intention analysis and braking calculation.
  • the VCU processes the depth and speed of the driver’s brake pedal and the steering wheel angle signal, obtains the driver’s braking information or the automatic braking command information directly triggered by the VCU, and obtains the desired vehicle speed (deceleration), lateral acceleration, and Articulated corner. Calculate the required braking force and total braking force of each vehicle road, and receive the feedback of the electric braking force of each wheel at the same time and calculate the total electric braking force.
  • the VCU compares and judges the driver's expected vehicle dynamics parameters and the actual detected vehicle power Learn parameters.
  • the third stage braking force distribution.
  • the electric braking force is greater than the total required braking force, no distribution will be made; when the electric braking force is less than the total required braking force, the first distribution is performed, and the difference between the total braking force and the electric braking force is placed on the non-electric braking force wheel Allocation is based on the load ratio and is allocated from the rear wheels first; when the deceleration requirements are not met, the calculated difference between the braking force of each wheel and the electric braking force is directly based on the remaining braking force after the first allocation. The remaining braking force value of each wheel is applied sequentially from the rear wheel until the distribution is completed.
  • Using the wheel control-based braking system provided in the embodiments of the present application solves the problem that the traditional air brake distribution of the left and right wheels of the braking force cannot be coordinated with the electric brake, and realizes that the braking force distribution is accurate from the axle control to the wheels.
  • the distribution between the two can ensure the normal operation of the vehicle, and will not cause the vehicle to lose control, stacking or flicking due to braking.
  • the embodiment of the present application also provides a trolleybus, which will be described below.
  • Fig. 3 shows a schematic diagram of the structure of the trolleybus in the third embodiment of the present application.
  • the trolleybus includes the wheel control-based braking system as described in the second embodiment, multiple sets of wheels and their corresponding in-wheel motors, wherein the wheels include electrically braked wheels and uncharged wheels.
  • Braking wheels each group of wheels includes an axle and wheels at both ends of the axle; each MCU is used to control the in-wheel motor connected to the MCU, and the in-wheel motor is used to drive the corresponding wheel.
  • the trolleybus may include multiple DM cars and TM cars, and a brake control unit BCU may be provided on the DM cars.
  • the BCU realizes signal transmission with the VCU through CAN, and the MCU and VCU can also be Transmission of electric braking force and electric braking commands via CAN.
  • the use of the trolleybus provided in the embodiments of the present application solves the problem that the traditional air brake distribution of the left and right wheels of the braking force cannot be coordinated with the electric brake, and realizes the distribution of the braking force from the axle control to the distribution between the wheels. It can ensure the normal operation of the vehicle, and will not cause the vehicle to lose control, stacking or flicking due to braking.
  • the trolleybus further includes: a lateral acceleration sensor for acquiring the current lateral angular velocity of the vehicle, a steering sensor for acquiring the steering angle of the steering wheel, and a steering angular velocity for acquiring the articulation angle of the articulated device of the vehicle sensor;
  • the VCU converts the current rotation speed of each motor fed back by each MCU into a vehicle speed, and calculates the target braking force required by the vehicle according to the braking command, the current lateral angular velocity of the vehicle, the steering angle of the steering wheel, and the articulation angle of the vehicle articulation device.
  • the embodiment of the present application also provides a computer storage medium, which will be described below.
  • the computer storage medium has a computer program stored thereon, and when the computer program is executed by a processor, the steps of the braking force distribution method of the wheel control-based braking system described in the first embodiment are implemented.
  • Using the computer storage medium provided in the embodiments of this application solves the problem that the traditional air brake distribution of the left and right wheels of the braking force cannot be coordinated with the electric brake, and realizes the distribution of the braking force from the axle control to the distribution between the wheels. , Which can ensure the normal operation of the vehicle, and will not cause the vehicle to lose control, stacking or flicking due to braking.
  • an embodiment of the present application also provides an electronic device, which will be described below.
  • Fig. 4 shows a schematic structural diagram of an electronic device in the fifth embodiment of the present application.
  • the electronic device includes a memory 401 and one or more processors 402.
  • the memory is used to store one or more programs; the one or more programs are used by the one or more processors.
  • the braking force distribution method of the wheel control-based braking system as described in the first embodiment is realized.
  • the electronic equipment provided in the embodiments of the present application solves the problem that the traditional air brake distribution of the left and right wheels of the braking force cannot be coordinated with the electric brake, and realizes the distribution of the braking force from the axle control to the distribution between the wheels. It can ensure the normal operation of the vehicle, and will not cause the vehicle to lose control, stacking or flicking due to braking.
  • the embodiment of the present application uses a three-car grouped vehicle as a specific example to illustrate the braking force distribution strategy of a modern trolleybus.
  • FIG. 5 shows a schematic diagram of the structure of the vehicle formation in the sixth embodiment of the present application.
  • T1, T2, T7, and T8 are steering wheels, and M3, M4, M5, and M6 are driving wheels.
  • the driving wheels can give priority to electric braking; When braking, the electric brake is not involved, and the air brake is used for braking.
  • the modern trolleybus described in the embodiment of the present application is a virtual guided transportation system train with a novel architecture, which can be flexibly grouped.
  • the vehicle uses the gantry steering architecture mode, driven by a hub motor (intermediate mechanism), running in two directions, all-wheel steering (no power at both ends, only steering function), and has an automatic driving mode.
  • a brake control unit BCU (Brake Control Unit) is designed on the dual-mode DM car of each train.
  • the two BCUs are the main and the auxiliary to each other, and the brake signal is transmitted through the controller area network CAN.
  • the BCU is realized through CAN.
  • the transmission of braking data and other signals with the train control system (VCU, Vehicle Control Unit), the motor control unit MCU and VCU transmit electric braking force values and electric braking application commands through CAN.
  • FIG. 6 shows a schematic diagram of the allocation process of service braking and rapid braking in the sixth embodiment of the present application.
  • the braking command is triggered by the brake pedal in the driver's cab or automatically triggered by the train control system according to the running state of the vehicle.
  • the train control system according to the braking command, the collected load Fr_i of each wheel of the vehicle, the steering wheel steering signal, the lateral acceleration signal, the articulated angle signal, and the number of wheels n and wheel number n_i available for air braking (assuming each The initial braking force of the wheels is 0), calculate the current braking force F_i required by each wheel of the vehicle and the target braking force F_total required by the vehicle At the same time, collect the electric braking force F_ed_i that can be applied by each driving wheel of the current vehicle to obtain the total electric braking force F_ed that can be applied by the current vehicle
  • the train control system first distributes the required supplementary air braking force to the wheels without electric brakes (including steering wheels and electric brake failures).
  • the air brake force F_T F_total-F_ed to be applied to the wheel without electric brake.
  • Air braking force F_T Air braking force F_T that needs to be supplemented.
  • the train control system calculates that the braking force distribution is completed in the first wheel Remaining braking force The second braking force distribution is performed, and this braking force distribution is performed between the driving wheels.
  • Air braking force F_M that needs to be supplemented.
  • the braking force at this time has been distributed among all the train wheels , It is necessary to increase the braking level to increase the braking deceleration and apply rapid braking.
  • the application process of rapid braking is the same as that of normal braking, except that the braking force value is increased in the braking command.
  • FIG. 7 shows a schematic diagram of the process of distributing braking force for the first time in the sixth embodiment of the present application.
  • the braking force distribution order is to give priority to the rearmost wheels T7 and T8, and then apply the braking force of T1 and T2 wheels according to the designed braking sequence.
  • the air braking force applied by the wheel is:
  • the target value a of braking deceleration is adjusted at any time according to the change of the braking command, and the total braking force F_total is updated at this time.
  • the slip rate of T7, T8, T1 and T2 wheels is considered.
  • the adhesion limit that can be reached within the range of 10%-30% slip rate and the maximum applicable air braking force F_Ti_max may be different due to the road conditions on which each wheel is located:
  • the air braking force applied by T7/T8 wheels is:
  • the air braking force applied by the T1/T2 wheels is:
  • n n-1, recalculate the air brake force applied by each steering wheel.
  • FIG. 8 shows a schematic diagram of the second braking force distribution process in the sixth embodiment of the present application.
  • the train control system calculates the remaining braking force after the first round of braking force distribution is completed At the same time calculate the air braking force value that each drive wheel needs to apply
  • the corresponding air braking force is applied according to the electric braking force value of the side wheel to supplement the imbalance of the braking force distribution of the wheels on both sides.
  • the second allocation process also considers the slip rate of the driving wheel, the adhesion limit or the maximum capacity value F_Mi_max within the range of 10%-30% of the slip rate.
  • the braking order of the remaining braking force F_M after the first distribution is distributed among the driving wheels to give priority to the braking force of the rearmost wheels M5 and M6, according to the designed braking Sequentially apply the braking force of the M3 and M4 wheels.
  • the braking force of each driving wheel is:
  • FIG. 9 shows a schematic diagram of the emergency braking process in the sixth embodiment of the present application.
  • the emergency braking process is as follows:
  • the train control system receives the emergency braking command, according to the emergency braking command and the current vehicle weight, the steering angle signal of the vehicle steering sensor (monitoring the steering angle of the steering wheel), the lateral acceleration sensor (monitoring the centrifugal force when turning), the vehicle inclination state, The articulation angle signal of the steering angle sensor of the vehicle articulation device, the load information Fr_i of each wheel and other data are used to calculate the braking force F_i of each wheel and the total braking force to calculate the target braking force required by the current vehicle
  • the train control system transmits the calculated required braking force to the BCU for braking force distribution.
  • the BCU distributes the braking force among the wheels according to the calculation results.
  • the same distribution principle first distributes the last two wheels and applies the braking force first.
  • the braking force of each wheel is:
  • the BCU detects and calculates the wheel slip rate, it is based on the comparison between the adhesion limit or maximum capacity value F_ui_max of the corresponding wheel within the range of 10%-30% slip rate and the currently applied braking force Fu_i;
  • the embodiment of this application proposes a braking force distribution method suitable for modern trolleybuses.
  • the trolleybus can realize the grouping operation of 2 to 5 vehicles in specific implementation
  • the distribution strategy which specifically introduces the braking force distribution strategy of normal braking, rapid braking and emergency braking, solves the problem of the distribution of braking force between the wheels, and can perfectly cooperate with the electric brake fed back by the in-wheel motor .
  • the braking force distribution is more accurate, and it is more suitable for modern trolleybuses running through virtual guidance.
  • the braking force of each wheel is fine-tuned according to the data technology of the lateral sensor and the steering sensor. This ensures the smooth running of the vehicle, and effectively solves the phenomenon of out-of-control, stacking, and tail-flicking of the vehicle during braking.
  • this application can be provided as methods, systems, or computer program products. Therefore, this application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, this application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes.
  • computer-usable storage media including but not limited to disk storage, CD-ROM, optical storage, etc.
  • These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing equipment to work in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture including the instruction device.
  • the device implements the functions specified in one process or multiple processes in the flowchart and/or one block or multiple blocks in the block diagram.
  • These computer program instructions can also be loaded on a computer or other programmable data processing equipment, so that a series of operation steps are executed on the computer or other programmable equipment to produce computer-implemented processing, so as to execute on the computer or other programmable equipment.
  • the instructions provide steps for implementing the functions specified in one process or multiple processes in the flowchart and/or one block or multiple blocks in the block diagram.

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  • Regulating Braking Force (AREA)
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Abstract

一种基于轮控的制动系统及其制动力分配方法、无轨电车，分配方法包括：确定车辆所需要的目标制动力以及车辆当前能够达到的总电制动力；在车辆所需要的目标制动力大于车辆当前能够达到的总电制动力时，根据车辆所需要的目标制动力和车辆当前能够达到的总电制动力确定车辆需要补充的空气制动力；根据车辆的不带电制动车轮的载荷信息以及当前空气制动可用的车轮信息按照预设分配策略将车辆需要补充的空气制动力分配至车辆的不带电制动的车轮上。采用该分配方法，解决了传统的制动力左右轮的空气制动分配不能与电制动配合分配的问题，实现了制动力分配由轴控精准到车轮之间的分配。

Description

基于轮控的制动系统及其制动力分配方法、无轨电车 技术领域
本申请涉及轨道车辆技术，具体地，涉及一种基于轮控的制动系统及其制动力分配方法、无轨电车。
背景技术
随着城市轨道车辆技术的快速发展，轨道车辆产品更加丰富多样。为能满足近些年城市规模的扩大，一种编组和运行更加灵活的、融合了现代有轨电车和公共汽车各自优势的新型交通工具——现代无轨电车应运而生，为解决城市出行困难带来了新的思路和方案。现代无轨电车设计最高时速为70公里，可以采用人工驾驶也可以实现全自动无人驾驶，车辆通过车厢间的铰接模块进行连接，铰接模块设计有轮毂电机，运行和车辆转向完全靠轮毂电机的调速控制行进，与虚拟的轨道轨迹保持一致，不依赖传统的钢轨和有轨电车的中间导轨行驶，是一个新型的交通系统。因车厢模块和铰接模块独立，扩编灵活，能根据客流变化调节运力，能有效解决普通公交车载客量小的缺陷，大大提高运力。
现代无轨电车采用轮毂电机进行车辆的动力输出，同时在制动过程中轮毂电机通过反转也可以进行电制动力输出，不仅满足制动需求，同时可以将电制动产生的电进行收集反馈，达到绿色、节能、环保的现代设计理念。因现代无轨电车采用轮毂电机驱动，不同于传统的车桥方式的公交车等车辆，在制动时，需要和轮毂电机产生的电制动进行制动力的配合，若采用传统的车桥方式的车辆的制动力分配方式，会出现车辆制动过程中运行轨迹失控，尤其是路面湿滑时，车辆可能会出现整列车的方向失控，堆叠或甩尾现象，无法保证车辆的安全运行。
相关技术中存在的问题：
传统的车桥方式的车辆的制动力分配方式，不能满足现代无轨电车的设计 要求。
发明内容
本申请实施例中提供了一种基于轮控的制动系统及其制动力分配方法、无轨电车，以解决上述技术问题。
根据本申请实施例的第一个方面，提供了一种基于轮控的制动系统的制动力分配方法，包括如下步骤：
确定车辆所需要的目标制动力以及所述车辆当前能够达到的总电制动力；
在所述车辆所需要的目标制动力大于所述车辆当前能够达到的总电制动力时，根据所述车辆所需要的目标制动力和所述车辆当前能够达到的总电制动力确定所述车辆需要补充的空气制动力；
根据所述车辆的不带电制动车轮的载荷信息以及当前空气制动可用的车轮信息按照预设分配策略将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮上。
根据本申请实施例的第二个方面，提供了一种基于轮控的制动系统，包括：列车控制系统VCU、制动控制单元BCU、以及一个或多个电机控制单元MCU，其中，
每个车轮的MCU，用于向VCU反馈所述车辆与该MCU连接的车轮的当前能够达到的电制动力；
所述VCU，用于确定车辆所需要的目标制动力，以及根据每个MCU反馈的车轮的当前能够达到的电制动力确定所述车辆当前能够达到的总电制动力；在所述车辆所需要的目标制动力大于所述车辆当前能够达到的总电制动力时，根据所述车辆所需要的目标制动力和所述车辆当前能够达到的总电制动力确定所述车辆需要补充的空气制动力；将所述需要补充的空气制动力传输至BCU；
所述BCU，用于根据所述车辆的不带电制动车轮的载荷信息以及当前空气制动可用的车轮信息按照预设分配策略将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮上。
根据本申请实施例的第三个方面，提供了一种无轨电车，包括如上所述的基于轮控的制动系统、多组车轮及其对应的轮毂电机，其中，所述车轮包括带电制动的车轮和不带电制动的车轮；每组车轮包括车轴以及车轴两端的车轮；每个MCU用于控制与该MCU连接的轮毂电机，所述轮毂电机用于驱动对应的车轮。
根据本申请实施例的第四个方面，提供了一种计算机存储介质，其上存储有计算机程序，所述计算机程序被处理器执行时实现如上所述基于轮控的制动系统的制动力分配方法的步骤。
根据本申请实施例的第五个方面，提供了一种电子设备，包括存储器、以及一个或多个处理器，所述存储器用于存储一个或多个程序；所述一个或多个程序被所述一个或多个处理器执行时，实现如上所述的基于轮控的制动系统的制动力分配方法。
采用本申请实施例中提供的基于轮控的制动系统及其制动力分配方法、无轨电车，解决了传统的制动力左右轮的空气制动分配不能与电制动配合分配的问题，实现了制动力分配由轴控精准到车轮之间的分配，可以保证车辆的正常运营，不会因为制动导致车辆出现方向失控、堆叠或甩尾现象。
附图说明
此处所说明的附图用来提供对本申请的进一步理解，构成本申请的一部分，本申请的示意性实施例及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1示出了本申请实施例一中基于轮控的制动系统的制动力分配方法实施的流程示意图；
图2示出了本申请实施例二中基于轮控的制动系统的结构示意图；
图3示出了本申请实施例三中无轨电车的结构示意图；
图4示出了本申请实施例五中电子设备的结构示意图；
图5示出了本申请实施例六中车辆编组的结构示意图；
图6示出了本申请实施例六中常用制动和快速制动的分配过程示意图；
图7示出了本申请实施例六中第一次分配制动力的过程示意图；
图8示出了本申请实施例六中第二次制动力分配的过程示意图；
图9示出了本申请实施例六中紧急制动的过程示意图。
具体实施方式
在实现本申请的过程中，技术人员发现：
目前胶轮有轨电车和公共汽车等客车的车辆架构采用的为车桥形式，在施加制动时，同个车桥左右两个轮子的制动力相同。相关的电动客车制动系统通过制动踏板的踩动深度将制动意图发给制动控制单元，制动控制单元根据踏板产生的电信号控制电制动的触发，踏板上的气路控制制动阀施加空气制动，空气制动只在车桥间根据车辆重量进行轴之间的分配。
相关的基于轴控制的制动力分配方式，制动力的分配不能与单个轮产生的电制动力进行配合，两边的车轮只能施加相同的制动力，且当一侧轮的电制动故障时，空气制动也不能在单个车轮上进行补充缺失的电制动力(即，同个车桥输出两个轮制动力相同且不能根据单个轮子电制动力变化主动进行配合补充空气制动的轴控制动力分配方式)，不能满足采用轮毂电机驱动的现代无轨电车。采用传统的轴控制动力分配，当轮毂电机发挥的电制动不同时，传统的轴控方式也只能两个轮子施加相同的制动力，这样导致左右两个车轮和电制动叠加后产生的制动力相差很大，会出现车辆制动过程中运行轨迹的失控，尤其是路面湿滑时，车辆可能会出现整列车的方向失控，堆叠或甩尾现象，无法保证车辆的安全运行。
因此，需要设计开发满足现代无轨电车与轮毂电机制动配合的新型基于轮控的制动力控制方法，避免现代无轨电车因没有中间导轨在转弯、路滑等特殊工况制动时可能会导致的打滑、倾斜和车辆侧翻带来的车辆失控现象和正常制动时制动力分配问题产生的车辆堆叠或甩尾现象。
针对上述问题，本申请实施例中提供了一种基于轮控的现代无轨电车制动 系统及其制动力分配方法、无轨电车、计算机存储介质以及电子设备，在保证车辆制动距离的前提下，根据制动踏板或列车控制单元自动施加的制动指令大小，自动采用更优化的制动力分配算法，保证车辆制动过程中的安全性。同时在紧急制动过程中只采用一种分配策略，则只采用空气制动，不在与电制动进行配合，保证车辆的制动距离，满足了现代无轨电车对制动系统的要求，弥补了市场上基于轮控制动系统的空白。
本申请实施例中的方案可以采用各种计算机语言实现，例如，面向对象的程序设计语言Java和直译式脚本语言JavaScript等。
为了使本申请实施例中的技术方案及优点更加清楚明白，以下结合附图对本申请的示例性实施例进行进一步详细的说明，显然，所描述的实施例仅是本申请的一部分实施例，而不是所有实施例的穷举。需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。
实施例一
图1示出了本申请实施例一中基于轮控的制动系统的制动力分配方法实施的流程示意图。
如图所示，所述基于轮控的制动系统的制动力分配方法包括：
步骤101、确定车辆所需要的目标制动力以及所述车辆当前能够达到的总电制动力；
步骤102、在所述车辆所需要的目标制动力大于所述车辆当前能够达到的总电制动力时，根据所述车辆所需要的目标制动力和所述车辆当前能够达到的总电制动力确定所述车辆需要补充的空气制动力；
步骤103、根据所述车辆的每个车轮的载荷信息以及当前空气制动可用的车轮信息按照预设分配策略将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮上。
具体实施时，所述确定车辆所需要的目标制动力，包括：
获取当前车速，以及确定车辆的制动指令，并根据所述制动指令确定期望速度信息；所述期望速度信息包括期望车速或期望减速度；
根据当前车速以及所述期望速度信息，计算得到所述车辆所需要的目标制动力。
具体的，所述制动指令可以包括车辆制动踏板触发的制动指令(有司机驾驶的情况)、列车控制系统发出的自动制动指令(无人驾驶的情况)。其中，所述车辆制动踏板的制动指令包括第一级的电制动指令、第二级的电制动指令和气路制动指令。
本申请实施例对比整车的当前电制动力以及车辆所需要的总目标制动力，当整车的当前电制动力大于(或等于)车辆所需要的总目标制动力时，各节车不需要施加空气制动；当整车的当前电制动力小于车辆所需要的总目标制动力时，计算整车的当前电制动力和车辆所需要的总目标制动力两者之间的差值，即所需要补充的空气制动力。
将所需要补充的空气制动力首先根据不带电制动车轮的载荷信息(例如载荷比)分配到不带电制动的车轮上。
采用本申请实施例中提供的基于轮控的制动系统的制动力分配方法，解决了传统的制动力左右轮的空气制动分配不能与电制动配合分配的问题，实现了制动力分配由轴控精准到车轮之间的分配，可以保证车辆的正常运营，不会因为制动导致车辆出现方向失控、堆叠或甩尾现象。
经过第一次制动力分配之后，如果当前的电制动力的总和小于车辆的目标总制动力，此时制动踏板的第一级制动不满足制动减速度的要求，司机可能会继续踩压踏板到第二阶段(对于无人驾驶的情况，可以根据车辆需要的制动指令直接触发到相应的制动级位，达到电制动和空气制动混合的阶段)，本申请可以采用如下方式实施。
在一种实施方式中，所述方法进一步包括：
确定将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的 车轮后所述车辆的总制动力；
在所述将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮后所述车辆的总制动力仍未满足制动减速度要求时，根据所述车辆需要补充的空气制动力以及当前不带电制动车轮的空气制动力确定所述车辆需要补充的剩余空气制动力；
根据所述车辆的带有电制动力的车轮的载荷信息以及当前空气制动可用的车轮信息按照预设分配策略将所述车辆需要补充的剩余空气制动力分配至所述车辆的带有电制动力的车轮上。
具体实施时，当第一次分配后的制动力还没满足制动减速度要求时，将剩下的制动力在带有电制动的车轮之间分配。具体的，本申请实施例首先确定将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮后所述车辆当前的总制动力，然后计算当前总制动力与目标制动力的差值，即所需要补充的剩余空气制动力；或者，根据所述车辆需要补充的空气制动力以及当前不带电制动车轮的空气制动力确定所述车辆需要补充的剩余空气制动力。根据所述车辆的带有电制动力的车轮的载荷信息以及当前空气制动可用的车轮信息按照预设分配策略将所述车辆需要补充的剩余空气制动力分配至所述车辆的带有电制动力的车轮上。
在一种实施方式中，所述方法进一步包括：
在紧急制动时，确定所述车辆所需要的目标制动力；
根据所述车辆每个车轮的载荷信息按照预设分配策略将所述车辆所需要的目标制动力分配至所述车辆的各个车轮上。
本申请实施例中，在紧急制动时，电制动不参与制动，完全由空气制动进行制动。
具体的，本申请实施例可以根据紧急制动的指令、当前的车重、车辆转向传感器反馈的方向盘的转向角度、横向加速度传感器反馈的车辆转弯时的车辆倾斜状态或离心力、车辆铰接装置的转向角度传感器的铰接转角等参数的值计 算当前车辆所需要的目标制动力。根据所述当前车辆所需要的目标制动力以及所述车辆每个车轮的载荷信息按照预设分配策略在所述车辆的各个车轮之间分配制动力。
在一种实施方式中，所述预设分配策略为：分配顺序为由车辆后端车轮向前端车轮依次分配，直至每个车轮达到最大承受的滑移率。
本申请实施例为了避免车辆出现甩尾和堆叠现象，施加的顺序可以为：先施加最后面的车轮，依次从后向前施加(先在参与制动力分配的最靠后的车轮上进行施加，再分配次靠后车轮，依此类推)，这种制动时间相差很短，直至每个车轮达到最大承受的滑移率。
在整个分配过程中，本申请实施例根据制动指令的变化、车轮的动态载荷变化、车轮与地面接触情况导致的滑移率变化等随时调整每个车轮的制动力分配，直至本次制动结束。
在一种实施方式中，所述方法进一步包括：
在检测到任一车轮的滑移率超出所述车轮的预设滑移率范围时，减小所述车轮的制动力，直至符合所述车轮的预设滑移率范围，并根据所述车轮减小的制动力重新分配各个车轮上的制动力。
本申请实施例中，当检测到某个车轮的滑移率超过了滑移率范围时，减小对该车轮的制动力，直至该车轮的滑移率复合滑移率范围；同时，根据减小的制动力重新进行计算、重新分配各个车轮上的制动力。
在一种实施方式中，当前各车轮的滑移率在预设滑移范围内，带有电制动力的车轮的滑移率根据下式计算得到：
Figure PCTCN2019125277-appb-000001
其中，u为车辆速度，u w为车轮速度，r为车轮半径，w为车轮滚动角速度。
具体实施时，每个车轮的电制动力为实际发挥的电制动力值，该电制动力的值通过车轮的滑移率进行计算，保证每个车轮的滑移率都在滑移范围内。
为了保持车轮与地面之间的最大附着力，滑移率范围可以为10～30％，具体的，可以将滑移率保持在20％左右。
在一种实施方式中，所述方法进一步包括：
在任一带有电制动力的车轮电制动故障时，将分配到所述电制动故障的带有电制动力的车轮上的空气制动力施加到所述电制动故障的带有电制动力的车轮的对侧车轮上。
具体实施时，在带有电制动的车轮故障时，由空气制动按照对侧车轮电制动值施加相应的空气制动力值，如果对侧车轮电制动也故障，直接按照非电制动车轮处理，保证两侧车轮的制动力值基本一致。
为了能使制动过程中车辆更加平顺，防止车辆制动时的侧滑，本申请还可以采用如下方式实施。
在一种实施方式中，本申请实施例可以同时采集车辆转向传感器(监测方向盘的转向角度)的转向角度信号、横向加速度传感器(监测转弯时的离心力)的车辆倾斜状态、车辆铰接装置的转向角度传感器的铰接转角等信号，来调整各个轮之间的制动力差异；为了保持制动闸片磨损程度尽可能一致，BCU通过采集的制动片磨损传感器的磨损信号在不影响车轮滑移率情况下适时调整空气制动力的分配。
实施例二
基于同一构思，本申请实施例提供了一种基于轮控的制动系统，该系统解决技术问题的原理与一种基于轮控的制动系统的制动力分配方法相似，重复之处不再赘述。
图2示出了本申请实施例二中基于轮控的制动系统的结构示意图。
如图所示，所述基于轮控的制动系统包括：列车控制系统VCU、制动控制单元BCU、以及一个或多个电机控制单元MCU，其中，
每个车轮的MCU，用于向VCU反馈所述车辆与该MCU连接的车轮的当 前能够达到的电制动力；
所述VCU，用于确定车辆所需要的目标制动力，以及根据每个MCU反馈的车轮的当前能够达到的电制动力确定所述车辆当前能够达到的总电制动力；在所述车辆所需要的目标制动力大于所述车辆当前能够达到的总电制动力时，根据所述车辆所需要的目标制动力和所述车辆当前能够达到的总电制动力确定所述车辆需要补充的空气制动力；将所述需要补充的空气制动力传输至BCU；
所述BCU，用于根据所述车辆的不带电制动的车轮的载荷信息以及当前空气制动可用的车轮信息按照预设分配策略将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮上。
在一种实施方式中，所述VCU进一步用于确定将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮后所述车辆的总制动力；在所述将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮后所述车辆的总制动力仍未满足制动减速度要求时，确定所述车辆需要补充的剩余空气制动力；
所述BCU进一步用于根据所述车辆的带有电制动力的车轮的载荷信息以及当前空气制动可用的车轮信息按照预设分配策略将所述车辆需要补充的剩余空气制动力分配至所述车辆的带有电制动力的车轮上。
在一种实施方式中，所述VCU进一步用于在紧急制动时，确定所述车辆所需要的目标制动力；
所述BCU进一步用于根据所述车辆每个车轮的载荷信息按照预设分配策略将所述车辆所需要的目标制动力分配至所述车辆的各个车轮上。
在一种实施方式中，所述BCU具体分配策略为：分配顺序为由车辆后端车轮向前端车轮依次分配，直至每个车轮达到最大承受的滑移率。
在一种实施方式中，所述VCU进一步用于在检测到任一车轮的滑移率超出所述车轮的预设滑移率范围时，减小所述车轮的制动力，直至符合所述车轮的预设滑移率范围；
所述BCU进一步用于根据所述车轮减小的制动力重新分配各个车轮上的制动力。
在一种实施方式中，当前各车轮的滑移率在预设滑移范围内，带有电制动力的车轮的滑移率根据下式计算得到：
Figure PCTCN2019125277-appb-000002
其中，u为车辆速度，u w为车轮速度，r为车轮半径，w为车轮滚动角速度。
在一种实施方式中，所述BCU进一步用于在任一带有电制动力的车轮电制动故障时，将分配到所述电制动故障的带有电制动力的车轮上的空气制动力施加到所述电制动故障的带有电制动力的车轮的对侧车轮上。
具体实施时，CAN网络信号传输处理过程可以如下：
第一阶段：车辆状态信号的采集。
VCU通过CAN总线通讯获取各MCU的相关信息，包括电机当前转速、电制动力值等，VCU将当前电机转速处理后转化为车速信息，同时通过横向加速度传感器获得车辆当前的横摆角速度、车辆转向传感器(监测方向盘的转向角度)和车辆铰接装置的转向角度传感器的铰接转角传感器的数据采集。
第二阶段：驾驶员意图解析与制动计算。
VCU处理驾驶员制动踏板踩下的深度和速度、方向盘转角信号，获取司机制动信息或直接通过VCU触发的自动制动指令信息，通过计算得到车辆期望的车速(减速度)、横向加速度和铰接转角。计算各个车路所需制动力和总制动力，同时接收反馈的每个车轮的电制动力并计算总的电制动力，VCU通过比较判断驾驶员期望车辆动力学参数与实际检测到的车辆动力学参数。
第三阶段：制动力分配。
电制动力大于总的所需制动力，不进行分配；电制动力小于总的所需制动力时，进行第一次分配，将总制动力与电制动力差值在非电制动力轮上分配，基于载荷比，从靠后轮先分配；当还不满足减速度要求，将计算的每个轮的制 动力与电制动力的差值，将第一次分配后剩余的制动力直接根据每个轮子剩余的制动力能力值从靠后轮依次进行施加，直到分配完成。
采用本申请实施例中提供的基于轮控的制动系统，解决了传统的制动力左右轮的空气制动分配不能与电制动配合分配的问题，实现了制动力分配由轴控精准到车轮之间的分配，可以保证车辆的正常运营，不会因为制动导致车辆出现方向失控、堆叠或甩尾现象。
实施例三
基于同一构思，本申请实施例还提供一种无轨电车，下面进行说明。
图3示出了本申请实施例三中无轨电车的结构示意图。
如图所示，所述无轨电车，包括如实施例二所述的基于轮控的制动系统、多组车轮及其对应的轮毂电机，其中，所述车轮包括带电制动的车轮和不带电制动的车轮；每组车轮包括车轴以及车轴两端的车轮；每个MCU用于控制与该MCU连接的轮毂电机，所述轮毂电机用于驱动对应的车轮。
具体实施时，所述无轨电车可以包括多节DM车和TM车，在DM车上可以设置有制动控制单元BCU，BCU通过CAN实现与VCU之间的信号传输，MCU和VCU之间也可以通过CAN传递电制动力和电制动指令。
采用本申请实施例中提供的无轨电车，解决了传统的制动力左右轮的空气制动分配不能与电制动配合分配的问题，实现了制动力分配由轴控精准到车轮之间的分配，可以保证车辆的正常运营，不会因为制动导致车辆出现方向失控、堆叠或甩尾现象。
在一种实施方式中，所述无轨电车进一步包括：用于获取车辆当前横向角速度的横向加速度传感器、用于获取方向盘的转向角度的转向传感器、以及用于获取车辆铰接装置的铰接转角的转向角速度传感器；
所述VCU将各MCU反馈的各电机当前转速转化为车速，并根据制动指令、车辆当前横向角速度、方向盘的转向角度以及车辆铰接装置的铰接转角计 算得到车辆所需要的目标制动力。
实施例四
基于同一构思，本申请实施例还提供一种计算机存储介质，下面进行说明。
所述计算机存储介质，其上存储有计算机程序，所述计算机程序被处理器执行时实现如实施例一所述基于轮控的制动系统的制动力分配方法的步骤。
采用本申请实施例中提供的计算机存储介质，解决了传统的制动力左右轮的空气制动分配不能与电制动配合分配的问题，实现了制动力分配由轴控精准到车轮之间的分配，可以保证车辆的正常运营，不会因为制动导致车辆出现方向失控、堆叠或甩尾现象。
实施例五
基于同一构思，本申请实施例还提供一种电子设备，下面进行说明。
图4示出了本申请实施例五中电子设备的结构示意图。
如图所示，所述电子设备包括存储器401、以及一个或多个处理器402，所述存储器用于存储一个或多个程序；所述一个或多个程序被所述一个或多个处理器执行时，实现如实施例一所述的基于轮控的制动系统的制动力分配方法。
采用本申请实施例中提供的电子设备，解决了传统的制动力左右轮的空气制动分配不能与电制动配合分配的问题，实现了制动力分配由轴控精准到车轮之间的分配，可以保证车辆的正常运营，不会因为制动导致车辆出现方向失控、堆叠或甩尾现象。
实施例六
为了便于本申请的实施，本申请实施例以3辆编组的车辆为具体实例对现代无轨电车制动力的分配策略进行说明。
图5示出了本申请实施例六中车辆编组的结构示意图。
如图所示，T1、T2、T7、T8为转向轮，M3、M4、M5、M6为驱动轮， 在常用制动和快速制动施加过程中，驱动轮可以优先施加电制动；在紧急制动时电制动不参与，完全由空气制动进行制动。
本申请实施例所述的现代无轨电车为架构新颖的虚拟导向运输系统列车，可灵活编组。车辆选用龙门转向架构模式，轮毂电机(中间机构)驱动，双向运行，全轮转向(两端无动力，仅有转向功能)，具有自动驾驶模式。
在每列车的双模DM车上各设计有一个制动控制单元BCU(Brake Control Unit)，两个BCU互为主辅，通过控制器局域网络CAN进行制动信号的传递，同时BCU通过CAN实现与列车控制系统(VCU，Vehicle Control Unit)之间的制动数据等信号的传输，电机控制单元MCU和VCU之间通过CAN传递电制动力值和电制动施加指令。
图6示出了本申请实施例六中常用制动和快速制动的分配过程示意图。
首先，确定制动指令。制动指令由司机室制动踏板触发或者列车控制系统根据车辆运行状态自动触发得到。
然后，列车控制系统根据制动指令、采集到的车辆每个车轮的载荷Fr_i、方向盘转向信号、横向加速度信号、铰接转角信号、以及当前空气制动可用的车轮数n和车轮号n_i(假设各个车轮的初始制动力为0)，计算出车辆当前每个车轮所需要的制动力F_i和车辆所需要的目标制动力F_total
Figure PCTCN2019125277-appb-000003
Figure PCTCN2019125277-appb-000004
同时，采集当前车辆每个驱动轮反馈的能够施加的电制动力F_ed_i，得到当前车辆能够施加的总的电制动力F_ed
Figure PCTCN2019125277-appb-000005
当目标制动力F_total≤电制动力F_ed时，则车辆只施加电制动，不再施加空气制动；
当目标制动力F_total＞电制动力F_ed时，则进行下一步的制动力分配，列车控制系统将所需要补充的空气制动力首先分配到不带电制动的车轮(包括转向轮和电制动故障的车轮)上，不带电制动的车轮需要施加的空气制动力F_T＝F_total-F_ed。
如果不带电制动的车轮施加所有制动力
Figure PCTCN2019125277-appb-000006
＞需要补充的空气制动力 F_T，施加的制动力得出的当前减速度值a 1满足了制动目标减速度a的要求，本次制动力分配结束；
如果
Figure PCTCN2019125277-appb-000007
≤需要补充的空气制动力F_T，在不带电制动的车轮施加制动力后当前减速度a 1仍不能满足目标制动减速度a的要求时，列车控制系统计算在第一轮制动力分配完成后剩余的制动力
Figure PCTCN2019125277-appb-000008
进行第二次制动力的分配，该次的制动力分配在驱动轮之间进行。
如果驱动轮施加所有制动力
Figure PCTCN2019125277-appb-000009
＞需要补充的空气制动力F_M，施加的制动力得出的当前减速度值a 1满足了制动目标减速度a的要求，本次制动力分配结束；
如果
Figure PCTCN2019125277-appb-000010
≤需要补充的空气制动力F_M，在驱动轮施加制动力后当前减速度a 1仍不能满足目标制动减速度a的要求时，此时的制动力完成了在列车的全部轮之间的分配，需要增加制动级位来增加制动减速度，施加快速制动。
快速制动的施加过程同常用制动，只是制动指令中增加了制动力值的大小。
图7示出了本申请实施例六中第一次分配制动力的过程示意图。
如图所示，为避免车辆甩尾或堆叠，制动力分配顺序为优先施加最靠后的车轮T7和T8，然后按照设计好的制动顺序再施加T1和T2车轮的制动力，每个转向轮施加的空气制动力为：
Figure PCTCN2019125277-appb-000011
在制动力施加过程中，随时根据制动指令的变化调整制动减速度的目标值a，并更新此时总的制动力F_total；同时考虑T7、T8、T1和T2轮的滑移率，在滑移率10％-30％范围内所能达到的黏着极限和最大可施加的空气制动力F_Ti_max，因每个车轮所处的路面工况可能不同：
如果该车轮可提供的最大制动力F_Ti_max≤当前轮制动力Fu_i，则返回重新计算每个转向轮施加的空气制动力，在各转向轮重新进行制动力的分配；
如果该车轮可提供的最大制动力F_Ti_max＞当前轮制动力Fu_i，按照上述的制动力分配规则进行分配。
具体的，T7/T8车轮施加的空气制动力为：
Figure PCTCN2019125277-appb-000012
T1/T2车轮施加的空气制动力为：
Figure PCTCN2019125277-appb-000013
如果任一车轮的空气制动故障，则空气制动可用的车轮数为：n＝n–1，重新计算每个转向轮施加的空气制动力。
经上述过程，完成第一次制动力分配。
图8示出了本申请实施例六中第二次制动力分配的过程示意图。
如图所示，列车控制系统计算在第一轮制动力分配完成后剩余的制动力
Figure PCTCN2019125277-appb-000014
同时计算每个驱动轮所需要施加的空气制动力值
Figure PCTCN2019125277-appb-000015
在驱动轮电制动故障，按对侧轮的电制动力值进行施加相应的空气制动力，以补充两侧车轮制动力分配的失衡。
第二次分配过程同样考虑驱动轮的滑移率，在滑移率10％-30％范围内的黏着极限或最大能力值F_Mi_max。
如果F_Mi_max≤当前轮的制动力Fu_i，则列车控制系统重新在驱动轮之间分配制动力；
如果F_Mi_max＞当前轮的制动力Fu_i，将第一次分配后剩余的制动力F_M在驱动轮之间分配；
如果F_Mi_max≤F_M_i，则第二轮的制动力分配在驱动轮完成。
为避免车辆甩尾或堆叠，将第一次分配后剩余的制动力F_M在驱动轮之间分配的制动顺序为优先施加最靠后的车轮M5和M6的制动力，按照设计好的制动顺序再施加M3和M4车轮的制动力,每个驱动轮的制动力为：
Figure PCTCN2019125277-appb-000016
具体的，先施加M5和M6车轮的制动力：
Figure PCTCN2019125277-appb-000017
再施加M3和M4车轮的制动力：
Figure PCTCN2019125277-appb-000018
最终完成第二次制动力分配。
图9示出了本申请实施例六中紧急制动的过程示意图。
如图所示，本申请实施例在紧急制动时，电制动不参与，完全由空气制动进行制动，具体的，紧急制动的过程如下：
列车控制系统接收紧急制动指令，根据紧急制动指令和当前的车重、车辆转向传感器(监测方向盘的转向角度)的转向角度信号、横向加速度传感器(监测转弯时的离心力)的车辆倾斜状态、车辆铰接装置的转向角度传感器的铰接转角信号、各车轮载荷信息Fr_i等数据进行每个车轮制动力F_i的计算和总的制动力计算，计算出当前车辆所需要的目标制动力
Figure PCTCN2019125277-appb-000019
列车控制系统将计算的所需制动力传输给BCU进行制动力的分配，BCU根据计算结果在各个轮之间分配制动力，同样分配原则先分配最后面的两个车轮先施加制动力，以此类推，每个车轮的制动力为：
Figure PCTCN2019125277-appb-000020
当BCU检测计算车轮滑移率，根据在滑移率10％-30％范围内对应的车轮的黏着极限或最大能力值F_ui_max与当前施加的制动力Fu_i的比较；
当F_ui_max≤Fu_i时，列车控制系统重新计算每个车轮的制动力；
当F_ui_max＞Fu_i时，进行制动力的从最后车轮的开始分配。
本申请实施例提出了一种适用于现代无轨电车的制动力分配方法，以3辆编组的车辆为例(具体实施时无轨电车可以实现2～5辆的编组运行)介绍了现代无轨电车制动力的分配策略，针对性介绍了常用制动，快速制动和紧急制动的制动力分配策略，解决了制动力在各轮之间的分配问题，能和轮毂电机反馈 的电制动进行完美配合，较传统车轮轴控的制动力分配方式，制动力的分配更加精准，更适合通过虚拟导向运行的现代无轨电车，同时根据横向传感器和转向传感器的数据技术，对各个轮的制动力进行微调，保证了车辆运行的平稳性，有效解决车辆在制动过程中出现的方向失控、堆叠、甩尾现象。
本领域内的技术人员应明白，本申请的实施例可提供为方法、系统、或计算机程序产品。因此，本申请可采用完全硬件实施例、完全软件实施例、或结合软件和硬件方面的实施例的形式。而且，本申请可采用在一个或多个其中包含有计算机可用程序代码的计算机可用存储介质(包括但不限于磁盘存储器、CD-ROM、光学存储器等)上实施的计算机程序产品的形式。
本申请是参照根据本申请实施例的方法、设备(系统)、和计算机程序产品的流程图和/或方框图来描述的。应理解可由计算机程序指令实现流程图和/或方框图中的每一流程和/或方框、以及流程图和/或方框图中的流程和/或方框的结合。可提供这些计算机程序指令到通用计算机、专用计算机、嵌入式处理机或其他可编程数据处理设备的处理器以产生一个机器，使得通过计算机或其他可编程数据处理设备的处理器执行的指令产生用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的装置。
这些计算机程序指令也可存储在能引导计算机或其他可编程数据处理设备以特定方式工作的计算机可读存储器中，使得存储在该计算机可读存储器中的指令产生包括指令装置的制造品，该指令装置实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能。
这些计算机程序指令也可装载到计算机或其他可编程数据处理设备上，使得在计算机或其他可编程设备上执行一系列操作步骤以产生计算机实现的处理，从而在计算机或其他可编程设备上执行的指令提供用于实现在流程图一个流程或多个流程和/或方框图一个方框或多个方框中指定的功能的步骤。
尽管已描述了本申请的一些可选实施例，但本领域内的技术人员一旦得知 了基本创造性概念，则可对这些实施例作出另外的变更和修改。所以，所附权利要求意欲解释为包括一些可选实施例以及落入本申请范围的所有变更和修改。
显然，本领域的技术人员可以对本申请进行各种改动和变型而不脱离本申请的精神和范围。这样，倘若本申请的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (18)

  1. 基于轮控的制动系统的制动力分配方法，其特征在于，包括：
    确定车辆所需要的目标制动力以及所述车辆当前能够达到的总电制动力；
    在所述车辆所需要的目标制动力大于所述车辆当前能够达到的总电制动力时，根据所述车辆所需要的目标制动力和所述车辆当前能够达到的总电制动力确定所述车辆需要补充的空气制动力；
    根据所述车辆的不带电制动车轮的载荷信息以及当前空气制动可用的车轮信息按照预设分配策略将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮上。
  2. 根据权利要求1所述的方法，其特征在于，进一步包括：
    确定将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮后所述车辆的总制动力；
    在所述将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮后所述车辆的总制动力仍未满足制动减速度要求时，确定所述车辆需要补充的剩余空气制动力；
    根据所述车辆的带有电制动力的车轮的载荷信息以及当前空气制动可用的车轮信息按照预设分配策略将所述车辆需要补充的剩余空气制动力分配至所述车辆的带有电制动力的车轮上。
  3. 根据权利要求1所述的方法，其特征在于，进一步包括：
    在紧急制动时，确定所述车辆所需要的目标制动力；
    根据所述车辆每个车轮的载荷信息按照预设分配策略将所述车辆所需要的目标制动力分配至所述车辆的各个车轮上。
  4. 根据权利要求1至3任一所述的方法，其特征在于，所述预设分配策略为：分配顺序为由车辆后端车轮向前端车轮依次分配，直至每个车轮达到最大承受的滑移率。
  5. 根据权利要求4所述的方法，其特征在于，进一步包括：
    在检测到任一车轮的滑移率超出所述车轮的预设滑移率范围时，减小所述车轮的制动力，直至符合所述车轮的预设滑移率范围，并根据所述车轮减小的制动力重新分配各个车轮上的制动力。
  6. 根据权利要求2所述的方法，其特征在于，当前各车轮的滑移率在预设滑移范围内，带有电制动力的车轮的滑移率根据下式计算得到：
    Figure PCTCN2019125277-appb-100001
    其中，u为车辆速度，u w为车轮速度，r为车轮半径，w为车轮滚动角速度。
  7. 根据权利要求2所述的方法，其特征在于，进一步包括：
    在任一带有电制动力的车轮电制动故障时，将分配到所述电制动故障的带有电制动力的车轮上的空气制动力施加到所述电制动故障的带有电制动力的车轮的对侧车轮上。
  8. 基于轮控的制动系统，其特征在于，包括：列车控制系统VCU、制动控制单元BCU、以及一个或多个电机控制单元MCU，其中，
    每个车轮的MCU，用于向VCU反馈所述车辆与该MCU连接的车轮的当前能够达到的电制动力；
    所述VCU，用于确定车辆所需要的目标制动力，以及根据每个MCU反馈的车轮的当前能够达到的电制动力确定所述车辆当前能够达到的总电制动力；在所述车辆所需要的目标制动力大于所述车辆当前能够达到的总电制动力时，根据所述车辆所需要的目标制动力和所述车辆当前能够达到的总电制动力确定所述车辆需要补充的空气制动力；将所述需要补充的空气制动力传输至BCU；
    所述BCU，用于根据所述车辆的不带电制动的车轮的载荷信息以及当前空气制动可用的车轮信息按照预设分配策略将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮上。
  9. 根据权利要求8所述的系统，其特征在于，
    所述VCU进一步用于确定将所述车辆需要补充的空气制动力分配至所述 车辆的不带电制动的车轮后所述车辆的总制动力；在所述将所述车辆需要补充的空气制动力分配至所述车辆的不带电制动的车轮后所述车辆的总制动力仍未满足制动减速度要求时，确定所述车辆需要补充的剩余空气制动力；
    所述BCU进一步用于根据所述车辆的带有电制动力的车轮的载荷信息以及当前空气制动可用的车轮信息按照预设分配策略将所述车辆需要补充的剩余空气制动力分配至所述车辆的带有电制动力的车轮上。
  10. 根据权利要求8所述的系统，其特征在于，
    所述VCU进一步用于在紧急制动时，确定所述车辆所需要的目标制动力；
    所述BCU进一步用于根据所述车辆每个车轮的载荷信息按照预设分配策略将所述车辆所需要的目标制动力分配至所述车辆的各个车轮上。
  11. 根据权利要求8至10任一所述的系统，其特征在于，所述BCU具体分配策略为：分配顺序为由车辆后端车轮向前端车轮依次分配，直至每个车轮达到最大承受的滑移率。
  12. 根据权利要求11所述的系统，其特征在于，
    所述VCU进一步用于在检测到任一车轮的滑移率超出所述车轮的预设滑移率范围时，减小所述车轮的制动力，直至符合所述车轮的预设滑移率范围；
    所述BCU进一步用于根据所述车轮减小的制动力重新分配各个车轮上的制动力。
  13. 根据权利要求9所述的系统，其特征在于，当前各车轮的滑移率在预设滑移范围内，带有电制动力的车轮的滑移率根据下式计算得到：
    Figure PCTCN2019125277-appb-100002
    其中，u为车辆速度，u w为车轮速度，r为车轮半径，w为车轮滚动角速度。
  14. 根据权利要求9所述的系统，其特征在于，所述BCU进一步用于在任一带有电制动力的车轮电制动故障时，将分配到所述电制动故障的带有电制动力的车轮上的空气制动力施加到所述电制动故障的带有电制动力的车轮的 对侧车轮上。
  15. 无轨电车，其特征在于，包括如权利要求8至14任一所述的基于轮控的制动系统、多组车轮及其对应的轮毂电机，其中，所述车轮包括带电制动的车轮和不带电制动的车轮；每组车轮包括车轴以及车轴两端的车轮；每个MCU用于控制与该MCU连接的轮毂电机，所述轮毂电机用于驱动对应的车轮。
  16. 根据权利要求15所述的无轨电车，其特征在于，进一步包括：用于获取车辆当前横向角速度的横向加速度传感器、用于获取方向盘的转向角度的转向传感器、以及用于获取车辆铰接装置的铰接转角的转向角速度传感器；
    所述VCU将各MCU反馈的各电机当前转速转化为车速，并根据制动指令、车辆当前横向角速度、方向盘的转向角度以及车辆铰接装置的铰接转角计算得到车辆所需要的目标制动力。
  17. 一种计算机存储介质，其特征在于，其上存储有计算机程序，所述计算机程序被处理器执行时实现如权利要求1至7任一所述方法的步骤。
  18. 一种电子设备，其特征在于，包括存储器、以及一个或多个处理器，所述存储器用于存储一个或多个程序；所述一个或多个程序被所述一个或多个处理器执行时，实现如权利要求1至7任一所述的方法。
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