CN113635882B - Failure detection method for vehicle air brake system - Google Patents
Failure detection method for vehicle air brake system Download PDFInfo
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- CN113635882B CN113635882B CN202110869819.1A CN202110869819A CN113635882B CN 113635882 B CN113635882 B CN 113635882B CN 202110869819 A CN202110869819 A CN 202110869819A CN 113635882 B CN113635882 B CN 113635882B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
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Abstract
The invention discloses a failure detection method for a vehicle air brake system, and relates to the technical field of driving safety. The method comprises the steps of obtaining the maximum braking force which can be provided by the current braking system by utilizing the brake information and the pressure of the air storage tank, judging whether the maximum braking force is smaller than a preset threshold value, giving an alarm if the maximum braking force is smaller than the threshold value, continuously obtaining the stroke of a brake pedal, the actual pipeline pressure information of wheels and the kinematic information of a vehicle if the maximum braking force is smaller than the threshold value, judging whether the braking feedback of the vehicle is consistent with the braking intention, giving an alarm if the braking feedback of the vehicle is inconsistent with the braking intention, and repeating the steps to detect the effectiveness of the braking system in real time. The detection method disclosed by the invention can detect the effectiveness of the vehicle brake system in real time, avoid accidents caused by failure of the brake system in the driving process and improve the safety and reliability of the brake system.
Description
Technical Field
The invention relates to the technical field of driving safety, in particular to a failure detection method for a vehicle air brake system.
Background
With the rapid increase of automobile reserves, the traffic safety problem becomes more serious due to the huge personal and property losses brought by the traffic safety problem. According to the report of the world health organization, about 120 to 130 million people die of road traffic accidents each year around the world, the number of injured people is about 3000 to 5000 million, wherein the death rate of the traffic accidents in developing countries is more than 3 times higher than that in developed countries, and the vehicle traffic accidents become important problems concerning governments and society of various countries. As the most important component of a vehicle safety system, the reliability of the brake system is of great importance to the safety of the vehicle. The existing vehicle air brake system lacks an accurate and efficient failure detection method, and has negative influence on the driving safety of the vehicle.
Disclosure of Invention
The invention provides a method for detecting the failure of a vehicle air brake system aiming at the problems and the technical requirements, and the technical scheme of the invention is as follows:
a vehicle pneumatic brake system failure detection method, comprising:
step 1, determining the pressure of a gas storage tank of a vehicle, the abrasion attenuation coefficient of a brake disc of each wheel and the thermal attenuation coefficient of the brake disc;
step 2, calculating the maximum braking torque provided by the current air braking system for each wheel according to the pressure of the air storage tank, the abrasion attenuation coefficient of the brake disc of each wheel and the thermal attenuation coefficient of the brake disc;
and 3, judging whether the maximum braking torque provided by the current air braking system for each wheel meets a preset requirement, if not, determining that the current air braking system fails and giving an alarm.
Further, if the maximum braking torque judged in step 3 meets the preset requirement, the method further comprises:
step 4, judging whether the current air brake system has actual brake, if so, entering step 5, otherwise, returning to step 1;
step 5, obtaining the current brake travel of a brake pedal, the actual pipeline pressure provided for each wheel by the current pneumatic brake system, the actual brake deceleration provided by the current pneumatic brake system and the vehicle running speed;
step 6, determining the brake feedback of the current air brake system and the brake intention received by the current air brake system according to the actual brake deceleration, the vehicle running speed, the current brake travel of the brake pedal, the actual pipeline pressure of each wheel, the brake disc abrasion attenuation coefficient and the brake disc thermal attenuation coefficient of each wheel, judging whether the brake feedback is consistent with the received brake intention, and if not, determining that the current air brake system fails and giving an alarm;
and 7, repeating the steps 1 to 6.
Further, step 1 specifically includes:
detecting the pressure of an air storage tank of the current vehicle by using an air pressure sensor;
detecting the current brake disc abrasion stroke of each wheel of the vehicle by using a displacement sensor according to a formula
Calculating to obtain the wear attenuation coefficient of the brake disc of each wheel;
detecting the temperature of the brake disc of each wheel of the current vehicle by using an infrared sensor according to a formula
Calculating to obtain the thermal attenuation coefficient of the brake disc of each wheel;
where ij ∈ { fl, fr, bl, br }, ij ═ fl denotes a left front wheel, ij ═ fr denotes a right front wheel, ij ═ bl denotes a left rear wheel, ij ═ br denotes a right rear wheel, S ∈ { fl, fr, bl }, where ij ═ fl denotes a left front wheel, where ij ═ br denotes a right rear wheel, where S denotes a left rear wheel, where S denotes a right rear wheel, where abr_ij Indicating the wear stroke of the brake disc of the corresponding wheel, f ij Representing the wear attenuation coefficient, S, of the brake disc of the corresponding wheel abr Damping constant for the wear stroke of the brake disc, determined by the properties of the brake disc itself, σ ij For the thermal attenuation coefficient, T, of the brake disc of the corresponding wheel ij To correspond to the brake disc temperature of the wheel, K T1 To K T5 The thermal attenuation fitting coefficient of the brake disc is related to the material and the structure of the brake disc.
Further, the maximum braking torque per wheel provided by the current air brake system is:
wherein, M fl 、M fr 、M br 、M bl The maximum braking torques of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel which are respectively provided for the current air braking system are mu which is the friction coefficient between a brake disc and a lining block, P t Is the pressure of the gas reservoir, σ fl 、σ fr 、σ bl 、σ br The thermal attenuation coefficients f of the brake discs of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively fl 、f fr 、f bl 、f br The wear attenuation coefficients P of the brake discs of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively fl 、P fr 、P bl 、P br The brake pipelines of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively attenuated, n is the number of brake cylinders, S is the cross sectional area of the brake cylinders, and R is the effective braking radius of the brake disc.
Further, the preset requirement in step 3 includes:
the maximum braking torque provided by the current air braking system for the left front wheel, the right front wheel, the left rear wheel and the right rear wheel is not less than the required braking torque;
and the difference value of the maximum braking torques of the left front wheel and the right front wheel provided by the current air braking system is not more than the threshold value of the allowable braking torque difference value of the front wheel, and the difference value of the maximum braking torques of the left rear wheel and the right rear wheel provided by the current air braking system is not more than the threshold value of the allowable braking torque difference value of the rear wheel.
Further, the brake feedback of the current air brake system comprises an actual brake force and an actual brake deceleration provided by the air brake system, and the brake intention received by the current air brake system comprises a desired brake force and a desired brake deceleration of the current air brake system;
step 6 specifically includes:
calculating the actual braking force provided by the current air brake system according to the actual pipeline pressure of each wheel, the brake disc wear attenuation coefficient and the brake disc thermal attenuation coefficient of each wheel;
calculating the expected braking force of the current air brake system according to the braking stroke of the brake pedal;
calculating the expected braking deceleration of the current air brake system according to the actual braking force and the vehicle running speed;
and judging whether the absolute value of the difference value between the expected braking force and the actual braking force is greater than a braking force error threshold value or not, and whether the absolute value of the difference value between the expected braking deceleration and the actual braking deceleration is greater than a braking deceleration error threshold value or not, and if the absolute value of the difference value between the expected braking force and the actual braking force is greater than the braking force error threshold value and/or the absolute value of the difference value between the expected braking deceleration and the actual braking deceleration is greater than the braking deceleration error threshold value, determining that the braking feedback is inconsistent with the received braking intention.
Further, calculating the actual braking force provided by the current air brake system comprises:
calculating to obtain the actual braking torque of each wheel provided by the current air brake system according to the actual pipeline pressure of each wheel provided by the current air brake system, the brake disc thermal attenuation coefficient and the brake disc wear attenuation coefficient of each wheel;
according to the formula
Calculating to obtain the actual braking force F provided by the current air brake system b ，r r Is the wheel radius.
Further, the calculation of the actual braking torque of each wheel provided by the current air brake system comprises the following steps:
wherein, M d_fl 、M d_fr 、M d_bl 、M d_br The actual braking torques of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel provided for the current air brake system are mu which is the friction coefficient between the brake disc and the lining block, P d_fl 、P d_fr 、P d_bl 、P d_br Actual line pressures, σ, of the front left wheel, front right wheel, rear left wheel, and rear right wheel provided for the current pneumatic brake system fl 、σ fr 、σ bl 、σ br The thermal attenuation coefficients f of the brake discs of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively fl 、f fr 、f bl 、f br The wear attenuation coefficients of the brake discs of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively, n is the number of brake cylinders, and S isThe cross-sectional area of the brake cylinder, R, is the effective braking radius of the brake disc.
Further, calculating a desired braking deceleration of the current air brake system includes:
calculating road surface friction resistance F according to vehicle running speed r And windward resistance F w ；
According to the formula
Calculating to obtain the expected braking deceleration of the current air braking system, wherein m is the vehicle mass, and F b The actual braking force provided by the current air brake system.
Further, the road surface friction resistance F is calculated according to the running speed of the vehicle r And windward resistance F w It includes the following formula:
wherein f is a rolling friction coefficient, v is a vehicle running speed, m is a vehicle mass, g is a gravitational acceleration, C D Is the wind resistance coefficient of the vehicle, A a Rho is the air density for the frontal area of the vehicle.
The beneficial technical effects of the invention are as follows:
the invention discloses a failure detection method of a vehicle air brake system, which can detect the reliability of the air brake system in real time in the running process of a vehicle, and avoid accidents caused by insufficient brake force due to factors such as friction attenuation, thermal attenuation, air storage tank pressure attenuation and the like in the failure detection of the air brake system; secondly, the method utilizes the relation between the brake pedal and the actual kinematic feedback of the vehicle to carry out feedback detection, the part which is difficult to model is brought into failure detection, and the effectiveness of the air brake system is simultaneously detected by adopting a pre-modeling method and a feedback detection method in the detection process, so that the reliability of the failure detection of the brake system is further improved.
Drawings
FIG. 1 is a method flow diagram of a vehicle pneumatic brake system failure detection method of the present invention.
Fig. 2 is a schematic diagram of system electrical appliances in a typical application scenario of the present invention.
Detailed Description
The following further describes the embodiments of the present invention with reference to the drawings.
The application discloses a failure detection method for a vehicle air brake system, please refer to fig. 1, which mainly comprises the following steps:
step 1: the method comprises the steps of determining the air storage tank pressure of a vehicle, the brake disc wear attenuation coefficient and the brake disc thermal attenuation coefficient of each wheel, specifically as shown in fig. 2, detecting the brake disc wear stroke of each wheel of the current vehicle by using a displacement sensor, detecting the brake disc temperature of each wheel of the current vehicle by using an infrared sensor, installing the infrared sensor on the side surface of the brake disc to detect the surface temperature of the brake disc, and detecting the air storage tank pressure of the current vehicle by using an air pressure sensor. The three signals are transmitted to the main control module in a voltage form, and then the main control module calculates to obtain corresponding information, wherein the corresponding information is obtained according to a formula
Calculating to obtain the wear attenuation coefficient of the brake disc of each wheel according to a formula
Calculating the thermal attenuation coefficient of the brake disc of each wheel, wherein ij belongs to { fl, fr, bl, br }, ij-fl represents a left front wheel, ij-fr represents a right front wheel, ij-bl represents a left rear wheel, ij-br represents a right rear wheel, and S represents a right rear wheel abr_ij Indicating the wear stroke of the brake disc of the corresponding wheel, f ij Representing the wear attenuation coefficient, S, of the brake disc of the corresponding wheel abr Damping constant for the wear stroke of the brake disc, determined by the properties of the brake disc itself, σ ij For the thermal attenuation coefficient, T, of the brake disc of the corresponding wheel ij To correspond to the brake disc temperature of the wheel, K T1 To K T5 Respectively the thermal attenuation fitting coefficient of the brake disc and the brake disc materialThe materials and the structure are related.
Step 2: calculating the maximum braking torque provided by the current air braking system for each wheel according to the air storage tank pressure, the brake disc wear attenuation coefficient and the brake disc thermal attenuation coefficient of each wheel obtained in the step 1, and calculating according to the following formula:
wherein M is fl 、M fr 、M br 、M bl The maximum braking torque provided by the current air brake system to the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively, mu is the friction coefficient between a brake disc and a lining block, P t Is the pressure of the gas storage tank, f fl 、f fr 、f bl 、f br The abrasion attenuation coefficients of the brake discs of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are sigma fl 、σ fr 、σ bl 、σ br The thermal attenuation coefficients P of the brake discs of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively fl 、P fr 、P bl 、P br The brake pipe attenuations of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are determined according to information such as pipe length and a connection mode, the brake pipe attenuations are determined in a determined proportion, n is the number of brake cylinders, S is the cross-sectional area of the brake cylinders, and R is the effective brake radius of the brake discs.
And step 3: and (3) judging whether the maximum braking torque provided by the current air braking system for each wheel, which is obtained by calculation in the step (2), meets the preset requirement, and if not, determining that the current air braking system fails and giving an alarm. Wherein the preset requirements include:
the maximum braking torque provided by the current air braking system for the left front wheel, the right front wheel, the left rear wheel and the right rear wheel is not less than the required braking torque;
and the difference value of the maximum braking torques provided by the current air braking system to the left front wheel and the right front wheel is not more than the threshold value of the allowable braking torque difference value, and the difference value of the maximum braking torques provided by the current air braking system to the left rear wheel and the right rear wheel is not more than the threshold value of the allowable braking torque difference value.
Specifically, step 3 may determine whether an alarm needs to be issued according to the following formula:
(M fr <M nf ||M fl <M nf ||M br <M nb ||M bl <M nb )||(M fr -M fl >M dif )||(M br -M bl >M dif )
wherein M is nf For front wheel braking torque demand, M nb For rear wheel braking torque requirements, M dif To allow a braking torque difference threshold. And (3) when the maximum braking torque obtained by calculation in the step (2) meets the formula, sending an instruction by the main control module and sending an alarm by the alarm module.
When the maximum braking torque judged in the step 3 meets the preset requirement, the detection method further comprises the following steps:
and 4, step 4: judging whether the current air brake system actually brakes or not, and specifically judging whether the actual braking exists or not according to whether the current brake pedal braking stroke is 0 or not; if yes, entering step 5, otherwise, returning to step 1.
And 5: as shown in fig. 2, a hall displacement sensor is used for collecting the braking stroke of a brake pedal and transmitting the braking stroke to a main control module in a voltage form; the CAN bus is used for collecting the actual pipeline pressure provided by the current air brake system to the left front wheel, the right front wheel, the left rear wheel and the right rear wheel, the actual brake deceleration provided by the current air brake system and the vehicle running speed.
Step 6: determining the brake feedback of the current air brake system and the brake intention received by the current air brake system according to the actual brake deceleration, the vehicle running speed, the current brake stroke of a brake pedal, the actual pipeline pressure of each wheel, the brake disc abrasion attenuation coefficient and the brake disc thermal attenuation coefficient of each wheel, judging whether the brake feedback is consistent with the received brake intention, and if not, determining that the current air brake system fails and giving an alarm, wherein the method specifically comprises the following steps:
(1) and calculating the actual braking force provided by the current air brake system according to the actual pipeline pressure of each wheel, the brake disc wear attenuation coefficient and the brake disc thermal attenuation coefficient of each wheel.
Specifically, the actual braking force F provided by the current air brake system is calculated b The method comprises the following steps:
calculating to obtain the actual braking torque of each wheel provided by the current air brake system according to the actual pipeline pressure of each wheel provided by the current air brake system, the brake disc thermal attenuation coefficient and the brake disc wear attenuation coefficient of each wheel;
according to the formula
The actual braking force r provided by the current air brake system is obtained through calculation r Is the wheel radius.
Wherein the actual braking torque of each wheel is calculated according to the following formula:
wherein M is d_fl 、M d_fr 、M d_bl 、M d_br The actual braking torques of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel provided for the current air brake system, mu is the friction coefficient between the brake disc and the lining block, P d_fl 、P d_fr 、P d_bl 、P d_br Actual line pressures, sigma, of the front left wheel, front right wheel, rear left wheel and rear right wheel provided for the current pneumatic brake system fl 、σ fr 、σ bl 、σ br The thermal attenuation coefficients of the brake discs of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively, f fl 、f fr 、f bl 、f br The brake disc wear attenuation coefficients of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively, n is the number of the brake cylinders, S is the cross sectional area of the brake cylinders, and R is the effective braking radius of the brake discs.
(2) And calculating the expected braking force of the current air brake system according to the braking stroke of the brake pedal.
Specifically, calculating the expected braking force of the current air brake system comprises calculating according to the following formula:
F b_des ＝σ brake_des1 *S brake_des +σ brake_des2 *S brake_des 2
wherein, F b_des For the desired braking force of the current pneumatic brake system, S brake_des For the current braking stroke of the brake pedal, σ brake_des1 、σ brake_des2 The coefficient is calculated for the desired braking force, determined by the vehicle braking coefficient design characteristics.
(3) And calculating the expected braking deceleration of the current air brake system according to the actual braking force and the collected vehicle running speed.
Specifically, calculating the desired braking deceleration of the current air brake system includes:
calculating road surface friction resistance F according to vehicle running speed r And windward resistance F w ；
Calculated according to a formula to obtain
The desired braking deceleration of the current air brake system, m, is the vehicle mass.
Wherein the road surface friction resistance F r And windward resistance F w Calculated according to the following formula:
wherein f is a rolling friction coefficient, v is a vehicle running speed, m is a vehicle mass, g is a gravitational acceleration, C D Is the wind resistance coefficient of the vehicle, A a Rho is the air density for the frontal area of the vehicle.
(4) And judging whether the absolute value of the difference value between the expected braking force and the actual braking force of the current air brake system is greater than a braking force error threshold value or not, and whether the absolute value of the difference value between the expected braking deceleration and the actual braking deceleration is greater than a braking deceleration error threshold value or not, and if the absolute value of the difference value between the expected braking force and the actual braking deceleration is greater than the braking force error threshold value and/or the absolute value of the difference value between the expected braking deceleration and the actual braking deceleration is greater than the braking deceleration error threshold value, determining that the braking feedback is inconsistent with the received braking intention.
Specifically, the calculated expected braking force F of the current air brake system b_des With actual braking force F b Comparing, and if the absolute value of the difference is larger than the braking force error threshold value sigma b I.e. | F b_des -F b |>σ b If the brake feedback is inconsistent with the received brake intention, the current state of the air brake system is judged to be abnormal, and an alarm signal is output to an alarm module.
Specifically, the calculated expected braking deceleration a of the current air brake system des With the actual braking deceleration a collected rel In contrast, if a braking deceleration a is desired des With actual braking deceleration a rel Is greater than a braking deceleration error threshold sigma a I.e. | a des -a rel |>σ a If the brake feedback is inconsistent with the received brake intention, the current state of the air brake system is judged to be abnormal, and an alarm signal is output to an alarm module.
And 7: repeating steps 1 to 6.
What has been described above is only a preferred embodiment of the present application, and the present invention is not limited to the above embodiment. It is to be understood that other modifications and variations directly derivable or suggested by those skilled in the art without departing from the spirit and concept of the present invention are to be considered as included within the scope of the present invention.
Claims (10)
1. A method of detecting failure of a vehicle pneumatic brake system, the method comprising:
step 1, determining the pressure of an air storage tank of a vehicle, the abrasion attenuation coefficient of a brake disc of each wheel and the thermal attenuation coefficient of the brake disc;
step 2, calculating the maximum braking torque provided by the current air braking system for each wheel according to the pressure of the air storage tank, the abrasion attenuation coefficient of the brake disc of each wheel and the thermal attenuation coefficient of the brake disc;
and 3, judging whether the maximum braking torque provided by the current air braking system for each wheel meets a preset requirement, if not, determining that the current air braking system fails and giving an alarm.
2. The method according to claim 1, wherein if the maximum braking torque determined in step 3 meets the preset requirement, the method further comprises:
step 4, judging whether the current air brake system has actual brake, if so, entering step 5, otherwise, returning to step 1;
step 5, obtaining the brake stroke of the current brake pedal, the actual pipeline pressure provided by the current pneumatic brake system for each wheel, the actual brake deceleration provided by the current pneumatic brake system and the vehicle running speed;
step 6, determining the brake feedback of the current pneumatic brake system and the brake intention received by the current pneumatic brake system according to the actual brake deceleration, the vehicle running speed, the current brake pedal brake stroke, the actual pipeline pressure of each wheel, the brake disc wear attenuation coefficient and the brake disc thermal attenuation coefficient of each wheel, judging whether the brake feedback is consistent with the received brake intention, and if not, determining that the current pneumatic brake system fails and giving an alarm;
and 7, repeating the steps 1 to 6.
3. The method according to claim 1, wherein step 1 specifically comprises:
detecting the pressure of an air storage tank of the current vehicle by using an air pressure sensor;
detecting the current brake disc abrasion stroke of each wheel of the vehicle by using a displacement sensor according to a formula
Calculating to obtain the wear attenuation coefficient of the brake disc of each wheel;
detecting the temperature of the brake disc of each wheel of the current vehicle by using an infrared sensor through a formula
Calculating to obtain the thermal attenuation coefficient of the brake disc of each wheel;
where ij ∈ { fl, fr, bl, br }, ij ═ fl denotes a left front wheel, ij ═ fr denotes a right front wheel, ij ═ bl denotes a left rear wheel, ij ═ br denotes a right rear wheel, S ∈ { fl, fr, bl }, where ij ═ fl denotes a left front wheel, where ij ═ br denotes a right rear wheel, where S denotes a left rear wheel, where S denotes a right rear wheel, where abr_ij Indicating the wear stroke of the brake disc of the corresponding wheel, f ij Representing the wear attenuation coefficient, S, of the brake disc of the corresponding wheel abr Damping constant for the wear stroke of the brake disc, determined by the properties of the brake disc itself, σ ij For the thermal attenuation coefficient, T, of the brake disc of the corresponding wheel ij To correspond to the brake disc temperature of the wheel, K T1 To K T5 The thermal attenuation fitting coefficient of the brake disc is related to the material and the structure of the brake disc.
4. The method of claim 1, wherein the current air brake system provides a maximum braking torque per wheel of:
wherein M is fl 、M fr 、M br 、M bl The maximum braking torques of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel which are respectively provided for the current air braking system are mu which is the friction coefficient between a brake disc and a lining block, P t Is the pressure of the gas reservoir, σ fl 、σ fr 、σ bl 、σ br The thermal attenuation coefficients f of the brake discs of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively fl 、f fr 、f bl 、f br The wear attenuation coefficients P of the brake discs of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively fl 、P fr 、P bl 、P br Respectively a left front wheel, a right front wheel, a left rear wheel and a right rear wheelThe brake pipe attenuation of (a), n is the number of brake cylinders, S is the cross-sectional area of the brake cylinders, and R is the effective braking radius of the brake disc.
5. The method according to claim 1, wherein the preset requirement in step 3 comprises:
the maximum braking torque provided by the current air braking system for the left front wheel, the right front wheel, the left rear wheel and the right rear wheel is not less than the required braking torque;
and the difference value of the maximum braking torques of the left front wheel and the right front wheel provided by the current air braking system is not more than the threshold value of the allowable braking torque difference value of the front wheel, and the difference value of the maximum braking torques of the left rear wheel and the right rear wheel provided by the current air braking system is not more than the threshold value of the allowable braking torque difference value of the rear wheel.
6. The method of claim 2, wherein the braking feedback of the current air brake system includes an actual braking force and an actual braking deceleration provided by the air brake system, and the braking intent received by the current air brake system includes a desired braking force and a desired braking deceleration of the current air brake system;
the step 6 specifically includes:
calculating the actual braking force provided by the current air brake system according to the actual pipeline pressure of each wheel, the brake disc wear attenuation coefficient and the brake disc thermal attenuation coefficient of each wheel;
calculating the expected braking force of the current air brake system according to the braking stroke of the brake pedal;
calculating a desired braking deceleration of the current air brake system according to the actual braking force and the vehicle running speed;
and judging whether the absolute value of the difference between the expected braking force and the actual braking force is greater than a braking force error threshold value or not, and whether the absolute value of the difference between the expected braking deceleration and the actual braking deceleration is greater than a braking deceleration error threshold value or not, and if the absolute value of the difference between the expected braking force and the actual braking force is greater than the braking force error threshold value and/or the absolute value of the difference between the expected braking deceleration and the actual braking deceleration is greater than the braking deceleration error threshold value, determining that the braking feedback is inconsistent with the received braking intention.
7. The method of claim 6, wherein said calculating an actual braking force provided by said current air brake system comprises:
calculating to obtain the actual braking torque of each wheel provided by the current air brake system according to the actual pipeline pressure of each wheel provided by the current air brake system, the brake disc thermal attenuation coefficient and the brake disc wear attenuation coefficient of each wheel;
according to the formula
Calculating to obtain the actual braking force F provided by the current air brake system b ，r r Is the wheel radius.
8. The method of claim 7, wherein said calculating an actual braking torque for each wheel currently provided by the air brake system comprises calculating according to the following equation:
wherein, M d_fl 、M d_fr 、M d_bl 、M d_br The actual braking torques of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel provided for the current air brake system are mu which is the friction coefficient between the brake disc and the lining block, P d_fl 、P d_fr 、P d_bl 、P d_br Actual line pressures, σ, of the front left wheel, front right wheel, rear left wheel, and rear right wheel provided for the current pneumatic brake system fl 、σ fr 、σ bl 、σ br The thermal attenuation coefficients of the brake discs of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel respectively, f fl 、f fr 、f bl 、f br The brake disc wear attenuation coefficients of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel are respectively, n is the number of the brake cylinders, S is the cross sectional area of the brake cylinders, and R is the effective braking radius of the brake discs.
9. The method of claim 6, wherein said calculating a desired braking deceleration of said current air brake system comprises:
calculating to obtain the road surface friction resistance F according to the vehicle running speed r And windward resistance F w ；
According to the formula
Calculating the expected braking deceleration of the current air brake system, wherein m is the vehicle mass, and F b The actual braking force provided by the current air brake system.
10. Method according to claim 9, characterised in that said road friction resistance F is calculated from said vehicle running speed r And windward resistance F w It includes the following formula:
wherein f is a rolling friction coefficient, v is a vehicle running speed, m is a vehicle mass, g is a gravitational acceleration, C D Is the wind resistance coefficient of the vehicle, A a Rho is the air density for the frontal area of the vehicle.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202110869819.1A CN113635882B (en) | 2021-07-30 | 2021-07-30 | Failure detection method for vehicle air brake system |
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| CN202110869819.1A CN113635882B (en) | 2021-07-30 | 2021-07-30 | Failure detection method for vehicle air brake system |
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| CN113635882A CN113635882A (en) | 2021-11-12 |
| CN113635882B true CN113635882B (en) | 2022-09-13 |
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