Automated control method, device, equipment and storage medium for automobile brake pad

Abstract

This application discloses an automatic control method, device, equipment, and storage medium for an automotive brake disc grinding operation, relating to the technical field of automotive testing. The method includes: establishing a communication connection with a controller local area network (CLAN) bus, and acquiring vehicle status parameters and a current cycle count based on the communication connection; controlling the vehicle to perform disc grinding operations based on the vehicle status parameters and at least one of preset drive parameters, braking parameters, and cooling parameters; and controlling the vehicle to return to center steering based on a preset number of disc grinding cycles and the current cycle count, so that the vehicle completes the brake disc grinding. This application, by designing a bus-based automated control process, precisely coordinates and controls the vehicle's power, braking, and steering systems, solving the problems of low control accuracy, poor operational consistency, and unstable efficiency associated with manual disc grinding, thereby improving the control accuracy and efficiency of the disc grinding operation.

Description

Technical Field

[0001] This application relates to the technical field of automotive testing, and more particularly to an automatic control method, apparatus, equipment, and storage medium for automotive brake discs. Background Technology

[0002] Before testing automotive braking systems, especially verifying critical functions such as AEB (Autonomous Emergency Braking), the brakes of newly manufactured vehicles must undergo a thorough break-in process (also known as "polishing the brake discs") to stabilize their friction performance and ensure accurate and reliable test results. Currently, the industry commonly uses manual driving for this process, where engineers drive the vehicle in a closed environment, repeatedly executing a cycle of "acceleration—constant deceleration braking—stationary cooling," and manually turning around when necessary. This process requires the driver to frequently and precisely control the accelerator and brake pedals to maintain a relatively stable target speed and deceleration.

[0003] However, manual operation has significant limitations: on the one hand, drivers find it difficult to control deceleration and vehicle speed with high precision and consistency, resulting in large fluctuations in actual deceleration during each braking process, affecting the uniformity of break-in and final braking performance; on the other hand, prolonged repetitive operation can easily lead to personnel fatigue, further reducing operational stability and efficiency. In addition, if the test site has limited length and frequent U-turns are required, manual intervention further increases operational complexity and time costs.

[0004] Therefore, how to improve the control precision and efficiency of the grinding disc is a problem that urgently needs to be solved. Summary of the Invention

[0005] The main objective of this application is to provide an automatic control method, device, equipment, and storage medium for automotive brake discs, aiming to solve the technical problem of how to improve the control accuracy and efficiency of the discs.

[0006] To achieve the above objectives, this application proposes an automatic control method for an automotive brake disc, the method comprising:

[0007] Establish a communication connection with the controller local area network bus, and obtain vehicle status parameters and current cycle count based on the communication connection; The vehicle is controlled to perform grinding operations based on at least one of the vehicle status parameters and preset driving parameters, braking parameters, and cooling parameters. The vehicle is controlled to return to center according to the preset number of grinding disc cycles and the current cycle count, so that the vehicle completes the brake grinding disc operation.

[0008] In one embodiment, the grinding wheel operation includes an acceleration operation, and the step of controlling the vehicle to perform the grinding wheel operation according to at least one of the vehicle state parameters and preset drive parameters, braking parameters, and cooling parameters includes: Determine the vehicle gear based on the vehicle status parameters; When the vehicle is in parking gear, a gear control command is generated according to preset drive parameters, and the vehicle is controlled to switch from parking gear to drive gear according to the gear control command. When the vehicle is in a forward gear, a torque control command is generated based on preset driving parameters. The torque control command includes a first torque amplitude, a first torque change rate, and a first target vehicle speed. The vehicle is accelerated to the first target speed based on the first torque amplitude and the first torque change rate.

[0009] In one embodiment, the grinding wheel operation includes a braking operation, and the step of controlling the vehicle to perform the grinding wheel operation based on at least one of the vehicle state parameters and preset driving parameters, braking parameters, and cooling parameters includes: The system sends braking control commands to the electronic braking system according to preset braking parameters, the braking control commands including the target deceleration; The vehicle's current speed is determined based on the vehicle status parameters; The braking time is obtained based on the preset stationary vehicle speed, the current vehicle speed, and the target deceleration. The vehicle is controlled to decelerate to the preset stationary speed based on the braking time.

[0010] In one embodiment, the grinding wheel operation includes a cooling operation, and the step of controlling the vehicle to perform the grinding wheel operation according to at least one of the vehicle state parameters and preset driving parameters, braking parameters, and cooling parameters includes: Determine the current brake temperature based on the vehicle status parameters; The target cooling temperature is obtained by controlling the preset cooling parameters; The brake cooling time is obtained based on the current brake temperature and the target cooling temperature. The vehicle is kept stationary according to the brake cooling time so that the brake temperature drops to the target cooling temperature.

[0011] In one embodiment, the step of controlling the vehicle to return to center based on a preset number of grinding disc cycles and the current cycle count includes: Obtain the vehicle's initial heading angle and preset turning angle amplitude, turning rate, return amplitude, and return rate; When the current cycle count is less than the preset number of millstone cycles, the vehicle is controlled to turn according to the angle amplitude and the angle rate, and the heading angle at the time of turning is recorded as the real-time heading angle. When the absolute value of the difference between the real-time heading angle and the initial heading angle is greater than or equal to a preset steering angle threshold, the vehicle is controlled to return the steering wheel to center based on the return amplitude and the return rate.

[0012] In one embodiment, before the step of controlling the vehicle to turn based on the angle amplitude and the angle rate, and recording the heading angle during the turn as the real-time heading angle, the method further includes: When the vehicle's current gear is a forward gear, a low-speed torque control command is generated according to preset low-speed drive parameters. The low-speed torque control command includes a second torque amplitude, a second torque change rate, and a second target vehicle speed, wherein the second torque amplitude is less than the first torque amplitude, the second torque change rate is less than the first torque change rate, and the second target vehicle speed is less than the first target vehicle speed. The vehicle is accelerated to the second target speed based on the second torque amplitude and the second torque change rate.

[0013] In one embodiment, the step of establishing a communication connection with the controller local area network bus includes: Configure the communication database files of each control system of the vehicle according to the preset configuration information. The control system includes a power control system, an electronic braking control system, an electric power steering system, and an inertial measurement unit. A communication connection is established between the system and the communication database file.

[0014] Furthermore, to achieve the above objectives, this application also proposes an automatic control device for an automotive brake disc, the device comprising: The communication construction module is used to establish a communication connection with the controller local area network bus and obtain vehicle status parameters and the current cycle count based on the communication connection. The grinding wheel control module is used to control the vehicle to perform grinding wheel operation according to the vehicle status parameters and at least one of the preset driving parameters, braking parameters and cooling parameters. The cycle control module is used to control the vehicle to return to center according to the preset number of grinding disc cycles and the current cycle count, so that the vehicle completes the brake grinding disc.

[0015] In addition, to achieve the above objectives, this application also proposes an automatic control device for an automotive brake disc, the device comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the automatic control method for the automotive brake disc as described above.

[0016] In addition, to achieve the above objectives, this application also proposes a storage medium, which is 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 steps of the automatic control method for the automobile brake disc as described above.

[0017] In addition, to achieve the above objectives, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements the steps of the automatic control method for the automobile brake disc as described above.

[0018] This application provides an automatic control method for grinding a brake disc in an automobile. The method includes: establishing a communication connection with a controller local area network (LAN) bus, and acquiring vehicle status parameters and a current cycle count based on the communication connection; controlling the vehicle to perform a grinding operation based on the vehicle status parameters and at least one of preset drive parameters, braking parameters, and cooling parameters; and controlling the vehicle to return to center steering based on a preset number of grinding cycles and the current cycle count, so that the vehicle completes the brake disc grinding process. In summary, this application, by designing a bus-based automated control process, precisely coordinates and controls the vehicle's power, braking, and steering systems, achieving automated and standardized operation of the brake disc grinding process. This solves the problems of low control accuracy, poor operational consistency, and unstable efficiency associated with manual grinding, thus improving the control accuracy and efficiency of the grinding process. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0020] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A flowchart illustrating the first embodiment of the automatic control method for the grinding disc of an automotive brake in this application; Figure 2 A flowchart illustrating the second embodiment of the automatic control method for the grinding disc of an automotive brake in this application; Figure 3 This is a schematic diagram of the entire process of the automatic control method for the grinding disc of the automobile brake in this application; Figure 4 This is a schematic diagram of the module structure of the automatic control device for the automobile brake disc in an embodiment of this application; Figure 5 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the automatic control method of the automobile brake disc in the embodiments of this application.

[0022] The purpose, features, and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0023] It should be understood that the specific embodiments described herein are merely illustrative of the technical solutions of this application and are not intended to limit this application.

[0024] To better understand the technical solution of this application, a detailed description will be provided below in conjunction with the accompanying drawings and specific implementation methods.

[0025] The main solution of this application embodiment is: to establish a communication connection with the controller local area network bus, and to obtain vehicle status parameters and current cycle count according to the communication connection; to control the vehicle to perform grinding operation according to the vehicle status parameters and at least one of preset drive parameters, braking parameters and cooling parameters; and to control the vehicle to return to center according to the preset grinding cycle number and the current cycle count, so that the vehicle completes the brake grinding operation.

[0026] Before testing automotive braking systems, especially verifying critical functions such as AEB (Autonomous Emergency Braking), the brakes of newly manufactured vehicles must undergo a thorough break-in process (also known as "polishing the brake discs") to stabilize their friction performance and ensure accurate and reliable test results. Currently, the industry commonly uses manual driving for this process, where engineers drive the vehicle in a closed environment, repeatedly executing a cycle of "acceleration—constant deceleration braking—stationary cooling," and manually turning around when necessary. This process requires the driver to frequently and precisely control the accelerator and brake pedals to maintain a relatively stable target speed and deceleration.

[0027] However, manual operation has significant limitations: on the one hand, drivers find it difficult to achieve high precision and consistency in controlling deceleration and vehicle speed, resulting in large fluctuations in actual deceleration during each braking process, affecting the uniformity of break-in and final braking performance; on the other hand, prolonged repetitive operation can easily lead to operator fatigue, further reducing operational stability and efficiency. Furthermore, if the test track has limited length and frequent turns are required, manual intervention further increases operational complexity and time costs. Therefore, improving the control precision and efficiency of the grinding disc is a problem that urgently needs to be solved.

[0028] It should be noted that the executing entity in this embodiment can be an automatic control system for an automotive brake disc, a computing service device with data processing, network communication, and program execution functions, or an electronic device capable of realizing the aforementioned automatic control function of the automotive brake disc, etc. This embodiment does not specifically limit it in this way. The following uses an automatic control system for an automotive brake disc as an example to describe this embodiment and the following embodiments.

[0029] Based on this, the present application provides an automatic control method for an automotive brake disc, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the automatic control method for the grinding disc of an automotive brake according to this application.

[0030] In this embodiment, the automatic control method for the automobile brake disc includes steps S10 to S30: Step S10: Establish a communication connection with the controller local area network bus, and obtain vehicle status parameters and current cycle count based on the communication connection.

[0031] It should be noted that in this step, the host computer establishes a communication connection with the vehicle's CAN bus through a CAN network interface device, enabling data interaction with various vehicle control systems and acquiring real-time status parameters during vehicle operation, as well as recording the number of grinding wheel operation cycles. This provides a data foundation and execution basis for subsequent automated control. CAN (Controller Area Network) is a serial communication protocol bus used for real-time applications, widely applied in automotive electronic systems to connect various electronic control units in the vehicle for data exchange. The vehicle status parameters include, but are not limited to, physical quantities reflecting the real-time operating status of the vehicle, such as vehicle gear position signals, vehicle speed signals, brake temperature signals, and heading angle signals. The current cycle count refers to the number of grinding wheel cycles completed so far, used to determine whether the preset total number of grinding wheel operations has been reached.

[0032] In one feasible implementation, the step of establishing a communication connection with the controller local area network bus specifically includes: Step S101: Configure the communication database files of each control system of the vehicle according to the preset configuration information. The control system includes a power control system, an electronic braking control system, an electric power steering system, and an inertial measurement unit.

[0033] It should be noted that in this step, the system loads and configures the CAN bus database files of PCS (Power Conversion System), EBS (Electronic Brake Systems), EPS (Electric Power Steering), and IMU (Inertial Measurement Unit) in the automation control program according to the preset configuration information. This enables the host computer to recognize the CAN message format sent by each control system and send control commands to each control system according to the standard format, thereby achieving accurate identification and effective control of each subsystem of the vehicle. Additionally, it should be noted that the preset configuration information refers to the communication parameters of each control system pre-stored in the automation control program, including but not limited to the CAN identifier (CANID), message period, signal start bit, signal length, scale factor, offset, and other communication protocol parameters of each ECU; the communication database file usually adopts the DBC (Database CAN) file format, which is a standardized CAN network description file used to define the communication rules of each node, message, and signal in the CAN network; the power control system is an electronic control system used to control the vehicle powertrain, including functions such as gear control and torque output control; the electronic braking system is an electronic control system used to realize vehicle braking control, with functions such as brake force distribution and anti-lock braking; the electric power steering system is an electronic control system that provides steering assistance through a motor, enabling active steering control; the inertial measurement unit is a sensor combination unit used to measure the three-axis attitude angles (yaw angle, pitch angle, roll angle) and three-axis acceleration of an object.

[0034] Step S102: Establish a communication connection with the control system based on the communication database file.

[0035] It should be noted that in this step, the host computer will physically connect to the vehicle's CAN network interface through a CAN network interface device (such as a CAN analyzer or CAN communication card), initialize the CAN communication parameters based on the configured communication database file, establish data communication links with the PCS, EBS, EPS and IMU, and realize the issuance of control commands and the real-time reception of vehicle status data.

[0036] Step S20: Control the vehicle to perform grinding operation according to at least one of the vehicle state parameters and preset driving parameters, braking parameters and cooling parameters.

[0037] It should be noted that in this step, the system, based on the acquired real-time vehicle status parameters and pre-set drive, braking, and cooling parameters, sends control commands to the corresponding control system via the CAN bus to automatically execute the acceleration, braking, and cooling phases of the brake disc break-in process, thus achieving automatic brake break-in. The pre-set drive parameters refer to torque control parameters set during vehicle acceleration, including torque amplitude, torque change rate (slope), and target vehicle speed; braking parameters refer to braking control parameters set during vehicle deceleration, mainly including target deceleration; cooling parameters refer to temperature parameters set during brake cooling, mainly including target cooling temperature; the brake disc break-in process refers to controlling the vehicle through an "acceleration-braking-cooling" cycle to achieve optimal contact between the brake pads and the brake disc, eliminating machining marks and improving braking performance.

[0038] In one feasible implementation, step S20 specifically includes: Step A10: Determine the vehicle gear based on the vehicle status parameters.

[0039] It should be noted that the gear position refers to the gear status of the automatic transmission. P (Parking) is the parking gear, used for locking the vehicle when stationary; D (Drive) is the forward gear, used for normal driving. In this step, the system receives the gear status message sent by the PCS via the CAN bus, parses the gear signal in the message, and determines the vehicle's current gear status (such as P, R, N, D, etc.), providing a basis for subsequent gear shifting control.

[0040] Step A20: When the vehicle is in parking gear, generate a gear control command according to preset drive parameters, and control the vehicle to switch from parking gear to drive gear according to the gear control command.

[0041] It should be noted that when the system detects that the vehicle is currently in P (Park) gear, it generates a gear shift control command based on preset drive parameters and sends it to the PCS via the CAN bus. This command controls the vehicle to shift from P to D gear, preparing for subsequent acceleration. The gear shift control command refers to the control command sent to the PCS via CAN message, requesting a shift to the target gear. Upon receiving the command, the PCS executes the corresponding gear shift operation and provides feedback on the execution status.

[0042] Step A30: When the vehicle is in a forward gear, a torque control command is generated according to preset drive parameters. The torque control command includes a first torque amplitude, a first torque change rate, and a first target vehicle speed.

[0043] It should be noted that once the vehicle has been successfully switched to D gear (drive gear), the system will generate a torque control command based on the preset drive parameters. The command will specify the first torque amplitude M1, the first torque change rate M'1, and the first target vehicle speed Vtgt1. The command will be sent to the PCS via the CAN bus, requesting the vehicle to accelerate according to the specified parameters.

[0044] Additionally, it should be noted that the first torque amplitude M1 refers to the target torque value output by the motor or engine during acceleration, with the unit being Newton-meters (Nm). In this embodiment, M1 can be set to 3000 Nm. The first torque change rate M'1 refers to the rate at which the torque increases from the current value to the target torque amplitude, with the unit being Nm / s. In this embodiment, M'1 can be set to 3000 Nm / s. This parameter determines the smoothness and response speed of vehicle acceleration. The first target vehicle speed Vtgt1 refers to the target vehicle speed during acceleration, with the unit typically being kilometers per hour (Kph). In this embodiment, the value range of Vtgt1 is 80 Kph ≤ Vtgt1 ≤ 100 Kph, preferably 100 Kph.

[0045] Step A40: Control the vehicle to accelerate to the first target speed based on the first torque amplitude and the first torque change rate.

[0046] It should be noted that the torque change rate, also known as the torque slope, determines the steepness of the torque increase. A larger torque change rate allows the vehicle to quickly reach the target torque, but may affect comfort, while a smaller torque change rate results in a smoother acceleration process. Specifically, after receiving the torque control command, the PCS adjusts the output torque from the current value to the first torque amplitude M1 according to the specified first torque change rate M'1, and maintains this torque output to drive the vehicle to accelerate from a standstill until the vehicle speed reaches the first target speed Vtgt1, completing the acceleration phase of the millstone operation.

[0047] In one feasible implementation, step S20 further includes: Step B10: Send a braking control command to the electronic braking system according to the preset braking parameters. The braking control command includes the target deceleration.

[0048] It should be noted that after the vehicle accelerates to the first target speed Vtgt1, the system generates a braking control command based on preset braking parameters. The command explicitly specifies the target deceleration G1 and is sent to the EBS via the CAN bus, requesting the vehicle to brake and decelerate at the specified deceleration. The target deceleration G1 refers to the desired deceleration value during braking, typically expressed as a multiple of the gravitational acceleration g. In this embodiment, G1 ≤ 0.5g, preferably 0.5g. This parameter determines the braking intensity and the degree of heat generated by the brakes.

[0049] Step B20: Determine the current vehicle speed based on the vehicle status parameters.

[0050] It should be noted that the current vehicle speed is the vehicle's speed relative to the ground, usually calculated using wheel speed sensors or motor speed, and is a parameter used to determine whether the vehicle has reached the target stationary state. In this step, the system receives the vehicle's speed signal in real time via the CAN bus and obtains the current vehicle speed value through speed messages sent by the PCS or EBS.

[0051] Step B30: Obtain the braking time based on the preset stationary speed, the current speed, and the target deceleration.

[0052] It should be noted that in this step, the system will calculate the theoretically required braking time t_brake based on the preset stationary speed (usually 0 Kph), the current speed Vcurrent, and the target deceleration G1 using the kinematic formula: t_brake = (Vcurrent - Vstationary) / (G1 × g × 3.6), where g is the acceleration due to gravity (9.8 m / s²) and 3.6 is the unit conversion factor (converting Kph to m / s).

[0053] Additionally, it should be noted that the preset stationary speed is the speed threshold for determining when the vehicle has come to a complete stop, usually set to 0 kph or a very small value close to 0 kph (such as 0.5 kph); braking time refers to the theoretical time required to decelerate from the current speed to the stationary speed, used to estimate the duration of the braking process. In actual braking, it is also necessary to combine real-time speed feedback for precise control.

[0054] Step B40: Control the vehicle to decelerate to the preset stationary speed according to the braking time.

[0055] It should be noted that after receiving the braking control command, EBS will perform braking operation according to the target deceleration G1. The system will continuously monitor the current vehicle speed. When it detects that the vehicle speed has dropped to the preset stationary speed (0 kph), it will control EBS to stop braking, complete the braking phase of the grinding wheel operation, and bring the vehicle to a standstill.

[0056] Understandably, the purpose of this stage in the grinding operation is to generate frictional heat in the brake at a specific deceleration, thereby promoting the break-in of the friction pads and the brake disc.

[0057] In one feasible implementation, step S20 further includes: Step C10: Determine the current brake temperature based on the vehicle status parameters.

[0058] It should be noted that the system receives the brake temperature sensor signal sent by EBS via the CAN bus to obtain the real-time temperature T of the brake, which is used to determine whether the brake needs cooling and whether the cooling meets the requirements. It is understood that the current brake temperature T refers to the real-time temperature of the brake friction pads or brake disc, usually measured by a temperature sensor installed near the brake, and the unit is degrees Celsius (°C).

[0059] Step C20: Obtain the target cooling temperature according to the preset cooling parameters.

[0060] It should be noted that in this step, the system determines the target cooling temperature Ttgt based on preset cooling parameters. This temperature is the threshold temperature that the brake should reach after completing the cooling process, used to determine whether the cooling process can be terminated. Furthermore, it should be noted that in this embodiment, Ttgt ≤ 160℃, preferably 160℃. This parameter setting takes into account the thermal characteristics of the brake material, the safe temperature range for subsequent operations, and the balance of grinding disc efficiency, ensuring the brake operates within the temperature range required for subsequent operations.

[0061] Step C30: Obtain the brake cooling time based on the current brake temperature and the target cooling temperature.

[0062] It should be noted that in this step, the system estimates the cooling time t_cool required for the brake to cool from the current temperature to the target temperature based on the current brake temperature T and the target cooling temperature Ttgt, combined with a preset cooling model or empirical data. Alternatively, it may use real-time monitoring to continuously compare the difference between the current temperature and the target temperature. It can be understood that brake cooling time refers to the time required for the brake to naturally cool from its current high temperature state to the target temperature. This time is affected by factors such as ambient temperature, wind speed, brake material heat capacity, and heat dissipation conditions. In actual control, real-time temperature monitoring is the primary method, supplemented by time estimation.

[0063] Step C40: Control the vehicle to remain stationary according to the brake cooling time so that the brake temperature drops to the target cooling temperature.

[0064] It should be noted that in this step, the system will keep the vehicle stationary (parking can be achieved by shifting into P gear via PCS), continuously receive temperature sensor signals from EBS, monitor brake temperature changes, and when the brake temperature T drops below the target cooling temperature Ttgt, the cooling phase is determined to be complete, and preparation is made to enter the next phase of executing the steering return operation.

[0065] Step S30: Control the vehicle to return to center according to the preset number of grinding disc cycles and the current cycle count, so that the vehicle completes the brake grinding disc.

[0066] It should be noted that after completing one grinding operation of acceleration-braking-cooling, the system will compare the current cycle count n with the preset grinding cycle number N to determine whether all grinding cycles have been completed. If not, the system will control the vehicle to perform a turning and U-turn operation to return to the starting position and prepare for the next grinding cycle. If the cycle has been completed, the system will exit the automatic control program and end the entire grinding process.

[0067] Additionally, it should be noted that the preset number of grinding disc cycles N refers to the total number of times the grinding disc operation needs to be repeated. In this embodiment, N≥100, preferably 100 times or more. This parameter setting is based on the number of friction cycles required for the brake friction pads and brake discs to achieve sufficient break-in, ensuring that the grinding disc effect meets the technical requirements. The steering return refers to controlling the vehicle to complete a 180° turn and return to the correct direction, so that the vehicle turns back from the current direction to the opposite direction of the starting direction, which facilitates continuous reciprocating grinding disc cycles on the closed test track. The current cycle count n increases (n=n+1) after each acceleration-braking-cooling stage is completed, and is used to accumulate the number of completed grinding disc cycles. When n=N, it indicates that all preset grinding disc cycles have been completed, and the entire automated grinding disc process ends.

[0068] This embodiment provides an automatic control method for a car brake disc grinding process. The method includes: establishing a communication connection with a controller local area network (LAN) bus, and acquiring vehicle status parameters and a current cycle count based on the communication connection; controlling the vehicle to perform disc grinding operations based on the vehicle status parameters and at least one of preset drive parameters, braking parameters, and cooling parameters; and controlling the vehicle to return to center steering based on a preset number of disc grinding cycles and the current cycle count, so that the vehicle completes the brake disc grinding process. In summary, this embodiment, by designing a bus-based automated control process, precisely coordinates and controls the vehicle's power, braking, and steering systems, achieving automated and standardized operation of the brake disc grinding process. This solves the problems of low control accuracy, poor operational consistency, and unstable efficiency associated with manual disc grinding, thus improving the control accuracy and efficiency of the disc grinding process.

[0069] Based on the first embodiment of this application, in the second embodiment of this application, the content that is the same as or similar to that in Embodiment 1 above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 2 , Figure 2 This is a flowchart illustrating the second embodiment of the automatic control method for the grinding disc of an automotive brake in this application. Step S30 specifically includes: Step S301: Obtain the vehicle's initial heading angle and preset turning angle amplitude, turning rate, return amplitude, and return rate.

[0070] It should be noted that after the braking cooling stage is completed and the vehicle is controlled to be shifted into the P gear, the system will receive the heading angle signal sent by the IMU through the CAN bus, and record the heading angle at the current moment as the initial heading angle AccX1. At the same time, the corner amplitude δ1, the corner rate δ'1, the return amplitude δ2, and the return rate δ'2 are extracted from the preset steering parameters to provide parameter basis for subsequent steering control and return control.

[0071] Additionally, it should be noted that the initial heading angle AccX1 refers to the heading angle reference value recorded before the vehicle starts the steering and turning operation, and is used to calculate the actual steering angle change of the vehicle subsequently; the corner amplitude δ1 refers to the target corner value of the steering wheel during the steering stage, with the unit of degree (°). In this embodiment, δ1 can be set to 500°, indicating that the steering wheel rotates 500° from the center position to one side; the corner rate δ'1 refers to the change rate of the steering wheel corner during the steering stage, with the unit of degree per second (° / s). In this embodiment, δ'1 can be set to 500° / s, which determines the speed of the steering operation; the return amplitude δ2 refers to the target corner value of the steering wheel during the return stage. In this embodiment, δ2 = 0°, indicating that the steering wheel needs to return to the center position; the return rate δ'2 refers to the change rate of the steering wheel corner during the return stage. In this embodiment, δ'2 can be set to 400° / s, usually slightly less than the corner rate to ensure the smoothness of the return process; the preset steering parameters refer to the set of parameters stored in the automatic control program in advance for controlling the vehicle steering operation, and can be adjusted according to different vehicle models and test site conditions.

[0072] Step S302: When the current loop count is less than the preset grinding wheel loop count, control the vehicle to steer according to the corner amplitude and the corner rate, and record the heading angle during steering as the real-time heading angle.

[0073] It should be noted that as Figure 3 shown, the system will judge whether the current loop count n is less than the preset grinding wheel loop count N; if n < N, it indicates that the grinding wheel loop still needs to be continued. Then, control the vehicle to be shifted into the D gear and perform low-speed acceleration, and generate a steering control instruction according to the preset corner amplitude δ1 and corner rate δ'1, and send it to the EPS through the CAN bus to control the vehicle to start steering. At the same time, continuously receive the heading angle signal sent by the IMU through the CAN bus and record it as AccX2 in real time for monitoring the actual steering angle of the vehicle.

[0074] Additionally, it should be noted that the real-time heading angle AccX2 refers to the heading angle signal continuously collected by the IMU during the turning process, reflecting the real-time orientation change of the vehicle during the turning process, and is used to calculate the amount of change in the turning angle relative to the initial heading angle; controlling the vehicle to turn means that the EPS performs active steering operation, so that the steering wheel rotates according to the set angle amplitude and angle rate, thereby causing the front wheels of the vehicle to turn and realize the vehicle turning.

[0075] Step S303: When the absolute value of the difference between the real-time heading angle and the initial heading angle is greater than or equal to a preset steering angle threshold, control the vehicle to return the steering wheel to center according to the return amplitude and the return rate.

[0076] It should be noted that, as Figure 3 As shown, the system continuously calculates the absolute value of the difference between the real-time heading angle AccX2 and the initial heading angle AccX1, |AccX2-AccumX1|, and compares it with the preset steering angle threshold θ. When |AccX2-AccumX1|≥θ (θ≥170°, preferably 170°), it is determined that the vehicle has completed the U-turn. Then, a return-to-center control command is generated based on the return-to-center amplitude δ2=0 and the return-to-center rate δ'2 and sent to the EPS to control the steering wheel to return to the center position. At the same time, the PCS is controlled to unload torque, and the EBS is controlled to brake to the vehicle speed of 0Kph with a deceleration G2 (G2≤0.2g), thus completing the entire steering return-to-center process.

[0077] In one feasible implementation, before the step of controlling the vehicle to turn based on the turning angle amplitude and the turning angle rate, and recording the heading angle during the turn as the real-time heading angle, the method further includes: Step D10: When the vehicle's current gear is forward, a low-speed torque control command is generated according to preset low-speed drive parameters. The low-speed torque control command includes a second torque amplitude, a second torque change rate, and a second target vehicle speed, wherein the second torque amplitude is less than the first torque amplitude, the second torque change rate is less than the first torque change rate, and the second target vehicle speed is less than the first target vehicle speed.

[0078] It should be noted that before controlling the vehicle's steering, the system first checks the vehicle's current gear. When it is confirmed that the vehicle is in D gear (drive gear), it generates a low-speed torque control command based on preset low-speed drive parameters. The second torque amplitude M2, the second torque change rate M'2, and the second target vehicle speed Vtgt2 set in the command are all less than the first torque amplitude M1, the first torque change rate M'1, and the first target vehicle speed Vtgt1 corresponding to the acceleration phase, so as to ensure that the vehicle can safely and smoothly perform steering and U-turn operations at low speeds.

[0079] Additionally, it should be noted that the preset low-speed driving parameters refer to a set of torque control parameters specifically for low-speed driving during the U-turn phase, which are different from the high-speed driving parameters during the acceleration phase; the second torque amplitude M2 is the torque set value during the acceleration process in the U-turn phase. In this embodiment, M2 can be set to 1500 Nm, which is significantly smaller than the first torque amplitude M1 (3000 Nm) to avoid unstable steering caused by excessive driving force; the second torque change rate M'2 is the torque change rate during the U-turn phase. In this embodiment, M'2 can be set to 1500 Nm / s, which is less than the first torque change rate M'1 (3000 Nm / s) to make the acceleration process smoother; the second target vehicle speed Vtgt2 is the low-speed target vehicle speed during the U-turn phase. In this embodiment, 0 Kph < Vtgt2 ≤ 5 Kph, preferably 5 Kph, which is much smaller than the first target vehicle speed Vtgt1 (80 Kph - 100 Kph). Low-speed driving can ensure the controllability and safety of the steering process, and avoid excessive turning radius or vehicle out-of-control caused by too high vehicle speed.

[0080] Step D20: Control the vehicle to accelerate to the second target vehicle speed according to the second torque amplitude and the second torque change rate.

[0081] It should be noted that after receiving the low-speed torque control instruction, PCS will adjust the output torque from the current value to the second torque amplitude M2 according to the specified second torque change rate M'2, and maintain this torque output to drive the vehicle to accelerate slowly from the stationary state until the vehicle speed reaches the second target vehicle speed Vtgt2 (5 Kph).

[0082] It can be understood that this process is significantly different from the high-speed rapid acceleration during the acceleration phase. The purpose is to provide an appropriate driving speed for the steering operation on the premise of ensuring safety, so that the vehicle can complete a 180° U-turn within a smaller turning radius; the low-speed driving condition refers to the driving state where the vehicle speed is controlled within 5 Kph. At this speed, the active steering control of EPS can effectively change the driving direction of the vehicle, and at the same time, the vehicle has sufficient inertia to maintain driving stability, which is convenient for accurately controlling the steering angle and trajectory.

[0083] In this embodiment, by presetting the corner amplitude, corner rate, return parameter and heading angle difference threshold, automatic steering, real-time monitoring of the heading angle, return and braking control are automatically performed in the low-speed driving state, realizing precise and stable automatic U-turn between grinding discs, solving the problems of low accuracy, poor consistency and repeated intervention in manual U-turn operations, and improving the continuity and automatic operation efficiency of the grinding disc process.

[0084] This application also provides an automatic control device for an automotive brake grinding disc. Please refer to Figure 4 , the automatic control device for the automotive brake grinding disc includes: The communication construction module 10 is used to establish a communication connection with the controller local area network bus and to obtain vehicle status parameters and the current cycle count based on the communication connection. The grinding wheel control module 20 is used to control the vehicle to perform grinding wheel operation according to the vehicle status parameters and at least one of the preset driving parameters, braking parameters and cooling parameters. The cycle control module 30 is used to control the vehicle to return to center according to the preset number of grinding disc cycles and the current cycle count, so that the vehicle completes the brake grinding disc.

[0085] The automatic control device for an automotive brake disc provided in this application, employing the automatic control method for an automotive brake disc in the above embodiments, can solve the technical problem of how to improve the control accuracy and efficiency of the disc. Compared with the prior art, the beneficial effects of the automatic control device for an automotive brake disc provided in this application are the same as those of the automatic control method for an automotive brake disc provided in the above embodiments, and other technical features in the automatic control device for an automotive brake disc are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0086] In one embodiment, the communication construction module 10 is further configured to configure the communication database files of each control system of the vehicle according to preset configuration information. The control system includes a power control system, an electronic braking control system, an electric power steering system, and an inertial measurement unit; and to establish a communication connection with the control system according to the communication database files.

[0087] In one embodiment, the grinding wheel control module 20 is further configured to determine the vehicle gear position based on the vehicle state parameters; when the vehicle gear position is parking gear, generate a gear control command based on preset drive parameters, and control the vehicle to switch from parking gear to forward gear based on the gear control command; when the vehicle gear position is forward gear, generate a torque control command based on preset drive parameters, the torque control command including a first torque amplitude, a first torque change rate, and a first target vehicle speed; and control the vehicle to accelerate to the first target vehicle speed based on the first torque amplitude and the first torque change rate.

[0088] In one embodiment, the grinding disc control module 20 is further configured to send a braking control command to the electronic braking system according to preset braking parameters, the braking control command including a target deceleration; determine the current vehicle speed according to the vehicle state parameters; obtain a braking time according to a preset stationary speed, the current vehicle speed and the target deceleration; and control the vehicle to decelerate to the preset stationary speed according to the braking time.

[0089] In one embodiment, the grinding disc control module 20 is further configured to determine the current brake temperature based on the vehicle state parameters; control the target cooling temperature according to preset cooling parameters; obtain the brake cooling time based on the current brake temperature and the target cooling temperature; and control the vehicle to remain stationary based on the brake cooling time so that the brake temperature drops to the target cooling temperature.

[0090] In one embodiment, the cycle control module 30 is further configured to acquire the vehicle's initial heading angle and preset turning angle amplitude, turning angle rate, return-to-center amplitude, and return-to-center rate; when the current cycle count is less than a preset number of grinding wheel cycles, control the vehicle to turn according to the turning angle amplitude and the turning angle rate, and record the heading angle during the turn as the real-time heading angle; when the absolute value of the difference between the real-time heading angle and the initial heading angle is greater than or equal to a preset turning angle threshold, control the vehicle to return the steering wheel to center according to the return-to-center amplitude and the return-to-center rate.

[0091] In one embodiment, the cycle control module 30 is further configured to generate a low-speed torque control command based on preset low-speed drive parameters when the vehicle's current gear is a forward gear. The low-speed torque control command includes a second torque amplitude, a second torque change rate, and a second target vehicle speed, wherein the second torque amplitude is less than a first torque amplitude, the second torque change rate is less than a first torque change rate, and the second target vehicle speed is less than a first target vehicle speed; and control the vehicle to accelerate to the second target vehicle speed based on the second torque amplitude and the second torque change rate.

[0092] This application provides an automatic control device for an automotive brake disc, the automatic control device for an automotive brake disc includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, the instructions being executed by the at least one processor to enable the at least one processor to execute the automatic control method for the automotive brake disc in the first embodiment described above.

[0093] The following is for reference. Figure 5This document illustrates a structural schematic diagram of an automatic control device suitable for implementing the embodiments of this application for an automotive brake disc. The automatic control device for the automotive brake disc in the embodiments of this application may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital radio receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Description), PMPs (Portable Media Players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 5 The automatic control device for the automobile brake disc shown is merely an example and should not impose any limitation on the functionality and scope of use of the embodiments of this application.

[0094] like Figure 5 As shown, the automatic control device for the automotive brake disc may include a processing unit 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to a program stored in ROM (Read Only Memory) 1002 or a program loaded from storage device 1003 into RAM (Random Access Memory) 1004. RAM 1004 also stores various programs and data required for the operation of the automatic control device for the automotive brake disc. The processing unit 1001, ROM 1002, and RAM 1004 are interconnected via bus 1005. Input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to I / O interface 1006: input devices 1007 including, for example, touchscreens, touchpads, keyboards, mice, image sensors, microphones, accelerometers, gyroscopes, etc.; output devices 1008 including, for example, LCDs (Liquid Crystal Displays), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the automatic control equipment of the automotive brake disc to communicate wirelessly or wiredly with other devices to exchange data. Although the figure shows an automatic control equipment for an automotive brake disc with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems may be implemented alternatively.

[0095] Specifically, according to the embodiments disclosed in this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments disclosed in this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device, or installed from storage device 1003, or installed from ROM 1002. When the computer program is executed by processing device 1001, it performs the functions defined in the methods of the embodiments disclosed in this application.

[0096] The automatic control device for automotive brake discs provided in this application, employing the automatic control method for automotive brake discs in the above embodiments, can solve the technical problem of how to improve the control accuracy and efficiency of the disc. Compared with the prior art, the beneficial effects of the automatic control device for automotive brake discs provided in this application are the same as those of the automatic control method for automotive brake discs provided in the above embodiments, and other technical features in this automatic control device for automotive brake discs are the same as those disclosed in the previous embodiment method, and will not be repeated here.

[0097] It should be understood that the various parts disclosed in this application can be implemented using hardware, software, firmware, or a combination thereof. In the description of the above embodiments, specific features, structures, materials, or characteristics can be combined in any suitable manner in one or more embodiments or examples.

[0098] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

[0099] This application provides a computer-readable storage medium having computer-readable program instructions (i.e., a computer program) stored thereon, the computer-readable program instructions being used to execute the automatic control method for the automobile brake disc in the above embodiments.

[0100] The computer-readable storage medium provided in this application may be, for example, a USB flash drive, but is not limited to, electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or any combination thereof. More specific examples of computer-readable storage media may include, but are not limited to: electrical connections having one or more wires, portable computer disks, hard disks, RAM (Random Access Memory), ROM (Read Only Memory), EPROM (Erasable Programmable Read Only Memory or Flash Memory), optical fibers, CD-ROM (CD-Read Only Memory), optical storage devices, magnetic storage devices, or any suitable combination thereof. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer-readable storage medium may be transmitted using any suitable medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination thereof.

[0101] The aforementioned computer-readable storage medium may be included in the automatic control device of the automotive brake disc; or it may exist independently and not be assembled into the automatic control device of the automotive brake disc.

[0102] The aforementioned computer-readable storage medium carries one or more programs that, when executed by the automatic control device for the automotive brake disc, cause the automatic control device for the automotive brake disc to: establish a communication connection with the controller local area network bus and obtain vehicle status parameters and the current cycle count according to the communication connection; control the vehicle to perform disc grinding operation according to the vehicle status parameters and at least one of preset drive parameters, braking parameters, and cooling parameters; and control the vehicle to return to center according to the preset number of disc grinding cycles and the current cycle count, so that the vehicle completes the brake disc grinding.

[0103] Computer program code for performing the operations of this application can be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, and C++, as well as conventional procedural programming languages ​​such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including LAN (Local Area Network) or WAN (Wide Area Network)—or can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0104] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0105] The modules described in the embodiments of this application can be implemented in software or hardware. The names of the modules do not necessarily limit the functionality of the unit itself.

[0106] The readable storage medium provided in this application is a computer-readable storage medium that stores computer-readable program instructions (i.e., a computer program) for executing the above-described automatic control method for an automotive brake disc, thereby solving the technical problem of how to improve the control accuracy and efficiency of the disc. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided in this application are the same as those of the automatic control method for an automotive brake disc provided in the above embodiments, and will not be repeated here.

[0107] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the automatic control method for the automobile brake disc as described above.

[0108] The computer program product provided in this application can solve the technical problem of how to improve the control accuracy and efficiency of the grinding disc. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as the beneficial effects of the automatic control method for the grinding disc of the automobile brake provided in the above embodiments, and will not be repeated here.

[0109] The above description is only a part of the embodiments of this application and does not limit the patent scope of this application. All equivalent structural transformations made under the technical concept of this application and using the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included in the patent protection scope of this application.

Claims

1. An automatic control method for a brake disc in an automobile, characterized in that, The method includes: Establish a communication connection with the controller local area network bus, and obtain vehicle status parameters and current cycle count based on the communication connection; The vehicle is controlled to perform grinding operations based on at least one of the vehicle status parameters and preset driving parameters, braking parameters, and cooling parameters. The vehicle is controlled to return to center according to the preset number of grinding disc cycles and the current cycle count, so that the vehicle completes the brake grinding disc operation.

2. The method as described in claim 1, characterized in that, The grinding wheel operation includes an acceleration operation, and the step of controlling the vehicle to perform the grinding wheel operation based on at least one of the vehicle state parameters and preset drive parameters, braking parameters, and cooling parameters includes: Determine the vehicle gear based on the vehicle status parameters; When the vehicle is in parking gear, a gear control command is generated according to preset drive parameters, and the vehicle is controlled to switch from parking gear to drive gear according to the gear control command. When the vehicle is in a forward gear, a torque control command is generated based on preset driving parameters. The torque control command includes a first torque amplitude, a first torque change rate, and a first target vehicle speed. The vehicle is accelerated to the first target speed based on the first torque amplitude and the first torque change rate.

3. The method as described in claim 1, characterized in that, The grinding wheel operation includes a braking operation. The step of controlling the vehicle to perform the grinding wheel operation based on at least one of the vehicle state parameters and preset driving parameters, braking parameters, and cooling parameters includes: The system sends braking control commands to the electronic braking system according to preset braking parameters, the braking control commands including the target deceleration; The vehicle's current speed is determined based on the vehicle status parameters; The braking time is obtained based on the preset stationary vehicle speed, the current vehicle speed, and the target deceleration. The vehicle is controlled to decelerate to the preset stationary speed based on the braking time.

4. The method as described in claim 1, characterized in that, The grinding wheel operation includes a cooling operation. The step of controlling the vehicle to perform the grinding wheel operation based on at least one of the vehicle state parameters and preset driving parameters, braking parameters, and cooling parameters includes: Determine the current brake temperature based on the vehicle status parameters; The target cooling temperature is obtained by controlling the preset cooling parameters; The brake cooling time is obtained based on the current brake temperature and the target cooling temperature. The vehicle is kept stationary according to the brake cooling time so that the brake temperature drops to the target cooling temperature.

5. The method as described in claim 1, characterized in that, The step of controlling the vehicle to return to center steering based on the preset number of grinding disc cycles and the current cycle count includes: Obtain the vehicle's initial heading angle and preset turning angle amplitude, turning rate, return amplitude, and return rate; When the current cycle count is less than the preset number of millstone cycles, the vehicle is controlled to turn according to the angle amplitude and the angle rate, and the heading angle at the time of turning is recorded as the real-time heading angle. When the absolute value of the difference between the real-time heading angle and the initial heading angle is greater than or equal to a preset steering angle threshold, the vehicle is controlled to return the steering wheel to center based on the return amplitude and the return rate.

6. The method as described in claim 1, characterized in that, Before the step of controlling the vehicle to turn based on the turning angle amplitude and the turning angle rate, and recording the heading angle during the turn as the real-time heading angle, the method further includes: When the vehicle's current gear is a forward gear, a low-speed torque control command is generated according to preset low-speed drive parameters. The low-speed torque control command includes a second torque amplitude, a second torque change rate, and a second target vehicle speed, wherein the second torque amplitude is less than the first torque amplitude, the second torque change rate is less than the first torque change rate, and the second target vehicle speed is less than the first target vehicle speed. The vehicle is accelerated to the second target speed based on the second torque amplitude and the second torque change rate.

7. The method as described in claim 1, characterized in that, The steps for establishing a communication connection with the controller local area network bus include: Configure the communication database files of each control system of the vehicle according to the preset configuration information. The control system includes a power control system, an electronic braking control system, an electric power steering system, and an inertial measurement unit. A communication connection is established between the system and the communication database file.

8. An automatic control device for an automobile brake disc, characterized in that, The device includes: The communication construction module is used to establish a communication connection with the controller local area network bus and obtain vehicle status parameters and the current cycle count based on the communication connection. The grinding wheel control module is used to control the vehicle to perform grinding wheel operation according to the vehicle status parameters and at least one of the preset driving parameters, braking parameters and cooling parameters. The cycle control module is used to control the vehicle to return to center according to the preset number of grinding disc cycles and the current cycle count, so that the vehicle completes the brake grinding disc.

9. An automatic control device for an automotive brake disc, characterized in that, The device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, the computer program being configured to implement the steps of the automatic control method for an automotive brake disc as claimed in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, it implements the steps of the automatic control method for the automobile brake disc as described in any one of claims 1 to 7.

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