Trailer train control method and device based on distributed driving, medium and product

Abstract

The invention discloses a trailer train control method and device based on distributed driving, a medium and a product, and relates to the technical field of train control. The method comprises the steps that when obtained pedal information is brake pedal information, deceleration corresponding to the brake pedal information is obtained, and first deceleration is obtained; the braking force needed by the whole vehicle is calculated according to the first deceleration and the vehicle information, and first braking force is obtained; when the first braking force is smaller than or equal to the maximum electric braking force, the first braking force is averagely distributed to a main vehicle electric brake and a trailer electric brake; when the first braking force is larger than the maximum electric braking force, the required braking force of the EMB system is obtained by subtracting the maximum electric braking force from the first braking force, and second braking force is obtained; the second braking force is averagely distributed to all EMB systems on the main vehicle and the trailer; and each EMB system is arranged on the axle of the main vehicle and the trailer. On the premise that the economical efficiency of the vehicle is improved, the problem that tires of the main vehicle are seriously abraded is solved.

Description

Technical Field

[0001] The present application relates to the technical field of train control, and in particular, to a control method, device, medium and product for a trailer train based on distributed drive. Background Art

[0002] At present, when a pure electric tractor-trailer train is going downhill with heavy load, the driver uses regenerative braking to control the downhill speed. In the existing operation methods, when the main vehicle brakes, the trailer does not brake, resulting in the deceleration of the trailer being less than that of the main vehicle. The trailer pushes the main vehicle forward, causing serious wear of the main vehicle tires. If mechanical braking is used instead of regenerative braking, the economy of the vehicle cannot be improved, and the advantages of the electric tractor cannot be fully utilized. Summary of the Invention

[0003] The purpose of the present application is to provide a control method, device, medium and product for a trailer train based on distributed drive, which can solve the problem of serious wear of the main vehicle tires on the premise of improving the economy of the vehicle.

[0004] To achieve the above purpose, the present application provides the following solutions:

[0005] In a first aspect, the present application provides a control method for a trailer train based on distributed drive, including:

[0006] Obtaining vehicle information, vehicle status information and pedal information in real time; the vehicle information includes: the mass of the main vehicle and the mass of the trailer; the vehicle status information includes: electric braking force; the electric braking force is the braking force obtained by regenerative braking; the pedal information includes: brake pedal information or accelerator pedal information;

[0007] When the obtained pedal information is brake pedal information:

[0008] Obtaining the deceleration corresponding to the brake pedal information to obtain a first deceleration;

[0009] Calculating the braking force required for the whole vehicle according to the first deceleration and the vehicle information to obtain a first braking force;

[0010] When the first braking force is less than or equal to the maximum electric braking force, distributing the first braking force evenly to the electric braking of the main vehicle and the electric braking of the trailer; the maximum electric braking force includes: the maximum braking force that the electric braking of the main vehicle can provide and the maximum braking force that the electric braking of the trailer can provide;

[0011] When the first braking force is greater than the maximum electric braking force, subtracting the maximum electric braking force from the first braking force to obtain the required EMB system braking force, obtaining a second braking force;

[0012] Distribute the second braking force evenly to each EMB system on the tractor and the trailer; each of the EMB systems is arranged on the axles of the tractor and the trailer.

[0013] Optionally, when no pedal information is obtained:

[0014] Calculate the deceleration of the whole vehicle according to the vehicle information and the vehicle status information;

[0015] Calculate the braking force required by the trailer according to the deceleration of the whole vehicle and the trailer mass to obtain a third braking force;

[0016] When the third braking force is less than or equal to the maximum braking force that the electric braking of the trailer drive axle can provide, use the electric braking of the trailer drive axle to provide the third braking force;

[0017] When the third braking force is greater than the maximum braking force that the electric braking of the trailer drive axle can provide, subtract the maximum braking force that the electric braking of the trailer drive axle can provide from the third braking force to obtain the braking force that the trailer EMB system needs to provide.

[0018] Optionally, the vehicle status information further includes: braking energy recovery torque, transmission ratio, and final drive ratio; the vehicle information further includes: tire rolling radius; calculating the deceleration of the whole vehicle according to the vehicle information and the vehicle status information specifically includes:

[0019] Calculate the braking force of the whole vehicle according to the vehicle information and the vehicle status information, and the calculation formula is:

[0020] F1 = T1 * i * i2 / r;

[0021] Wherein, F1 represents the braking force of the whole vehicle, T1 represents the braking energy recovery torque, i represents the real-time transmission ratio, i2 represents the real-time final drive ratio, and r represents the tire rolling radius;

[0022] Calculate the deceleration of the whole vehicle according to the braking force of the whole vehicle and the mass of the whole vehicle, and the calculation formula is:

[0023] a = F1 / M;

[0024] Wherein, a represents the deceleration of the whole vehicle, and M represents the mass of the whole vehicle.

[0025] Optionally, the calculation formula for calculating the braking force required by the trailer according to the deceleration of the whole vehicle and the trailer mass is:

[0026] F2 = m2 * a;

[0027] Wherein, F2 represents the braking force required by the trailer, m2 represents the trailer mass, and a represents the deceleration of the whole vehicle.

[0028] Optionally, the vehicle state information further includes: vehicle speed, main vehicle wheel linear speed, and trailer wheel linear speed; when the obtained pedal information is accelerator pedal information:

[0029] Calculate the main vehicle slip ratio according to the vehicle speed and the main vehicle wheel linear speed;

[0030] Calculate the trailer slip ratio according to the vehicle speed and the trailer wheel linear speed;

[0031] When the main vehicle slip ratio is greater than a preset threshold and the trailer slip ratio is less than the preset threshold, reduce the main vehicle driving torque and increase the trailer driving torque;

[0032] When both the main vehicle slip ratio and the trailer slip ratio are greater than the preset threshold, perform vehicle braking.

[0033] Optionally, the formula for calculating the main vehicle slip ratio according to the vehicle speed and the main vehicle wheel linear speed is:

[0034] P = (V1 - V2) / V1 × 100%;

[0035] where P represents the main vehicle slip ratio, V1 represents the vehicle speed, and V2 represents the main vehicle wheel linear speed.

[0036] Optionally, the preset threshold is 25%.

[0037] In a second aspect, the present application provides a computer device, including: a memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor executes the computer program to implement the distributed drive-based trailer train control method described in any one of the above.

[0038] In a third aspect, the present application provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, it implements the distributed drive-based trailer train control method described in any one of the above.

[0039] In a fourth aspect, the present application provides a computer program product, including a computer program, and when the computer program is executed by a processor, it implements the distributed drive-based trailer train control method described in any one of the above.

[0040] According to the specific embodiments provided by the present application, the following technical effects are disclosed in the present application:

[0041] The present application provides a control method, device, medium and product for a trailer train based on distributed drive. The method includes: obtaining vehicle information, vehicle status information and pedal information in real time; the vehicle information includes: the mass of the tractor and the mass of the trailer; the vehicle status information includes: electric braking force; the electric braking force is the braking force obtained by braking energy recovery; the pedal information includes: braking pedal information or accelerator pedal information; when the obtained pedal information is braking pedal information: obtaining the deceleration corresponding to the braking pedal information to obtain a first deceleration; calculating the braking force required by the whole vehicle according to the first deceleration and the vehicle information to obtain a first braking force; when the first braking force is less than or equal to the maximum electric braking force, evenly distributing the first braking force to the electric braking of the tractor and the electric braking of the trailer; the maximum electric braking force includes: the maximum braking force that the electric braking of the tractor can provide and the maximum braking force that the electric braking of the trailer can provide; when the first braking force is greater than the maximum electric braking force, subtracting the maximum electric braking force from the first braking force to obtain the required EMB system braking force, obtaining a second braking force; evenly distributing the second braking force to each EMB system on the tractor and the trailer; each of the EMB systems is arranged on the axles of the tractor and the trailer. The present application calculates the braking force required by the whole vehicle through the deceleration corresponding to the braking pedal information, and then subtracts the electric braking force from the braking force required by the whole vehicle to obtain the EMB system braking force that needs to be distributed. Since the electric braking force is the braking force obtained by braking energy recovery, the present application improves the vehicle economy by adopting braking energy recovery. At the same time, since the tractor and the trailer brake simultaneously and their decelerations are the same, the situation where the trailer pushes the tractor forward and causes serious wear of the tractor tires will not occur. Therefore, the present application can solve the problem of serious wear of the tractor tires on the premise of improving the vehicle economy. Description of the Drawings

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required to be used in the embodiments. Obviously, the drawings in the following description are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0043] Figure 1 It is an application environment diagram of a control method for a trailer train based on distributed drive in an embodiment of the present application;

[0044] Figure 2 It is a schematic flowchart of a control method for a trailer train based on distributed drive provided by an embodiment of the present application;

[0045] Figure 3Schematic diagram of a vehicle structure applicable to a trailer train control method based on distributed drive provided in an embodiment of the present application;

[0046] Figure 4 Schematic diagram of the structure of a computer device provided in an embodiment of the present application. Detailed implementation manners

[0047] Next, the technical solutions in the embodiments of the present application will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0048] Considering that when a pure electric tractor-trailer train is going downhill with heavy load at present, the driver uses regenerative braking to control the downhill speed, and the trailer is not braked, resulting in the deceleration of the trailer being less than that of the tractor. The trailer pushes the tractor forward, and the tractor tires are severely worn. If mechanical braking is used instead of regenerative braking, the economy of the vehicle cannot be improved, and the advantages of the electric tractor cannot be fully utilized. And when going uphill, due to the axle load transfer, the axle load of the tractor drive axle decreases, the tractor is prone to slipping and there is a risk of rolling back; when accelerating, relying only on the tractor, the acceleration performance is poor. When expanding double-trailer and multi-trailer trains, the power performance is weak and there are relatively large potential safety hazards.

[0049] For traditional electric traction vehicles, the present application adopts an EMB electro-mechanical braking trailer with a driving function. One axle of the trailer adopts an electric drive axle solution, and the braking system adopts an EMB electro-mechanical braking solution to achieve coordinated braking and driving with the tractor, improving the power performance and safety of the whole vehicle. At the same time, this trailer solution can also be applied to multi-trailer trains. In the acceleration condition, due to the large vehicle load, when accelerating and overtaking, the acceleration performance is weak. The trailer can provide additional driving force to increase the peak output torque of the train to obtain greater acceleration performance; when expanding double-trailer and multi-trailer trains, the above trailer solution can increase the power performance and braking safety of the train. Each trailer has a drive system and can be freely combined; the tractor and trailer have coordinated braking, with higher response accuracy and shorter braking distance.

[0050] To make the above objects, features, and advantages of the present application more obvious and understandable, the present application will be further described in detail below in conjunction with the accompanying drawings and specific implementation manners.

[0051] The trailer train control method based on distributed drive provided in the embodiments of the present application can be applied to, for example Figure 1In the application environment shown. Among them, the terminal 102 communicates with the server 104 through the network. The data storage system can store the data that the server 104 needs to process. The data storage system can be set separately, integrated on the server 104, placed on the cloud or other servers. The terminal 102 can send the vehicle information to be processed, vehicle status information, and pedal information to the server 104. After the server 104 receives the vehicle information to be processed, vehicle status information, and pedal information, when the obtained pedal information is brake pedal information: obtain the deceleration corresponding to the brake pedal information to get the first deceleration; calculate the braking force required for the whole vehicle according to the first deceleration and the vehicle information to get the first braking force; use the first braking force minus the maximum electric braking force to get the required EMB system braking force, to get the second braking force; the maximum electric braking force includes: the maximum braking force that the main vehicle electric braking can provide and the maximum braking force that the trailer electric braking can provide; distribute the second braking force evenly to each EMB system on the main vehicle and the trailer; each of the EMB systems is arranged on the axles of the main vehicle and the trailer. In addition, in some embodiments, the distributed drive-based trailer train control method can also be implemented separately by the server 104 or the terminal 102. For example, the terminal 102 can directly process the vehicle information to be processed, vehicle status information, and pedal information, or the server 104 can obtain the vehicle information to be processed, vehicle status information, and pedal information from the data storage system and process them.

[0052] Among them, the terminal 102 can be, but is not limited to, various desktop computers, laptop computers, smartphones, tablets, Internet of Things devices, and portable wearable devices. The Internet of Things devices can be smart speakers, smart TVs, smart air conditioners, smart in-vehicle devices, etc. The portable wearable devices can be smart watches, smart bracelets, head-mounted devices, etc. The server 104 can be implemented by an independent server or a server cluster composed of multiple servers, and can also be a cloud server.

[0053] In an exemplary embodiment, as Figure 2 shown, a distributed drive-based trailer train control method is provided. This method is executed by a computer device, and can be specifically executed separately by a computer device such as a terminal or a server, or jointly executed by a terminal and a server. In the embodiments of the present application, taking this method applied to Figure 1 the server 104 in it as an example for illustration, it includes the following steps S1 to S5. Among them:

[0054] S1. Obtain vehicle information, vehicle status information, and pedal information in real time; the vehicle information includes: main vehicle mass, trailer mass, and tire rolling radius; the vehicle status information includes: electric braking force, braking energy recovery torque, transmission ratio, final drive ratio, vehicle speed, main vehicle wheel linear speed, and trailer wheel linear speed; the electric braking force is the braking force obtained from braking energy recovery; the pedal information includes: braking pedal information or accelerator pedal information. Among them, in this embodiment, it is default that the electric braking force is always on. The vehicle structure applicable to this embodiment is as Figure 3 shown.

[0055] In this embodiment, it is divided into three cases and processed separately:

[0056] Among them, the first case is the foot-on-pedal braking mode:

[0057] S2. When the obtained pedal information is braking pedal information: Obtain the deceleration corresponding to the braking pedal information to get the first deceleration. In this embodiment, when the braking pedal opening exceeds 20%, it is considered that the obtained pedal information is braking pedal information.

[0058] When the driver steps on the braking pedal, when the braking force is small, the main vehicle and the trailer use electric braking (braking energy recovery). When the driver deeply steps on the braking pedal and before reaching the maximum braking capacity of electric braking; electric braking and EMB braking are carried out simultaneously.

[0059] S3. Calculate the braking force required for the whole vehicle according to the first deceleration and the vehicle information to get the first braking force. The formula is: F3 = M * a1, where F3 is the first braking force; M is the whole vehicle mass, and the whole vehicle mass is equal to the main vehicle mass plus the trailer mass; a1 is the first deceleration.

[0060] S4. When the first braking force is less than or equal to the maximum electric braking force, evenly distribute the first braking force to the main vehicle electric braking and the trailer electric braking; the maximum electric braking force includes: the maximum braking force that the main vehicle electric braking can provide and the maximum braking force that the trailer electric braking can provide.

[0061] S5. When the first braking force is greater than the maximum electric braking force, subtract the maximum electric braking force from the first braking force to get the required EMB system braking force to get the second braking force.

[0062] Among them, the maximum braking force that the main vehicle electric braking can provide and the maximum braking force that the trailer electric braking can provide here are both real-time. Electric braking is achieved through the reverse drag force of the motor, and it can also be understood as using the forward power of the vehicle for energy recovery, that is, power generation. During the process of the vehicle speed continuously decreasing, the power generation ability also decreases accordingly, that is, the electric braking gradually decreases. As the electric braking gradually decreases, the EMB braking needs to gradually increase.

[0063] S6. Evenly distribute the second braking force to each EMB system on the tractor and the trailer; each of the EMB systems is arranged on the axles of the tractor and the trailer.

[0064] Among them, after the electric braking completely exits, during the even distribution process, in this embodiment, another distribution method can also be adopted, as follows:

[0065] The deceleration corresponding to the brake pedal information is a2. Then the braking force required by the tractor is F8 = M1 * a2, the braking force required for each axle of the tractor to be distributed to the EMB system is F9 = F8 / N1 (N1 is the number of axles of the tractor), the braking force required by the trailer is F10 = M2 * a2, and the braking force required for each axle of the trailer to be distributed is F11 = F10 / N2 (N2 is the number of axles of the trailer). Distribute the braking forces of the tractor and the trailer in this way; among them, M1 is the mass of the tractor, and M2 is the mass of the trailer. For example, if the braking force required by the tractor (such as a 3-axle tractor) is 10000N, then the braking force distributed to each axle is 10000 / 3, and the braking force distribution of different axles is realized through the EMB system of the tractor. The same applies to the trailer.

[0066] It should be noted that if the ABS is activated during the braking process, the electric braking exits, and the braking force adjustment is completely carried out by the EMB system to ensure driving safety. The control process is the same as above.

[0067] The second situation is the problem of brake mode (electric braking) push head:

[0068] When no pedal information is obtained:

[0069] A1. Calculate the deceleration of the whole vehicle according to the vehicle information and the vehicle state information. Among them, the mass of the whole vehicle is M, the mass of the tractor is M1, and the mass of the trailer is M2, and M = M1 + M2.

[0070] When the driver releases the accelerator pedal, the vehicle will perform braking energy recovery; at this time, the braking energy recovery torque of the vehicle is T1 (the initial calibration value of the vehicle, and the braking energy recovery gear corresponds to the braking energy recovery torque).

[0071] According to the transmission ratio i corresponding to the current vehicle state, the vehicle main reducer ratio i2, and the vehicle tire rolling radius r, the braking force of the whole vehicle F1 = T1 * i * i2 / r can be calculated; the deceleration of the whole vehicle is a = F1 / M. The transmission ratio and the main reducer ratio are the inherent properties of the vehicle, but generally the transmission has 2 - 6 gears. During the actual driving process, shifting is carried out according to the shifting strategy, that is, the transmission ratio is switched.

[0072] A2. Calculate the braking force that the trailer needs to provide according to the deceleration of the whole vehicle and the mass of the trailer to obtain the third braking force.

[0073] If it is necessary to make the master vehicle and the trailer operate in coordination, the braking force that the trailer needs to provide is F2 = m2 * a.

[0074] A3. When the third braking force is less than or equal to the maximum braking force that the trailer drive axle electric braking can provide, use the trailer drive axle electric braking to provide the third braking force;

[0075] A4. When the third braking force is greater than the maximum braking force that the trailer drive axle electric braking can provide, subtract the maximum braking force that the trailer drive axle electric braking can provide from the third braking force to obtain the braking force that the trailer EMB system needs to provide.

[0076] Specifically, it is first necessary to judge the braking ability of the trailer: The trailer braking force includes the trailer drive axle electric braking (the maximum braking force that can be provided is Ftm), and the trailer EMB system braking (the maximum braking force that can be provided is Fme). To save energy, the trailer drive axle electric braking is preferentially used.

[0077] Among them, if F2 ≤ Ftm, it indicates that the trailer electric drive axle can provide sufficient electric braking force, and the trailer outputs the electric braking force F2; if F2 > Ftm, it indicates that the trailer electric drive axle cannot provide sufficient electric braking force, and the insufficient braking force is provided by the EMB systems of the second and third axles of the trailer. The braking force that the EMB system needs to output is △F = F2 - Ftm.

[0078] Through the above braking force distribution scheme, on the basis of ensuring the maximum energy recovery, the braking forces of the master vehicle and the trailer can be dynamically adjusted to ensure that when the master vehicle recovers braking energy, the trailer dynamically adjusts the braking force to avoid phenomena such as pushing the head.

[0079] The second case is the driving mode slip problem:

[0080] When the obtained pedal information is the accelerator pedal information:

[0081] In the driving mode, monitor the throttle opening (completed by the VCU controller). If the throttle opening > 5% (indicating that the vehicle is in the driving state), at this time, it is regarded that the obtained pedal information is the accelerator pedal information, and then analyze the wheel speeds and slip ratios of the master vehicle and the trailer. V1 is the actual speed of the vehicle, and V2 is the linear speed of the master vehicle wheels (this signal is collected by the wheel speed sensors on the vehicle).

[0082] B1. Calculate the master vehicle slip ratio according to the vehicle speed and the master vehicle wheel linear speed.

[0083] B2. Calculate the trailer slip ratio according to the vehicle speed and the trailer wheel linear speed.

[0084] In this embodiment, the slip ratio of the tractor is calculated according to the formula: slip ratio = (V1 - V2) / V1 × 100%, and a slip ratio ≤ 25% meets the requirements (here 25% is an example and can be adjusted according to different vehicle models). The calculation method of the slip ratio of the trailer is the same as that of the tractor.

[0085] B3. When the slip ratio of the tractor is greater than the preset threshold and the slip ratio of the trailer is less than the preset threshold, reduce the driving torque of the tractor and increase the driving torque of the trailer.

[0086] Collect the driving torque Td1 of the tractor (this data is obtained through bus collection) and the driving torque Td3 of the trailer (this data is obtained through bus collection).

[0087] If the slip ratio of the tractor S1 > 25% and the slip ratio of the trailer S2 < 25%, then reduce the torque of the tractor Td2 = (Td1 - k1), and increase the torque of the trailer Td4 = Td3 + k1. Identify and calculate the preliminary torque through the VCU, perform torque compensation according to the above method, and send it to the click controller for specific operations.

[0088] Until S1 ≤ 25%, the program ends.

[0089] B4. When both the slip ratio of the tractor and the slip ratio of the trailer are greater than the preset threshold, brake the vehicle.

[0090] In this embodiment, if the slip ratio of the tractor S1 > 25% and the slip ratio of the trailer S2 > 25%, then brake until the slip ratio S1 < 25% and S2 < 25%.

[0091] In this embodiment, through the braking control of the EMB trailer and the tractor, during the braking condition, the braking forces of the tractor and the trailer are dynamically distributed. When the tractor adopts regenerative braking energy, a reasonable braking force is allocated to the trailer. While being compatible with economy, it also solves the problem of tire wear of conventional electric tractors under this condition, slows down the wear of the friction plates, improves the comfort of vehicle use, reduces the vehicle use cost, and extends the service life of the tires. By using the power provided by the tractor and the trailer, the problem of insufficient power after torque reduction when the train slips can be solved. At the same time, the power performance of the vehicle is improved under uphill conditions and acceleration conditions, and the adaptability of such trailers in the application scenarios of double-trailer and multi-trailer is expanded.

[0092] In an exemplary embodiment, a computer device is provided. The computer device can be a server or a terminal, and its internal structure diagram can be as Figure 4As shown in the figure. The computer device includes a processor, a memory, an input / output interface (Input / Output, abbreviated as I / O), and a communication interface. Among them, the processor, the memory, and the input / output interface are connected through a system bus, and the communication interface is connected to the system bus through the input / output interface. Among them, the processor of the computer device is used to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, a computer program, and a database. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the computer device is used to exchange information between the processor and external devices. The communication interface of the computer device is used to communicate with external terminals through a network connection. When the computer program is executed by the processor, it realizes a trailer train control method based on distributed drive.

[0093] Those skilled in the art can understand that Figure 4 the structure shown in the figure is only a block diagram of some structures related to the solution of the present application, and does not constitute a limitation on the computer device to which the solution of the present application is applied. The specific computer device may include more or fewer components than those shown in the figure, or combine some components, or have different component arrangements.

[0094] In an exemplary embodiment, a computer device is further provided, including a memory and a processor. A computer program is stored in the memory, and when the processor executes the computer program, the steps in the above method embodiments are realized.

[0095] In an exemplary embodiment, a computer-readable storage medium is provided, storing a computer program, and when the computer program is executed by the processor, the steps in the above method embodiments are realized.

[0096] In an exemplary embodiment, a computer program product is provided, including a computer program, and when the computer program is executed by the processor, the steps in the above method embodiments are realized.

[0097] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in the present application are all information and data authorized by the user or fully authorized by all parties, and the collection, use, and processing of relevant data need to comply with relevant regulations.

[0098] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, database, or other medium used in the embodiments provided in the present application can include at least one of non-volatile and volatile memories. Non-volatile memories can include read-only memory (ROM), magnetic tapes, floppy disks, flash memories, optical memories, high-density embedded non-volatile memories, resistive random access memories (ReRAM), magnetoresistive random access memories (MRAM), ferroelectric random access memories (FRAM), phase change memories (PCM), graphene memories, etc. Volatile memories can include random access memory (RAM) or external cache memories, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM), etc.

[0099] The databases involved in the embodiments provided in the present application can include at least one of relational databases and non-relational databases. Non-relational databases can include distributed databases based on blockchain, etc., without limitation. The processors involved in the embodiments provided in the present application can be general-purpose processors, central processors, graphics processors, digital signal processors, programmable logic devices, data processing logics based on quantum computing, etc., without limitation.

[0100] The technical features of the above embodiments can be combined arbitrarily. For the sake of brevity of description, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, it should be considered as the scope described in this specification.

[0101] Specific examples are used in this article to elaborate on the principles and implementation manners of the present application. The description of the above embodiments is only used to help understand the method and its core idea of the present application; at the same time, for those of ordinary skill in the art, according to the idea of the present application, there will be changes in the specific implementation manners and application scopes. In summary, the content of this specification should not be construed as a limitation to the present application.

Claims

1. A trailer train control method based on distributed drive, characterized in that: include: Get vehicle information, vehicle status information and pedal information in real time; The vehicle information includes: the main vehicle mass and the trailer mass; the vehicle status information includes: electric braking force; the electric braking force is the braking force obtained by braking energy recovery; the pedal information includes: brake pedal information or accelerator pedal information; When the pedal information obtained is brake pedal information: Obtaining the deceleration corresponding to the brake pedal information to obtain a first deceleration; Calculating the braking force required by the entire vehicle according to the first deceleration and the vehicle information to obtain a first braking force; When the first braking force is less than or equal to the maximum electric braking force, the first braking force is evenly distributed to the main vehicle electric brake and the trailer electric brake; the maximum electric braking force includes: the maximum braking force that can be provided by the main vehicle electric brake and the maximum braking force that can be provided by the trailer electric brake; When the first braking force is greater than the maximum electric braking force, the required EMB system braking force is obtained by subtracting the maximum electric braking force from the first braking force to obtain the second braking force; The second braking force is evenly distributed to each EMB system on the main vehicle and the trailer; each of the EMB systems is arranged on the axles of the main vehicle and the trailer.

2. The trailer train control method based on distributed drive according to claim 1 is characterized in that: When no pedal information is obtained: Calculating the deceleration of the entire vehicle according to the vehicle information and the vehicle state information; Calculating the braking force that the trailer needs to provide according to the deceleration of the whole vehicle and the mass of the trailer to obtain a third braking force; When the third braking force is less than or equal to the maximum braking force that can be provided by the electric brake of the trailer drive axle, the third braking force is provided by the electric brake of the trailer drive axle; When the third braking force is greater than the maximum braking force that can be provided by the electric brake of the trailer drive axle, the maximum braking force that can be provided by the electric brake of the trailer drive axle is subtracted from the third braking force to obtain the braking force that the trailer EMB system needs to provide.

3. The trailer train control method based on distributed drive according to claim 2 is characterized in that: The vehicle status information also includes: braking energy recovery torque, gearbox speed ratio and main reducer speed ratio; the vehicle information also includes: tire rolling radius; the deceleration of the whole vehicle is calculated according to the vehicle information and the vehicle status information, specifically including: The braking force of the whole vehicle is calculated according to the vehicle information and the vehicle status information, and the calculation formula is: F1=T1*i*i2 / r; Among them, F1 represents the braking force of the whole vehicle, T1 represents the braking energy recovery torque, i represents the real-time gearbox ratio, i2 represents the real-time main reducer ratio, and r represents the tire rolling radius; The deceleration of the vehicle is calculated according to the braking force of the vehicle and the mass of the vehicle, and the calculation formula is: a=F1 / M; Among them, a represents the deceleration of the whole vehicle, and M represents the mass of the whole vehicle.

4. The trailer train control method based on distributed drive according to claim 2 is characterized in that: The calculation formula for calculating the braking force that the trailer needs to provide based on the deceleration of the whole vehicle and the mass of the trailer is: F2=m2*a; Among them, F2 represents the braking force that the trailer needs to provide, m2 represents the mass of the trailer, and a represents the deceleration of the entire vehicle.

5. The trailer train control method based on distributed drive according to claim 1, characterized in that: The vehicle status information also includes: vehicle speed, main vehicle wheel linear speed and trailer wheel linear speed; when the acquired pedal information is accelerator pedal information: Calculating the main vehicle slip rate according to the vehicle speed and the wheel linear speed of the main vehicle; Calculating the trailer slip rate according to the vehicle speed and the trailer wheel linear speed; When the slip rate of the main vehicle is greater than a preset threshold, and the slip rate of the trailer is less than a preset threshold, the driving torque of the main vehicle is reduced and the driving torque of the trailer is increased; When the slip rate of the main vehicle and the slip rate of the trailer are both greater than a preset threshold, vehicle braking is performed.

6. The trailer train control method based on distributed drive according to claim 5 is characterized in that: The calculation formula for calculating the main vehicle slip rate according to the vehicle speed and the wheel linear speed of the main vehicle is: P = (V1-V2) / V1×100%; Among them, P represents the main vehicle slip rate, V1 represents the vehicle speed, and V2 represents the main vehicle wheel linear speed.

7. The trailer train control method based on distributed drive according to claim 5 is characterized in that: The preset threshold is 25%.

8. A computer device comprising: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the trailer train control method based on distributed drive as described in any one of claims 1 to 7.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the trailer train control method based on distributed drive described in any one of claims 1 to 7 is implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the trailer train control method based on distributed drive described in any one of claims 1 to 7 is implemented.

Images