Life-cycle-oriented adaptive brake compensation control method, device and equipment and storage medium

Abstract

The application discloses a kind of life-cycle-oriented adaptive brake compensation control method, device, equipment and storage medium, it is related to vehicle brake control technical field, comprising: through real-time acquisition brake system operating state parameter by vehicle-mounted multi-source sensor, brake system operating state parameter includes brake motor real-time working current, brake hydraulic circuit pressure, each wheel real-time wheel speed and brake response time difference;According to the cumulative running mileage of vehicle and cumulative brake load integral, determine brake system wear index;According to brake system wear index, compensate and adjust proportional integral differential control gain to reference brake torque, obtain compensation brake torque and dynamic proportional integral differential gain;According to compensation brake torque and dynamic proportional integral differential gain, generate brake control instruction and send to brake execution system, so that vehicle maintains brake response consistency and torque output accuracy in whole life cycle.

Description

Technical Field

[0001] This invention relates to the field of vehicle braking control technology, and in particular to an adaptive braking compensation control method, device, equipment, and storage medium for the entire life cycle. Background Technology

[0002] With the increasing average lifespan of vehicles and the widespread adoption of advanced driver assistance systems (ADAS), maintaining the performance of braking systems throughout their entire lifecycle has become a critical requirement for ensuring driving safety. Time-varying factors such as brake disc wear, hydraulic circuit aging, and brake motor efficiency decline cause actual braking characteristics to continuously deviate from the factory calibration. In older vehicles, the cumulative effects of braking response delays and torque output deviations during adaptive cruise control or emergency braking directly threaten driving safety. Therefore, a solution capable of sensing the aging state of the braking system and dynamically adjusting control parameters is urgently needed.

[0003] Existing braking control methods typically rely on fixed-drive braking dynamics models or preset torque variation calibration parameter tables calibrated at the factory to calculate braking force. These model parameters and calibration values ​​remain constant during vehicle use and cannot adaptively update to reflect time-varying characteristics such as brake disc mechanical wear, hydraulic circuit seal failure, and brake motor electrical performance degradation. Furthermore, existing controllers lack a mechanism to detect performance degradation in the braking system itself, always assuming a new vehicle state when outputting braking commands. They fail to recognize increased response delays and torque attenuation caused by component aging, resulting in a continuous deterioration in control quality as braking system characteristics change over time, with braking torque output accuracy decreasing throughout the vehicle's lifespan.

[0004] The above content is only used to help understand the technical solution of the present invention and does not represent an admission that the above content is prior art. Summary of the Invention

[0005] The main objective of this invention is to provide an adaptive braking compensation control method, device, equipment, and storage medium for the entire life cycle, aiming to solve the technical problems of increasing braking response delay and decreasing braking torque output accuracy caused by component aging throughout the life cycle of the braking system.

[0006] To achieve the above objectives, the present invention provides an adaptive braking compensation control method for the entire life cycle, the adaptive braking compensation control method for the entire life cycle comprising the following steps: The braking system operating status parameters are collected in real time by on-board multi-source sensors. These parameters include the real-time operating current of the brake motor, the pressure of the brake hydraulic circuit, the real-time wheel speed of each wheel, and the braking response time difference. The wear index of the braking system is determined based on the vehicle's cumulative mileage and cumulative braking load integral. The reference braking torque is compensated based on the wear index of the braking system, and the proportional-integral-derivative control gain is adjusted to obtain the compensated braking torque and the dynamic proportional-integral-derivative gain. Based on the compensated braking torque and the dynamic proportional-integral-derivative gain, a braking control command is generated and sent to the braking execution system.

[0007] In one embodiment, the step of determining the brake system wear index based on the vehicle's cumulative mileage and cumulative brake load integral includes: Obtain the vehicle's cumulative mileage; Based on the operating status parameters of the braking system, determine the actual torque output value for a single braking operation; The cumulative braking load integral is obtained by integrating the actual torque output value of a single braking action over time. The wear index of the braking system is determined based on the vehicle's cumulative mileage and the cumulative braking load integral.

[0008] In one embodiment, the step of determining the actual torque output value for a single braking operation based on the operating state parameters of the braking system includes: The degradation status of the motor's electrical performance is determined based on the real-time operating current of the brake motor and the reference current value of the new vehicle. Calculate the pressure rise slope based on the pressure in the brake hydraulic circuit. The hydraulic system efficiency degradation state is determined based on the pressure rise slope and the new vehicle reference pressure rise slope. The state of brake disc friction coefficient reduction is determined based on the real-time wheel speed of each wheel and the anti-lock braking system signal. The actual torque output value for a single braking action is determined based on the degradation state of the motor's electrical performance, the attenuation state of the hydraulic system's efficiency, and the decrease in the friction coefficient of the brake disc.

[0009] In one embodiment, the step of determining the brake system wear index based on the vehicle's cumulative mileage and the cumulative brake load integral includes: Pre-store the current, pressure, and deceleration mapping baseline data of a new car in its factory condition; Based on the operating status parameters of the braking system, determine the current pressure deceleration mapping parameters under the current operating conditions; The deviation rate is calculated based on the current-pressure-deceleration mapping reference data and the current-pressure-deceleration mapping parameters; When the deviation rate exceeds a preset activation threshold, the cumulative mileage of the vehicle is weighted according to the mileage attenuation coefficient to obtain a weighted mileage value. The cumulative braking load integral is weighted according to the load integral attenuation coefficient to obtain the weighted load value; The brake system wear index is obtained by summing the weighted mileage value and the weighted load value.

[0010] In one embodiment, the step of compensating the reference braking torque based on the braking system wear index and adjusting the proportional-integral-derivative (PID) control gain to obtain the compensated braking torque and the dynamic PID gain includes: Obtain the original required torque from the upper-layer function request as the reference braking torque; The reference braking torque is compensated based on the wear index and calibration coefficient of the braking system to obtain the compensated braking torque; Based on the wear index of the braking system, the initial proportional gain is amplified to obtain the dynamic proportional gain; Based on the wear index of the braking system, the initial integral gain is attenuated to obtain the dynamic integral gain; Based on the wear index of the braking system, the initial differential gain is attenuated to obtain the dynamic differential gain; The compensating braking torque and the dynamic proportional-integral-derivative gain are determined based on the compensated braking torque, the dynamic proportional gain, the dynamic integral gain, and the dynamic derivative gain.

[0011] In one embodiment, the step of generating a braking control command based on the compensated braking torque and the dynamic proportional-integral-derivative gain and sending it to the braking execution system includes: Based on the compensated braking torque and the dynamic proportional-integral-derivative gain, a braking control command is generated; Determine whether the compensated braking torque exceeds the preset motor torque limit; When the compensating braking torque exceeds the preset motor torque limit, a hydraulic power assist compensation command is generated; The braking control command and the hydraulic power assist compensation command are sent to the braking execution system to generate braking control commands based on the compensated braking torque and the dynamic proportional-integral-derivative gain, and then sent to the braking execution system.

[0012] In one embodiment, the step of sending the braking control command and the hydraulic power assist compensation command to the braking execution system to generate a braking control command and send it to the braking execution system based on the compensated braking torque and the dynamic proportional-integral-derivative gain includes: The braking control command and the hydraulic power assist compensation command are sent to the braking execution system; Determine whether the wear index of the braking system exceeds a preset warning threshold; When the wear index of the braking system exceeds a preset warning threshold, a maintenance warning message is generated and sent to the cloud service platform so that the cloud service platform can arrange maintenance according to the maintenance warning message; Based on the operating state parameters of the braking system, determine the actual deceleration for multiple consecutive braking operations; Determine whether the deviation between the actual deceleration and the target deceleration corresponding to the braking control command continuously exceeds a preset performance deviation limit. When the deviation continues to exceed the preset performance deviation limit, a redundant braking activation command and a driver warning command are generated, and the redundant braking activation command and the driver warning command are sent to the braking execution system, so as to send the braking control command and the hydraulic power assist compensation command to the braking execution system.

[0013] Furthermore, to achieve the above objectives, the present invention also proposes an adaptive braking compensation control device for the entire life cycle, the device comprising: The multi-source sensor acquisition module is used to acquire the operating status parameters of the braking system in real time through on-board multi-source sensors. The operating status parameters of the braking system include the real-time operating current of the brake motor, the pressure of the brake hydraulic circuit, the real-time wheel speed of each wheel, and the braking response time difference. The wear index determination module is used to determine the wear index of the braking system based on the vehicle's cumulative mileage and cumulative brake load integral. The compensation gain adjustment module is used to compensate the reference braking torque according to the wear index of the braking system and adjust the proportional-integral-derivative control gain to obtain the compensated braking torque and dynamic proportional-integral-derivative gain. The instruction generation and sending module is used to generate braking control instructions based on the compensated braking torque and the dynamic proportional-integral-derivative gain and send them to the braking execution system.

[0014] Furthermore, to achieve the above objectives, the present invention also proposes an adaptive braking compensation control device for the entire life cycle, the device comprising: a memory, a processor, and an adaptive braking compensation control program for the entire life cycle stored in the memory and executable on the processor, the adaptive braking compensation control program for the entire life cycle being configured to implement the steps of the adaptive braking compensation control method for the entire life cycle as described above.

[0015] Furthermore, to achieve the above objectives, the present invention also proposes a storage medium storing an adaptive braking compensation control program for the entire life cycle, wherein when the adaptive braking compensation control program for the entire life cycle is executed by a processor, the program implements the steps of the adaptive braking compensation control method for the entire life cycle as described above.

[0016] 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 adaptive braking compensation control method for the entire life cycle as described above.

[0017] One or more technical solutions proposed in this application have at least the following technical effects: By collecting real-time operating status parameters of the braking system and combining them with the vehicle's cumulative mileage and cumulative brake load integral to determine the braking system wear index, online quantitative perception of aging conditions such as brake disc wear, hydraulic circuit aging, and brake motor efficiency degradation is achieved. Based on the braking system wear index, feedforward compensation is applied to the reference braking torque, and the proportional-integral-derivative control gain is adjusted synchronously. This allows the braking torque output command and controller parameters to adaptively update in accordance with the system's time-varying characteristics, thereby maintaining the braking response delay at a stable level throughout the vehicle's lifespan and controlling the braking torque output error within a safe threshold range. When the compensated braking torque exceeds the preset motor torque limit, hydraulic power assist compensation is automatically activated, ensuring the complete execution of the compensation command and improving the reliability and safety of braking control under aging conditions. Attached Figure Description

[0018] 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.

[0019] 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.

[0020] Figure 1 This is a flowchart illustrating an embodiment of the adaptive braking compensation control method for the entire life cycle of this application. Figure 2 This is a system architecture diagram provided for Embodiment 1 of the adaptive braking compensation control method for the entire life cycle of this application; Figure 3 This is a flowchart illustrating Embodiment 2 of the adaptive braking compensation control method for the entire life cycle of this application. Figure 4 This is a schematic diagram of the module structure of the adaptive braking compensation control device for the entire life cycle according to an embodiment of this application; Figure 5 This is a schematic diagram of the equipment structure of the hardware operating environment involved in the adaptive braking compensation control method for the entire life cycle in the embodiments of this application.

[0021] 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

[0022] 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.

[0023] 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.

[0024] It should be noted that the executing entity in this embodiment can be a computing service device with data processing, network communication, and program execution functions, such as a tablet computer, personal computer, or mobile phone, or an electronic device capable of performing the above functions, such as an adaptive braking compensation control device for the entire life cycle. The following description uses an adaptive braking compensation control device for the entire life cycle as an example to illustrate this embodiment and the subsequent embodiments.

[0025] Based on this, embodiments of this application provide an adaptive braking compensation control method for the entire life cycle, referring to... Figure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the adaptive braking compensation control method for the entire life cycle of this application.

[0026] In this embodiment, the adaptive braking compensation control method for the entire life cycle includes steps S10 to S40: Step S10: Real-time acquisition of braking system operating status parameters through on-board multi-source sensors. The braking system operating status parameters include real-time operating current of the brake motor, pressure of the brake hydraulic circuit, real-time wheel speed of each wheel, and braking response time difference. like Figure 2 As shown, Figure 2 The system architecture diagram shows that the system first performs a power-on startup and self-test process, followed by multi-source sensing operations to complete a degradation assessment based on the sensing data. After the degradation assessment, the system enters a judgment phase to determine whether the current deviation is greater than a set threshold. If the deviation is not greater than the threshold, the current operating state is maintained directly. If the deviation is greater than the threshold, dynamic parameter tuning and torque compensation operations are performed. After dynamic parameter tuning and torque compensation are completed, the system enters the next judgment step to determine whether the output demand exceeds the motor's upper limit. If it does not exceed the motor's upper limit, hydraulic assistance is activated. If it exceeds the motor's upper limit, the motor drive action is executed. After the motor has completed its action, the system again determines whether it exceeds the motor's upper limit. If it does not exceed the motor's upper limit, hydraulic assistance is activated. If it still exceeds the motor's upper limit, the entire control process ends.

[0027] It should be noted that on-board multi-source sensors are a collection of various types of sensors installed on a vehicle, i.e., detection devices used to collect braking-related operational data from different physical dimensions. Braking system operating status parameters are a set of quantitative data reflecting the working characteristics of each part of the braking system; that is, numerical information collected by sensors to characterize the current operating state of the brakes. The real-time operating current of the brake motor is the current value flowing through its coils in the brake motor during its immediate operating state; that is, a parameter reflecting the current electrical load and energy consumption characteristics of the brake motor. The brake hydraulic circuit pressure is the pressure value of the working medium in the brake hydraulic circuit; that is, a parameter reflecting the force transmission state of the hydraulic transmission part. The real-time wheel speed of each wheel is the rotational speed of each wheel of the vehicle at any given moment; that is, a parameter used to characterize the wheel's motion state. The braking response time difference is the time interval between the issuance of the braking command and the detection of deceleration by the wheel speed sensor; that is, a parameter reflecting the braking execution delay characteristics.

[0028] Understandably, the braking system's operating status parameters are collected in real time by using on-board multi-source sensors. This involves using multiple sensors installed on the vehicle to simultaneously acquire the real-time operating current of the brake motor, the pressure of the brake hydraulic circuit, the real-time wheel speed of each wheel, and the braking response time difference, thereby obtaining the braking system's operating status parameters.

[0029] The beneficial effect of this step is that it enables a comprehensive understanding of the working status of each part of the brake, providing a data foundation for subsequent aging status quantification.

[0030] In practical implementation, the braking system's operating status parameters are collected in real time using onboard multi-source sensors, including: a brake motor current sensor to collect the real-time operating current of the brake motor. Hydraulic pressure sensors collect the pressure of the brake hydraulic circuit. Wheel speed sensors collect real-time wheel speeds of each wheel. The controller records the moment each braking command is issued. The deceleration start response time fed back by the wheel speed sensor Calculate the response time difference of this braking action. .

[0031] In one example, the brake motor current sensor is used to detect increased power consumption due to aging of the motor coils, where the current consumption is lower than the baseline value for a new vehicle under the same torque command. When the number of motor components increases, the electrical performance of the motor is deemed to have degraded. The hydraulic pressure sensor is used to detect the pressure build-up delay caused by the failure of the brake circuit seals. When the pressure rise slope decreases compared to the new vehicle reference value, it is determined that the hydraulic system efficiency has deteriorated. The wheel speed sensor uses the anti-lock braking system signal to infer the actual braking torque attenuation rate. When the wheel deceleration response amplitude decreases under the same pressure command, it is determined that the friction coefficient of the brake disc has decreased.

[0032] Step S20: Determine the brake system wear index based on the vehicle's cumulative mileage and cumulative brake load integral; It should be noted that the vehicle's cumulative mileage is the total distance traveled since the vehicle was put into use, which is the basic parameter used to characterize the cumulative wear of braking mechanical components. The cumulative brake load integral is the cumulative amount of actual braking torque output values ​​over time since the vehicle was new, which is a parameter used to characterize the cumulative load on the brake hydraulic and electrical components. The brake system wear index quantifies the brake aging state into a continuous value that the controller can recognize, which is an indicator that comprehensively reflects the degree of wear of braking machinery and the decline in hydraulic and electrical efficiency.

[0033] Understandably, the brake system wear index is determined based on the vehicle's cumulative mileage and cumulative brake load integral. In other words, the degree of brake wear is comprehensively assessed by combining mileage decay and load accumulation, transforming the aging state, which cannot be directly measured, into a calculable value.

[0034] In this embodiment, when the vehicle has traveled 150,000 kilometers, the brake disc friction surface shows measurable thinning, and the motor coil shows an increase in copper resistance. Monitoring reveals that under the same torque command, the real-time operating current of the brake motor is significantly higher than the baseline value for a new vehicle, and the wheel-end deceleration response amplitude decreases. The brake system wear index reaches 0.25. This demonstrates the process of determining the brake system wear index based on the vehicle's cumulative mileage and cumulative brake load integral; that is, as mileage and brake load accumulate, the aging state of brake components is quantified into a specific wear index value.

[0035] The beneficial effect of this step is that it transforms the braking aging state, which cannot be directly measured, into a calculable continuous value, providing a quantitative basis for subsequent adaptive compensation.

[0036] In practical implementation, a braking system wear index is constructed based on the vehicle's cumulative mileage and historical braking load integral. The calculation formula is as follows:

[0037] in, This is the mileage attenuation factor. The load integral attenuation coefficient is... This represents the actual torque output value for a single braking operation. It represents the cumulative brake load integral since the vehicle was new; this wear index quantifies the aging condition of the braking system, which cannot be directly measured, into a continuous value that the controller can recognize.

[0038] In one example, a current-pressure-deceleration mapping reference table of the braking system in the factory condition of a new car is pre-stored. ; Real-time acquisition of mapping parameters under current operating conditions Calculate its deviation rate from the benchmark table:

[0039] When deviation rate When the preset activation threshold is exceeded, it confirms that the braking system has undergone perceptible degradation and activates the wear index. The calculation and torque compensation mechanism.

[0040] Step S30: Compensate the reference braking torque according to the braking system wear index and adjust the proportional-integral-derivative control gain to obtain the compensated braking torque and dynamic proportional-integral-derivative gain. It should be noted that the reference braking torque is the original braking demand torque output by the upper-level function request, i.e., the torque value used as the basis for subsequent compensation calculations. The proportional-integral-derivative (PID) control gain is the amplification coefficient of each control channel in the proportional-integral-derivative controller, i.e., a set of parameters used to adjust the control response speed, steady-state accuracy, and anti-interference capability. The compensated braking torque is the braking output torque command after aging compensation correction, i.e., the torque value used to compensate for performance losses caused by component aging. The dynamic proportional-integral-derivative gain is the proportional-integral-derivative control parameter adjusted in real time according to the braking aging state, i.e., a set of control coefficients used to adapt to time-varying braking characteristics.

[0041] Understandably, by compensating the reference braking torque based on the wear index of the braking system and adjusting the proportional-integral-derivative control gain, the compensated braking torque and dynamic proportional-integral-derivative gain are obtained. In other words, the wear index drives the feedforward compensation of the torque command and the synchronous adjustment of the controller parameters.

[0042] The beneficial effect of this step is that by synchronously driving torque compensation and gain adjustment through the wear index, the controller parameters can be adaptively updated to follow the time-varying characteristics of braking, thus maintaining control quality throughout the entire life cycle.

[0043] In its specific implementation, the adaptive PID controller uses the wear index... Dynamically correct the reference torque command value to generate a compensated braking torque output command. :

[0044] in, The original torque requirement requested by the upper-level ADAS functions. These are calibration coefficients obtained through actual vehicle calibration; when the actual output torque of the braking system is lower than the commanded value due to wear, a compensation item is added. Automatically amplify torque commands to compensate for performance loss; Meanwhile, the gain parameter of the adaptive PID controller varies with the wear exponent. Dynamic adjustment:

[0045]

[0046]

[0047] in, , , The initial PID gain calibrated under new vehicle conditions. , , This is the dynamic gain after wear index correction; as wear intensifies, the proportional gain increases to compensate for response delay, the integral gain decreases to prevent overshoot in the aging system, and the derivative gain decreases to suppress noise amplification.

[0048] In one feasible implementation, step S30 includes steps A11 to A16: Step A11: Obtain the original required torque from the upper-layer function request as the reference braking torque; It should be noted that the upper-layer function refers to the high-level decision-making function in the vehicle's automated driving assistance system, that is, the logical unit used to generate vehicle motion control targets. The original required torque is the uncompensated braking torque request calculated by the upper-layer function based on the current operating conditions, which serves as the reference value for torque compensation calculation.

[0049] Understandably, the original required torque from the upper-level function request is used as the reference braking torque, that is, the uncompensated braking torque request is received from the higher-level decision-making of the autonomous driving assistance system and set as the reference value for subsequent compensation calculation.

[0050] The benefit of this step is that it clarifies the starting point for compensation calculations, ensuring that torque compensation is based on actual driving needs.

[0051] Step A12: Based on the brake system wear index and calibration coefficient, compensate the reference brake torque to obtain the compensated brake torque; It should be noted that the calibration coefficient is a correction factor used for torque compensation calculation obtained through actual vehicle calibration, that is, a proportional parameter connecting the wear index and the compensation range.

[0052] Understandably, the reference braking torque is compensated based on the wear index and calibration coefficient of the braking system to obtain the compensated braking torque. That is, the compensation amount is calculated using the wear index and calibration correction factor to correct the reference braking torque to the output value that is suitable for the aging state.

[0053] The benefit of this step is that it establishes a quantitative relationship between the wear index and torque compensation by calibrating the coefficient, ensuring that the compensation range is precisely matched with the degree of aging.

[0054] Step A13: Amplify the initial proportional gain according to the wear index of the braking system to obtain the dynamic proportional gain; It should be noted that the initial proportional gain is the amplification factor of the proportional control channel calibrated under new vehicle conditions, which is the basic control parameter used to quickly respond to deviations. The dynamic proportional gain is the real-time coefficient of the proportional control channel obtained after amplification based on the wear index, which is the correction parameter used to compensate for response delays caused by aging.

[0055] Understandably, based on the wear index of the braking system, the initial proportional gain is amplified to obtain the dynamic proportional gain, that is, the amplification coefficient of the proportional control channel is increased according to the degree of wear to compensate for the response delay caused by component aging.

[0056] The beneficial effect of this step is to improve the response speed of aging brakes by increasing the proportional gain, thereby offsetting the delay caused by mechanical wear and hydraulic decay.

[0057] Step A14: Based on the brake system wear index, the initial integral gain is attenuated to obtain the dynamic integral gain; It should be noted that the initial integral gain is the amplification factor of the integral control channel calibrated under new vehicle conditions, which is the basic control parameter used to eliminate steady-state errors. The dynamic integral gain is the real-time coefficient of the integral control channel obtained after attenuation processing based on the wear index, which is the correction parameter used to prevent overshoot under aging conditions.

[0058] Understandably, the initial integral gain is attenuated based on the wear index of the braking system to obtain the dynamic integral gain. That is, the amplification coefficient of the integral control channel is reduced according to the degree of wear to prevent overshoot during the steady-state adjustment of the aging brake.

[0059] The beneficial effect of this step is to suppress steady-state overshoot under aging conditions by attenuating the integral gain, and to avoid braking overshoot caused by integral accumulation.

[0060] Step A15: Based on the wear index of the braking system, the initial differential gain is attenuated to obtain the dynamic differential gain; It should be noted that the initial differential gain is the amplification factor of the differential control channel calibrated under new vehicle conditions, which is the basic control parameter used to suppress response overshoot. The dynamic differential gain is the real-time coefficient of the differential control channel obtained after attenuation processing based on the wear index, which is the correction parameter used to suppress noise amplification under aging conditions.

[0061] Understandably, based on the wear index of the braking system, the initial differential gain is attenuated to obtain the dynamic differential gain. That is, the amplification coefficient of the differential control channel is reduced according to the degree of wear in order to suppress the signal noise amplification caused by aging.

[0062] The beneficial effect of this step is to reduce the noise sensitivity under aging conditions by attenuating the differential gain, and to avoid the differential element from over-responding to disturbances.

[0063] Step A16: Determine the compensating braking torque and dynamic proportional-integral-derivative gain based on the compensating braking torque, dynamic proportional gain, dynamic integral gain, and dynamic derivative gain.

[0064] Understandably, the compensated braking torque and dynamic proportional gain are determined based on the compensated braking torque, dynamic proportional gain, dynamic integral gain, and dynamic derivative gain. In other words, the compensated torque value and the real-time gain of each channel are integrated to form a complete control output.

[0065] The benefit of this step is that it unifies the feedforward compensation and feedback gain adjustment into usable control parameters, providing complete input for subsequent instruction generation.

[0066] Step S40: Based on the compensated braking torque and dynamic proportional-integral-derivative gain, a braking control command is generated and sent to the braking execution system.

[0067] It should be noted that the braking control command is a control signal carrying compensated torque parameters and dynamic gain parameters; that is, a digital or analog command used to drive the braking actuator. The braking actuator system is a hardware set that receives and executes the braking control command; that is, it includes an actuator containing a brake motor and a hydraulic power assist compensation module.

[0068] Understandably, based on the compensated braking torque and dynamic proportional-integral-derivative gain, a braking control command is generated and sent to the braking execution system. That is, a control signal is generated based on the compensated torque and real-time gain and transmitted to the actuator to drive the braking action.

[0069] The beneficial effect of this step is that it transforms the compensated control parameters into executable instructions and drives the actuator, thus realizing the physical implementation of aging compensation.

[0070] In a specific implementation, the compensated braking torque output command is... Send to the execution system; when When the torque exceeds the maximum output torque of the brake motor, the hydraulic power assist compensation module is automatically activated, and the hydraulic braking circuit supplements the torque difference to ensure the complete execution of the compensation command.

[0071] In one feasible implementation, step S40 includes steps A21 to A24: Step A21: Generate braking control commands based on the compensated braking torque and dynamic proportional-integral-derivative gain; Understandably, braking control commands are generated based on the compensated braking torque and dynamic proportional-integral-derivative gain, that is, signals for control execution are formed by encoding the compensated torque value and dynamic gain parameters.

[0072] The benefit of this step is that it encodes the control parameters into an instruction format that the actuator can recognize, thus establishing a bridge between the control algorithm and physical execution.

[0073] Step A22: Determine whether the compensating braking torque exceeds the preset motor torque limit; It should be noted that the preset motor torque limit is the maximum torque boundary value that the brake motor can output, which is the threshold parameter used to determine whether hydraulic assistance needs to be activated.

[0074] Understandably, determining whether the compensated braking torque exceeds the preset motor torque limit involves comparing the relative magnitude between the compensated torque value and the maximum output capacity of the braking motor to determine whether auxiliary braking is required.

[0075] The beneficial effect of this step is that it identifies the saturation condition of the motor output through boundary judgment, providing a decision basis for the start of hydraulic assistance.

[0076] Step A23: When the compensating braking torque exceeds the preset motor torque limit, generate a hydraulic power assist compensation command; It should be noted that the hydraulic power assist compensation command is a control signal that requests the hydraulic braking circuit to supplement the torque difference, that is, a command used to provide auxiliary braking force when the motor output is insufficient.

[0077] Understandably, when the compensating braking torque exceeds the preset motor torque limit, a hydraulic assist compensation command is generated. That is, when it is determined that the motor's output alone cannot meet the compensation requirements, a command is generated to request the hydraulic circuit to provide additional torque.

[0078] The benefit of this step is that it activates hydraulic assistance when the motor output is saturated, ensuring the complete execution of the compensation command and avoiding compensation failure due to insufficient motor capacity.

[0079] Step A24: Send the braking control command and hydraulic power assist compensation command to the braking execution system to generate braking control commands based on the compensated braking torque and dynamic proportional-integral-derivative gain, and send them to the braking execution system.

[0080] Understandably, braking control commands and hydraulic power assist compensation commands are sent to the braking execution system to generate braking control commands based on the compensated braking torque and dynamic proportional-integral-derivative gain, and then send them to the braking execution system. In other words, the main control signal and auxiliary compensation signal are transmitted to the actuator simultaneously to ensure complete execution.

[0081] The beneficial effect of this step is that it ensures the continuity and reliability of braking control under various operating conditions through the coordinated transmission of master and slave commands.

[0082] In one feasible implementation, step A24 includes steps B11 to B16: Step B11: Send the brake control command and hydraulic power assist compensation command to the brake actuation system; Understandably, sending braking control commands and hydraulic power assist compensation commands to the braking execution system means transmitting the main control signal and auxiliary compensation signal to the actuator.

[0083] The beneficial effect of this step is that it transforms control decisions into physical actions of the actuators, thus realizing the final implementation of braking compensation.

[0084] Step B12: Determine whether the wear index of the braking system exceeds the preset warning threshold; It should be noted that the preset warning threshold is the wear index boundary value used to trigger maintenance warnings, that is, the critical parameter for determining whether the brake aging degree has reached the standard requiring maintenance.

[0085] Understandably, determining whether the wear index of the braking system exceeds the preset warning threshold involves comparing the current aging quantification index with the preset maintenance trigger boundary to determine whether to enter the warning state.

[0086] The benefit of this step is that it identifies aging states that require maintenance by determining thresholds, thus providing triggering conditions for predictive maintenance.

[0087] Step B13: When the wear index of the braking system exceeds the preset warning threshold, a maintenance warning message is generated and sent to the cloud service platform so that the cloud service platform can arrange maintenance according to the maintenance warning message; It should be noted that maintenance warning messages are alert data indicating that the brakes are aging and require maintenance; that is, information used to notify the user or platform to arrange maintenance. The cloud service platform is a server-side component that remotely receives and processes vehicle data; that is, a network server used to store and analyze vehicle status and generate maintenance recommendations.

[0088] Understandably, when the wear index of the braking system exceeds the preset warning threshold, a maintenance warning message is generated and sent to the cloud service platform so that the cloud service platform can arrange maintenance according to the maintenance warning message. That is, when the aging degree reaches the critical value, warning data is generated and uploaded to the remote server, and the remote server plans maintenance based on the information.

[0089] The benefit of this step is that it enables remote early warning and maintenance scheduling of aging conditions, allowing for maintenance to be arranged before performance degrades to the point of affecting safety.

[0090] Step B14: Determine the actual deceleration for multiple consecutive braking operations based on the operating parameters of the braking system; It should be noted that the actual deceleration is the real deceleration value fed back by the wheel speed sensor during vehicle braking, that is, the measured parameter reflecting the current braking performance.

[0091] Understandably, the actual deceleration during multiple consecutive braking events is determined based on the operating parameters of the braking system, that is, the actual speed reduction of the vehicle during multiple braking events is calculated using the collected operating data.

[0092] The benefit of this step is that it provides direct evidence of braking performance degradation by continuously monitoring actual braking effects.

[0093] Step B15: Determine whether the deviation between the actual deceleration and the target deceleration corresponding to the braking control command continuously exceeds the preset performance deviation limit; It should be noted that the target deceleration is the deceleration value expected to be achieved by the braking control command, i.e., the standard value used as a reference for braking effect. The preset performance deviation limit is the deceleration deviation boundary value used to trigger emergency compensation, i.e., the critical parameter for determining whether braking performance has severely deteriorated.

[0094] Understandably, determining whether the deviation between the actual deceleration and the target deceleration corresponding to the braking control command continuously exceeds the preset performance deviation limit involves comparing the difference between the measured deceleration and the control-expected deceleration, and determining whether the difference continuously exceeds the safety tolerance boundary.

[0095] The benefit of this step is that it identifies severe performance degradation through continuous deviation monitoring, providing a basis for determining when to initiate emergency protection measures.

[0096] Step B16: When the deviation continues to exceed the preset performance deviation limit, generate a redundant brake activation command and a driver warning command, and send the redundant brake activation command and the driver warning command to the brake execution system, so as to send the brake control command and the hydraulic power assist compensation command to the brake execution system.

[0097] It should be noted that the redundant braking activation command is a control signal that activates the backup braking unit, i.e., a command used to activate redundant protection when the main braking performance is insufficient. The driver warning command is a control signal that issues an audible and visual warning to the driver, i.e., a warning command used to indicate severe degradation of braking performance.

[0098] Understandably, when the deviation continues to exceed the preset performance deviation limit, a redundant brake activation command and a driver warning command are generated and sent to the brake execution system. In this way, the brake control command and the hydraulic power assist compensation command are sent to the brake execution system. That is, when it is determined that the performance has seriously deteriorated, a backup brake start signal and a driver warning signal are generated and transmitted to the actuator.

[0099] In this embodiment, when the brake system wear index exceeds 0.3, a maintenance warning message is generated and uploaded to the cloud, prompting the scheduling of maintenance. If the actual deceleration deviates from the target deceleration for multiple consecutive braking maneuvers and continuously exceeds the limit, a redundant brake activation command and a driver warning command are generated. This example illustrates the process of sending brake control commands to the brake execution system and triggering predictive maintenance, i.e., achieving early warning of degradation trends and multiple failure protections through online monitoring.

[0100] The beneficial effect of this step is that by activating redundant braking and mandatory alarms, multiple failure protections are formed, which greatly reduces the probability of functional failure caused by brake aging.

[0101] In one example, when the wear index When the warning threshold is exceeded, a maintenance warning is generated and uploaded to the cloud service platform through the vehicle diagnostic interface; when the actual deceleration and the target deceleration deviate from the preset limit for multiple consecutive braking actions, the emergency performance compensation mode is triggered, the redundant braking unit is activated and a driver warning is forcibly output.

[0102] In one example, the braking system self-test process is automatically executed every time the vehicle is powered on and started. Under a preset deceleration condition, a braking command is issued to verify the actual delay time from the issuance of the command to the wheel speed response, and the braking torque command value is compared with the measured value of the wheel end torque sensor. If the error exceeds the preset tolerance, the degradation model parameters are automatically updated.

[0103] This embodiment provides an adaptive braking compensation control method for the entire life cycle. It achieves online perception of brake aging by real-time acquisition of braking operation parameters through multi-source sensors. Based on the vehicle's cumulative mileage and cumulative brake load integral, a brake system wear index is determined, quantifying the aging state, which cannot be directly measured, into a continuous value. The wear index is used to compensate for the baseline braking torque, and the proportional-integral-derivative control gain is dynamically adjusted. This allows the braking torque output and controller parameters to adaptively update in accordance with the system's time-varying characteristics, maintaining consistent braking response and torque output accuracy throughout the entire life cycle. Hydraulic power assist compensation is automatically activated when the compensated braking torque exceeds a preset motor torque limit. A maintenance warning is uploaded to the cloud when the wear index exceeds a preset warning threshold. Redundant braking and driver alarms are activated when the deviation between the actual deceleration and the target deceleration continuously exceeds the limit, forming multiple failure protections to ensure braking safety.

[0104] 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 the first embodiment described above can be referred to the above description, and will not be repeated hereafter. Based on this, please refer to... Figure 3 Step S20 includes steps S201 to S204: Step S201: Obtain the vehicle's cumulative mileage; It should be noted that the vehicle's cumulative mileage is the total distance the vehicle has traveled since it was put into use, which is a basic parameter used to characterize the degree of cumulative wear of braking mechanical components.

[0105] Understandably, obtaining the vehicle's cumulative mileage means reading the distance the vehicle has traveled since it left the factory.

[0106] In this embodiment, the vehicle has traveled 150,000 kilometers. This example illustrates the process of obtaining the vehicle's cumulative mileage, i.e., the mileage accumulates as the vehicle continues to be used.

[0107] The benefit of this step is that it provides the basis for assessing brake mechanical wear.

[0108] Step S202: Determine the actual torque output value for a single braking operation based on the operating status parameters of the braking system. It should be noted that the actual torque output value of a single braking action is the magnitude of the torque actually output by the braking actuator during a single braking action, which is a parameter that reflects the true level of the current braking performance.

[0109] Understandably, the actual torque output value of a single braking action is determined based on the operating status parameters of the braking system, that is, the actual output torque of the braking actuator during a single braking action is calculated using the collected operating data.

[0110] The benefit of this step is that it obtains real performance data for a single braking action, providing a basis for load accumulation calculation.

[0111] In one feasible implementation, step S202 includes steps A31-A35: Step A31: Determine the degradation status of the motor's electrical performance based on the real-time operating current of the brake motor and the reference current value of the new vehicle; It should be noted that the reference current value for a new vehicle is the standard current consumption value of the brake motor under a specific torque command in the factory condition of a new vehicle. This is a reference parameter used to compare and determine changes in the motor's electrical performance. The degradation state of the motor's electrical performance is a characterization of the degree to which the electrical efficiency of the brake motor decreases due to coil aging; that is, a parameter reflecting the decline in the motor's ability to convert electrical energy into mechanical energy.

[0112] Understandably, the state of degradation of the motor's electrical performance is determined based on the real-time operating current of the brake motor and the reference current value of a new vehicle. In other words, the degree of aging of the motor's electrical components is determined by comparing the difference between the current current consumption and the standard value of a new vehicle.

[0113] In this embodiment, it was detected that the real-time operating current of the brake motor under the same torque command was significantly higher than the reference value for a new vehicle. This example illustrates the process of determining the degradation state of the motor's electrical performance based on the real-time operating current of the brake motor and the reference current value for a new vehicle; that is, as the copper resistance of the motor coil increases, the current consumption under the same output increases.

[0114] The benefit of this step is that it identifies the degradation of the motor's electrical performance by comparing current, providing motor-dimensional data for determining the actual torque output value.

[0115] Step A32: Calculate the pressure rise slope based on the brake hydraulic circuit pressure; It should be noted that the pressure rise slope is the rate at which the pressure in the brake hydraulic circuit rises over time, that is, a parameter reflecting the speed at which the hydraulic circuit pressure builds up.

[0116] Understandably, the pressure rise slope is calculated based on the brake hydraulic circuit pressure, that is, the rate of pressure rise is obtained by analyzing the trend of hydraulic pressure change over time.

[0117] The benefit of this step is that it quantifies the hydraulic pressure build-up speed, providing a calculation basis for hydraulic performance evaluation.

[0118] Step A33: Determine the hydraulic system efficiency degradation state based on the pressure rise slope and the new vehicle reference pressure rise slope; It should be noted that the new vehicle reference pressure rise slope is the standard rate at which the brake hydraulic circuit pressure is established under factory conditions, serving as a reference parameter for comparing and judging changes in hydraulic performance. The hydraulic system performance degradation state characterizes the degree to which the pressure transmission efficiency of the brake hydraulic circuit decreases due to factors such as seal aging; it is a parameter reflecting a decline in the force transmission capacity of the hydraulic components.

[0119] Understandably, the hydraulic system's performance degradation is determined based on the pressure rise slope and the new vehicle's reference pressure rise slope. In other words, the degree of aging of the hydraulic components is determined by comparing the current pressure build-up rate with the standard rate of a new vehicle.

[0120] The benefit of this step is that it identifies hydraulic efficiency degradation by comparing pressure slopes, providing hydraulic dimension data for determining the actual torque output value.

[0121] Step A34: Determine the state of brake disc friction coefficient reduction based on the real-time wheel speed of each wheel and the anti-lock braking system signal; It should be noted that the anti-lock braking system (ABS) signal refers to the wheel speed control and slip ratio information output by the ABS device during operation; that is, signal data used to prevent wheel lock-up and reflect road surface adhesion. The brake disc friction coefficient reduction state is a characterization of the degree to which the friction efficiency of the brake disc friction surface decreases due to wear; that is, a parameter reflecting the decline in the mechanical friction capability of the brake disc.

[0122] Understandably, the state of brake disc friction coefficient decline is determined based on the real-time wheel speed of each wheel and the anti-lock braking system signal. In other words, the degree of aging of the brake disc friction surface is determined by analyzing the wheel speed response and anti-lock control information.

[0123] In this embodiment, the wheel-end deceleration response amplitude decreases. This example illustrates the process of determining the state of brake disc friction coefficient reduction based on the real-time wheel speed of each wheel and the anti-lock braking system signal; that is, as the friction surface of the brake disc thins, the wheel speed deceleration response under the same pressure weakens.

[0124] The beneficial effect of this step is that it uses wheel speed and anti-lock braking signals to infer the change in friction coefficient, providing mechanical friction dimension data for determining the actual torque output value.

[0125] Step A35: Determine the actual torque output value for a single braking operation based on the degradation state of the motor's electrical performance, the decline in the hydraulic system's efficiency, and the decrease in the brake disc's friction coefficient.

[0126] Understandably, the actual torque output value of a single braking action is determined based on the degradation state of the motor's electrical performance, the decline in the hydraulic system's efficiency, and the decrease in the brake disc's friction coefficient. In other words, the true output torque of the braking actuator during a single braking action is calculated by comprehensively considering the degree of aging of the motor's electrical system, the degree of reduction in hydraulic transmission efficiency, and the degree of reduction in the brake disc's friction efficiency.

[0127] The beneficial effect of this step is that it integrates multi-dimensional degradation states to accurately assess the true effectiveness of a single braking action.

[0128] Step S203: Integrate the actual torque output value of a single braking action over time to obtain the cumulative braking load integral; It should be noted that the cumulative brake load integral is the cumulative amount of the actual braking torque output value over time since the vehicle was new; that is, it is a parameter used to characterize the degree of load accumulation of the brake hydraulic and electrical components.

[0129] Understandably, by integrating the actual torque output value of a single braking action over time, the cumulative braking load integral is obtained, which is the cumulative amount of the actual output torque of each braking action over the duration of the action.

[0130] The benefit of this step is that it quantifies the cumulative braking load of each cycle, providing dynamic load data for the calculation of the wear index.

[0131] Step S204: Determine the brake system wear index based on the vehicle's cumulative mileage and cumulative brake load integral.

[0132] It should be noted that the brake system wear index quantifies the brake aging state into a continuous value that the controller can recognize, which is an indicator that comprehensively reflects the degree of wear of brake machinery and the decline of hydraulic and electrical efficiency.

[0133] Understandably, the brake system wear index is determined based on the vehicle's cumulative mileage and cumulative brake load integral. In other words, the degree of brake wear is comprehensively assessed by combining mileage decay and load accumulation, transforming the aging state, which cannot be directly measured, into a calculable value.

[0134] In this embodiment, the brake system wear index reaches 0.25 when the vehicle has traveled 150,000 kilometers. This example illustrates the process of determining the brake system wear index based on the vehicle's cumulative mileage and cumulative brake load integral; that is, as mileage and brake load accumulate, the aging state of brake components is quantified into a specific wear index value.

[0135] The beneficial effect of this step is that it transforms the braking aging state, which cannot be directly measured, into a calculable continuous value, providing a quantitative basis for subsequent adaptive compensation.

[0136] In one feasible implementation, step S204 includes steps A41 to A46: Step A41: Pre-store the current, pressure, and deceleration mapping reference data of the new vehicle under factory conditions; It should be noted that the current-pressure-deceleration mapping benchmark data is a standard data set of the correspondence between the brake motor current, hydraulic pressure and wheel deceleration under the factory condition of a new car, that is, a reference benchmark used to compare and determine the degree of deviation of the current braking performance.

[0137] It is understandable that the current, pressure and deceleration mapping reference data of the new car under factory conditions is pre-stored, that is, the standard mapping relationship of current, pressure and deceleration under the new car condition is saved in the storage medium.

[0138] The benefit of this step is that it establishes a new vehicle performance benchmark profile, providing a basis for comparison in subsequent degradation testing.

[0139] Step A42: Determine the current-pressure-deceleration mapping parameters under the current operating conditions based on the braking system operating status parameters; It should be noted that the current-pressure-deceleration mapping parameter is a data set of the actual correspondence between the brake motor current, hydraulic pressure and wheel deceleration under the current operating conditions, that is, a real-time parameter that reflects the true level of the current braking performance.

[0140] Understandably, based on the operating status parameters of the braking system, the current, pressure, and deceleration mapping parameters under the current operating conditions are determined. That is, by using the real-time collected operating data, the actual correspondence between current, pressure, and deceleration under the current state is extracted.

[0141] The benefit of this step is that it obtains the actual mapping relationship of the current braking performance, providing real-time data for deviation calculation.

[0142] Step A43: Calculate the deviation rate based on the current-pressure-deceleration mapping reference data and the current-pressure-deceleration mapping parameters; It should be noted that the deviation rate is a percentage value representing the degree of deviation between the current mapping parameters and the reference mapping parameters, which is an indicator used to quantify the extent of braking performance degradation.

[0143] Understandably, the deviation rate is calculated based on the current pressure deceleration mapping benchmark data and current pressure deceleration mapping parameters. That is, by comparing the difference between the current actual mapping relationship and the standard mapping relationship of the new car, the percentage value of performance degradation is obtained.

[0144] The benefit of this step is that it quantifies the degree of deviation of the current braking performance from the state of a new vehicle, providing a numerical basis for determining the activation conditions.

[0145] Step A44: When the deviation rate exceeds the preset activation threshold, the cumulative mileage of the vehicle is weighted according to the mileage attenuation coefficient to obtain the weighted mileage value; It should be noted that the preset activation threshold is the critical deviation rate used to initiate the wear index calculation and torque compensation mechanism; that is, the boundary parameter for determining whether braking performance degradation has reached a perceptible level. The mileage attenuation coefficient is a weighting factor used to convert the vehicle's cumulative mileage into wear contribution; that is, a parameter reflecting the degree to which driving distance affects brake aging. The weighted mileage value is the vehicle's cumulative mileage value after weighting by the mileage attenuation coefficient; that is, the mileage contribution included in the wear index calculation.

[0146] Understandably, when the deviation rate exceeds the preset activation threshold, the cumulative mileage of the vehicle is weighted according to the mileage attenuation coefficient to obtain a weighted mileage value. That is, after determining that the performance degradation has reached a perceptible level, the driving distance is converted into wear contribution using the weighting factor.

[0147] The beneficial effect of this step is that it avoids triggering compensation by activating conditions and incorporates mileage into wear calculations according to its impact weight.

[0148] Step A45: Weight the cumulative braking load integral according to the load integral attenuation coefficient to obtain the weighted load value; It should be noted that the load integral attenuation coefficient is a weighting factor used to convert the cumulative brake load integral into wear contribution, that is, a parameter reflecting the degree of influence of accumulated brake load on brake aging. The weighted load value is the cumulative brake load integral value after weighting by the load integral attenuation coefficient, that is, the load contribution included in the wear index calculation.

[0149] Understandably, the cumulative braking load integral is weighted according to the load integral attenuation coefficient to obtain the weighted load value, that is, the cumulative braking load is converted into the wear contribution by using the weighting factor.

[0150] The beneficial effect of this step is that it incorporates the cumulative braking load into the wear calculation according to the influence weight, thereby realizing the separate quantification of mechanical wear and load consumption.

[0151] Step A46: Sum the weighted mileage value and the weighted load value to obtain the brake system wear index.

[0152] Understandably, the brake system wear index is obtained by summing the weighted mileage value and the weighted load value. This is achieved by adding the wear contribution of mileage to the wear contribution of brake load, resulting in a continuous value that comprehensively reflects the degree of brake aging.

[0153] The beneficial effect of this step is that it unifies multidimensional aging information into a single quantitative index through two-factor weighted summation, providing a simple and effective input for subsequent adaptive control.

[0154] This embodiment provides an adaptive braking compensation control method for the entire lifecycle. It utilizes multi-source sensors to collect braking operation parameters in real time, enabling comprehensive online sensing of motor electrical performance, hydraulic circuit efficiency, and brake disc friction status. A two-factor degradation model is constructed based on the vehicle's cumulative mileage and cumulative braking load integral, quantifying the aging state of the braking system as a continuous wear index, replacing the traditional open-loop control method that assumes a constant new vehicle condition. Feedforward compensation is applied to the reference braking torque based on this wear index, and the proportional gain, integral gain, and derivative gain of the proportional-integral-derivative (PID) controller are dynamically adjusted. This allows the braking torque output and controller parameters to adaptively update in accordance with the system's time-varying characteristics, maintaining consistent braking response and torque output accuracy throughout the entire lifecycle. Hydraulic power assist compensation is automatically activated when the compensated braking torque exceeds a preset motor torque limit; maintenance warnings are uploaded to the cloud when the wear index exceeds a preset warning threshold, providing early warning; and redundant braking is activated and a forced alarm is triggered when the deviation between the actual deceleration and the target deceleration continuously exceeds the limit, forming multiple failure protections.

[0155] It should be noted that the above examples are only for understanding this application and do not constitute a limitation on the adaptive braking compensation control method for the entire life cycle of this application. Any simple modifications based on this technical concept are within the protection scope of this application.

[0156] This application also provides an adaptive braking compensation control device for the entire life cycle; please refer to [reference needed]. Figure 4 The adaptive braking compensation control device for the entire life cycle includes: The multi-source sensor acquisition module 10 is used to acquire the braking system operating status parameters in real time through on-board multi-source sensors. The braking system operating status parameters include the real-time operating current of the brake motor, the pressure of the brake hydraulic circuit, the real-time wheel speed of each wheel, and the braking response time difference. Wear index determination module 20 is used to determine the wear index of the braking system based on the vehicle's cumulative mileage and cumulative braking load integral; The compensation gain adjustment module 30 is used to compensate the reference braking torque according to the wear index of the braking system and adjust the proportional-integral-derivative control gain to obtain the compensated braking torque and dynamic proportional-integral-derivative gain. The instruction generation and sending module 40 is used to generate braking control instructions based on the compensated braking torque and dynamic proportional-integral-derivative gain and send them to the braking execution system.

[0157] The adaptive braking compensation control device for the entire life cycle provided in this application, employing the adaptive braking compensation control method for the entire life cycle described in the above embodiments, can solve the technical problems of increasing braking response delay and decreasing braking torque output accuracy caused by component aging throughout the braking system's life cycle. Compared with the prior art, the beneficial effects of the adaptive braking compensation control device for the entire life cycle provided in this application are the same as those of the adaptive braking compensation control method for the entire life cycle provided in the above embodiments, and other technical features in the adaptive braking compensation control device for the entire life cycle are the same as those disclosed in the methods of the above embodiments, and will not be repeated here.

[0158] In one embodiment, the wear index determination module 20 is also used to obtain the vehicle's cumulative mileage. The actual torque output value for a single braking action is determined based on the operating parameters of the braking system. The cumulative braking load integral is obtained by integrating the actual torque output value of a single braking action over time. The wear index of the braking system is determined based on the vehicle's cumulative mileage and cumulative braking load integral.

[0159] In one embodiment, the wear index determination module 20 is also used to determine the electrical performance degradation state of the motor based on the real-time operating current of the brake motor and the reference current value of the new vehicle. Calculate the pressure rise slope based on the brake hydraulic circuit pressure; The hydraulic system efficiency degradation state is determined based on the pressure rise slope and the new vehicle reference pressure rise slope. The state of brake disc friction coefficient reduction is determined based on the real-time wheel speed of each wheel and the anti-lock braking system signal. The actual torque output value for a single braking action is determined based on the degradation state of the motor's electrical performance, the decline in the hydraulic system's efficiency, and the decrease in the brake disc's friction coefficient.

[0160] In one embodiment, the wear index determination module 20 is also used to pre-store the current pressure deceleration mapping reference data of a new vehicle in its factory condition. Based on the operating status parameters of the braking system, determine the current pressure deceleration mapping parameters under the current operating conditions; The deviation rate is calculated based on the current-pressure-deceleration mapping reference data and the current-pressure-deceleration mapping parameters. When the deviation rate exceeds the preset activation threshold, the cumulative mileage of the vehicle is weighted according to the mileage attenuation coefficient to obtain the weighted mileage value. The cumulative braking load integral is weighted according to the load integral attenuation coefficient to obtain the weighted load value; The brake system wear index is obtained by summing the weighted mileage value and the weighted load value.

[0161] In one embodiment, the compensation gain adjustment module 30 is also used to obtain the original required torque of the upper-layer function request as the reference braking torque. Based on the wear index and calibration coefficient of the braking system, the reference braking torque is compensated to obtain the compensated braking torque; Based on the wear index of the braking system, the initial proportional gain is amplified to obtain the dynamic proportional gain; Based on the wear index of the braking system, the initial integral gain is attenuated to obtain the dynamic integral gain; Based on the wear index of the braking system, the initial differential gain is attenuated to obtain the dynamic differential gain; The compensating braking torque and dynamic proportional-integral-derivative gain are determined based on the compensating braking torque, dynamic proportional gain, dynamic integral gain, and dynamic derivative gain.

[0162] In one embodiment, the wear index determination module 20 is further configured to generate braking control commands based on the compensated braking torque and the dynamic proportional-integral-derivative gain. Determine whether the compensating braking torque exceeds the preset motor torque limit; When the compensating braking torque exceeds the preset motor torque limit, a hydraulic power assist compensation command is generated. Braking control commands and hydraulic power assist compensation commands are sent to the braking execution system to generate braking control commands based on the compensated braking torque and dynamic proportional-integral-derivative gain, and then sent to the braking execution system.

[0163] In one embodiment, the instruction generation and sending module 40 is further configured to send braking control instructions and hydraulic power assist compensation instructions to the braking execution system; Determine whether the wear index of the braking system exceeds the preset warning threshold; When the wear index of the braking system exceeds the preset warning threshold, a maintenance warning message is generated and sent to the cloud service platform so that the cloud service platform can arrange maintenance based on the maintenance warning message; Determine the actual deceleration for multiple consecutive braking operations based on the operating parameters of the braking system; Determine whether the deviation between the actual deceleration and the target deceleration corresponding to the braking control command continuously exceeds the preset performance deviation limit; When the deviation continues to exceed the preset performance deviation limit, a redundant brake activation command and a driver warning command are generated and sent to the brake execution system, so as to send the brake control command and the hydraulic power assist compensation command to the brake execution system.

[0164] This application provides an adaptive braking compensation control device for the entire life cycle. The adaptive braking compensation control device for the entire life cycle includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to execute the adaptive braking compensation control method for the entire life cycle in the above embodiment 1.

[0165] The following is for reference. Figure 5 This document illustrates a structural schematic diagram of an adaptive braking compensation control device suitable for implementing embodiments of this application throughout its entire lifecycle. The adaptive braking compensation control device for the entire lifecycle in 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), and in-vehicle terminals (e.g., in-vehicle navigation terminals), as well as fixed terminals such as digital TVs and desktop computers. Figure 5 The adaptive braking compensation control device shown is merely an example and should not impose any limitations on the functionality and scope of use of the embodiments of this application.

[0166] like Figure 5As shown, the adaptive braking compensation control device for the entire lifecycle 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 adaptive braking compensation control device for the entire lifecycle. 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, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 1003 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the lifecycle-oriented adaptive braking compensation control device to wirelessly or wiredly communicate with other devices to exchange data. Although the figure shows a lifecycle-oriented adaptive braking compensation control device with various systems, it should be understood that it is not required to implement or possess all the systems shown. More or fewer systems can be implemented alternatively.

[0167] 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.

[0168] The adaptive braking compensation control device for the entire life cycle provided in this application, employing the adaptive braking compensation control method for the entire life cycle described in the above embodiments, can solve the technical problems of how to overcome the increased braking response delay and decreased braking torque output accuracy caused by component aging throughout the braking system's life cycle. Compared with the prior art, the beneficial effects of the adaptive braking compensation control device for the entire life cycle provided in this application are the same as those of the adaptive braking compensation control method for the entire life cycle provided in the above embodiments, and other technical features in this adaptive braking compensation control device for the entire life cycle are the same as those disclosed in the method of the previous embodiment, and will not be repeated here.

[0169] 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.

[0170] 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.

[0171] 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 adaptive braking compensation control method for the entire life cycle described in the above embodiments.

[0172] 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.

[0173] The aforementioned computer-readable storage medium may be included in the adaptive braking compensation control device for the entire life cycle; or it may exist independently and not assembled into the adaptive braking compensation control device for the entire life cycle.

[0174] The aforementioned computer-readable storage medium carries one or more programs. When these programs are executed by the adaptive braking compensation control device for the entire lifecycle, the adaptive braking compensation control device for the entire lifecycle performs the following: real-time acquisition of braking system operating status parameters via onboard multi-source sensors, including real-time operating current of the brake motor, brake hydraulic circuit pressure, real-time wheel speed of each wheel, and braking response time difference; determination of the braking system wear index based on the vehicle's cumulative mileage and cumulative brake load integral; compensation of the reference braking torque based on the braking system wear index and adjustment of the proportional-integral-derivative (PID) control gain to obtain the compensated braking torque and dynamic PID gain; and generation of braking control commands based on the compensated braking torque and dynamic PID gain, which are then sent to the braking execution system.

[0175] 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).

[0176] 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.

[0177] 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.

[0178] 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 aforementioned adaptive braking compensation control method for the entire life cycle. This solves the technical problems of increasing braking response delay and decreasing braking torque output accuracy caused by component aging throughout the braking system's life cycle. 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 adaptive braking compensation control method for the entire life cycle provided in the above embodiments, and will not be repeated here.

[0179] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the above-described adaptive braking compensation control method for the entire life cycle.

[0180] The computer program product provided in this application can solve the technical problems of increasing braking response delay and decreasing braking torque output accuracy caused by component aging throughout the entire life cycle of the braking system. Compared with the prior art, the beneficial effects of the computer program product provided in this application are the same as those of the adaptive braking compensation control method for the entire life cycle provided in the above embodiments, and will not be repeated here.

[0181] 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 adaptive braking compensation control method for the entire life cycle, characterized in that, The method includes: The braking system operating status parameters are collected in real time by on-board multi-source sensors. These parameters include the real-time operating current of the brake motor, the pressure of the brake hydraulic circuit, the real-time wheel speed of each wheel, and the braking response time difference. The wear index of the braking system is determined based on the vehicle's cumulative mileage and cumulative braking load integral. The reference braking torque is compensated based on the wear index of the braking system, and the proportional-integral-derivative control gain is adjusted to obtain the compensated braking torque and the dynamic proportional-integral-derivative gain. Based on the compensated braking torque and the dynamic proportional-integral-derivative gain, a braking control command is generated and sent to the braking execution system.

2. The method as described in claim 1, characterized in that, The step of determining the brake system wear index based on the vehicle's cumulative mileage and cumulative brake load integral includes: Obtain the vehicle's cumulative mileage; Based on the operating status parameters of the braking system, determine the actual torque output value for a single braking operation; The cumulative braking load integral is obtained by integrating the actual torque output value of a single braking action over time. The wear index of the braking system is determined based on the vehicle's cumulative mileage and the cumulative braking load integral.

3. The method as described in claim 2, characterized in that, The step of determining the actual torque output value for a single braking operation based on the operating state parameters of the braking system includes: The degradation status of the motor's electrical performance is determined based on the real-time operating current of the brake motor and the reference current value of the new vehicle. Calculate the pressure rise slope based on the pressure in the brake hydraulic circuit. The hydraulic system efficiency degradation state is determined based on the pressure rise slope and the new vehicle reference pressure rise slope. The state of brake disc friction coefficient reduction is determined based on the real-time wheel speed of each wheel and the anti-lock braking system signal. The actual torque output value for a single braking action is determined based on the degradation state of the motor's electrical performance, the attenuation state of the hydraulic system's efficiency, and the decrease in the friction coefficient of the brake disc.

4. The method as described in claim 2, characterized in that, The step of determining the brake system wear index based on the vehicle's cumulative mileage and the cumulative brake load integral includes: Pre-store the current, pressure, and deceleration mapping baseline data of a new car in its factory condition; Based on the operating status parameters of the braking system, determine the current pressure deceleration mapping parameters under the current operating conditions; The deviation rate is calculated based on the current-pressure-deceleration mapping reference data and the current-pressure-deceleration mapping parameters; When the deviation rate exceeds a preset activation threshold, the cumulative mileage of the vehicle is weighted according to the mileage attenuation coefficient to obtain a weighted mileage value. The cumulative braking load integral is weighted according to the load integral attenuation coefficient to obtain the weighted load value; The brake system wear index is obtained by summing the weighted mileage value and the weighted load value.

5. The method as described in claim 1, characterized in that, The step of compensating the reference braking torque based on the wear index of the braking system and adjusting the proportional-integral-derivative control gain to obtain the compensated braking torque and the dynamic proportional-integral-derivative gain includes: Obtain the original required torque from the upper-layer function request as the reference braking torque; The reference braking torque is compensated based on the wear index and calibration coefficient of the braking system to obtain the compensated braking torque; Based on the wear index of the braking system, the initial proportional gain is amplified to obtain the dynamic proportional gain; Based on the wear index of the braking system, the initial integral gain is attenuated to obtain the dynamic integral gain; Based on the wear index of the braking system, the initial differential gain is attenuated to obtain the dynamic differential gain; The compensating braking torque and the dynamic proportional-integral-derivative gain are determined based on the compensated braking torque, the dynamic proportional gain, the dynamic integral gain, and the dynamic derivative gain.

6. The method as described in claim 1, characterized in that, The step of generating a braking control command based on the compensated braking torque and the dynamic proportional-integral-derivative gain and sending it to the braking execution system includes: Based on the compensated braking torque and the dynamic proportional-integral-derivative gain, a braking control command is generated; Determine whether the compensated braking torque exceeds the preset motor torque limit; When the compensating braking torque exceeds the preset motor torque limit, a hydraulic power assist compensation command is generated; The braking control command and the hydraulic power assist compensation command are sent to the braking execution system to generate braking control commands based on the compensated braking torque and the dynamic proportional-integral-derivative gain, and then sent to the braking execution system.

7. The method as described in claim 6, characterized in that, The step of sending the braking control command and the hydraulic power assist compensation command to the braking execution system, so as to generate a braking control command and send it to the braking execution system based on the compensated braking torque and the dynamic proportional-integral-derivative gain, includes: The braking control command and the hydraulic power assist compensation command are sent to the braking execution system; Determine whether the wear index of the braking system exceeds a preset warning threshold; When the wear index of the braking system exceeds a preset warning threshold, a maintenance warning message is generated and sent to the cloud service platform so that the cloud service platform can arrange maintenance according to the maintenance warning message; Based on the operating state parameters of the braking system, determine the actual deceleration for multiple consecutive braking operations; Determine whether the deviation between the actual deceleration and the target deceleration corresponding to the braking control command continuously exceeds a preset performance deviation limit. When the deviation continues to exceed the preset performance deviation limit, a redundant braking activation command and a driver warning command are generated, and the redundant braking activation command and the driver warning command are sent to the braking execution system, so as to send the braking control command and the hydraulic power assist compensation command to the braking execution system.

8. An adaptive braking compensation control device for the entire life cycle, characterized in that, The device includes: The multi-source sensor acquisition module is used to acquire the operating status parameters of the braking system in real time through on-board multi-source sensors. The operating status parameters of the braking system include the real-time operating current of the brake motor, the pressure of the brake hydraulic circuit, the real-time wheel speed of each wheel, and the braking response time difference. The wear index determination module is used to determine the wear index of the braking system based on the vehicle's cumulative mileage and cumulative brake load integral. The compensation gain adjustment module is used to compensate the reference braking torque according to the wear index of the braking system and adjust the proportional-integral-derivative control gain to obtain the compensated braking torque and dynamic proportional-integral-derivative gain. The instruction generation and sending module is used to generate braking control instructions based on the compensated braking torque and the dynamic proportional-integral-derivative gain and send them to the braking execution system.

9. An adaptive braking compensation control device for the entire life cycle, characterized in that, The device includes: a memory, a processor, and a life-cycle adaptive braking compensation control program stored in the memory and executable on the processor, the life-cycle adaptive braking compensation control program being configured to implement the steps of the life-cycle adaptive braking compensation control method as described in any one of claims 1 to 7.

10. A storage medium, characterized in that, The storage medium stores an adaptive braking compensation control program for the entire life cycle, which, when executed by a processor, implements the steps of the adaptive braking compensation control method for the entire life cycle as described in any one of claims 1 to 7.

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