A temperature control method, a temperature control device and a temperature control apparatus for a brake system of a vehicle

Abstract

Provided are a temperature control method, a temperature control device, a cooling device, a vehicle, a computer device, and a computer readable storage medium of a braking system of a vehicle, the temperature control method comprising: obtaining a temperature of a brake disc and a driving condition of the vehicle in a historical time period (S110); determining a required braking intensity and a required braking frequency in a future time period according to the driving condition of the vehicle in the historical time period (S120), the future time period being continuous in time with the historical time period; and when it is determined that the braking system has a risk of brake heat fade according to the temperature of the brake disc, the required braking intensity, and the required braking frequency of the vehicle in the future time period, controlling a cooling device to cool a friction pair of the braking system (S130). Through the temperature control method of the braking system, it can be determined whether there is a risk of brake heat fade before the actual temperature of the braking system reaches a heat fade point, so that cooling measures can be taken in advance to avoid brake heat fade, thereby ensuring normal performance of the braking system.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of brake control, in particular to a temperature control method, a temperature control device and a temperature control equipment of a brake system of a vehicle. BACKGROUND

[0002] The friction pair of the brake system is generally composed of a friction plate and a brake disc, and the brake disc rotates with the wheel, so that the brake disc is clamped by the symmetrical friction plate to generate friction force to slow down and stop the vehicle. A large amount of friction heat is generated in this process, which causes the temperature of the brake to rise. Due to the particularity of the formula of the friction plate material, when the temperature rises to the thermal decay point, the organic compounds in the friction plate decompose under heat to generate gas and liquid, which lubricates the friction plate, thereby causing the friction coefficient to decrease. The thermal decay point of the friction plate composed of different materials is different. Generally, the ordinary friction plate will appear thermal decay phenomenon at about 300 degrees, and the high-performance friction plate will use high-density ceramic material with carbon infiltration, and the thermal decay temperature point can reach about 700 degrees. However, this method of improving the thermal decay performance of the material has a high cost, and it is difficult for ordinary cars to adopt it in large quantities.

[0003] In the prior art, in addition to the method of improving the thermal decay performance of the material, the heat dissipation speed of the brake system can also be improved by modifying the structure of the brake system, for example, a perforated ventilated brake disc is used to obtain better ventilation and heat dissipation capacity, but this design must also be matched with the design of air guide holes at the front bumper of the vehicle body. In this scheme, the cost of the perforated ventilated brake disc is about 2-3 times the cost of the ordinary brake disc, in addition, the research on aerodynamics of the vehicle body in China is shallow, and the test cost of designing air guide holes at the front bumper of the vehicle body is high, and it is difficult to land. SUMMARY

[0004] In view of the above problems of the prior art, the present application provides a temperature control method, a temperature control device and a temperature control equipment of a brake system of a vehicle, which can predict the risk of brake thermal decay before the actual temperature reaches the thermal decay point, and can take cooling measures in advance to avoid brake thermal decay.

[0005] In order to achieve the above-mentioned purpose, the first aspect of the present application provides a temperature control method of a brake system of a vehicle, the method comprising: obtaining the temperature of a brake disc and the driving conditions of the vehicle in a historical time period; obtaining the required brake intensity and brake frequency in a future time period according to the driving conditions of the vehicle in the historical time period; wherein the future time period is continuous in time with the historical time period; and controlling a cooling device to cool the friction pair of the brake system when the brake system has a risk of brake thermal decay according to the temperature of the brake disc, the required brake intensity and brake frequency of the vehicle in the future time period.

[0006] The cooling method of the brake system provided in the first aspect of the application can predict the risk of brake heat recession of the brake system before the actual temperature reaches the heat recession point by considering the driving condition, the temperature of the brake disc, the required brake intensity of the vehicle and the required brake frequency, so that the cooling measures can be taken in advance to avoid the brake heat recession phenomenon, thereby ensuring the normal operation of the brake system.

[0007] As a possible implementation manner of the first aspect, the temperature of the brake disc is determined according to the angular velocity of the wheel rotation and the pressure between the brake pad and the brake disc.

[0008] As a possible implementation manner of the first aspect, the driving condition of the vehicle in the historical time period is obtained by performing clustering operation on the driving data in the historical time period.

[0009] From the above, the K-means clustering algorithm can be used to perform clustering operation on the driving data in the historical time period. The driving condition is closely related to the driving data, so the driving condition can be accurately predicted based on the historical driving data.

[0010] As a possible implementation manner of the first aspect, the driving condition includes urban condition, uphill on a mountain road, downhill on a mountain road, rural condition or high-speed condition.

[0011] From the above, the driving condition is divided into the above-mentioned types, so that the diversity of the driving condition can be more accurately described, and the actual application can be met.

[0012] As a possible implementation manner of the first aspect, the required brake intensity and brake frequency of the vehicle in the future time period are determined according to the driving condition of the vehicle in the historical time period, including: taking the preset brake intensity and brake frequency under the driving condition as the required brake intensity and brake frequency in the future time period.

[0013] As a possible implementation manner of the first aspect, the brake system has the risk of brake heat recession according to the temperature of the brake disc, the required brake intensity and brake frequency of the vehicle in the future time period, including: obtaining a first weight factor, a second weight factor and a third weight factor based on the fuzzy control theory; wherein the first weight factor is used to represent the weight of the required brake intensity of the vehicle in the future time period, the second weight factor is used to represent the weight of the required brake frequency of the vehicle in the future time period, and the third weight factor is used to represent the weight of the temperature of the brake disc; calculating the brake heat recession risk coefficient according to the first weight factor, the required brake intensity of the vehicle in the future time period, the second weight factor, the required brake frequency of the vehicle in the future time period, the third weight factor and the temperature of the brake disc; determining that the brake system has the risk of brake heat recession based on the brake heat recession risk coefficient.

[0014] According to the above, the weights of the factors (the temperature of the brake disc, the required braking intensity in the historical time period, and the required braking frequency in the historical time period) are calculated by the fuzzy control theory, and each factor is calculated to obtain a coefficient for describing the risk of brake heat fade, so as to determine whether the brake system has the risk of brake heat fade. The scheme can timely and accurately predict the brake heat fade before the brake heat fade occurs, so that the cooling measures can be taken in time, and the brake heat fade can be effectively prevented.

[0015] As a possible implementation form of the first aspect, the brake system is determined to have the risk of brake heat fade based on the brake heat fade risk coefficient, including: when the brake heat fade risk coefficient reaches a threshold value, it is determined that the brake system has the risk of brake heat fade.

[0016] According to the above, the threshold value is set to determine whether the brake system has the risk of brake heat fade, which is feasible.

[0017] As a possible implementation form of the first aspect, the cooling device is controlled to cool the friction pair of the brake system, including: when the brake disc and the friction plate included in the friction pair are in a non-contact state, the cooling device is controlled to blow air at the position of the friction pair.

[0018] According to the above, the cooling device is actively blown at the position of the friction pair when the brake system is idle (i.e., the brake system is in a non-clamping state), and the cooling rate can be more than 5 times higher than that in the clamping state. Thus, the friction pair can be quickly cooled.

[0019] As a possible implementation form of the first aspect, the brake operation is performed in a motor regenerative braking mode or a combination of the motor regenerative braking mode and a hydraulic braking mode.

[0020] As a possible implementation form of the first aspect, the battery in the vehicle is actively discharged by the electrical equipment in the vehicle, and the battery is used to store the electric quantity fed back by the braking. The electrical equipment in the vehicle can include a compressor, an electric heater, a fan, a circulating water pump, and the like.

[0021] According to the above, the motor regenerative braking mode is used to reduce the generation of friction heat, which can indirectly control the temperature of the brake system.

[0022] The second aspect of the application provides a temperature control device of a brake system of a vehicle, comprising an acquisition module, a determination module and a control module. The acquisition module is configured to acquire a temperature of a brake disc and a driving condition of the vehicle in a historical time period; the determination module is configured to obtain required braking intensity and braking frequency in a future time period according to the driving condition of the vehicle in the historical time period; wherein the future time period is continuous with the historical time period in time; and the control module is configured to control a cooling device to cool a friction pair of the brake system when it is determined that the brake system has a risk of brake heat fade according to the temperature of the brake disc, the required braking intensity and braking frequency of the vehicle in the future time period.

[0023] As a possible implementation manner of the second aspect, the temperature of the brake disc in the acquisition module is determined according to an angular velocity of wheel rotation and a pressure between the brake disc and a brake pad.

[0024] As a possible implementation manner of the second aspect, the acquisition process of the driving condition of the vehicle in the historical time period in the acquisition module is specifically configured to: obtain a driving condition corresponding to driving data in the historical time period by performing clustering operation on the driving data in the historical time period.

[0025] As a possible implementation manner of the second aspect, the driving condition comprises: an urban driving condition, uphill driving on a mountain road, downhill driving on a mountain road, a rural driving condition or a high-speed driving condition.

[0026] As a possible implementation manner of the second aspect, the determination module is specifically configured to: take a preset braking intensity and braking frequency in the driving condition as the required braking intensity and braking frequency in the future time period.

[0027] As a possible implementation manner of the second aspect, the control module is specifically configured to: obtain a first weight factor, a second weight factor and a third weight factor based on a fuzzy control theory; wherein the first weight factor is used to represent a weight of the required braking intensity of the vehicle in the future time period, the second weight factor is used to represent a weight of the required braking frequency of the vehicle in the future time period, and the third weight factor is used to represent a weight of the temperature of the brake disc; calculate a brake heat fade risk coefficient according to the first weight factor, the required braking intensity of the vehicle in the future time period, the second weight factor, the required braking frequency of the vehicle in the future time period, the third weight factor and the temperature of the brake disc; and determine that the brake system has a risk of brake heat fade based on the brake heat fade risk coefficient.

[0028] As a possible implementation manner of the second aspect, determining that the brake system has a risk of brake heat fade based on the brake heat fade risk coefficient comprises: determining that the brake system has a risk of brake heat fade when the brake heat fade risk coefficient reaches a threshold value.

[0029] As a possible implementation manner of the second aspect, the control module is further configured to: control the cooling device to blow air at the friction pair when the brake disc and the friction plate included in the friction pair are in a non-contact state.

[0030] As a possible implementation manner of the second aspect, the control module is further configured to: perform the braking operation in a motor regenerative braking mode or a motor regenerative braking and hydraulic braking combined mode.

[0031] As a possible implementation manner of the second aspect, the control module is further configured to: actively discharge the storage battery in the vehicle by using an electrical device in the vehicle, wherein the storage battery is configured to store electric energy generated by the regenerative braking.

[0032] The third aspect of the present application provides a cooling device, comprising: an air pump, an air conveying pipe, and a nozzle. The air pump is configured to store air for cooling the friction pair and to pressurize the air; the air conveying pipe is connected to one end of the air pump and is configured to guide the pressurized air out of the air conveying pipe; and the nozzle is connected to the other end of the air conveying pipe and is configured to cool the friction pair by using the pressurized air guided out of the air conveying pipe.

[0033] As a possible implementation manner of the third aspect, the nozzle is arranged on the brake caliper.

[0034] As a possible implementation manner of the third aspect, the air pump is arranged on the vehicle body.

[0035] The fourth aspect of the present application provides a vehicle, wherein the temperature control method of the braking system of the vehicle according to any one of the first aspect is performed when the vehicle is running.

[0036] The fifth aspect of the present application provides a computing device, comprising: a processor and an interface circuit; wherein the processor is configured to call program instructions stored in a memory, and the program instructions, when executed, cause the processor to perform the temperature control method of the braking system of the vehicle according to any one of the first aspect.

[0037] The sixth aspect of the present application provides a computer readable storage medium, which stores program instructions, and the program instructions, when executed by a computer, cause the computer to perform the temperature control method of the braking system of the vehicle according to any one of the first aspect.

[0038] These and other aspects of the present application will become more fully understood from the following description of (several) embodiments, given by way of example only, and with reference to the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0039] The various features and the relationships between the various features of the present application will be further illustrated with reference to the accompanying drawings. The drawings are all exemplary, some features are not shown in actual proportion, and some features in the drawings can omit the features that are conventional in the field to which the present application pertains and are not essential to the present application, or additional features that are not essential to the present application are shown, and the combination of the various features shown in the drawings is not intended to limit the present application. In addition, throughout the specification, the same reference signs refer to the same things. The specific drawings are as follows:

[0040] Figure 1a A structural schematic diagram of a vehicle in an application scenario provided by an embodiment of the present application;

[0041] Figure 1b A partial enlarged view of a brake system provided by an embodiment of the present application;

[0042] Figure 1c A front view of a brake system provided by an embodiment of the present application;

[0043] Figure 1d An architectural diagram of a brake system in a vehicle provided by an embodiment of the present application;

[0044] Figure 2 A flowchart of a temperature control method of a brake system of a vehicle provided by an embodiment of the present application;

[0045] Figure 3 A comparison diagram of a calculated temperature curve of a brake disc and an actual temperature curve of the brake disc provided by an embodiment of the present application;

[0046] Figure 4 A driving condition recognition schematic diagram provided by an embodiment of the present application;

[0047] Figure 5 A brake intensity and brake frequency recognition schematic diagram provided by an embodiment of the present application;

[0048] Figure 6 A schematic diagram of an active blowing control scheme provided by an embodiment of the present application;

[0049] Figure 7 A scheme for reducing the SOC of a storage battery by means of active discharge provided by an embodiment of the present application;

[0050] Figure 8 An effect diagram of a temperature reduction method of a brake system provided by an embodiment of the present application;

[0051] Figure 9 A structural schematic diagram of a temperature reduction device provided by an embodiment of the present application;

[0052] Figure 10A structural diagram of a temperature control method of a brake system of a vehicle is provided in an embodiment of the present application.

[0053] Figure 11 A structural diagram of a computing device is provided in an embodiment of the present application.

[0054] Figure 12 Another structural diagram of a computing device is provided in an embodiment of the present application. DETAILED DESCRIPTION

[0055] The words "first", "second", "third", etc., or the words "module A", "module B", "module C", etc., or similar words in the specification and claims are used only to distinguish similar objects, and do not represent a specific order or sequence of the objects. It is understood that the specific order or sequence of the objects can be interchanged, if permitted, so that the application described herein can be implemented in other than the order or sequence described herein.

[0056] In the following description, the reference signs indicating steps, such as S110, S120, etc., do not necessarily mean that the steps are performed in the order described, and the order of the steps can be interchanged, or the steps can be performed simultaneously, if permitted.

[0057] The term "comprising" used in the specification and claims should not be interpreted as limiting to the listed elements; it does not exclude other elements or steps. It thus should be interpreted as specifying the presence of the stated features, integers, steps or components as referred to, but does not preclude the presence or addition of one or more other features, integers, steps or components, or groups thereof. Thus, the expression "a device comprising means A and B" should not be interpreted as device consisting only of means A and B.

[0058] The expression "one embodiment" or "an embodiment" as used in the specification means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment of the application. The appearances of the phrase "in one embodiment" or "in an embodiment" in various places in the specification are not necessarily all referring to the same embodiment, but can refer to different embodiments. Furthermore, the particular features, structures or characteristics can be combined in any suitable manner in one or more embodiments.

[0059] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The meaning of the terms should be clear from the description given herein or should be readily apparent to those skilled in the art based on the context in which the terms are used. In addition, the terms used herein are for the purpose of describing embodiments of the present application only and are not intended to limit the present application.

[0060] Before the specific embodiments of the present application are further described in detail, first of all, the terms and phrases involved in the embodiments of the present application and the corresponding use / role / function thereof in the present application are described, and the terms and phrases involved in the embodiments of the present application are applicable to the following explanations:

[0061] Brake heat decay: Brake heat decay is a common phenomenon in vehicle driving, which refers to that the temperature of the brake system of the vehicle is significantly increased after multiple braking, and once the temperature exceeds the limited maximum temperature, the brake efficiency will decrease, the brake force will be insufficient, and the brake distance will be lengthened.

[0062] The embodiments of the present application will be described in detail below with reference to the accompanying drawings. First, a scenario to which a temperature control method of a brake system of a vehicle provided by the embodiments of the present application is applied is introduced.

[0063] The temperature control method of the brake system of the vehicle provided by the embodiments of the present application can be applied to any type of brake system, for example, disc brake, etc. In addition, the temperature control method of the brake system of the vehicle provided by the embodiments of the present application can be applied to the field of vehicles. It should be understood that the vehicle in the embodiments includes general motor vehicles, for example, land transportation devices including cars, sport utility vehicles (SUVs), multi-purpose vehicles (MPVs), buses, trucks and other vehicles for carrying goods or passengers, and also includes water transport tools such as various ships and boats, and aircraft, etc. For motor vehicles, it also includes hybrid vehicles, electric vehicles, fuel vehicles, plug-in hybrid vehicles, fuel cell vehicles and other alternative fuel vehicles. Among them, the hybrid vehicle refers to a vehicle with two or more power sources, and the electric vehicle includes pure electric vehicles, extended-range electric vehicles, etc., which are not limited by the present application.

[0064] The specific implementation mode of the temperature control method of the brake system of the vehicle provided by the embodiments of the present application will be described below by taking the application of the temperature control method of the brake system of the vehicle to the brake system of the vehicle as an example. Specifically, as shown in Figure 1a , the brake system 110 is provided in the vehicle 100. As shown in Figure 1b , it is a partial enlarged view of the brake system 110, and as shown in Figure 1c , it is an elevation view of the brake system 110. The brake system 110 includes a brake disc 120, a friction plate 130 and a brake caliper 140. Among them, the friction plate 130 is fixed on the brake caliper 140, and when the vehicle 100 performs a brake operation, the friction plate 130 clamps the brake disc 120 to generate friction to achieve braking. As shown in Figure 1dAs shown in the architecture diagram of the vehicle 100 braking system provided in this embodiment, when the driver operates the brake pedal or initiates the braking request in the automatic driving function such as cruise control, the brake control unit calculates and arbitrates according to the received braking request and issues a control instruction. The brake system 110 (in this embodiment, a hydraulic brake is taken as an example) serves as an actuator to make the friction plate 130 pushed by the pressurized liquid to approach the brake disc 120 until the brake disc 120 is clamped to realize the braking of the vehicle 100, and the driving motor can also serve as an actuator to realize motor feedback braking by generating reverse electromagnetic torque to realize the deceleration of the vehicle 100 when the drag torque is transmitted to the wheel. In this embodiment, when it is detected that the vehicle 100 performs the braking operation or after it is detected that the vehicle 100 performs the braking operation, the temperature control method of the vehicle braking system provided in this embodiment can be used to ensure the braking capability of the brake system. Specifically, the real-time temperature of the brake disc 120 and the driving condition of the vehicle 100 are first obtained, the braking intensity and braking frequency required by the vehicle 100 in the future period of time are estimated based on the driving condition of the vehicle 100, and then the real-time temperature of the brake disc 120 and the estimated braking intensity and braking frequency required by the vehicle 100 in the future period of time are used to predict whether the brake system 110 of the vehicle 100 will have the risk of thermal recession. When it is predicted that there is the risk of thermal recession, the cooling device should be controlled in time to cool the friction pair (i.e., the brake disc 120 and the friction plate 130) of the brake system 110, so as to effectively avoid the brake system 110 from having the braking thermal recession phenomenon, and further ensure the braking performance of the brake system 110.

[0065] For example, the temperature control method of the vehicle braking system provided in this embodiment can be deployed in the brake control unit of the vehicle 100, which can be an electronic device, such as a processor of an in-vehicle processing device such as a car machine, a domain controller, a mobile data center (MDC), or a vehicle computer, or a conventional chip such as a central processing unit (CPU) or a micro control unit (MCU). The cooling device provided in this embodiment can be deployed close to the friction pair in the brake system 110 of the vehicle 100. It should be understood that the above deployment position is only an example and does not limit the deployment position thereof. In some other embodiments, the cooling method of the brake system can also be deployed in the cloud and transmitted to the local vehicle 100 through a network.

[0066] Next, referring to the drawings, a temperature control method of a vehicle braking system provided in an embodiment of the present application will be described in detail.

[0067] As shown in the architecture diagram of the vehicle 100 braking system provided in this embodiment, when the driver operates the brake pedal or initiates the braking request in the automatic driving function such as cruise control, the brake control unit calculates and arbitrates according to the received braking request and issues a control instruction. The brake system 110 (in this embodiment, a hydraulic brake is taken as an example) serves as an actuator to make the friction plate 130 pushed by the pressurized liquid to approach the brake disc 120 until the brake disc 120 is clamped to realize the braking of the vehicle 100, and the driving motor can also serve as an actuator to realize motor feedback braking by generating reverse electromagnetic torque to realize the deceleration of the vehicle 100 when the drag torque is transmitted to the wheel. In this embodiment, when it is detected that the vehicle 100 performs the braking operation or after it is detected that the vehicle 100 performs the braking operation, the temperature control method of the vehicle braking system provided in this embodiment can be used to ensure the braking capability of the brake system. Specifically, the real-time temperature of the brake disc 120 and the driving condition of the vehicle 100 are first obtained, the braking intensity and braking frequency required by the vehicle 100 in the future period of time are estimated based on the driving condition of the vehicle 100, and then the real-time temperature of the brake disc 120 and the estimated braking intensity and braking frequency required by the vehicle 100 in the future period of time are used to predict whether the brake system 110 of the vehicle 100 will have the risk of thermal recession. When it is predicted that there is the risk of thermal recession, the cooling device should be controlled in time to cool the friction pair (i.e., the brake disc 120 and the friction plate 130) of the brake system 110, so as to effectively avoid the brake system 110 from having the braking thermal recession phenomenon, and further ensure the braking performance of the brake system 110. Figure 2As shown, a flow chart of a temperature control method of a braking system of a vehicle is provided. The implementation process of the method mainly includes steps S110-S130, which will be introduced one by one as follows.

[0068] S110: Obtain the temperature of the brake disc and the driving conditions of the vehicle in a historical time period.

[0069] Firstly, the obtaining process of the brake disc temperature in this step will be introduced.

[0070] As an optional implementation manner, the temperature sensor can be used to obtain the temperature of the brake disc.

[0071] As another optional implementation manner, the temperature of the brake disc can also be determined according to the angular velocity of the wheel rotation and the pressure between the friction plate and the brake disc. In this implementation manner, specifically, firstly, the friction heat production power of the friction plate and the brake disc is determined, then the temperature rising heat efficiency of the brake disc is determined based on the friction heat production power, secondly, the heat dissipation efficiency of the brake disc is determined, and finally, the temperature of the brake disc is determined based on the temperature rising heat efficiency of the brake disc, the heat dissipation efficiency of the brake disc, the specific heat capacity of the brake disc, the mass of the brake disc and other information.

[0072] Firstly, the friction heat production power P of the friction plate and the brake disc can be determined as follows: H

[0073]

[0074] In the above formula, R is the equivalent radius of the combined part of the friction plate and the brake disc, ω is the angular velocity of the wheel rotation, is the corresponding central angle of the friction plate, R0 is the inner edge radius of the combined part of the friction plate and the brake disc, R1 is the outer edge radius of the combined part of the friction plate and the brake disc, μ is the friction coefficient when the friction plate and the brake disc are combined, p is the pressure between the friction plate and the brake disc, r is the integral radius, and θ is the integral radian.

[0075] Then, the temperature rising heat efficiency q of the brake disc can be determined as follows: d

[0076]

[0077] In the above formula, s is the heat distribution coefficient between the friction plate and the brake disc, P H is the friction heat production power of the friction plate and the brake disc, and A is the surface area of the brake disc.

[0078] Secondly, the heat dissipation efficiency Q of the brake disc can be determined as follows:

[0079] Q=q H A(t​​w -t ∞ )

[0080] In the above formula, A is the surface area of ​​the brake disc, and t w t represents the temperature of the brake disc surface. ∞ The ambient temperature.

[0081] Finally, the temperature T of the brake disc can be determined by the following formula:

[0082]

[0083] In the above formula, q d Let be the heating efficiency of the brake disc, Q be the heat dissipation efficiency of the brake disc, Δt be the time interval between the previous and current calculation cycles, c be the specific heat capacity of the brake disc, m be the mass of the brake disc, and T be the total mass of the brake disc. K1 The temperature of the brake disc in the previous calculation cycle.

[0084] The brake disc temperature calculated using this method closely matches the actual brake disc temperature; see [link / reference]. Figure 3 The temperature curve shown is as follows, Figure 3 The solid line represents the actual temperature of the brake disc, and the dashed line represents the calculated temperature of the brake disc (i.e., the model-estimated temperature in the legend). Figure 3 As can be seen, the two components fit together well, therefore the temperature of the brake disc obtained using the above method can be used to represent the actual temperature of the brake disc. Calculating the brake disc temperature using this method eliminates the need to install numerous temperature measuring instruments in the vehicle body or braking system, saving space within the vehicle.

[0085] The following describes the process of obtaining the vehicle's driving conditions during the historical time period in step S110.

[0086] As an optional implementation, clustering algorithms can be used to obtain the driving conditions of vehicles within a historical time period. The clustering algorithm can be K-means clustering, mean-shift clustering, density-based clustering, etc. This embodiment does not limit the type of clustering algorithm.

[0087] As another alternative implementation, neural network algorithms can be used to obtain the vehicle's driving conditions over a historical period.

[0088] In the embodiment, the driving conditions corresponding to the driving data in the historical time period can be obtained by clustering operation on the driving data in the historical time period, wherein the historical time period is the historical time period adjacent to the current time. It should be understood that generally, frequent driving condition changes do not occur during the driving of the vehicle, and therefore, the driving condition in the historical time period can be used to represent the driving condition in the future time period, wherein the future time period is the future time period adjacent to the current time. In the embodiment, the time length of the historical time period or the future time period can be set as required. In the embodiment, the driving data includes but is not limited to vehicle speed, vehicle longitudinal acceleration, steering wheel angle, accelerator pedal opening, brake pedal opening, etc.

[0089] In the embodiment, referring to the driving condition identification schematic diagram shown in Figure 4 , the corresponding driving condition can be identified by clustering operation on the driving data (vehicle speed, vehicle longitudinal acceleration, steering wheel angle, accelerator pedal opening, brake pedal opening). The driving condition can include city condition, uphill road condition, downhill road condition, rural road condition, high-speed condition, etc. It should be understood that the above driving conditions are only exemplary and can also include other unknown conditions.

[0090] S120: determining the required braking intensity and braking frequency in the future time period according to the driving condition of the vehicle in the historical time period; wherein the future time period is continuous in time with the historical time period.

[0091] As shown in Figure 5 , in this step, the required braking intensity and braking frequency in each driving condition can be preset in advance, and therefore, the required braking intensity and braking frequency in the future time period corresponding to the driving condition can be obtained by indexing.

[0092] S130: when the braking system has a risk of brake heat fade according to the temperature of the brake disc, the required braking intensity and braking frequency in the future time period, controlling the cooling device to cool the friction pair of the braking system.

[0093] Before proceeding to this step, it is necessary to first determine whether the braking system is at risk of brake fade. As an optional implementation, this determination can be based on fuzzy control theory. Specifically, the brake disc temperature, the required braking intensity in the future time period, and the braking frequency are used as inputs to the TSK fuzzy model. Weighting factors for each dimension are calculated: a first weighting factor representing the required braking intensity, a second weighting factor representing the required braking frequency, and a third weighting factor representing the brake disc temperature. Then, each dimension and its corresponding weighting factors are weighted to obtain a brake fade risk coefficient. This brake fade risk coefficient is compared with a preset boundary threshold. If the brake fade risk coefficient exceeds the preset boundary threshold, the braking system is determined to have a brake fade risk. If the brake fade risk coefficient does not exceed the preset boundary threshold, the braking system is determined not to have a brake fade risk.

[0094] If it is determined that there is no risk of brake fade in the braking system, repeat the determination steps; if it is determined that there is a risk of brake fade in the braking system, then the cooling device needs to be controlled to cool the friction pairs of the braking system.

[0095] As an alternative implementation, when the braking system is idle, the cooling device can be controlled to actively blow air onto the friction pairs of the braking system to achieve the purpose of cooling.

[0096] like Figure 6 The diagram shown is a schematic of an active air blowing control scheme. Figure 6The left disc represents a brake disc, the nearly trapezoidal frame at the edge of the brake disc represents a friction plate, and the right side shows a side view of the brake system. The brake system has two states: idle and clamping. The idle state means that the friction plate is not in contact with the brake disc. The clamping state means that the friction plate is in contact with the brake disc. In this scheme, the active blowing control mode works in the idle state of the brake, and the convection air can flow through the combined surface of the friction plate and the brake disc. According to the test data of the actual vehicle, when the temperature of the brake decreases from 200℃ to 150℃, it takes 120s for the vehicle to be stationary; when the temperature of the brake decreases from 200℃ to 150℃, it takes 60s for the vehicle to be at 60km / h; and when the air flow rate near the brake is 14m / s in the stationary state, it takes 24s for the temperature of the brake to decrease from 200℃ to 150℃. As can be seen, by accelerating the air convection speed, the heat dissipation efficiency of the brake system can be improved. In addition, based on a large number of experiments, the natural convection heat transfer coefficient of air is generally 5-25W / (m2*K), and through pressurization and other methods, the heat transfer coefficient of gas in strong convection can reach 20-300W / (m2*K). The natural convection heat transfer coefficient of water is 200-1000W / (m2*K), and the heat transfer coefficient of gas through jet impact can reach 400-1400W / (m2*K). Therefore, in this embodiment, as an optional implementation, the cooling substance (gas or liquid) in the cooling device can be pressurized to achieve faster heat dissipation rate.

[0097] As another optional implementation, motor regenerative braking or motor regenerative braking combined with hydraulic braking can be used for braking operation to suppress the temperature rise of the hydraulic brake during braking, thereby achieving cooling of the friction pair.

[0098] In this embodiment, when the vehicle control unit (VCU) receives an instruction to cool the friction pair by using motor regenerative braking, it first determines whether to release the power limitation of motor regenerative braking by actively discharging the battery according to the state of charge (SOC) of the battery. Generally, when the battery SOC is greater than or equal to 95% (TBD), the motor regenerative braking capability is limited, and at this time, the battery SOC needs to be reduced to ensure the motor regenerative braking capability.

[0099] Referring to Figure 7The embodiment provides a scheme for reducing the SOC of the storage battery through active discharge, in the embodiment, heat generated by the working of an electric heater (Positive Temperature Coefficient, PTC) in a thermal management system can be used to heat the circulating water circuit, and the water pump, the fan and the like in the circulating water circuit are synchronously worked to exchange the heat generated by the PTC to the environment. In the embodiment, the heat generated by the PTC can also be exchanged to the environment through the working of the compressor and the fan in the thermal management system. Wherein, the rated power of the PTC is 9kW, the rated power of the circulating water pump is 0.2kW, the rated power of the fan is 0.4kW, and the rated power of the compressor is 2.5kW. As Figure 7 The working principle diagram of the active discharge is shown, in the working scene, there are 1 PTC, 2 fans, 2 circulating water pumps and 1 compressor, according to the rated power of the above-mentioned devices, the rated heat production power of the working scene is 9kW, and the rated heat dissipation power is 0.2*2+0.4*2+2.5=3.7kW, therefore, the heat production power is about 2.5 times of the heat dissipation power, therefore, as an optional implementation manner, the active discharge can be set as a periodic discharge behavior, for example, the PCT is started for 5min, and then the circulating water pump, the fan and the compressor are started for 12.5min.

[0100] The temperature control method of the brake system of the vehicle provided in the embodiment has the function of predicting the risk of brake heat fade, so that the risk of heat fade can be predicted before the actual temperature of the brake system reaches the heat fade point, and the corresponding cooling measures can be taken in advance to avoid brake heat fade. In addition, the embodiment also provides a scheme for cooling the friction pair through brake blowing and feedback braking. Based on the above-mentioned cooling scheme, the temperature of the friction pair does not appear cumulative rising phenomenon, and the effect can be shown by Figure 8 As shown in the figure, Figure 8 The solid line L1 in the figure represents the normal temperature rise curve of the brake system, L2 represents the temperature rise curve after cooling by using the cooling method of the brake system provided in the embodiment, and T0 represents the heat fade temperature point. Figure 8 In the 0-t1 stage, the brake system works with normal brake efficiency, at the t1 point, it is predicted that the brake system has the risk of brake heat fade, and the cooling mode is activated, in the t1-t2 stage, the brake system does not work (in the idle state), L2 accelerates the heat dissipation of the brake system through active blowing, and it can be seen that the temperature of L2 at the t2 point is lower than that of L1, in the t2-t3 stage, the brake system starts to work, L2 slows down the temperature rise of the brake system through motor feedback braking, while L1 continues to normally rise, at this time, L1 has exceeded the brake heat fade temperature point T0, the t3-t4 stage is the same as the t1-t2 stage, and the temperature of L2 is obviously lower than that of L1 after a plurality of brake cycles.

[0101] Another embodiment of the present application provides a cooling device for actively blowing air to a friction pair of a brake system to achieve the purpose of cooling. Figure 9 Fig. 8 shows a structural schematic diagram of a cooling device 800 according to the embodiment. The cooling device 800 comprises an air pump 810, an air delivery pipe 820 and a nozzle 830. The air output end of the air pump 810 is connected to one end of the air delivery pipe 820, the other end of the air delivery pipe 820 is connected to the nozzle 830, the air pump 810 is arranged on a vehicle body, and the nozzle 830 is arranged on a brake caliper.

[0102] In the embodiment, the air pump 810 is used to store air for cooling the friction pair and to pressurize the air; the air delivery pipe 820 is used to guide the pressurized air out; and the nozzle 830 is used to cool the friction pair by using the pressurized air guided out by the air delivery pipe 820.

[0103] It should be understood that the pressurizing strength of the air pump 810 can be set or changed as required. In addition, the cooling medium in the embodiment is air, which is only an exemplary description. In other embodiments, the cooling medium can also be a liquid or a substance with cooling effect, and the embodiment is not limited thereto.

[0104] Another embodiment of the present application provides a temperature control device for a brake system of a vehicle. The device can be implemented by a software system, a hardware device or a combination of the software system and the hardware device.

[0105] It should be understood that Figure 10 Fig. 9 shows a structural schematic diagram of a temperature control device for a brake system of a vehicle according to the embodiment. The present application does not limit the division of functional modules in the temperature control device for the brake system of the vehicle. As shown in Figure 10 The temperature control device for the brake system of the vehicle can be logically divided into multiple modules, each module can have different functions, and the function of each module is realized by a processor in a computing device reading and executing instructions in a memory. For example, the temperature control device for the brake system of the vehicle comprises an acquisition module 910, a determination module 920 and a control module 930. In an optional implementation, the cooling device for the brake system is used to execute Figure 2The steps S110-S130 are shown. Specifically, the acquisition module 910 is configured to acquire the temperature of the brake disc and the driving conditions of the vehicle in a historical time period. The determination module 920 is configured to determine the required braking intensity and braking frequency in a future time period according to the driving conditions of the vehicle in the historical time period; wherein the future time period is continuous in time with the historical time period. The control module 930 is configured to control the cooling device to cool the friction pair of the brake system when it is determined that the brake system has a risk of brake heat fade according to the temperature of the brake disc, the required braking intensity and braking frequency in the future time period.

[0106] In this embodiment, the temperature of the brake disc in the acquisition module 910 is determined according to the angular velocity of the wheel rotation and the pressure between the brake disc and the brake pad. The driving conditions of the vehicle in the historical time period in the acquisition module 910 are specifically acquired by clustering the driving data in the historical time period to obtain the driving conditions corresponding to the driving data in the historical time period. The driving conditions include urban driving, uphill driving, downhill driving, off-road driving, and high-speed driving.

[0107] As an optional implementation manner, the determination module 920 is specifically configured to take the preset braking intensity and braking frequency in the driving conditions as the required braking intensity and braking frequency in the future time period.

[0108] In this embodiment, the control module 930 is specifically configured to obtain a first weight factor, a second weight factor and a third weight factor based on the fuzzy control theory; wherein the first weight factor is used to represent the weight of the required braking intensity in the future time period, the second weight factor is used to represent the weight of the required braking frequency in the future time period, and the third weight factor is used to represent the weight of the temperature of the brake disc; and the first weight factor, the required braking intensity in the future time period, the second weight factor, the required braking frequency in the future time period, the third weight factor and the temperature of the brake disc are weighted and calculated to obtain a brake heat fade risk coefficient; and it is determined that the brake system has a risk of brake heat fade based on the brake heat fade risk coefficient.

[0109] As an optional implementation manner, the control module 930 is further configured to determine that the brake system has a risk of brake heat fade when the brake heat fade risk coefficient reaches a threshold value.

[0110] As an optional implementation manner, the control module 930 is further configured to control the cooling device to blow air to the position of the friction pair when the brake system is idle.

[0111] As another optional implementation, the control module 930 is further configured to cool the friction pair by motor regenerative braking. When the friction pair is cooled by motor regenerative braking, the heat generated by the friction pair can be exchanged to the environment through power-consuming devices in the vehicle.

[0112] The specific implementation of each functional module in this embodiment can be referred to the description in the method embodiments, and the description will not be repeated here.

[0113] The embodiment of the application further provides a computing device, including a processor and a memory. The memory stores program instructions, and the program instructions, when executed by the processor, cause the processor to execute the method of the corresponding embodiment, or the optional embodiments therein. Figure 2 The corresponding embodiment of the method, or the optional embodiments therein.

[0114] Figure 11 is a structural schematic diagram of a computing device 1000 provided by the embodiment of the application. The computing device 1000 includes a processor 1010 and a memory 1020.

[0115] It should be understood that the computing device 1000 shown in the above embodiment can further include a communication interface 1030, which can be used for communication with other devices. Figure 11

[0116] The processor 1010 can be connected with the memory 1020. The memory 1020 can be used to store program codes and data. Therefore, the memory 1020 can be an internal storage unit of the processor 1010, can be an external storage unit independent of the processor 1010, or can be a component including the internal storage unit of the processor 1010 and the external storage unit independent of the processor 1010.

[0117] Optionally, the computing device 1000 can further include a bus. The memory 1020 and the communication interface 1030 can be connected with the processor 1010 through the bus. The bus can be a peripheral component interconnect (PCI) bus or an extended industry standard architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc.

[0118] ​It should be understood that the processor 1010 can be a central processing unit (CPU) in the embodiments of the present application. The processor can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor. Alternatively, the processor 1010 can be one or more integrated circuits for performing related programs to implement the technical solutions provided by the embodiments of the present application.

[0119] The memory 1020 can include read-only memory and random access memory, and provide instructions and data to the processor 1010. Part of the processor 1010 can also include non-volatile random access memory. For example, the processor 1010 can also store device type information.

[0120] When the computing device 1000 is running, the processor 1010 executes computer execution instructions in the memory 1020 to perform the operation steps of the above method.

[0121] It should be understood that the computing device 1000 according to the embodiments of the present application can correspond to the execution of the corresponding subject in the method according to the embodiments of the present application, and the above and other operations and / or functions of each module in the computing device 1000 are respectively for implementing the corresponding flow of each method of the embodiments, and for the sake of brevity, will not be repeated here.

[0122] The embodiments of the present application also provide another kind of computing device, such as Figure 12 As shown in the structural schematic diagram of another computing device 2000 provided by the embodiments, comprising a processor 2010 and an interface circuit 2020, wherein the processor 2010 accesses the memory through the interface circuit 2020, the memory stores program instructions, the program instructions make the processor execute Figure 2 the method of the corresponding embodiments when the processor executes. In addition, the computing device can also include a communication interface, a bus, etc., which can be referred to the introduction in the embodiments shown in Figure 11 , and will not be repeated here. Exemplarily, the interface circuit 2020 can be a CAN bus or a LIN bus.

[0123] Those skilled in the art can clearly understand that the units and algorithm steps of each example described in combination with the embodiments disclosed herein can be realized by electronic hardware or a combination of computer software and electronic hardware. Whether the functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0124] Those skilled in the art can clearly understand that, for the convenience and brevity of the description, the specific working processes of the above-described system, device and unit can refer to the corresponding processes in the foregoing method embodiments, which will not be repeated here.

[0125] In several embodiments provided in the present application, it should be understood that the disclosed system, device and method can be implemented in other ways. For example, the above-described device embodiments are only schematic, for example, the division of the units is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the units shown or discussed can be indirect coupling or communication connection through some interface, device or unit, and can be electrical, mechanical or other forms.

[0126] The units described as separate components can or can not be physically separated, and the components shown as units can or can not be physical units, that is, they can be located in one place, or can be distributed on a plurality of network units. Part or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0127] In addition, each functional unit in each embodiment of the present application can be integrated into a processing unit, or each unit can exist physically independently, or two or more units can be integrated into one unit.

[0128] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present application essentially or the parts that make contributions to the prior art or parts of the technical solutions can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present application. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various program code storage media.

[0129] The embodiments of the present application also provide a computer readable storage medium, which stores a computer program. The program is executed by a processor to perform a temperature control method of a brake system of a vehicle. The method includes at least one of the schemes described in the various embodiments.

[0130] The computer storage medium of the embodiments of the present application can adopt any combination of one or more computer readable media. The computer readable medium can be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium can be, but is not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination thereof. More specific examples (non-exhaustive list) of the computer readable storage medium include: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, the computer readable storage medium can be any tangible medium that contains or stores a program that can be used by or in conjunction with an instruction execution system, device or apparatus.

[0131] The computer readable signal medium can include a data signal propagated in a baseband or as a part of a carrier wave, in which a computer readable program code is borne. Such a propagated data signal can take various forms, including but not limited to an electromagnetic signal, an optical signal or any suitable combination thereof. The computer readable signal medium can also be any computer readable medium that is not a computer readable storage medium and can send, propagate or transmit a program for use by or in connection with an instruction execution system, device or apparatus.

[0132] The computer readable media on which the program code can be carried can be any appropriate media including, but not limited to, wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0133] Computer program code for carrying out operations of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0134] It should be noted that the above-mentioned are only the preferred embodiments of the present application and the technical principles applied. Those skilled in the art will understand that the present application is not limited to the specific embodiments described herein, and those skilled in the art can make various obvious changes, readjustments and substitutions without departing from the scope of the present application. Therefore, although the present application has been described in detail through the above embodiments, the present application is not limited to the above embodiments, and can include more other equivalent embodiments without departing from the concept of the present application, and all belong to the protection scope of the present application.

Claims

1. A temperature control method of a brake system of a vehicle, characterized by, The method comprises the following steps: obtaining the temperature of a brake disc and the driving condition of a vehicle in a historical time period; obtaining the braking intensity and braking frequency required by the vehicle in a future time period according to the driving condition of the vehicle in the historical time period, wherein the future time period is continuous with the historical time period in time; controlling the cooling device to cool the friction pair of the brake system when the brake system has a risk of brake heat fade according to the temperature of the brake disc, the braking intensity and braking frequency required by the vehicle in the future time period.

2. The method of claim 1, wherein, The temperature of the brake disc is determined according to the angular velocity of the wheel rotation and the pressure between the brake disc and the friction plate.

3. The method of claim 1, wherein, The process of obtaining the driving condition of the vehicle in the historical time period comprises the following steps: obtaining the driving condition in the historical time period by clustering the driving data in the historical time period.

4. The method of claim 1, wherein, The driving condition comprises the following conditions: urban driving condition, uphill mountain driving condition, downhill mountain driving condition, rural driving condition or high-speed driving condition.

5. The method of claim 1, wherein, The process of obtaining the braking intensity and braking frequency required by the vehicle in the future time period according to the driving condition of the vehicle in the historical time period comprises the following steps: taking the preset braking intensity and braking frequency in the driving condition as the braking intensity and braking frequency required by the vehicle in the future time period.

6. The method of claim 1, wherein, The process of determining that the brake system has a risk of brake heat fade according to the temperature of the brake disc, the braking intensity and braking frequency required by the vehicle in the future time period comprises the following steps: obtaining a first weight factor, a second weight factor and a third weight factor based on the fuzzy control theory, wherein the first weight factor is used to represent the weight of the braking intensity required by the vehicle in the future time period, the second weight factor is used to represent the weight of the braking frequency required by the vehicle in the future time period, and the third weight factor is used to represent the weight of the temperature of the brake disc; calculating the brake heat fade risk coefficient according to the first weight factor, the braking intensity required by the vehicle in the future time period, the second weight factor, the braking frequency required by the vehicle in the future time period, the third weight factor and the temperature of the brake disc; determining that the brake system has a risk of brake heat fade based on the brake heat fade risk coefficient.

7. The method of claim 6, wherein, The process of determining that the brake system has a risk of brake heat fade based on the brake heat fade risk coefficient comprises the following steps: determining that the brake system has a risk of brake heat fade when the brake heat fade risk coefficient reaches a threshold value.

8. The method of claim 1, wherein, The process of controlling the cooling device to cool the friction pair of the brake system comprises the following steps: controlling the cooling device to blow air to the position of the friction pair when the brake disc and the friction plate included in the friction pair are in a non-contact state.

9. The method of claim 8, wherein, The method further comprises the following steps: performing brake operation in the mode of motor regenerative braking or the mode of motor regenerative braking combined with hydraulic braking.

10. The method of claim 9, wherein, The method further comprises the following steps: actively discharging the storage battery in the vehicle through the electrical equipment in the vehicle, wherein the storage battery is used to store the electric quantity of the regenerative braking.

11. A temperature control device for a brake system of a vehicle, characterized by The method comprises the following steps: an obtaining module, configured to obtain the temperature of a brake disc and the driving condition of a vehicle in a historical time period; determining module, configured to obtain required braking intensity and braking frequency of the vehicle in a future time period according to driving conditions of the vehicle in a historical time period, wherein the future time period is continuous with the historical time period in time; a control module, configured to obtain, according to the temperature of the brake disc, the required braking intensity and braking frequency of the vehicle in the future time period, a control parameter for controlling the cooling device to cool the friction pair of the brake system when the brake system has a risk of brake heat fade.

12. The apparatus of claim 11, wherein, The temperature of the brake disc in the obtaining module is determined according to an angular velocity of wheel rotation and a pressure between the brake disc and the friction plate.

13. The apparatus of claim 11, wherein, The obtaining process of the driving conditions of the vehicle in the historical time period in the obtaining module is specifically used for: obtaining driving conditions corresponding to driving data in the historical time period by clustering operation on the driving data in the historical time period.

14. The apparatus of claim 11, wherein, The driving conditions include: urban driving conditions, uphill mountain driving conditions, downhill mountain driving conditions, rural driving conditions or high-speed driving conditions.

15. The apparatus of claim 11, wherein, The determining module is specifically configured to: use preset braking intensity and braking frequency in the driving conditions as the required braking intensity and braking frequency in the future time period.

16. The apparatus of claim 11, wherein, The control module is specifically configured to: obtain a first weight factor, a second weight factor and a third weight factor based on fuzzy control theory, wherein the first weight factor is used to represent a weight of the required braking intensity of the vehicle in the future time period, the second weight factor is used to represent a weight of the required braking frequency of the vehicle in the future time period, and the third weight factor is used to represent a weight of the temperature of the brake disc; obtain a brake heat fade risk coefficient by calculation according to the first weight factor, the required braking intensity of the vehicle in the future time period, the second weight factor, the required braking frequency of the vehicle in the future time period, the third weight factor and the temperature of the brake disc; determine that the brake system has a risk of brake heat fade based on the brake heat fade risk coefficient.

17. The apparatus of claim 16, wherein, Determining that the brake system has a risk of brake heat fade based on the brake heat fade risk coefficient includes: determining that the brake system has a risk of brake heat fade when the brake heat fade risk coefficient reaches a threshold value.

18. The apparatus of claim 11, wherein, The control module is further configured to: control the cooling device to blow air to a position of the friction pair when the brake disc and the friction plate included in the friction pair are in a non-contact state.

19. The apparatus of claim 11, wherein, The control module is further configured to: adopt a motor feedback braking or a combination of motor feedback braking and hydraulic braking to perform braking operation.

20. The apparatus of claim 19, wherein, The control module is further configured to: actively discharge a storage battery in the vehicle by using an electrical equipment in the vehicle, wherein the storage battery is used to store electric quantity of the feedback braking.

21. A vehicle characterized by The temperature control method of the brake system of the vehicle is executed when the vehicle is running.

22. A computing device, comprising: The temperature control method of the brake system of the vehicle includes: a processor and a memory; the memory has program instructions stored thereon, and the program instructions, when executed by the processor, cause the processor to execute the temperature control method of the brake system of the vehicle.

23. A computing device, comprising: The temperature control method of the brake system of the vehicle includes: a processor and an interface circuit; The interface circuit is configured to access a processor, and the processor is configured to invoke program instructions stored in a memory, the program instructions, when executed, causing the processor to perform the temperature control method of the brake system of the vehicle according to any one of claims 1-10.

24. A computer readable storage medium having stored thereon program instructions, wherein, The program instructions, when executed by a computer, cause the computer to perform the temperature control method of the brake system of the vehicle according to any one of claims 1-10.

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