CN108340900B - Truck hub temperature predicting method of the large longitudinal slope route based on brake behavior - Google Patents
Truck hub temperature predicting method of the large longitudinal slope route based on brake behavior Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
- B60T17/18—Safety devices; Monitoring
- B60T17/22—Devices for monitoring or checking brake systems; Signal devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
- B60W40/06—Road conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
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- Transportation (AREA)
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- Physics & Mathematics (AREA)
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- Regulating Braking Force (AREA)
- Braking Arrangements (AREA)
- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
Truck hub temperature predicting method the invention discloses a kind of large longitudinal slope route based on brake behavior, comprising the following steps: obtain to stop using point and cause wheel hub ascending temperature t every timepWith the wheel hub ascending temperature t using persistently brake unit time generationk；Determine auxiliary braking to the correction factor k of brake behavioraWith level of service to the correction factor k of brake behaviorf；Large longitudinal slope route is divided into n unit route segment；The point brake frequency n used in determination unit route segmentz、np、ngWith lasting braking time mz、mp、mg；Determine point brake number correction factor kopWith lasting braking time correction factor kog；According to formula Δ Ti=(np+nz+ng)*kop*tp+(mp+mz+mg)*kok*tkThe truck hub change in temperature Δ T of each unit route segment is calculated paragraph by paragraphi.Method of the invention is using the behavior of braking as the core for calculating truck hub predicted temperature, it is also contemplated that route horizontal and vertical design and structure, it being capable of influence of the reaction route various aspects design factor to truck hub predicted temperature is calculated very well.
Description
Technical field
The invention belongs to highway alignment design fields, and in particular to a kind of large longitudinal slope route is based on brake behavior
Truck hub temperature predicting method.
Background technique
National mountain highway majority Dangerous Area is major motor vehicle always there is large longitudinal slope situation, large longitudinal slope section
The high-incidence section of accident.Continuous length, sharp decline section for mountain highway, particularly serious traffic accident caused by freight car braking fails
It accounts for relatively high.Currently in the design and operation management of mountainous area highway, the traffic safety risk of continuous large longitudinal slope is had become
For key technical problem, the great attention of each side is obtained.
In highway continuously length, sharp decline section highway route design, need to consider to cause truck wheel because driver continuously brakes
Hub constant temperature increases and causes freight car braking to fail and cause the possibility of traffic accident.The design cycle of Current Highway route
It is that lorry is calculated in descending mistake using existing truck hub temperature predicting method according to route vertical section conceptual design data
The case where wheel hub temperature rises in journey.If the temperature of truck hub exceeds predetermined value, it is considered as the risk there are brake fade,
The design parameters such as the gradient, the length of grade of route vertical section will be adjusted, or emergency lane and other friendships are set using in corresponding position
Logical administrative controls, to reduce traffic safety risk.
Currently, existing truck hub temperature predicting method, the only gradient, length of grade and the average gradient phase with route vertical section
It closes, has statisticallyd analyze lorry merely in descending, the relationship that vertical alignment design data and wheel hub temperature rise.Accelerate, braking with
Steering is that the main method of driver's control normal vehicle operation avoids vehicle in order to ensure vehicle travels in preset track
Be driven out to lane, and barrier or other automobile crash, driver must regulation speed, and brake is the straight of regulation speed
Take over section.The brake behavior that driver takes is the immediate cause that truck hub temperature rises, and other is all remote cause.
And existing prediction technique is no based on this, while also not accounting for Route Plane curve, level of service and construction
Influence of the payload ratings to freight car braking performance is compared in the environmental factors such as object setting and practical load-carrying, these are all existing lorries
Wheel hub temperature predicting method needs improved aspect.
Summary of the invention
It is an object of the present invention to which in view of the deficienciess of the prior art, providing a kind of large longitudinal slope route is based on brake
The truck hub temperature predicting method of behavior, being capable of wheel hub temperature of the more accurate comprehensively prediction lorry after stretch line
Degree.
To achieve the above object, truck hub temperature of the large longitudinal slope route designed by the present invention based on brake behavior is pre-
Survey method obtains driver using point brake and causes wheel hub ascending temperature t every time the following steps are included: step 1)pContinue with using
The wheel hub ascending temperature t that the brake unit time generatesk；Step 2) determines auxiliary braking to the correction factor k of brake behavioraAnd friendship
Correction factor k of the logical service level to brake behaviorf；Step 3), according to flat vertical face, length of grade, structure situation by large longitudinal slope
Route is divided into n unit route segment；Step 4), according to the different gradient and length of grade in the vertical face section of each unit route segment,
Driver is by the point brake frequency n of use in determination unit route segmentzWith lasting braking time mz；Step 5), according to each unit road
The different radius of horizontal curve and length of curve in the plane section of line segment determine point brake frequency n of the driver by usepWith lasting brake
Vehicle time mp；Step 6) determines driver by use according to structure type and length different in each unit route segment
Point brake frequency ngWith lasting braking time mg；Step 7) determines point brake number correction factor kopIt is corrected with lasting braking time and is
Number kog；Step 8), according to formula Δ Ti=(np+nz+ng)*kop*tp+(mp+mz+mg)*kok*tkEach unit route is calculated paragraph by paragraph
The truck hub change in temperature Δ T of sectioni, in which: it is stopped using point and causes wheel hub ascending temperature t every timepUnit be DEG C, using continue
The wheel hub ascending temperature t that the brake unit time generateskUnit be DEG C/s, for reply unit plane curve variation take lasting brake
The sum of time mpUnit is s, for the sum of the lasting braking time taken of variation of coping with unit vertical section mzUnit is s, for reply
The sum of the lasting braking time that the structure of unit setting is taken mgUnit is s.
Preferably, the method further includes following steps: step 9), according to each unit route segments
Wheel hub change in temperature Δ Ti, in conjunction with auxiliary braking to the correction factor k of brake behavioraWith level of service to brake behavior
Correction factor kfIt is modified superposition, according to formulaTo calculate the goods of entire route
Wheel hub predicted temperature Tn, T0To enter the wheel hub initial temperature before large longitudinal slope route, unit is DEG C.
Preferably, the method further includes following steps: step 9a), according to formulaTo calculate the truck hub predicted temperature T of entire routen, T0It grows up to enter
Wheel hub initial temperature before longitudinal slope route, unit are DEG C.
Preferably, when before entering large longitudinal slope route being mountainous area highway, the wheel hub initial temperature T0
In 100 DEG C or more values；Before entering large longitudinal slope route be gentle route or seldom longitudinal slope road section when driving, the wheel hub
Initial temperature T0In 60 DEG C~80 DEG C values.
Preferably, the step 1) further includes steps of step 1.1), according to the flat of long and longitudinal slope route
The suitable test segment of selection by investigation on the spot and is reconnoitred in vertical face, length of grade, structure situation；Step 1.2), investigation test
Regional historical data and practical investigational data belonging to section determine section area main vehicle type or key motorcycle type conduct
Test lorry；Step 1.3) is opened to test segment top of the slope after test lorry is freighted to the load-carrying that is near the mark, is remained a constant speed as far as possible
Descending reads and records test truck hub initial temperature, and every hundred-metre pile number plate reads record temperature data；Step
1.4), according to relational expression Δ T=n*tp+m*tkDriver is calculated, wheel hub ascending temperature t is caused using point brake every timepWith adopt
The wheel hub ascending temperature t generated with the lasting brake unit timek。
Preferably, in the step 1.1), test segment meets claimed below: test segment length is more than
10km；Test segment keeps continuous descending and average gradient cannot be too small.
Preferably, in the step 1.3), infrared radiation thermometer and tachymeter are fixed on test lorry
On, the temperature data of an infrared radiation thermometer is read every 100 meters and records operating range, the descending vehicle that tachymeter is shown simultaneously
Speed.
Preferably, in the step 1.4), the wheel hub ascending temperature Δ T tested by multiple groups, traveling
Process midpoint brake frequency n and persistently brake duration m are corrected by recorder's record and by tachymeter, according to relational expression Δ
T=n*tp+m*tkInverse obtains driver and causes wheel hub ascending temperature t every time using point brakepIt persistently brakes the unit time with using
The wheel hub ascending temperature t of generationk。
Preferably, in the step 2), correction factor k of the auxiliary braking to brake behaviora, transport services water
The flat correction factor k to brake behaviorfPass through the wheel hub temperature T of i-th cell route segmenti=Ti-1+ΔTi*ka*kfData are carried out to return
Return, inverse is fitted to obtain.
Preferably, it in the step 4), step 5), step 6), is taken to cope with the variation of unit vertical section
Point brake frequency nz, the lasting braking time m that takes of variation to cope with unit vertical sectionz, for reply unit plane curve variation
The point brake frequency n takenp, for reply unit plane curve change the lasting braking time m that takesp, for reply unit setting structure
The point brake frequency n that the divine force that created the universe is takeng, for the lasting braking time m that takes of structure of reply unit settinggAccording to similar units road
Section historical statistics data, test data and the comprehensive determination of empirical value；In the step 7), according to the temperature of corresponding unit route segment
Degree obtains a brake number correction factor k by regression fit according to Chong Die section braking conditionsopIt is corrected with lasting braking time
Coefficient kok。
The beneficial effects of the present invention are: truck hub temperature of the large longitudinal slope route designed by the present invention based on brake behavior
It spends prediction technique and behavior is braked as the core for calculating truck hub predicted temperature using driver, the flat vertical face of highway route design is set
Count, structure setting the brake behavior taken is associated with driver, to calculate truck hub predicted temperature；It removes
Outside consideration route vertical alignment design factor, it is also contemplated that Route Plane design factor and structure are arranged factor, can be more preferable
Influence of the reaction route various aspects design factor to truck hub predicted temperature is calculated；Consider the different auxiliary braking hands of use
Influence of the section to truck hub predicted temperature is calculated；Different level of service is considered to calculating truck hub predicted temperature
Influence.
Detailed description of the invention
Fig. 1 is the large longitudinal slope route of the preferred embodiment of the present invention based on the truck hub temperature predicting method of brake behavior
Flow chart.
Fig. 2 is the large longitudinal slope route of the preferred embodiment of the present invention based on the truck hub temperature predicting method of brake behavior
The flow chart of middle step 1.
Specific embodiment
The following further describes the present invention in detail with reference to the accompanying drawings and specific embodiments.
Referring to Fig. 1, it is the large longitudinal slope route of the preferred embodiment of the present invention based on the truck hub temperature of brake behavior
Spend the flow chart of prediction technique.Truck hub temperature predicting method of the large longitudinal slope route based on brake behavior is vertical to grow up to certain
Whether slope section needs setting emergency lane or other traffic administration control measure is taken to carry out truck hub temperature prediction, specific
Steps are as follows:
Step 1) obtains driver using point brake and causes wheel hub ascending temperature t every timepIt persistently brakes the unit time with using
The wheel hub ascending temperature t of generationk。
Step 1.1) by investigation on the spot and is reconnoitred according to the flat vertical face, length of grade, structure situation of long and longitudinal slope route
Select suitable test segment.
The selection principle of test segment is as follows: 1. selecting section is more than 10km；2. section keeps continuous descending, and average
Longitudinal slope is unsuitable too small；3. having rest station, parking area or similar place that can park cars in terminal section, turning is gone up a slope again.
Step 1.2), regional historical data and practical investigational data belonging to investigation test section determine section area
Main vehicle type or key motorcycle type are as test lorry.
Lorry standard load-carrying is determined by consulting relevant regulations and test segment area transport management bureau data, determines section area
Main vehicle type or key motorcycle type are as test lorry, and setup test lorry and the local lorry with rich experiences drive
Member.
Step 1.3) is opened to test segment top of the slope after test lorry is freighted to the load-carrying that is near the mark, is remained a constant speed as far as possible
Descending reads and records test truck hub initial temperature, and every hundred-metre pile number plate reads record temperature data.
Infrared radiation thermometer and tachymeter are fixed on test lorry, and infrared radiation thermometer and survey are examined according to room temperature
Whether fast instrument can work normally.Will test lorry freight to be near the mark advise load-carrying after open to top of the slope, remain a constant speed down as far as possible
Slope.It reads and records test freight car braking drum initial temperature, and every hundred-metre pile number plate reads record temperature data, is not having
Pile No. board section, the distance shown according to tachymeter read the temperature data of an infrared radiation thermometer every 100 meters or so, simultaneously
Operating range, the descending speed that tachymeter is shown are recorded, lorry instrument board speed is tested, and records the speed changer of test lorry
Gear change situation；After instruction carriage reaches bottom of slope, terminus and top of the slope is returned to out.
Driver's brake behavior is divided into a brake and persistently brake, point is stopped in terms of number, persistently brakes in terms of the duration,
Calibration represents lorry vehicle under the conditions of envisioning the speed of service and under standard load condition.
Repeatedly, guarantee test lorry under different level of service, respectively with different auxiliary guidance descendings
Multiple groups obtain the influence of level of service and auxiliary braking mode to wheel hub temperature.
Step 1.4), according to relational expression Δ T=n*tp+m*tkDriver is calculated to cause on wheel hub every time using point brake
Rise temperature tpWith the wheel hub ascending temperature t using persistently brake unit time generationk。
The wheel hub ascending temperature Δ T tested by multiple groups, driving process midpoint brake frequency n and the duration m that persistently brakes,
According to relational expression Δ T=n*tp+m*tkInverse obtains driver and causes wheel hub ascending temperature t every time using point brakepContinue with using
The wheel hub ascending temperature t that the brake unit time generatesk。
Driving process midpoint brake frequency n and persistently brake duration m are recorded by linking up close recorder with driver, and
It is corrected by tachymeter.
Step 2) determines auxiliary braking to the correction factor k of brake behavioraBrake behavior is repaired with level of service
Positive coefficient kf。
Auxiliary braking means include the means such as engine braking or exhaust brake.Engine braking refers to drag-down, allows vehicle
Utilize the brake tool of the inertia braking of low-grade location.Different level of service refer to " unimpeded, substantially unimpeded, slight congestion,
Moderate congestion, heavy congestion " etc. is several.
Correction factor k of the auxiliary braking to brake behaviora, level of service to brake behavior correction factor kfPass through
Multiple unit route segments measure the relational expression that temperature value is established with corresponding different supplementary means, i-th cell route segment
Wheel hub temperature Ti=Ti-1+ΔTi*ka*kfData regression is carried out, inverse is fitted to obtain.
Large longitudinal slope route is divided into n unit route segment according to flat vertical face, length of grade, structure situation by step 3).
Step 4), according to the different gradient and length of grade in the vertical face section of each unit route segment, in determination unit route segment
Driver is by the point brake frequency n of usezWith lasting braking time mz。
It is determined as coping with unit vertical section according to similar units section historical statistics data, test data and empirical value are comprehensive
The point brake frequency n taken of variationz, the lasting braking time m that takes of variation to cope with unit vertical sectionz。
Step 5), according to the different radius of horizontal curve and length of curve in the plane section of each unit route segment, determination is driven
The person of sailing is by the point brake frequency n of usepWith lasting braking time mp。
It is determined as coping with unit Plane Curved according to similar units section historical statistics data, test data and empirical value are comprehensive
Line changes the point brake frequency n takenp, for reply unit plane curve change the lasting braking time m that takesp。
Step 6) determines driver by use according to structure type and length different in each unit route segment
Point brake frequency ngWith lasting braking time mg。
It is determined as coping with unit setting according to similar units section historical statistics data, test data and empirical value are comprehensive
The point brake frequency n that structure is takeng, for the lasting braking time m that takes of structure of reply unit settingg。
Step 7) determines point brake number correction factor kopWith lasting braking time correction factor kog。
For the section of plane, the vertical structures such as face or bridge tunnel overlapping, there is a brake number and continue the weight of braking time
It is multiple to calculate.By the temperature data of corresponding unit route segment and Chong Die section braking conditions, can obtain stopping by regression fit
Number correction factor kopWith lasting braking time correction factor kok。
Step 8), according to formula Δ Ti=(np+nz+ng)*kop*tp+(mp+mz+mg)*kok*tkEach unit is calculated paragraph by paragraph
The truck hub change in temperature Δ T of route segmenti。
In the truck hub change in temperature Δ T of each unit route segmentiFollowing calculation formula
ΔTi=(np+nz+ng)*kop*tp+(mp+mz+mg)*kok*tk,
Wherein:
tp--- the wheel hub ascending temperature that point brake generates every time, unit DEG C；
tk--- the wheel hub ascending temperature that the unit time of persistently braking generates, unit DEG C/s；
np--- for reply unit plane curve variation, the sum of point brake number taken；
mp--- for reply unit plane curve variation, take the sum of lasting braking time, unit s；
nz--- for the variation of reply unit vertical section, the sum of point brake number taken；
mz--- for the variation of reply unit vertical section, the sum of lasting braking time taken, unit s；
ng--- for the structure of reply unit setting, the sum of point brake number taken；
mg--- for the structure of reply unit setting, the sum of lasting braking time taken, unit s；
kop--- unit section plane, vertical face and structure setting overlapping are to a correction factor for brake number；
kok--- the correction factor of unit section plane, vertical face and structure setting overlapping to the sum of lasting braking time.
Step 9), according to the wheel hub change in temperature Δ T of each unit route segmentsi, in conjunction with auxiliary braking to brake behavior
Correction factor kaWith level of service to the correction factor k of brake behaviorfIt is modified superposition, according to formulaTo calculate the truck hub predicted temperature T of entire routen。
In the wheel hub temperature T of the 1st unit route segments1When, the 1st route segment starting point wheel hub temperature is the initial of truck hub
Temperature T0, be lorry before entering large longitudinal slope conventional sections of road for a period of time after temperature.Wheel hub initial temperature T0
The traveling behavior before entering large longitudinal slope of value and lorry it is closely related, it is true by empirical value, historical data or test
It is fixed.
For mountainous area highway, since there are the brake rows of more flat vertical curve section before entering large longitudinal slope for lorry
For that brake temperature can be made to increase, T0Generally in 100 DEG C or more values；And for large longitudinal slope before, lorry is always held at flat
Slow or seldom longitudinal slope road section when driving, T0It can be in 60 DEG C~80 DEG C or so values.
Since large longitudinal slope route of the invention is set based on the truck hub temperature predicting method of brake behavior for verifying
The safety of route is counted, the approximate wheel hub mean temperature of each unit route segment can also be passed through in step 9)To predict:
Step 9a), it, can be according to formula if each unit section driving road-condition divided is approximately uniform with brake behaviorTo calculate the truck hub predicted temperature T of entire routen。
If entire path prediction truck hub temperature TnMore than brake friction plate appropriate working temperature upper limit Tmax(one
As be 260 °), then design route need to consider that emergency lane is arranged or take other traffic administration control measure.
Truck hub temperature prediction is carried out with regard to certain built large longitudinal slope section below, operating procedure is as follows, entire road
It is K89+100 that line large longitudinal slope section, which originates mileage pile No., and Selection experiment road segment end pile No. is K96+700, now just specific to calculate
It is described as follows:
Wheel hub initial temperature T0It is 72.3 °, test section is divided into 10 sections (n sections), according to every section of route segment of test statistics (
I route segment), the point brake frequency n that unit plane curve is taken when changingpIt is 3 times, the point that unit vertical section is taken when changing is stopped secondary
Number nzIt is 6 times, the corresponding point brake frequency n taken of the structure of unit settinggIt is 2 times, point is stopped and causes to heat up in truck hub every time
Spend tpIt is 0.5 DEG C；The lasting braking time m that unit plane curve is taken when changingpThe sum of average out to 15s, vertical section change when hold
Continuous braking time mzAverage out to 25s, the corresponding lasting braking time m taken of the structure of unit settinggAverage out to 12s, it is lasting to stop
Vehicle wheel hub ascending temperature t per secondkIt is 0.2 DEG C.By unit section data, recurrence obtains kop=0.8, kok=0.9.For Experiment Road
Section level of service is in unimpeded, correction factor kaIt is taken as 1；Using engine auxiliary braking brake behavior correction factor kfIt takes
It is 1, takes 0.8 using exhaust auxiliary braking brake behavior correction factor.
Calculate the truck hub temperature change of the i-th route segment:
ΔTi=(np+nz+ng)*kop*tp+(mp+mz+mg)*kok*tk=(3+6+2) * 0.8*0.5 DEG C+(15+25+12) *
0.9*0.2 DEG C=13.76 DEG C
The approximate wheel hub mean temperature of entire route segment:
It takes 20 groups of test datas to remove through field survey and deviates larger as a result, mean temperature is 207 °, using of the invention
Large longitudinal slope route is coincide preferably based on the result that the truck hub temperature predicting method of brake behavior obtains with experimental result.
If being pointed out that design section their location key motorcycle type and standard load-carrying, different units section being indulged
It is stopped needed for slope using point brake frequency n and persistently brake duration m, point and causes wheel hub ascending temperature t every timep, it is single using lasting brake
The wheel hub ascending temperature t that the position time generatesk, auxiliary braking to brake behavior correction factor ka, level of service to brake go
For correction factor kfEtc. can by empirical value, previously test and historical data determine, then can directly carry out step 3)~step
Rapid calculating 9) otherwise needs progress step 1) to be surveyed to obtain related data.
Compared with prior art, the truck hub temperature predicting method of large longitudinal slope route of the invention based on brake behavior
It has the following characteristics that
(1) this method calculates concept and is more clear, and specifies that braking behavior as truck hub is calculated using driver predicts
The horizontal and vertical design data of highway route design, structure are arranged and are associated with the brake behavior taken with driver by the core of temperature
Get up, to calculate truck hub predicted temperature.
(2) this method Consideration is more comprehensive, other than considering route vertical alignment design factor, it is also contemplated that route is flat
Factor is arranged in face design factor and structure, can more preferable reaction route various aspects design factor to calculating the pre- thermometric of truck hub
The influence of degree.
(3) this method considers influence of the different auxiliary brake tools of use to truck hub predicted temperature is calculated.
(4) this method considers influence of the different level of service to truck hub predicted temperature is calculated.
The truck hub temperature predicting method of large longitudinal slope route of the invention based on brake behavior, is suitable for designer
It, can according to driver using the flat vertical face scheme of the route of design and Related Environmental Factors in the design of highway geometry long and steep downgrade
The case where brake behavior that can be taken, prediction truck hub temperature rises, a possibility that judge lorry brake failure, to comment
The traffic safety risk for estimating route plan, using as adjusted design scheme or take corresponding traffic engineering management measure according to
According to.
The embodiments described above only express several embodiments of the present invention, and the description thereof is more specific and detailed, but simultaneously
Limitations on the scope of the patent of the present invention therefore cannot be interpreted as.It should be pointed out that for those of ordinary skill in the art
For, without departing from the inventive concept of the premise, various modifications and improvements can be made, these belong to guarantor of the invention
Protect range.Therefore, the scope of protection of the patent of the invention shall be subject to the appended claims.
Claims (10)
1. a kind of truck hub temperature predicting method of large longitudinal slope route based on brake behavior, comprising the following steps:
Step 1) obtains driver using point brake and causes wheel hub ascending temperature t every timepIt is generated with using the persistently brake unit time
Wheel hub ascending temperature tk；
Step 2) determines auxiliary braking to the correction factor k of brake behavioraWith level of service to the amendment system of brake behavior
Number kf；
Large longitudinal slope route is divided into n unit route segment according to flat vertical face, length of grade, structure situation by step 3)；
Step 4) drives in determination unit route segment according to the different gradient and length of grade in the vertical face section of each unit route segment
Member is by the point brake frequency n of usezWith lasting braking time mz；
Step 5) determines driver according to the different radius of horizontal curve and length of curve in the plane section of each unit route segment
By the point brake frequency n of usepWith lasting braking time mp；
Step 6) determines that driver stops the point of use according to structure type and length different in each unit route segment
Frequency ngWith lasting braking time mg；
Step 7) determines point brake number correction factor kopWith lasting braking time correction factor kog；
Step 8), according to formula Δ Ti=(np+nz+ng)*kop*tp+(mp+mz+mg)*kok*tkEach unit route segment is calculated paragraph by paragraph
Truck hub change in temperature Δ Ti, in which: it is stopped using point and causes wheel hub ascending temperature t every timepUnit be DEG C, using lasting brake
The wheel hub ascending temperature t that the vehicle unit time generateskUnit be DEG C/s, for reply unit plane curve variation take lasting brake when
Between the sum of mpUnit is s, for the sum of the lasting braking time taken of variation of coping with unit vertical section mzUnit is s, single for reply
The sum of the lasting braking time that the structure of member setting is taken mgUnit is s.
2. truck hub temperature predicting method of the large longitudinal slope route according to claim 1 based on brake behavior, special
Sign is that the method further includes following steps:
Step 9), according to the wheel hub change in temperature Δ T of each unit route segmentsi, in conjunction with auxiliary braking to brake behavior amendment
Coefficient kaWith level of service to the correction factor k of brake behaviorfIt is modified superposition, according to formulaTo calculate the truck hub predicted temperature T of entire routen, T0It is vertical into growing up
Wheel hub initial temperature before the route of slope, unit are DEG C.
3. truck hub temperature predicting method of the large longitudinal slope route according to claim 1 based on brake behavior, special
Sign is that the method further includes following steps:
Step 9a), according to formulaIt is pre- come the truck hub that calculates entire route
Testing temperature Tn, T0To enter the wheel hub initial temperature before large longitudinal slope route, unit is DEG C.
4. truck hub temperature of the large longitudinal slope route according to any one of Claims 2 or 3 based on brake behavior is pre-
Survey method, it is characterised in that: when before entering large longitudinal slope route being mountainous area highway, the wheel hub initial temperature T0?
100 DEG C or more values；When being gentle route running before entering large longitudinal slope route, the wheel hub initial temperature T060 DEG C~
80 DEG C of values.
5. truck hub temperature predicting method of the large longitudinal slope route according to claim 4 based on brake behavior, special
Sign is that the step 1) further includes steps of
Step 1.1) by investigation on the spot and reconnoitres selection according to the flat vertical face, length of grade, structure situation of long and longitudinal slope route
Suitable test segment；
Step 1.2), regional historical data and practical investigational data belonging to investigation test section determine that section area is main
Type of vehicle or key motorcycle type are as test lorry；
Step 1.3) is opened after test lorry is freighted to the load-carrying that is near the mark to test segment top of the slope, and remain a constant speed descending as far as possible,
Test truck hub initial temperature is read and records, and every hundred-metre pile number plate reads record temperature data；
Step 1.4), according to relational expression Δ T=n*tp+m*tkDriver is calculated to cause to heat up on wheel hub every time using point brake
Spend tpWith the wheel hub ascending temperature t using persistently brake unit time generationk。
6. truck hub temperature predicting method of the large longitudinal slope route according to claim 5 based on brake behavior, special
Sign is: in the step 1.1), test segment meets claimed below: test segment length is more than 10km；Test segment is protected
It holds continuous descending and average gradient cannot be too small.
7. truck hub temperature predicting method of the large longitudinal slope route according to claim 5 based on brake behavior, special
Sign is: in the step 1.3), infrared radiation thermometer and tachymeter being fixed on test lorry, read every 100 meters
It takes the temperature data of an infrared radiation thermometer and records operating range, descending speed that tachymeter is shown simultaneously.
8. truck hub temperature predicting method of the large longitudinal slope route according to claim 5 based on brake behavior, special
Sign is: in the step 1.4), the wheel hub ascending temperature Δ T tested by multiple groups, and driving process midpoint brake frequency n
It is recorded with lasting brake duration m by recorder and is corrected by tachymeter, according to relational expression Δ T=n*tp+m*tkInverse
It obtains driver and wheel hub ascending temperature t is caused using point brake every timepRise with using the wheel hub that persistently the brake unit time generates
Temperature tk。
9. truck hub temperature predicting method of the large longitudinal slope route according to claim 1 based on brake behavior, special
Sign is: in the step 2), correction factor k of the auxiliary braking to brake behaviora, level of service is to brake behavior
Correction factor kfPass through the wheel hub temperature T of i-th cell route segmenti=Ti-1+ΔTi*ka*kfData regression is carried out, inverse is fitted
It arrives.
10. truck hub temperature predicting method of the large longitudinal slope route according to claim 1 based on brake behavior, special
Sign is: in the step 4), step 5), step 6), according to similar units section historical statistics data, test data and warp
Test the point brake frequency n that the comprehensive variation for being determined as reply unit vertical section of value is takenz, for cope with unit vertical section variation take
Lasting braking time mz, for reply unit plane curve change the point brake frequency n takenp, for reply unit plane curve variation
The lasting braking time m takenp, for the point brake frequency n taken of structure of reply unit settingg, for reply unit setting structure
The lasting braking time m that the divine force that created the universe is takeng；In the step 7), according to the temperature data of corresponding unit route segment and Chong Die road
Section braking conditions obtain a brake number correction factor k by regression fitopWith lasting braking time correction factor kok。
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| CN113449237B (en) * | 2020-03-10 | 2023-03-28 | 深圳市理邦精密仪器股份有限公司 | Temperature measuring method, device, data processing system and storage medium |
| CN114407852B (en) * | 2022-03-31 | 2022-07-15 | 山西维度空间信息科技有限公司 | Mine car brake control method and device, mine car and storage medium |
| CN115081756B (en) * | 2022-08-19 | 2022-11-11 | 四川省公路规划勘察设计研究院有限公司 | Road section brake drum temperature prediction and road section risk assessment method based on long and large longitudinal slope road section |
| CN115366909B (en) * | 2022-10-21 | 2023-04-07 | 四川省公路规划勘察设计研究院有限公司 | Dynamic early warning method and device for driver accidents in long and large longitudinal slope section and electronic equipment |
| CN115675430B (en) * | 2022-11-21 | 2023-07-04 | 清华大学 | System and method for vehicle brake thermal failure prediction and active intervention on long downhill road sections |
| CN116415345B (en) * | 2023-02-08 | 2024-11-08 | 四川乐西高速公路有限责任公司 | Brake hub temperature prediction method considering driver behaviors |
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