An improved control system for automobile brake cooling

Abstract

The present invention relates to the technical field of automobile brake control, and discloses an improved automobile brake cooling control system, comprising a parameter acquisition unit, a data processing unit, a data evaluation unit, and a comprehensive processing unit. The present invention comprehensively collects key data of a brake disc to provide a detailed basis for system operation. The temperature difference coefficient and the heat dissipation efficiency correction coefficient are accurately extracted, and an auxiliary data evaluation unit is combined with a threshold judgment to determine the temperature distribution of the brake disc and the environmental heat dissipation state. When the temperature is uneven, a compensation algorithm is enabled to determine the effective temperature, and a high-load cooling mode is triggered when the environment is unfavorable for heat dissipation. The heat load index is calculated based on the effective temperature, brake pressure, and vehicle speed, and different load cooling modes are triggered accordingly, and the speed of the cooling fan and the opening of the guide plate are accurately regulated. By analyzing the heat load trend, the cooling mode level is intelligently adjusted, and the intelligence, efficiency, and safety of the brake cooling system are comprehensively improved, effectively ensuring the stability of the vehicle's braking performance.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile brake control, in particular to an improved automobile brake cooling control system. Background Art

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

[0003] Traditional automotive brake cooling systems often employ relatively simple designs and control strategies. Early brake cooling primarily relied on natural air cooling or basic forced air cooling, using the airflow generated by the vehicle's movement to dissipate heat from components such as the brake disc. This method maintains a certain level of heat dissipation at low speeds or when braking infrequently. However, its heat dissipation capacity becomes insufficient when the vehicle is frequently braking at high speeds, or when operating in harsh environments such as high temperatures or at high altitudes. For example, when driving on mountainous roads, vehicles frequently brake to control speed, generating significant heat from the constant friction of the brake discs. Traditional cooling systems are unable to dissipate this heat in a timely and effective manner, resulting in a rapid increase in brake disc temperature. Excessive temperatures not only cause thermal deformation of the brake disc, affecting braking smoothness and accuracy, but can also trigger thermal degradation of the brake pads, significantly reducing braking performance and seriously endangering driving safety.

[0004] At the same time, traditional systems offer limited consideration for environmental factors. Factors such as humidity, altitude, and temperature significantly impact the brake system's heat dissipation efficiency, but traditional cooling systems don't effectively monitor or address these factors. In humid environments, moisture can condense on the brake component surfaces, hindering heat conduction and reducing heat dissipation efficiency. At high altitudes, the thin air impairs heat dissipation, but traditional systems lack the necessary regulatory mechanisms. And in high-temperature environments, the temperature difference between the outside environment and the brake disc decreases, further complicating heat dissipation. Summary of the Invention

[0005] The purpose of the present invention is to provide an improved automobile brake cooling control system, which solves the technical problems raised in the background technology.

[0006] The purpose of the present invention can be achieved through the following technical solutions:

[0007] An improved control system for automobile brake cooling, comprising:

[0008] Parameter acquisition unit, used to collect key data about vehicle braking, including brake disc temperature, brake pressure, vehicle speed, ambient humidity, altitude, and ambient temperature;

[0009] A data processing unit is used to perform feature extraction processing on key data to obtain temperature difference coefficients of multiple brake disc temperatures and a heat dissipation efficiency correction coefficient of the brake disc;

[0010] A data evaluation unit is used to compare and determine the feature extraction results in combination with a pre-set threshold value to determine whether the brake disc temperature distribution is uniform, determine the effective temperature of the brake disc, and determine whether the current environment is conducive to heat dissipation;

[0011] The comprehensive processing unit is used to perform comprehensive thermal load calculation based on the effective temperature determined by the data processing unit, as well as the brake pressure and vehicle speed collected by the data processing unit, and to obtain the comprehensive thermal load index of the brake disc:

[0012] The data evaluation unit is also used to compare and evaluate the comprehensive calculation results of the thermal load with the preset threshold value to determine the thermal load status of the braking system and trigger the corresponding cooling mode according to the degree of thermal load.

[0013] As a further embodiment of the present invention:

[0014] Key data is collected through the configured temperature sensor group, pressure sensor, vehicle speed sensor and environmental sensor components;

[0015] The temperature sensor group is used to sense the brake disc temperature, and the temperature sensor group includes multiple temperature sensor units;

[0016] Pressure sensors are used to monitor brake pressure;

[0017] The vehicle speed sensor is used to obtain the vehicle speed;

[0018] The environmental sensor component is used to collect external environmental information, which includes the ambient humidity collected by the humidity sensor, the altitude collected by the satellite positioning altitude sensor, and the ambient temperature collected by the non-contact temperature sensor.

[0019] As a further solution of the present invention: the feature extraction processing method is as follows:

[0020] Step K1, extracting the brake disc temperatures obtained by multiple temperature sensor units, and then extracting the maximum and minimum brake disc temperatures;

[0021] Simultaneously calculate the average value of the brake disc temperatures corresponding to multiple temperature sensor units;

[0022] Then subtract the brake disc temperature with the largest value from the brake disc temperature with the smallest value, and divide the difference by the average brake disc temperature to obtain the temperature difference coefficient;

[0023] The calculation formula is: ;

[0024] Where 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;

[0025] Step K2: Extract the proportional coefficient HS of the influence 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 ;

[0026] Then through: ;

[0027] Calculate the brake disc's heat dissipation efficiency correction factor K;

[0028] Where HS is the ambient humidity, HA is the altitude, and HT is the ambient temperature.

[0029] As a further solution of the present invention: the comparison and determination method is as follows:

[0030] Step R1, compare the temperature difference coefficient TC with the preset temperature difference threshold TC y For comparison:

[0031] 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;

[0032] The temperature compensation algorithm is as follows: ;

[0033] Where TY is the effective temperature, β is the preset temperature compensation weight value, and β is set to 0.5;

[0034] Step R2, the heat dissipation efficiency correction coefficient K and the pre-set heat dissipation efficiency correction threshold K y For comparison:

[0035] 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.

[0036] As a further solution of the present invention: the comprehensive calculation formula of heat load is: ;

[0037] Where Q is the comprehensive thermal load index of the brake disc, which is used to measure the thermal load degree of the brake system. P is the brake pressure, and V is the vehicle speed.

[0038] As a further solution of the present invention: the comparison and evaluation method is as follows:

[0039] Compare the comprehensive heat load index Q with the heat load degree judgment thresholds Q1 and Q2 respectively:

[0040] Among them, Q1<Q2;

[0041] When Q<Q1, it is determined that the current thermal load of the brake system is in a low-load state, and the low-load cooling mode is triggered;

[0042] When Q1≤Q<Q2, it is determined that the current thermal load of the brake system is in a medium load state, and the medium load cooling mode is triggered;

[0043] 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.

[0044] As a further embodiment of the present invention:

[0045] The low load cooling mode implements the following control strategy:

[0046] For cooling fans and deflectors that meet pre-specified specifications, 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;

[0047] Medium load cooling mode The medium load cooling mode implements the following control strategy:

[0048] For cooling fans and deflectors that meet pre-specified specifications, 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;

[0049] The high load cooling mode implements the following control strategy:

[0050] For cooling fans and deflectors that meet pre-specified specification parameters, adjust the cooling fan speed to 100% of the rated maximum allowable speed and adjust the deflector opening to 100% of the maximum allowable opening.

[0051] As a further solution of the present invention: the comprehensive processing unit is further configured to perform a trend analysis based on the calculation result of the comprehensive heat load index at the current time node and the comprehensive heat load index at the previous historical time node within a specified time interval from the current time point, and determine the change trend characteristics thereof;

[0052] Trend analysis is as follows:

[0053] pass: ;

[0054] 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 ;

[0055] Where 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;

[0056] The data evaluation unit is further configured to perform adjustment and determination processing on the change trend characteristic result and a 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;

[0057] Adjustment judgment processing is as follows:

[0058] The change trend characteristic value B h Compare with the change trend thresholds B1 and B2 respectively:

[0059] Among them, B2>B1;

[0060] If B h >B1, it means that the thermal load of the brake system is increasing too quickly, and the cooling mode level is immediately increased;

[0061] If B1≥B h ≥B2, it means that the speed of change of the thermal load of the brake system is normal, and the current cooling mode level is maintained;

[0062] If B h < B2, indicating that the thermal load of the brake system is decreasing rapidly, and then the cooling mode level is reduced by one level every preset specified time t1.

[0063] As a further solution of the present invention: the data evaluation unit is further configured to extract the maximum brake disc temperature T from the temperature sensor group. max , and then the maximum brake disc temperature T max and the preset brake disc temperature threshold TY max For comparison:

[0064] When the brake disc temperature is maximum T max >TY max , it means that the brake system temperature is too high and there is a safety hazard;

[0065] At the same time, the heat dissipation efficiency correction coefficient K is extracted and compared with the pre-set heat dissipation efficiency correction threshold K0 y For comparison:

[0066] Among them, K0 y <K y ;

[0067] When K<K0 y , it means that the current environment seriously affects heat dissipation;

[0068] When at least one of the two comparison results is true, the following measures are taken:

[0069] Start the cooling fan on the standby air duct and adjust the cooling fan speed to 60% of the rated maximum allowable speed;

[0070] At the same time, the instrument panel displays the prompt message "Brake overheat - please slow down" to remind the driver to reduce the load on the braking system.

[0071] Beneficial effects of the present invention:

[0072] Comprehensive Data Collection and Precise Feature Extraction: The parameter acquisition unit utilizes a temperature sensor group, pressure sensor, vehicle speed sensor, and environmental sensor components to comprehensively collect key data such as brake disc temperature, brake pressure, vehicle speed, ambient humidity, altitude, and ambient temperature. The data processing unit performs in-depth feature extraction on this data, such as calculating the temperature variation coefficient to accurately determine the uniformity of brake disc temperature distribution. It also calculates the heat dissipation efficiency correction factor using complex formulas, comprehensively considering the impact of environmental factors on heat dissipation, and providing precise data support for subsequent system decisions.

[0073] Intelligent Judgment and Effective Response: The data evaluation unit scientifically compares and judges feature extraction results based on pre-set thresholds. By comparing them with temperature difference thresholds and heat dissipation efficiency correction thresholds, it not only determines whether the brake disc temperature distribution is uniform but also accurately determines whether the current environment is conducive to heat dissipation. When the temperature distribution is uneven, a temperature compensation algorithm is activated to determine the effective temperature. When the environment is unfavorable for heat dissipation, high-load cooling mode is promptly triggered, ensuring the system can effectively respond in various situations.

[0074] Accurate Thermal Load Calculation and Tiered Cooling: The integrated processing unit calculates the thermal load based on effective temperature, brake pressure, and vehicle speed, deriving a comprehensive thermal load index for the brake disc. The data evaluation unit then compares this index with the thermal load threshold, accurately grading the brake system's thermal load status and triggering low, medium, and high-load cooling modes. Detailed and appropriate control strategies have been developed for each cooling mode, including precise adjustment of cooling fan speed and deflector opening. This enables precise and efficient cooling control based on actual thermal load, significantly improving the stability and safety of the braking system.

[0075] Dynamic Trend Analysis and Intelligent Mode Adjustment: The integrated processing unit analyzes the thermal load index at different time points and calculates the characteristic value of the changing trend. The data evaluation unit compares this value with a preset threshold to determine the thermal load change status of the brake system and intelligently adjusts the cooling mode. When the thermal load rises too quickly, the cooling mode level is immediately increased to accelerate heat dissipation. When the thermal load decreases rapidly, the cooling mode level is reduced at a specified time to avoid energy waste, further improving the system's intelligence and energy efficiency.

[0076] Comprehensive safety assurance mechanism: The data evaluation unit establishes a comprehensive safety assurance mechanism by comparing the maximum brake disc temperature with a preset brake disc temperature threshold, and the heat dissipation efficiency correction factor with another preset heat dissipation efficiency correction threshold. If the brake disc temperature is too high or the current environment severely affects heat dissipation, the system automatically activates the cooling fan in the backup air duct and adjusts the speed to enhance heat dissipation. A prompt message is displayed on the instrument panel to remind the driver to reduce the brake system load, effectively avoiding safety hazards caused by brake overheating and poor heat dissipation conditions, and comprehensively ensuring the safe operation of the vehicle's braking system. BRIEF DESCRIPTION OF THE DRAWINGS

[0077] The present invention will be further described below with reference to the accompanying drawings.

[0078] Figure 1 The present invention is a system block diagram of an improved automobile brake cooling control system. DETAILED DESCRIPTION

[0079] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts shall fall within the scope of protection of the present invention. Example 1

[0080] See also Figure 1As shown, the present invention is an improved control system for automobile brake cooling, comprising:

[0081] Parameter acquisition unit, used to collect key data about vehicle braking;

[0082] Key data include: brake disc temperature, brake pressure, vehicle speed, ambient humidity, altitude, ambient temperature;

[0083] in:

[0084] Key data is collected through the configured temperature sensor group, pressure sensor, vehicle speed sensor and environmental sensor components;

[0085] The temperature sensor group is used to sense the brake disc temperature, and the temperature sensor group includes multiple temperature sensor units;

[0086] Pressure sensors are used to monitor brake pressure;

[0087] The vehicle speed sensor is used to obtain the vehicle speed;

[0088] The environmental sensor component is used to collect external environmental information, including ambient humidity, altitude, and ambient temperature;

[0089] The data processing unit is used to extract features from key data in the following ways:

[0090] Step K1, extracting the brake disc temperatures obtained by multiple temperature sensor units, and then extracting the maximum and minimum brake disc temperatures;

[0091] Simultaneously calculate the average value of the brake disc temperatures corresponding to multiple temperature sensor units;

[0092] Then subtract the brake disc temperature with the largest value from the brake disc temperature with the smallest value, and divide the difference by the average brake disc temperature to obtain the temperature difference coefficient;

[0093] The calculation formula is: ;

[0094] Where 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;

[0095] Step K2: Extract the proportional coefficient HS of the influence 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 efficiencyb ;

[0096] Then through: ;

[0097] Calculate the brake disc's heat dissipation efficiency correction factor K;

[0098] Where HS is the ambient humidity, HA is the altitude, and HT is the ambient temperature;

[0099] A data evaluation unit is used to compare and determine the feature extraction results based on a pre-set threshold value to determine whether the brake disc temperature distribution is uniform and whether the current environment is conducive to heat dissipation;

[0100] The comparison and judgment method is as follows:

[0101] Step R1, compare the temperature difference coefficient TC with the preset temperature difference threshold TC y For comparison:

[0102] 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;

[0103] The temperature compensation algorithm is as follows: ;

[0104] Wherein, TY is the effective temperature, β is the preset temperature compensation weight value, and in this embodiment, β is 0.5;

[0105] Step R2, the heat dissipation efficiency correction coefficient K and the pre-set heat dissipation efficiency correction threshold K y For comparison:

[0106] 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;

[0107] The comprehensive processing unit is used to perform comprehensive calculation of the heat load based on the effective temperature determined by the data processing unit and the brake pressure and vehicle speed collected by the data processing unit:

[0108] The comprehensive calculation formula for heat load is: ;

[0109] Where Q is the comprehensive thermal load index of the brake disc, which is used to measure the thermal load of the brake system. P is the brake pressure, and V is the vehicle speed.

[0110] The data evaluation unit is also used to compare and evaluate the comprehensive calculation results of the thermal load with the preset threshold value to determine the thermal load status of the brake system and trigger the corresponding cooling mode according to the degree of thermal load;

[0111] The comparative evaluation method is as follows:

[0112] Compare the comprehensive heat load index Q with the heat load degree judgment thresholds Q1 and Q2 respectively:

[0113] Among them, Q1<Q2;

[0114] When Q<Q1, it is determined that the current thermal load of the brake system is in a low-load state, and the low-load cooling mode is triggered;

[0115] In this embodiment, the low load cooling mode implements the following control strategy:

[0116] For cooling fans and deflectors that meet pre-specified specifications, 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;

[0117] When Q1≤Q<Q2, it is determined that the current thermal load of the brake system is in a medium load state, and the medium load cooling mode is triggered;

[0118] In this embodiment, the medium load cooling mode implements the following control strategy:

[0119] For cooling fans and deflectors that meet pre-specified specifications, 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;

[0120] When Q≥Q1, it is determined that the current thermal load of the brake system is in a high load state, and the high load cooling mode is triggered;

[0121] In this embodiment, the high load cooling mode implements the following control strategy:

[0122] For cooling fans and deflectors that meet pre-specified specifications, adjust the cooling fan speed to 100% of the rated maximum allowable speed and adjust the deflector opening to 100% of the maximum allowable opening;

[0123] In the first embodiment, the parameter acquisition unit comprehensively collects key data such as brake disc temperature, brake pressure, vehicle speed, ambient humidity, altitude, ambient temperature, etc., providing a rich information basis for system operation. The data processing unit performs effective feature extraction on the key data, such as calculating the temperature difference coefficient to judge the uniformity of the brake disc temperature distribution, and calculating the heat dissipation efficiency correction coefficient to measure the impact of the environment on heat dissipation. The data evaluation unit, combined with the threshold comparison and judgment, can accurately determine the brake disc temperature distribution state and the current environmental heat dissipation situation, and then take corresponding measures based on the results, such as using the temperature compensation algorithm to determine the effective temperature and trigger different cooling modes. The comprehensive processing unit calculates the thermal load comprehensively, and then compares and evaluates it through the data evaluation unit. It can accurately trigger low, medium and high load cooling modes according to the thermal load status of the brake system, effectively realizing the optimized control of the vehicle's brake cooling system and improving the stability and safety of the brake system. Example 2

[0124] See also Figure 1 As shown, as the second embodiment of the present invention, when the present application is specifically implemented, compared with the first embodiment, the technical solution of this embodiment is different from that of the first embodiment only in that:

[0125] The comprehensive processing unit is further 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;

[0126] Trend analysis is as follows:

[0127] pass: ;

[0128] 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 ;

[0129] Where 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;

[0130] The data evaluation unit is further 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;

[0131] Adjustment judgment processing is as follows:

[0132] The change trend characteristic value B h Compare with the change trend thresholds B1 and B2 respectively:

[0133] Among them, B2>B1;

[0134] If B h >B1, it means that the thermal load of the brake system is increasing too quickly, and the cooling mode level is immediately increased to speed up the heat dissipation;

[0135] If B h <B2, indicating that the thermal load of the brake system is decreasing rapidly, and the cooling mode level is reduced by one level every preset specified time t1 to avoid energy waste caused by excessive cooling.

[0136] In Example 2, based on Example 1, the comprehensive processing unit adds trend analysis of the comprehensive thermal load index. By calculating the characteristic values ​​of the changing trend of the comprehensive thermal load index between the current and previous historical time points, the thermal load changes of the braking system can be dynamically monitored. The data evaluation unit adjusts and determines the changing trend characteristics against preset thresholds, and can timely adjust the cooling mode according to the changing state of the braking system thermal load. When the thermal load rises too quickly, the cooling mode level is immediately increased to accelerate heat dissipation. When the thermal load drops rapidly, the cooling mode level is lowered at specified intervals to avoid energy waste. This further optimizes the dynamic adjustment of the cooling mode, improving energy utilization efficiency and the intelligent level of system operation. Example 3

[0137] See also Figure 1 As shown in 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 the solutions of the first and second embodiments. The technical solution of this embodiment is different from the first and second embodiments only in that in this embodiment, the data evaluation unit is further 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 and the preset brake disc temperature threshold TY max For comparison:

[0138] When the brake disc temperature is maximum T max >TY max , it means that the brake system temperature is too high and there is a safety hazard;

[0139] At the same time, the heat dissipation efficiency correction coefficient K is extracted and compared with the pre-set heat dissipation efficiency correction threshold K0 y For comparison:

[0140] Among them, K0 y <K y ;

[0141] When K<K0 y , it means that the current environment seriously affects heat dissipation;

[0142] When at least one of the two comparison results is true, the following measures are taken:

[0143] Start the cooling fan on the standby air duct and adjust its speed to 60% of the rated maximum allowable speed to enhance heat dissipation capacity.

[0144] At the same time, the instrument panel displays the prompt message "Brake overheat - please slow down", reminding the driver to take measures to reduce the load on the braking system.

[0145] Example 3 integrates the solutions of Examples 1 and 2, and the data evaluation unit also adds comparisons between the maximum brake disc temperature and a preset brake disc temperature threshold, as well as between the heat dissipation efficiency correction factor and another preset heat dissipation efficiency correction threshold. When the brake disc temperature is too high or the current environment severely affects heat dissipation, the backup air duct cooling fan is activated and its speed is adjusted to enhance heat dissipation. A prompt message is displayed on the instrument panel to remind the driver to reduce the load on the brake system. This provides more comprehensive protection for the safe operation of the brake system and effectively avoids safety hazards caused by brake overheating and poor heat dissipation conditions. Example 4

[0146] See also Figure 1 As shown, as the fourth embodiment of the present invention, when the present application is specifically implemented, compared with the first, second and third embodiments, the difference between this embodiment and the first, second and third embodiments is that in this embodiment, a method for deriving the proportional coefficient of the influence of ambient humidity, altitude and ambient temperature on heat dissipation efficiency is also proposed, which is specifically as follows:

[0147] The proportional coefficient of the effect of ambient humidity on heat dissipation efficiency was derived through extensive experimental testing and data analysis. The heat dissipation efficiency of the vehicle brake system was measured multiple times under different humidity environments. Statistical methods such as regression analysis were then used to establish a mathematical relationship between humidity and changes in heat dissipation efficiency. This allowed us to determine the proportional effect of each 1% change in humidity on heat dissipation efficiency.

[0148] The experimental test and data analysis methods for the proportional coefficient of the influence of ambient humidity on heat dissipation efficiency are as follows:

[0149] Step M1. Experimental preparation:

[0150] Select multiple test sites with diverse climate conditions and significant differences in humidity, such as humid coastal areas, moderately humid plains, and relatively dry inland areas;

[0151] Prepare multiple cars of the same model to ensure that the initial conditions of key components such as the brake system are consistent, and eliminate differences in heat dissipation performance caused by individual differences in vehicles;

[0152] High-precision temperature sensors are placed on key heat-generating components such as brake discs, and ambient humidity sensors are placed around the vehicle to ensure that the braking system temperature and ambient humidity data can be accurately collected.

[0153] Step M2, Experimental process:

[0154] At each test site, the vehicle is driven under the same operating conditions, such as maintaining the same speed, braking frequency, and intensity;

[0155] Specifically, the vehicle travels at a speed of 60 km / h, brakes every 5 km, maintains a braking pressure of 3 MPa, and each braking lasts for 2 seconds;

[0156] Continuously record the temperature changes of the braking system and the ambient humidity values ​​during vehicle braking;

[0157] Each test lasted for 1 hour, and the temperature and humidity data were recorded every 1 minute;

[0158] Repeat the above test process under different humidity environments;

[0159] For example, multiple groups of tests are performed under different humidity conditions such as 20%, 40%, 60%, and 80%.

[0160] Step M3, Data Analysis:

[0161] Organize the large amount of temperature and humidity data collected:

[0162] A coordinate system is established with humidity as the horizontal axis and the heat dissipation rate of the braking system per unit time under the same braking conditions as the vertical axis.

[0163] Apply data fitting methods, such as linear regression analysis:

[0164] Assuming that there is a linear relationship between the heat dissipation rate y and the ambient humidity HS, y = a × HS + b, the coefficients a and b are determined by minimizing the sum of squared errors from the data points to the fitted line through calculation methods such as the least squares method.

[0165] After comprehensive analysis of multiple sets of experimental data, it was found that when the humidity increases by 1%, the heat dissipation rate will decrease by a certain percentage. The final proportional coefficient was determined to be HS b ;

[0166] That is, the relationship between humidity and heat dissipation efficiency is: when other conditions remain unchanged, the effect of humidity on heat dissipation efficiency is: for every 1% change in humidity, the heat dissipation efficiency changes by HS b .

[0167] In this embodiment, the proportional coefficient of the effect of ambient humidity on heat dissipation efficiency is 0.002 obtained through experiments. For example, under the same other conditions, if the humidity increases by 10%, the heat dissipation efficiency will decrease by approximately 0.002×10=0.02.

[0168] The proportional coefficient of the effect of altitude on heat dissipation efficiency is based on extensive field testing. This involves measuring the heat dissipation efficiency of brake systems at different altitudes, analyzing the relationship between altitude and heat dissipation efficiency, and, through data processing and model fitting, determining the proportional effect of each 1-meter change in altitude on heat dissipation efficiency.

[0169] The experimental test and data analysis methods for the proportional coefficient of the effect of altitude on heat dissipation efficiency are as follows:

[0170] Step V1. Experimental preparation:

[0171] Select test sites at different altitudes, including low altitudes such as near sea level, medium altitudes such as around 1000 meters, and high altitudes such as above 3000 meters;

[0172] Similarly, multiple cars of the same model and with the same initial braking system status were prepared. High-precision temperature sensors were installed to monitor the braking system temperature, and high-precision altitude measurement equipment was used to record the vehicle's altitude in real time.

[0173] Step V2, Experimental process:

[0174] At each altitude test point, the vehicle is operated in a uniform driving and braking mode;

[0175] For example, if the vehicle is traveling at a constant speed of 50 km / h, the brakes are applied every 4 km, the braking pressure is maintained at 2.5 MPa, and the braking time is 1.5 seconds each time;

[0176] Continuously record the temperature changes of the braking system and the altitude value during braking;

[0177] Each test duration is set to 1.5 hours, and a set of temperature and altitude data is recorded every 2 minutes;

[0178] Repeated tests were conducted at different altitudes to obtain relevant data on the heat dissipation of the brake system at different altitudes.

[0179] Step V3, Data Analysis:

[0180] A coordinate graph is constructed with altitude as the horizontal axis and the heat dissipation rate of the braking system per unit time as the vertical axis;

[0181] Use appropriate mathematical fitting methods, such as linear fitting:

[0182] Linear fittingAfter preliminary analysis, the altitude and heat dissipation rate have an approximately linear relationship, and the linear fitting y=c×HA+d is used, where y is the heat dissipation rate and HA is the altitude;

[0183] The coefficients c and d are determined by calculating and processing a large amount of experimental data at different altitudes;

[0184] After a series of calculations and verifications, it was found that the heat dissipation rate would decrease by a certain percentage for every 1 meter increase in altitude, and the final proportional coefficient was determined to be HA. b ;

[0185] That is to say, the relationship between altitude and heat dissipation efficiency is clear: for every 1 meter change in altitude, the heat dissipation efficiency changes by HA b ;

[0186] In this embodiment, the proportional coefficient of the effect of ambient humidity on heat dissipation efficiency obtained through experiments is 0.0001. For example, if the altitude increases by 1000 meters, the heat dissipation efficiency will decrease by about 0.0001×1000=0.1.

[0187] The proportional coefficient of the effect of ambient temperature on heat dissipation efficiency is based on a large number of temperature tests. The heat dissipation efficiency of the brake system is measured at different ambient temperatures, and the relationship between ambient temperature and heat dissipation efficiency is analyzed. After data processing and analysis, the proportional effect of each 1°C change in ambient temperature on heat dissipation efficiency is obtained.

[0188] The temperature test, data processing and analysis of the proportional coefficient of the influence of ambient temperature on heat dissipation efficiency are as follows:

[0189] Step Y1. Experimental preparation:

[0190] Select multiple vehicles of the same model and batch in good condition to ensure consistent initial performance across key components such as the braking and cooling systems. Install high-precision temperature sensors on each vehicle's brake discs, brake pads, and other heat-generating components, as well as radiators and condensers, to accurately measure temperature changes during the experiment. Also, install high-precision ambient temperature sensors at appropriate locations around the vehicle to ensure accurate real-time ambient temperature data.

[0191] Step Y2, Experimental process:

[0192] Let the vehicle travel at a constant speed on a level road;

[0193] For example, if the speed is set to 50km / h, the braking operation is performed every certain distance, the braking pressure is maintained at 2MPa, and the duration of each braking is 1.5 seconds;

[0194] Repeat the above-mentioned working conditions for testing under different ambient temperature conditions;

[0195] Starting from a low temperature environment, such as an ambient temperature of -10°C, multiple tests are conducted according to the established working conditions. Each test lasts for 1 hour, and the temperature of each component of the vehicle's braking system, the temperature of the heat dissipation component, and the ambient temperature data are recorded every 1 minute. Then, the ambient temperature is gradually increased to 0°C, 10°C, 20°C, 30°C, 40°C, etc., and multiple sets of tests with the same working conditions are conducted at each temperature point.

[0196] During each test, the data collected by all temperature sensors are recorded in real time and stored accurately;

[0197] After the test is completed, the large amount of collected data is sorted and classified according to different ambient temperatures to prepare for subsequent data analysis;

[0198] Step 3: Data Analysis

[0199] For each set of test data, calculate the heat dissipation efficiency of the braking system per unit time;

[0200] The heat dissipation efficiency can be determined by calculating the ratio of the temperature change of the brake system in a certain period of time to the theoretical maximum possible temperature change;

[0201] For example, if the brake system temperature rises from 100°C to 120°C during a test period, and under ideal heat dissipation conditions, the temperature should theoretically rise to 150°C based on the energy conversion during the braking process, then the heat dissipation efficiency during this period is (150-120) ÷ (150-100) × 100% = 60%;

[0202] A coordinate system is established with the ambient temperature as the horizontal coordinate and the corresponding heat dissipation efficiency as the vertical coordinate;

[0203] Using mathematical fitting methods, we try to find the mathematical relationship between ambient temperature and heat dissipation efficiency;

[0204] It is preliminarily assumed that there is a linear relationship between them, that is, the heat dissipation efficiency y = e × HT + f. A large amount of experimental data is processed by calculation means such as the least square method to minimize the sum of square errors from the data points to the fitting line, thereby determining the coefficients e and f.

[0205] After comprehensive analysis and calculation of experimental data under multiple sets of different ambient temperatures, it was finally determined that the proportional coefficient HT of heat dissipation efficiency changes when the ambient temperature changes by 1°C b ;

[0206] In this embodiment, the proportional coefficient of the effect of ambient humidity on heat dissipation efficiency obtained through experiments is -0.0015, which means that for every 1°C increase in ambient temperature, the heat dissipation efficiency of the braking system decreases by approximately 0.15% when other conditions remain unchanged.

[0207] Example 4 details the method for deriving the proportional coefficients for the effects of ambient humidity, altitude, and temperature on heat dissipation efficiency. Through extensive and rigorous experimental testing and data analysis, for example, the method controlled the vehicle under identical driving conditions at varying humidity, altitude, and ambient temperature, recorded data such as brake system temperature changes, and applied statistical methods such as regression analysis and mathematical fitting techniques to accurately determine the proportional effect of each factor's change on heat dissipation efficiency. This method provides a scientific basis for the accurate calculation of the heat dissipation efficiency correction coefficient, enabling a more precise assessment of the system's impact on heat dissipation due to environmental factors, and enhancing the scientific nature and reliability of the entire brake cooling improvement control system. Example 5

[0208] See also Figure 1 As shown, as the fifth embodiment of the present invention, when this application is specifically implemented, compared with the first, second, third and fourth embodiments, the technical solution of this embodiment is to combine the solutions of the above-mentioned first, second, third and fourth embodiments.

[0209] The fifth embodiment combines the solutions of the first four embodiments, fully integrating the advantages of each. It not only achieves basic optimization control of the brake cooling system through multi-faceted data collection and processing, but also performs thermal load trend analysis to dynamically adjust the cooling mode. It also provides safety measures for extreme situations, and a scientific method for determining proportional coefficients ensures the system's accurate consideration of environmental factors. This comprehensively improves the performance of the vehicle brake cooling improvement control system, ensuring efficient, stable, and safe operation of the brake system under complex and diverse operating conditions and environments.

[0210] The above formulas are all dimensionless and numerical calculations. The formulas are obtained by collecting a large amount of data and performing software simulation to obtain the most recent real situation. The preset parameters and thresholds in the formulas are set by technicians in this field according to actual conditions.

[0211] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. An improved control system for automobile brake cooling, characterized in that: include: Parameter acquisition 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 extract features from key data. The feature extraction processing method is as follows: Step K1, extracting the brake disc temperatures obtained by multiple temperature sensor units, and then extracting the maximum and minimum brake disc temperatures; and calculating the average 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 influence 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 thermal load calculation based on the effective temperature determined by the data processing unit, as well as the brake pressure and vehicle speed collected by the data processing unit, and to obtain the comprehensive thermal load index of the brake disc: The data evaluation unit is used to compare and determine the feature extraction results based on a pre-set threshold. The comparison and determination 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; The data evaluation unit is further configured to compare and evaluate the comprehensive calculation result of the thermal load with a preset threshold value to determine the thermal load state of the brake system and trigger a corresponding cooling mode according to the degree of thermal load; The data evaluation unit is further configured to extract the maximum brake disc temperature T from the temperature sensor group. max , and then the maximum brake disc temperature T max and the preset brake disc temperature threshold TY max Compare and extract the heat dissipation efficiency correction coefficient K, and compare it with the pre-set heat dissipation efficiency correction threshold K0 y For comparison: When T max >TY max and K<K0 y If at least one of the results is true, the cooling fan on the backup air duct is started and the 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 Reduce Speed" is displayed on the instrument panel; The data evaluation unit is also used to determine whether the current environment is conducive to heat dissipation, specifically: the heat dissipation efficiency correction coefficient K is compared with the pre-set heat dissipation efficiency correction threshold K y Compare: 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 .

2. The automobile brake cooling improvement control system according to claim 1, characterized in that: The comprehensive calculation formula for heat load is: Where Q is the comprehensive thermal load index of the brake disc, which is used to measure the thermal load degree of the brake system. P is the brake pressure, and V is the vehicle speed.

3. The automobile brake cooling improvement control system according to claim 2, 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 brake 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 brake system is in a medium load state, and 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 the high load cooling mode is triggered.

4. The automobile brake cooling improvement control system according to claim 3, characterized in that: in: The low load cooling mode implements the following control strategy: For cooling fans and deflectors that meet pre-specified specifications, 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 medium load cooling mode implements the following control strategy: For cooling fans and deflectors that meet pre-specified specifications, 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, adjust the cooling fan speed to 100% of the rated maximum allowable speed and adjust the deflector opening to 100% of the maximum allowable opening.

5. The automobile brake cooling improvement control system according to claim 2, characterized in that: The comprehensive processing unit is further configured to perform trend analysis based on the calculation result of the comprehensive heat load index at the current time node and the comprehensive heat load index at the previous historical time node within a specified time interval from the current time point, and determine the change trend characteristics thereof; Trend analysis 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 ; Where 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 further configured to perform adjustment and determination processing on the change trend characteristic result and a 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; Adjustment judgment processing 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 one cooling mode level; if B h <B2, the cooling mode level is reduced by one every preset specified time t1.

6. 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 brake disc temperature, and the temperature sensor group includes multiple 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 covers 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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