Automobile brake cooling improved control system

Abstract

The invention relates to the technical field of automobile brake control, and discloses an automobile brake cooling improvement control system which comprises a parameter acquisition unit, a data processing unit, a data evaluation unit and a comprehensive processing unit. Key data of the brake disc are comprehensively collected, and a detailed basis is provided for system operation; a temperature difference coefficient and a heat dissipation efficiency correction coefficient are accurately extracted, the auxiliary data evaluation unit determines the temperature distribution condition of the brake disc and the environment heat dissipation state in combination with threshold judgment, a compensation algorithm is started to determine the effective temperature when the temperature is uneven, and a high-load cooling mode is triggered when the environment is unfavorable for heat dissipation; a thermal load index is calculated according to the effective temperature, the brake pressure and the vehicle speed, different load cooling modes are triggered in a graded mode according to the thermal load index, and the rotating speed of a cooling fan and the opening degree of a flow guide plate are accurately regulated; and by analyzing the thermal load trend, the cooling mode grade is intelligently adjusted, the intelligence, high efficiency and safety of the brake cooling system are comprehensively improved, and the stability of the brake performance of the vehicle is effectively guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of automotive braking control, and particularly relates to an improved control system for automotive braking cooling. Background Art

[0002] During the driving process of an automobile, the performance and reliability of the braking system are of crucial importance. As a key component of the braking system, the braking cooling system is directly related to the stability of braking performance and the driving safety of the vehicle.

[0003] Traditional automotive braking cooling systems often adopt relatively simple designs and control strategies. Early braking cooling mainly relied on natural air cooling or basic forced air cooling methods, and dissipated heat from components such as brake discs through the airflow generated during vehicle driving. This method could maintain a certain heat dissipation effect when the vehicle was driving at low speeds or the braking frequency was low. However, when the vehicle was driving at high speeds and braking frequently, or when driving in harsh environments such as high temperatures and high altitudes, its heat dissipation ability was stretched. For example, when driving on mountain roads, the vehicle needed to brake frequently to control the speed, and a large amount of heat was generated due to continuous friction of the brake discs. The traditional cooling system could not dissipate this heat in a timely and effective manner, resulting in a sharp increase in the temperature of the brake discs. Excessive temperature would not only cause the brake discs to undergo thermal deformation, affecting the smoothness and accuracy of braking, but also may trigger the phenomenon of thermal fade of the brake pads, greatly reducing the braking performance and seriously endangering driving safety.

[0004] At the same time, the traditional system considered environmental factors very limitedly. Factors such as environmental humidity, altitude, and environmental temperature have a significant impact on the heat dissipation efficiency of the braking system, but the traditional cooling system did not effectively monitor and respond to this. In a humid environment, moisture may condense on the surface of braking components, affecting heat conduction and reducing the heat dissipation efficiency; in high-altitude areas, the air is thin and the heat dissipation conditions are poor, but the traditional system lacks corresponding adjustment mechanisms; and in a high-temperature environment, the temperature difference between the external environment and the brake disc decreases, making heat dissipation more difficult. Summary of the Invention

[0005] The purpose of the present invention is to provide an improved control system for automotive braking cooling, which solves the technical problems raised in the background art.

[0006] The purpose of the present invention can be achieved by the following technical solutions: An improved control system for automotive braking cooling, comprising: A parameter acquisition unit, used for acquiring key data regarding automotive braking, including its brake disc temperature, braking pressure, vehicle driving speed, environmental humidity, altitude, and environmental temperature; A data processing unit for performing feature extraction processing on key data to obtain a temperature difference coefficient of multiple brake disc temperatures and a heat dissipation efficiency correction coefficient of the brake disc; A data evaluation unit for comparing and determining the feature extraction processing results in combination with a preset threshold to determine whether the brake disc temperature distribution is uniform, determining the effective temperature of the brake disc, and determining whether the current environment is conducive to heat dissipation; A comprehensive processing unit for performing comprehensive heat load calculation based on the effective temperature determined by the data processing unit and in combination with the braking pressure and vehicle driving speed collected by the data processing unit, and obtaining a comprehensive heat load index of the brake disc: The data evaluation unit is further configured to compare and evaluate the comprehensive heat load calculation result with a preset threshold to determine the heat load state of the braking system, and trigger corresponding cooling modes according to the heat load level classification.

[0007] As a further solution of the present invention: Among them: The key data is collected by a configured temperature sensor group, a pressure sensor, a vehicle speed sensor, and an environmental sensor assembly; The temperature sensor group is used to sense the brake disc temperature, and the temperature sensor group includes multiple temperature sensor units; The pressure sensor is used to monitor the braking pressure; The vehicle speed sensor is used to obtain the vehicle driving speed; The environmental sensor assembly is used to collect external environmental information, and the external environmental information includes environmental humidity collected by a humidity sensor, altitude collected by a satellite positioning altitude sensor, and environmental temperature collected by a non-contact temperature sensor.

[0008] As a further solution of the present invention: The feature extraction processing method is as follows: StepK1: Extract the brake disc temperatures obtained by multiple temperature sensor units respectively, and then extract the maximum and minimum brake disc temperatures therefrom; At the same time, calculate the average value of the brake disc temperatures corresponding to multiple temperature sensor units; Then subtract the minimum brake disc temperature from the maximum brake disc temperature, and divide the difference by the average value of the brake disc temperatures to obtain the temperature difference coefficient; Its calculation formula is: ; In the formula, TC is the temperature difference coefficient, T max is the maximum brake disc temperature, T min is the minimum brake disc temperature, T p is the average value of the brake disc temperatures corresponding to multiple temperature sensor units; Step K2. Extract the proportionality coefficient HS of the influence of the preset environmental humidity on the heat dissipation efficiency b , the proportionality coefficient HA of the influence of the altitude on the heat dissipation efficiency b , and the proportionality coefficient HT of the influence of the environmental temperature on the heat dissipation efficiency b ; Then, through: ; Calculate the heat dissipation efficiency correction coefficient K of the brake disc; In the formula, HS is the environmental humidity, HA is the altitude, and HT is the environmental temperature.

[0009] As a further solution of the present invention: the comparison and determination method is as follows: Step R1. Compare the temperature difference coefficient TC with the preset temperature difference threshold TC y : When TC > TC y , it indicates that the temperature distribution of the brake disc is uneven. Then, the temperature compensation algorithm is enabled by the data processing unit to determine the effective temperature; The temperature compensation algorithm is as follows: ; In the formula, TY is the effective temperature, β is the preset temperature compensation weight value, where β takes a value of 0.5; Step R2. Compare the heat dissipation efficiency correction coefficient K with the preset heat dissipation efficiency correction threshold K y : When K < K y , it is determined that the current environment is not conducive to heat dissipation, and then the high-load cooling mode is triggered.

[0010] As a further solution of the present invention: the comprehensive heat load calculation formula is: ; In the formula, Q is the comprehensive heat load index of the brake disc. The comprehensive heat load index Q is used to measure the heat load degree of the braking system, P is the braking pressure, and V is the vehicle driving speed.

[0011] As a further solution of the present invention: the comparison and evaluation method is as follows: Compare the comprehensive heat load index Q with the heat load degree determination thresholds Q1 and Q2 respectively: Among them, Q1 < Q2; When Q < Q1, it is determined that the current heat load degree of the braking system is in the low-load state, and then the low-load cooling mode is triggered; When Q1 ≤ Q < Q2, it is determined that the current heat load degree of the braking system is in the medium-load state, and then the medium-load cooling mode is triggered; When Q≥Q1, it is determined that the current thermal load level of the braking system is in a high-load state, and then the high-load cooling mode is triggered.

[0012] As a further solution of the present invention: Among them: The low-load cooling mode executes the following control strategy: For the cooling fan and the deflector that meet the pre-specified specification parameters, the operating speed of the cooling fan is adjusted to 30% of the rated maximum allowable speed to operate, and at the same time, the opening degree of the deflector is adjusted to 20% of the maximum allowable opening degree; The medium-load cooling mode executes the following control strategy: For the cooling fan and the deflector that meet the pre-specified specification parameters, the operating speed of the cooling fan is adjusted to 60% of the rated maximum allowable speed to operate, and at the same time, the opening degree of the deflector is adjusted to 50% of the maximum allowable opening degree; The high-load cooling mode executes the following control strategy: For the cooling fan and the deflector that meet the pre-specified specification parameters, the operating speed of the cooling fan is adjusted to 100% of the rated maximum allowable speed to operate, and at the same time, the opening degree of the deflector is adjusted to 100% of the maximum allowable opening degree.

[0013] As a further solution of the present invention: The comprehensive processing unit is also used to perform trend analysis on the calculation result of the comprehensive thermal load index at the current time node and the comprehensive thermal load index at the previous historical time node at a specified time interval from the current time point, and determine its change trend characteristics; The trend analysis method is as follows: By: ; Calculate the change trend characteristic value B between the comprehensive thermal load index corresponding to the current time node and the previous historical time node h ; In the formula, Q d is the comprehensive thermal load index at the current time node, Q q is the comprehensive thermal load index at the previous historical time node, and t 0 is the specified time interval value; The data evaluation unit is also used to perform adjustment determination processing on the change trend characteristic result and a preset threshold value to determine the thermal load change state of the braking system, and adjust the cooling mode according to the thermal load change state; The adjustment determination processing method is as follows: Compare the change trend characteristic value B h with the change trend thresholds B1 and B2 respectively: Among them, B2 > B1; If B hIf B1 > B, it indicates that the rising speed of the braking system's heat load is too fast, and then immediately increase a cooling mode level; If B1 ≥ B h ≥ B2, it indicates that the change speed of the braking system's heat load is normal, and then maintain the current cooling mode level; If B h < B2, it indicates that the braking system's heat load is rapidly decreasing, and then decrease a cooling mode level every preset specified time t 1 ..

[0014] As a further solution of the present invention: The data evaluation unit is further configured to extract the maximum value T of the brake disc temperature from the temperature sensor group max , and then compare the maximum value T of the brake disc temperature max with a preset brake disc temperature threshold TY max : When the maximum value T of the brake disc temperature max > TY max , it indicates that the braking system temperature is too high at this time, and there is a safety hazard; At the same time, extract the heat dissipation efficiency correction coefficient K, and compare it with a preset heat dissipation efficiency correction threshold K0 y : Among them, K0 y < K y ; When K < K0 y , it indicates that the current environment seriously affects heat dissipation; When at least one of the above two comparison results holds, the following treatment measures are taken: Start the cooling fan on the standby air duct, and adjust the operating speed of the cooling fan to 60% of the rated maximum allowable speed to operate; At the same time, display a prompt message "Brake overheat - please reduce speed" on the dashboard to remind the driver to reduce the braking system load.

[0015] Advantages of the present invention: Comprehensive data collection and accurate feature extraction: Through the parameter collection unit, using the temperature sensor group, pressure sensor, vehicle speed sensor and environmental sensor components, key data such as brake disc temperature, braking pressure, vehicle driving speed, environmental humidity, altitude, environmental temperature, etc. are comprehensively collected. The data processing unit performs in-depth feature extraction on these data, such as calculating the temperature difference coefficient to accurately judge the uniformity of the brake disc temperature distribution, calculating the heat dissipation efficiency correction coefficient through complex formulas, and comprehensively considering the influence of environmental factors on heat dissipation, providing accurate data support for subsequent system decision-making.

[0016] Intelligent Judgment and Effective Response: The data evaluation unit scientifically compares and determines the feature extraction results based on preset thresholds. By comparing with the temperature difference threshold, heat dissipation efficiency correction threshold, etc., it can not only determine whether the temperature distribution of the brake disc is uniform, but also accurately judge whether the current environment is conducive to heat dissipation. When the temperature distribution is uneven, the temperature compensation algorithm is enabled to determine the effective temperature; when the environment is not conducive to heat dissipation, the high-load cooling mode is triggered in a timely manner to ensure that the system can effectively respond in various situations.

[0017] Accurate Calculation of Thermal Load and Hierarchical Cooling: The comprehensive processing unit comprehensively calculates the thermal load by combining the effective temperature, braking pressure, and vehicle driving speed to obtain the comprehensive thermal load index of the brake disc. The data evaluation unit then compares and evaluates this index with the thermal load degree determination threshold, and accurately classifies it according to the thermal load state of the braking system, triggering low, medium, and high-load cooling modes. And for different cooling modes, detailed and reasonable control strategies are formulated, such as accurately adjusting the rotation speed of the cooling fan and the opening degree of the deflector, realizing accurate and efficient cooling control according to the actual thermal load, and greatly improving the stability and safety of the braking system.

[0018] Dynamic Trend Analysis and Intelligent Mode Adjustment: The comprehensive processing unit can perform trend analysis on the comprehensive thermal load index at different time nodes, and calculate the change trend characteristic value. The data evaluation unit judges the change state of the thermal load of the braking system according to the comparison result of this value with the preset threshold, and then intelligently adjusts the cooling mode. When the rising speed of the thermal load is too fast, the cooling mode level is immediately increased to accelerate heat dissipation; when the thermal load drops rapidly, the cooling mode level is reduced according to the specified time to avoid energy waste, further improving the intelligent level and energy utilization efficiency of the system.

[0019] Improved Safety Guarantee Mechanism: The data evaluation unit constructs a perfect safety guarantee mechanism by comparing the maximum temperature of the brake disc with the preset brake disc temperature threshold, and the heat dissipation efficiency correction coefficient with another preset heat dissipation efficiency correction threshold. When the temperature of the brake disc is too high or the current environment seriously affects heat dissipation, the system will automatically start the cooling fan on the standby air duct and adjust its rotation speed to enhance heat dissipation. At the same time, a prompt message will be displayed on the dashboard to remind the driver to reduce the load of the braking system, effectively avoiding potential safety hazards caused by overheating of the brake and poor heat dissipation environment, and comprehensively ensuring the safe operation of the vehicle braking system. Brief Description of the Drawings

[0020] The present invention will be further described below in conjunction with the drawings.

[0021] Figure 1 It is a system block diagram of an improved control system for vehicle brake cooling according to the present invention. Detailed Embodiment

[0022] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts belong to the scope of protection of the present invention. Embodiment 1

[0023] Please refer to Figure 1 As shown, the present invention is an improved control system for automotive brake cooling, including: A parameter acquisition unit for acquiring key data regarding automotive braking; The key data includes: brake disc temperature, braking pressure, vehicle driving speed, ambient humidity, altitude, and ambient temperature; Among them: The key data is acquired through a configured temperature sensor group, a pressure sensor, a vehicle speed sensor, and an environmental sensor assembly; The temperature sensor group is used to sense the brake disc temperature, and the temperature sensor group includes multiple temperature sensor units; The pressure sensor is used to monitor the braking pressure; The vehicle speed sensor is used to obtain the vehicle driving speed; The environmental sensor assembly is used to collect external environmental information, and the external environmental information covers ambient humidity, altitude, and ambient temperature; A data processing unit for performing feature extraction processing on the key data, and the method is as follows: Step K1: Extract the brake disc temperatures obtained by multiple temperature sensor units respectively, and then extract the maximum and minimum brake disc temperatures therefrom; At the same time, calculate the average value of the brake disc temperatures corresponding to multiple temperature sensor units; Then subtract the minimum brake disc temperature from the maximum brake disc temperature, and divide the difference by the average value of the brake disc temperatures to obtain the temperature difference coefficient; Its calculation formula is: ; In the formula, TC is the temperature difference coefficient, T max is the maximum brake disc temperature, T min is the minimum brake disc temperature, T p is the average value of the brake disc temperatures corresponding to multiple temperature sensor units; Step K2: Extract the pre-set proportionality coefficient HS b of the ambient humidity on the heat dissipation efficiency, the proportionality coefficient HA b of the altitude on the heat dissipation efficiency, and the proportionality coefficient HT b; Then, through: ; Calculate the heat dissipation efficiency correction coefficient K of the brake disc; Wherein, HS is the environmental humidity, HA is the altitude, and HT is the environmental temperature; The data evaluation unit is used to compare and determine the result of the feature extraction process in combination with a preset threshold value to determine whether the temperature distribution of the brake disc is uniform and whether the current environment is conducive to heat dissipation; The comparison and determination method is as follows: StepR1: Compare the temperature difference coefficient TC with a preset temperature difference threshold TC y : When TC > TC y , it indicates that the temperature distribution of the brake disc is not uniform. Then, the temperature compensation algorithm is enabled through the data processing unit to determine the effective temperature; The temperature compensation algorithm is as follows: ; Wherein, TY is the effective temperature, β is a preset temperature compensation weight value. In this embodiment, β takes the value of 0.5; StepR2: Compare the heat dissipation efficiency correction coefficient K with a preset heat dissipation efficiency correction threshold K y : When K < K y , it is determined that the current environment is not conducive to heat dissipation, and then the high-load cooling mode is triggered; The comprehensive processing unit is used to perform a comprehensive heat load calculation based on the effective temperature determined by the data processing unit and in combination with the braking pressure and vehicle driving speed collected by the data processing unit: The comprehensive heat load calculation formula is: ; Wherein, Q is the comprehensive heat load index of the brake disc, and the comprehensive heat load index Q is used to measure the heat load degree of the braking system. P is the braking pressure, and V is the vehicle driving speed; The data evaluation unit is also used to compare and evaluate the comprehensive heat load calculation result with a preset threshold value to determine the heat load state of the braking system and trigger the corresponding cooling mode according to the heat load degree classification; The comparison and evaluation method is as follows: Compare the comprehensive heat load index Q with the heat load degree determination thresholds Q1 and Q2 respectively: Among them, Q1 < Q2; When Q < Q1, it is determined that the current heat load degree of the braking system is in a low-load state, and then the low-load cooling mode is triggered; In this embodiment, the low-load cooling mode executes the following control strategy: For a cooling fan and a deflector that meet the pre-specified specification parameters, adjust the operating speed of the cooling fan to 30% of the rated maximum allowable speed and adjust the opening degree of the deflector to 20% of the maximum allowable opening degree while operating. When Q1 ≤ Q < Q2, it is determined that the current heat load level of the braking system is in the medium load state, and then the medium load cooling mode is triggered. In this embodiment, the medium load cooling mode executes the following control strategy: For a cooling fan and a deflector that meet the pre-specified specification parameters, adjust the operating speed of the cooling fan to 60% of the rated maximum allowable speed and adjust the opening degree of the deflector to 50% of the maximum allowable opening degree while operating. When Q ≥ Q1, it is determined that the current heat load level of the braking system is in the high load state, and then the high load cooling mode is triggered. In this embodiment, the high load cooling mode executes the following control strategy: For a cooling fan and a deflector that meet the pre-specified specification parameters, adjust the operating speed of the cooling fan to 100% of the rated maximum allowable speed and adjust the opening degree of the deflector to 100% of the maximum allowable opening degree while operating. In Embodiment 1, the parameter acquisition unit comprehensively acquires key data such as the brake disc temperature, braking pressure, vehicle driving speed, ambient humidity, altitude, and ambient temperature, providing a rich information basis for the system operation. The data processing unit effectively extracts the characteristics of the key data. For example, it calculates the temperature difference coefficient to judge the uniformity of the brake disc temperature distribution and calculates the heat dissipation efficiency correction coefficient to measure the influence of the environment on heat dissipation. The data evaluation unit combines threshold comparison and determination to accurately determine the brake disc temperature distribution state and the current environmental heat dissipation situation, and then takes corresponding measures according to the results. For example, the temperature compensation algorithm determines the effective temperature and triggers different cooling modes. The comprehensive processing unit calculates the comprehensive heat load through comprehensive calculation, and then compares and evaluates through the data evaluation unit, and can accurately trigger the low, medium, and high load cooling modes according to the heat load state of the braking system, effectively realizing the optimal control of the automotive braking cooling system and improving the stability and safety of the braking system. Embodiment 2

[0024] Please refer to Figure 1 As shown, as Embodiment 2 of the present invention, when the present application is specifically implemented, compared with Embodiment 1, the technical solution of this embodiment is only different from that of Embodiment 1 in that: The comprehensive processing unit is further used to perform trend analysis on the calculation result of the comprehensive heat load index at the current time node and the comprehensive heat load index of the previous historical time node at a specified time interval from the current time point, and determine its change trend characteristics. The trend analysis method is as follows: By: ; Calculate the change trend eigenvalue B between the comprehensive heat load index corresponding to the current time node and the previous historical time node h ; In the formula, Q d is the comprehensive heat load index of the current time node, and Q q is the comprehensive heat load index of the previous historical time node, and t 0 is the specified time interval value; The data evaluation unit is also used to perform adjustment and determination processing on the change trend characteristic result and a preset threshold value to determine the heat load change state of the braking system, and adjust the cooling mode according to the heat load change state; The adjustment and determination processing method is as follows: Compare the change trend eigenvalue B h with the change trend thresholds B1 and B2 respectively: Among them, B2 > B1; If B h > B1, it indicates that the heat load rising speed of the braking system is too fast, and then immediately raise a cooling mode level to accelerate heat dissipation; If B h < B2, it indicates that the heat load of the braking system is rapidly decreasing, and then reduce a cooling mode level every preset specified time t 1 to avoid energy waste caused by excessive cooling.

[0025] In the second embodiment, on the basis of the first embodiment, the comprehensive processing unit adds the trend analysis of the comprehensive heat load index. By calculating the change trend eigenvalue of the comprehensive heat load index between the current and the previous historical time nodes, the heat load change situation of the braking system can be dynamically grasped. The data evaluation unit performs adjustment and determination processing on the change trend characteristic result and a preset threshold value, and can adjust the cooling mode in time according to the heat load change state of the braking system. When the heat load rising speed is too fast, immediately raise the cooling mode level to accelerate heat dissipation. When the heat load rapidly decreases, reduce the cooling mode level every specified time to avoid energy waste, further optimizing the dynamic adjustment of the cooling mode and improving the energy utilization efficiency and the intelligent level of system operation. Embodiment Three

[0026] Please refer to Figure 1 As shown, as the third embodiment of the present invention, when the present application is specifically implemented, compared with the first and second embodiments, the technical solution of this embodiment is to combine and implement the solutions of the above first and second embodiments. The difference between the technical solution of this embodiment and the first and second embodiments is only that in this embodiment, the data evaluation unit is also used to extract the maximum value T of the brake disc temperature from the temperature sensor group max , and then the maximum value T of the brake disc temperature maxCompare with the preset brake disc temperature threshold TY max as follows: When the maximum brake disc temperature T max > TY max , it indicates that the temperature of the braking system is too high at this time, and there is a safety hazard; At the same time, extract the heat dissipation efficiency correction coefficient K, and compare it with the preset heat dissipation efficiency correction threshold K0 y as follows: Among them, K0 y < K y ; When K < K0 y , it indicates that the current environment seriously affects heat dissipation; When at least one of the above two comparison results holds, the following treatment measures are taken: Start the cooling fan on the standby air duct, and adjust the operating speed of the cooling fan to 60% of the rated maximum allowable speed to operate, enhancing the heat dissipation capacity; At the same time, display a prompt message "Brake overheat - please reduce speed" on the dashboard to remind the driver to take measures to reduce the load of the braking system.

[0027] Example 3 integrates the solutions of Example 1 and Example 2. At the same time, the data evaluation unit newly adds the comparison of the maximum brake disc temperature with the preset brake disc temperature threshold and the heat dissipation efficiency correction coefficient with another preset heat dissipation efficiency correction threshold. When the brake disc temperature is too high or the current environment seriously affects heat dissipation, measures are taken to start the cooling fan on the standby air duct and adjust the speed to enhance heat dissipation. At the same time, a prompt message is displayed on the dashboard to remind the driver to reduce the load of the braking system, providing a more comprehensive guarantee for the safe operation of the braking system and effectively avoiding potential safety hazards caused by overheating braking and poor heat dissipation environment. Example 4

[0028] Please refer to Figure 1 As shown, as Example 4 of the present invention, in the specific implementation of the present application, compared with Example 1, Example 2 and Example 3, the difference between this example and Example 1, Example 2 and Example 3 is only that in this example, the method for obtaining the proportional coefficients of the influence of environmental humidity, altitude and environmental temperature on the heat dissipation efficiency is also proposed, as follows: The proportional coefficient of the influence of environmental humidity on the heat dissipation efficiency is obtained through a large number of experimental tests and data analyses; in different humidity environments, the heat dissipation efficiency of the automotive braking system is measured multiple times, and then statistical methods such as regression analysis are used to establish the mathematical relationship between humidity and the change of heat dissipation efficiency, so as to determine the proportional value of the influence on the heat dissipation efficiency for every 1% change in humidity; Among them, the experimental test and data analysis methods for the proportional coefficient of the influence of environmental humidity on the heat dissipation efficiency are as follows: Step M1. Experimental Preparation: Select multiple test sites with diverse climate conditions and significant humidity differences, such as humid coastal areas, plain areas with moderate humidity, relatively dry inland areas, etc.; Prepare multiple vehicles of the same model, ensuring that the initial states of key components such as the braking system are consistent, and eliminating differences in heat dissipation performance caused by individual vehicle variations; Arrange high-precision temperature sensors on key heat-generating components such as brake discs, and arrange environmental humidity sensors around the vehicle to ensure accurate collection of braking system temperature and environmental humidity data.

[0029] Step M2. Experimental Process: At each test site, let the vehicle drive under the same operating conditions, for example, maintaining the same speed, the same braking frequency and intensity; Specifically, the vehicle drives at a speed of 60 km / h, brakes once every 5 kilometers, the braking pressure is maintained at 3 MPa, and each braking lasts for 2 seconds; Continuously record the temperature changes of the braking system and the environmental humidity values during the vehicle braking process; The duration of each test is 1 hour, and the temperature and humidity data are recorded every 1 minute; Repeat the above test process under different humidity environments; For example, conduct multiple groups of tests under different humidity conditions such as 20%, 40%, 60%, 80%, etc.

[0030] Step M3. Data Analysis: Organize the large amount of temperature and humidity data collected: Establish a coordinate system with humidity as the abscissa and the heat dissipation rate per unit time of the braking system under the same braking conditions as the ordinate.

[0031] Apply data fitting methods, such as linear regression analysis: Assume that there is a linear relationship y = a×HS + b between the heat dissipation rate y and the environmental humidity HS. Through calculation methods such as the least squares method, minimize the sum of the squared errors of the data points to the fitted line, thereby determining the coefficients a and b; After comprehensive analysis of multiple groups of experimental data, it is found that for every 1% increase in humidity, the heat dissipation rate will decrease by a certain proportion. Finally, determine this proportional coefficient as HS b ; That is, the relationship between humidity and heat dissipation efficiency is obtained as when other conditions remain unchanged, the influence of humidity on heat dissipation efficiency is that for every 1% change in humidity, the heat dissipation efficiency changes by HS b .

[0032] In this embodiment, the proportionality coefficient of the influence of environmental humidity on the heat dissipation efficiency obtained through experiments is 0.002. For example, when other conditions are the same and the humidity increases by 10%, the heat dissipation efficiency will approximately decrease by 0.002×10 = 0.02; The proportionality coefficient of the influence of altitude on the heat dissipation efficiency is based on a large number of on-site tests. The heat dissipation efficiency of the braking system is measured at different altitudes, the relationship between altitude and heat dissipation efficiency is analyzed, and through data processing and model fitting, the proportional influence on the heat dissipation efficiency caused by each 1-meter change in altitude is obtained; Among them, the experimental test and data analysis methods of the proportionality coefficient of the influence of altitude on the heat dissipation efficiency are as follows: StepV1. Experiment preparation: Select test sites at different altitudes, covering low altitudes, such as near sea level, medium altitudes, such as about 1000 meters, and high altitudes, such as areas above 3000 meters; Similarly, prepare multiple vehicles of the same model with the same initial state of the braking system, install high-precision temperature sensors to monitor the temperature of the braking system, and use high-precision altitude measurement equipment to record the altitude of the vehicle in real time.

[0033] StepV2. Experiment process: At each altitude test point, let the vehicle run according to a unified driving and braking mode; For example, the vehicle travels at a constant speed of 50 km / h, brakes once every 4 kilometers, the braking pressure is maintained at 2.5 MPa, and the duration of each braking is 1.5 seconds; Continuously record the temperature change of the braking system and the altitude value during braking; The duration of each test is set to 1.5 hours, and a set of temperature and altitude data is recorded every 2 minutes; Repeat the test at different altitudes to obtain relevant data on the heat dissipation of the braking system at different altitudes.

[0034] StepV3. Data analysis: Construct a coordinate graph with altitude as the abscissa and the heat dissipation rate of the braking system per unit time as the ordinate; Adopt appropriate mathematical fitting methods, such as linear fitting: Through preliminary analysis of linear fitting, the relationship between altitude and heat dissipation rate is approximately linear. Adopt linear fitting y = c×HA + d, where y is the heat dissipation rate and HA is the altitude; Through calculation and processing of a large amount of experimental data at different altitudes, determine the coefficients c and d; After a series of calculations and verifications, it is obtained that for every 1-meter increase in altitude, the heat dissipation rate will decrease by a certain proportion, and finally this proportionality coefficient is determined to be HAb ; That is, it is clear that the relationship between the altitude and the heat dissipation efficiency is that for every 1-meter change in altitude, the heat dissipation efficiency changes by HA b ; In this embodiment, the proportionality coefficient of the influence of environmental humidity on the heat dissipation efficiency obtained through experiments is 0.0001. For example, when the altitude increases by 1000 meters, the heat dissipation efficiency will approximately decrease by 0.0001×1000 = 0.1; The proportionality coefficient of the influence of environmental temperature on the heat dissipation efficiency is based on a large number of temperature tests. The heat dissipation efficiency of the braking system is measured at different environmental temperatures, and the relationship between the environmental temperature and the heat dissipation efficiency is analyzed. Through data processing and analysis, the proportional influence on the heat dissipation efficiency caused by every 1°C change in the environmental temperature is obtained; Among them, the temperature test, data processing, and analysis methods of the proportionality coefficient of the influence of environmental temperature on the heat dissipation efficiency are as follows: StepY1. Experimental preparation: Select multiple vehicles of the same model, same batch, and in good condition to ensure that the initial performance of key components such as the braking system and heat dissipation system of the vehicle is consistent. Install high-precision temperature sensors on the braking heat-generating components such as brake discs and brake pads, as well as the heat dissipation components such as radiators and condensers of each vehicle to accurately measure the temperature changes of each component during the experiment. At the same time, install high-precision environmental temperature sensors at appropriate positions around the vehicle to ensure that real-time environmental temperature data can be accurately collected; StepY2. Experimental process: Let the vehicle drive at a constant speed on a horizontal road; For example, set the speed to 50 km / h, perform a braking operation at regular intervals, keep the braking pressure at 2 MPa, and each braking duration is 1.5 seconds; Under different environmental temperature conditions, repeat the set working conditions for testing; Start from a low-temperature environment, such as the environmental temperature is -10°C, perform multiple tests according to the established working conditions, each test duration is 1 hour, and record the temperature of each component of the vehicle braking system, the temperature of the heat dissipation components, and the environmental temperature data every 1 minute. Then gradually increase the environmental temperature, set it to 0°C, 10°C, 20°C, 30°C, 40°C, etc., and perform multiple groups of the same working condition tests at each temperature point; During each test process, record all the data collected by the temperature sensors in real time and store the data accurately; After the test is completed, organize the large amount of collected data, classify it according to different environmental temperatures, and prepare for subsequent data analysis; StepY3. Data analysis: For each set of test data, calculate the heat dissipation efficiency of the braking system per unit time; The heat dissipation efficiency can be determined by calculating the ratio of the temperature change of the braking system within a certain period of time to the theoretically maximum possible temperature change; For example, if within a certain test time period, the temperature of the braking system rises from 100°C to 120°C, while under ideal heat dissipation conditions, theoretically it should rise to 150°C according to the energy conversion during the braking process, then the heat dissipation efficiency during this time period is (150 - 120) ÷ (150 - 100) × 100% = 60%; Taking the ambient temperature as the abscissa and the corresponding heat dissipation efficiency as the ordinate, establish a coordinate system; Using the mathematical fitting method, try to find the mathematical relationship between the ambient temperature and the heat dissipation efficiency; Preliminarily assume that there is a linear relationship between them, that is, the heat dissipation efficiency y = e×HT + f. Through calculation means such as the least squares method, process a large amount of experimental data to minimize the sum of the squares of the errors from the data points to the fitting line, thereby determining the coefficients e and f; After comprehensive analysis and calculation of the experimental data under multiple different ambient temperatures, finally determine the proportionality coefficient HT by which the heat dissipation efficiency changes for every 1°C change in the ambient temperature b ; In this embodiment, the proportionality coefficient of the influence of the ambient humidity on the heat dissipation efficiency obtained through experiments is -0.0015, which means that for every 1°C increase in the ambient temperature, with other conditions unchanged, the heat dissipation efficiency of the braking system decreases by approximately 0.15%.

[0035] Embodiment 4 details the method of obtaining the proportionality coefficients of the influence of ambient humidity, altitude, and ambient temperature on the heat dissipation efficiency. Through a large number of rigorous experimental tests and data analysis, such as controlling the vehicle to travel under the same working conditions under different humidity, altitude, and ambient temperature conditions, recording data such as the temperature change of the braking system, and using statistical methods and mathematical fitting means such as regression analysis, accurately determine the proportional influence of each factor changing by a certain amount on the heat dissipation efficiency, providing a scientific basis for the accurate calculation of the heat dissipation efficiency correction coefficient, making the system's assessment of the influence of environmental factors on heat dissipation more accurate, and improving the scientificity and reliability of the entire braking cooling improvement control system. Embodiment 5

[0036] Please refer to Figure 1 As shown, as Embodiment 5 of the present invention, when the present application is specifically implemented, compared with Embodiment 1, Embodiment 2, Embodiment 3, and Embodiment 4, the technical solution of this embodiment is to combine and implement the solutions of the above Embodiment 1, Embodiment 2, Embodiment 3, and Embodiment 4.

[0037] Embodiment 5 combines the solutions of the first four embodiments, comprehensively integrating the advantages of each embodiment. It can not only achieve basic optimization control of the braking cooling system through multi-faceted data collection and processing, but also conduct thermal load trend analysis to realize dynamic adjustment of the cooling mode. It can also provide safety guarantee measures for extreme situations, and has a scientific method for determining the proportionality coefficient to ensure the accuracy of the system's consideration of environmental factors, thereby comprehensively improving the performance of the improved control system for automotive braking cooling and ensuring the efficient, stable and safe operation of the braking system under complex and diverse working conditions and environments.

[0038] The above formulas are all dimensionless and take their numerical values for calculation. The formulas are obtained by collecting a large amount of data for software simulation to obtain a formula that is closest to the actual situation. The preset parameters and threshold selections in the formulas are set by those skilled in the art according to the actual situation.

[0039] The above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claimed rights.

Claims

1. An improved control system for automobile brake cooling, characterized in that: include: Parameter collection unit, used to collect key data about vehicle braking, including brake disc temperature, brake pressure, vehicle speed, ambient humidity, altitude, and ambient temperature; The data processing unit is used to perform feature extraction processing on key data. The feature extraction processing method is as follows: Step K1, extract the brake disc temperatures obtained by multiple temperature sensor units respectively, and then extract the brake disc temperatures with the maximum and minimum values ​​therefrom; and calculate the average value of the brake disc temperatures corresponding to the multiple temperature sensor units; Subtract the brake disc temperature with the largest value from the brake disc temperature with the smallest value, and then divide the difference by the average brake disc temperature to obtain the temperature difference coefficient; The calculation formula is: , TC is the temperature difference coefficient, T max is the maximum brake disc temperature, T min is the minimum brake disc temperature, T p is the average value of the brake disc temperatures corresponding to the multiple temperature sensor units; Step K2: Extract the proportional coefficient HS of the effect of the preset ambient humidity on the heat dissipation efficiency b , the proportional coefficient HA of the effect of altitude on heat dissipation efficiency b And the proportional coefficient HT of the influence of ambient temperature on heat dissipation efficiency b ; pass: , calculate the brake disc heat dissipation efficiency correction coefficient K, HS is the ambient humidity, HA is the altitude, and HT is the ambient temperature; The comprehensive processing unit is used to perform comprehensive calculation of the heat load according to the effective temperature determined by the data processing unit and the brake pressure and vehicle speed collected by the data processing unit, and obtain the comprehensive heat load index of the brake disc: The data evaluation unit is used to compare and judge the feature extraction processing results in combination with preset thresholds to determine whether the brake disc temperature distribution is uniform and to determine the effective temperature of the brake disc. It is also used to compare and evaluate the comprehensive calculation results of the thermal load with the preset thresholds to determine the thermal load state of the brake system and trigger the corresponding cooling mode according to the degree of thermal load.

2. The vehicle brake cooling improvement control system according to claim 1, characterized in that: The comparison and judgment method is as follows: The temperature difference coefficient TC is compared with the preset temperature difference threshold TC y For comparison: When TC>TC y , it indicates that the brake disc temperature distribution is uneven, and then the temperature compensation algorithm is activated through the data processing unit to determine the effective temperature; The temperature compensation algorithm is as follows: ; Where TY is the effective temperature and β is the preset temperature compensation weight value.

3. The vehicle brake cooling improvement control system according to claim 2, characterized in that: The comprehensive calculation formula for heat load is: ; Where Q is the comprehensive thermal load index of the brake disc. The comprehensive thermal load index Q is used to measure the thermal load degree of the brake system. P is the brake pressure and V is the vehicle speed.

4. The vehicle brake cooling improvement control system according to claim 3, characterized in that: The comparative evaluation method is as follows: The comprehensive heat load index Q is compared with the heat load degree judgment thresholds Q1 and Q2 respectively: wherein Q1<Q2; When Q<Q1, it is determined that the current thermal load of the braking system is in a low-load state, and the low-load cooling mode is triggered; When Q1≤Q<Q2, it is determined that the current thermal load of the braking system is in a medium load state, and the medium load cooling mode is triggered accordingly; When Q≥Q1, it is determined that the current thermal load level of the braking system is in a high load state, and the high load cooling mode is triggered.

5. The vehicle brake cooling improvement control system according to claim 4, characterized in that: in: The low load cooling mode implements the following control strategy: For cooling fans and deflectors that meet pre-specified specification parameters, adjust the cooling fan speed to 30% of the rated maximum allowable speed and adjust the deflector opening to 20% of the maximum allowable opening; Medium load cooling mode The load cooling mode implements the following control strategy: For cooling fans and deflectors that meet pre-specified specification parameters, adjust the cooling fan speed to 60% of the rated maximum allowable speed and adjust the deflector opening to 50% of the maximum allowable opening; The high load cooling mode implements the following control strategy: For cooling fans and deflectors that meet pre-specified specification parameters, the cooling fan is operated at a speed of 100% of the rated maximum allowable speed, and the opening of the deflector is adjusted to 100% of the maximum allowable opening.

6. The automobile brake cooling improvement control system according to claim 3, characterized in that: The comprehensive processing unit is also used to perform trend analysis based on the calculation result of the comprehensive heat load index of the current time node and the comprehensive heat load index of the previous historical time node within a specified time interval from the current time point, and determine the change trend characteristics; The trend analysis method is as follows: pass: ; Calculate the change trend characteristic value B between the comprehensive heat load index corresponding to the current time node and the previous historical time node h ; In the formula, Q d is the comprehensive heat load index at the current time node, Q q is the comprehensive heat load index of the previous historical time node, and t0 is the specified time interval value; The data evaluation unit is also used to adjust and determine the change trend characteristic result and the preset threshold value to determine the thermal load change state of the brake system and adjust the cooling mode according to the thermal load change state; The adjustment judgment processing method is as follows: The change trend characteristic value B h Compare with the change trend thresholds B1 and B2 respectively: Among them, B2>B1; If B h > B1, then immediately upgrade the cooling mode level; if B h <B2, the cooling mode level is reduced by one level every preset specified time t1.

7. The vehicle brake cooling improvement control system according to claim 1, characterized in that: The data evaluation unit is also used to extract the maximum value T of the brake disc temperature from the temperature sensor group. max , and then the maximum brake disc temperature T max The preset brake disc temperature threshold TY max The heat dissipation efficiency correction factor K is extracted and compared with the pre-set heat dissipation efficiency correction threshold K0. y For comparison: When T max >TY max and K<K0 y When at least one of the results is true, the cooling fan on the standby air duct is started, and the operating speed of the cooling fan is adjusted to 60% of the rated maximum allowable speed; at the same time, the prompt message "Brake overheat - please slow down" is displayed on the instrument panel to remind the driver to reduce the load on the braking system.

8. The automobile brake cooling improvement control system according to claim 7, characterized in that: The data evaluation unit is also used to determine whether the current environment is conducive to heat dissipation, as follows; The heat dissipation efficiency correction coefficient K and the pre-set heat dissipation efficiency correction threshold K y For comparison: When K<K y , it is determined that the current environment is not conducive to heat dissipation, and the high-load cooling mode is triggered; Among them, K0 y <K y .

9. The automobile brake cooling improvement control system according to claim 1, characterized in that: in: Key data is collected through the configured temperature sensor group, pressure sensor, vehicle speed sensor and environmental sensor components; The temperature sensor group is used to sense the temperature of the brake disc, and the temperature sensor group includes a plurality of temperature sensor units; Pressure sensors are used to monitor brake pressure; The vehicle speed sensor is used to obtain the vehicle speed; The environmental sensor component includes collecting ambient humidity through a humidity sensor, collecting altitude through a satellite positioning altitude sensor, and collecting ambient temperature through a non-contact temperature sensor.

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