Method and device for determining the braking position of a vehicle brake and vehicle-side control equipment

Abstract

The present application relates to a method, device and vehicle-end control equipment for determining the braking position of a vehicle brake, the method comprising obtaining current data of a current vehicle brake drive motor within a preset time period, and a motor speed signal of the drive motor; filtering the current data to obtain a filtered current data group; determining a target period based on the motor speed signal, extracting a target data group of the filtered current data group in the target period, processing the target data group to obtain a corresponding slope value, and processing the slope value to obtain the clamping force of the brake; when the clamping force is greater than a preset threshold, obtaining a piston position associated with the brake, and determining the target braking position of the brake based on the piston position and a preset brake trigger interval; determining the target braking position of the brake by processing the current data of the brake drive motor without adding additional sensors.

Description

Technical Field

[0001] The present application relates to the field of vehicle control technology, and in particular to a method and apparatus for determining the braking position of a vehicle brake and a vehicle-side control device. Background Art

[0002] In the related art, for the braking systems of low-end, flat-bed, low-speed four-wheel electric vehicles, there are technical solutions that use low-cost window ripple motors to implement wheel-free mechanical braking. While this economical solution offers a relatively low initial investment, it suffers from several deficiencies in accurately detecting and controlling braking force in real time. In this related art, pressure sensors are used to check brake pressure. First, traditional pressure sensors are prone to performance instability under extreme climate conditions (such as high or low temperatures or humid environments), which can cause sensor signal distortion and affect the accurate response of the braking system. Second, when a sensor fails, the system often lacks effective fault diagnosis and early warning mechanisms, increasing vehicle safety risks. In particular, in emergency braking situations, inaccurate braking force can lead to increased braking distance or uneven braking performance, which can, in serious cases, cause traffic accidents. Furthermore, because it relies on single sensor data, this system lacks adaptability and flexibility in complex or changing driving environments, making it difficult to meet the high accuracy and reliability requirements of autonomous driving technology for braking systems. Therefore, this traditional braking force detection method is clearly unable to meet the current development needs of smart electric vehicles in terms of ensuring vehicle safety and improving autonomous driving performance. Summary of the Invention

[0003] Based on this, it is necessary to provide a method, device and vehicle-side control equipment for determining the braking position of a vehicle brake that can improve the accuracy and reliability of the braking system in order to address the above technical problems.

[0004] In a first aspect, the present application provides a method for determining a brake position of a vehicle brake, comprising:

[0005] Acquiring current data of a drive motor of a brake of the current vehicle within a preset time period and a motor speed signal of the drive motor;

[0006] performing filtering processing on the current data to obtain a filtered current data group;

[0007] determining a target period based on the motor speed signal, extracting a target data set of the filtered current data set in the target period, processing the target data set to obtain a corresponding slope value, and processing the slope value to obtain a clamping force of the brake;

[0008] When the clamping force is greater than a preset threshold, a piston position associated with the brake is acquired, and a target braking position of the brake is determined based on the piston position and a preset brake triggering distance.

[0009] In one embodiment, before determining the target braking position of the brake, the method further includes:

[0010] When the clamping force is greater than a preset threshold, obtaining the current wheel speed of the vehicle and the corresponding wheel speed at the previous moment;

[0011] Determining the target braking position of the brake includes:

[0012] determining a candidate brake position of the brake based on the piston position and a preset brake triggering distance;

[0013] In a case where the current wheel speed is less than the wheel speed at the previous moment, the to-be-selected braking position is determined as the target braking position of the brake.

[0014] In one embodiment, before determining the target braking position of the brake, the method further includes:

[0015] When the clamping force is greater than a preset threshold, obtaining the current wheel acceleration of the vehicle and the corresponding wheel acceleration at the previous moment;

[0016] Determining the target braking position of the brake includes:

[0017] determining a candidate brake position of the brake based on the piston position and a preset brake triggering distance;

[0018] In a case where the current wheel acceleration is less than the wheel acceleration at the previous moment, the to-be-selected braking position is determined as the target braking position of the brake.

[0019] In one embodiment, after determining the candidate braking position of the brake based on the piston position and the preset brake triggering distance, the method further includes:

[0020] When it is determined that the selected braking position is not the target braking position of the brake, current data of the driving motor of the brake of the current vehicle within the next preset time period is obtained to determine the target braking position of the brake corresponding to the updated current data.

[0021] In one embodiment, filtering the current data to obtain a filtered current data set includes:

[0022] Performing mean filtering on the current data to obtain first filtered data;

[0023] Low-pass filtering is performed on the first filtered data to obtain a filtered current data group.

[0024] In one embodiment, the method further comprises:

[0025] Determining a filter coefficient of the filter based on a cutoff frequency and a sampling frequency of the filter;

[0026] Acquire a filtered current data set outputted by the filter once previously;

[0027] The low-pass filtering of the first filtered data to obtain a filtered current data group includes:

[0028] The first filtered data and the filtered current data group outputted last time are processed based on the filter including the set filter coefficient to obtain a filtered current data group.

[0029] In one embodiment, processing the target data set to obtain a corresponding slope value includes:

[0030] Processing the target data set to obtain a plurality of corresponding time points and a current value at each of the time points; and obtaining a time average of the plurality of time points and a current average of the plurality of current values;

[0031] A slope value corresponding to the target data set is determined based on the multiple time points, the multiple current values, the time average value, and the current average value.

[0032] In one embodiment, processing the slope value to obtain the brake clamping force includes:

[0033] Determining, based on a first time point, cumulative values of a plurality of second time points before the first time point, and a slope value at the first time point; wherein the first time point is a current time point determined based on the plurality of time points;

[0034] determining increments corresponding to the slope values between a plurality of second time points before the first time point and the first time point;

[0035] The slope value is continuously accumulated based on the accumulated value, the increment, and a preset error correction term corresponding to the first time point to obtain the clamping force of the brake.

[0036] In a second aspect, the present application further provides a device for determining a braking position of a vehicle brake, comprising:

[0037] a data acquisition module, configured to acquire current data of a drive motor of a brake of the current vehicle within a preset time period, and a motor speed signal of the drive motor;

[0038] a data processing module, configured to filter the current data to obtain a filtered current data set;

[0039] a data processing module, further configured to determine a target period based on the motor speed signal, extract a target data group of the filtered current data group in the target period, process the target data group to obtain a corresponding slope value, and process the slope value to obtain a clamping force of the brake;

[0040] The target braking position determination module is used to obtain the piston position associated with the brake when the clamping force is greater than a preset threshold, and determine the target braking position of the brake based on the piston position and a preset brake triggering distance.

[0041] In a third aspect, the present application also provides a vehicle-side control device, including a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, it implements the steps of the method for determining the braking position of the vehicle brake.

[0042] The present application provides a method, device and vehicle-end control device for determining the braking position of the above-mentioned vehicle brake, which obtains the current data of the driving motor of the brake of the current vehicle within a preset time period and the motor speed signal of the driving motor; filters the current data to obtain a filtered current data group; determines a target period based on the motor speed signal, and extracts a target data group of the filtered current data group in the target period, processes the target data group to obtain a corresponding slope value, and processes the slope value to obtain the clamping force of the brake; when the clamping force is greater than a preset threshold, obtains the piston position associated with the brake, and determines the target braking position of the brake based on the piston position and the preset brake trigger distance. It can be seen that the present application obtains the current data of the driving motor of the vehicle brake and processes the current data to determine the target braking position of the brake, that is, accurately identifies the position where the brake is tightened; the present application does not need to add additional sensors to the brake for determining the target braking position of the brake, and will not cause inaccuracy in the identified target braking position due to interference from factors such as climatic conditions and ambient temperature; the target braking position of the brake identified based on this method is conducive to providing smart cars with more precise braking control and improving vehicle safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0044] Figure 1 1 is a flow chart of a method for determining a brake position of a vehicle brake in one embodiment;

[0045] Figure 2 A schematic diagram showing the relationship between the position and pressure of a brake component in one embodiment;

[0046] Figure 3 is a flow chart of a method for determining a brake position of a vehicle brake in another embodiment;

[0047] Figure 4 is a structural block diagram of a device for determining a brake position of a vehicle brake in one embodiment;

[0048] Figure 5 This is a diagram of the internal structure of a vehicle-side control device in one embodiment. DETAILED DESCRIPTION

[0049] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0050] The method for determining the brake position of a vehicle brake provided in an embodiment of the present application can be applied to a smart car, an external device connected to a smart car, or a server connected to at least one of the smart car and the external device, wherein the smart car can communicate with the external device or server via a network, and the external device can communicate with the server via a network. The external device can be, but is not limited to, various personal computers, laptops, smartphones, and tablet computers. The server can be implemented as a standalone server or a server cluster consisting of multiple servers.

[0051] Figure 1 FIG. 1 is a flow chart of a method for determining a brake position of a vehicle brake in one embodiment. In an exemplary embodiment, as shown in FIG. Figure 1 As shown, a method for determining the braking position of a vehicle brake is provided, and the method is described by taking the application of the method to a smart car as an example, including the following steps 101 to 104. Among them:

[0052] Step 101 : Acquire current data of a drive motor of a brake of a current vehicle within a preset time period and a motor speed signal of the drive motor.

[0053] Specifically, by executing step 101 to collect current data of the vehicle's brake drive motor, the current data of the drive motor within a preset time period can be selected for collection based on demand. The current data herein refers to the current value corresponding to the drive motor during operation. Simultaneously, a motor speed signal of the brake drive motor can also be collected. The motor speed signal is electrical signal data generated based on the motor speed data of the drive motor within the preset time period.

[0054] Among them, the current data can be monitored and collected in real time through the wire-controlled chassis angle controller in the vehicle, and the motor speed signal can also be monitored and collected in real time through the wire-controlled chassis angle controller in the vehicle.

[0055] Step 102: Filter the current data to obtain a filtered current data set.

[0056] Specifically, the current data obtained in step 101 is processed by executing step 102, which can specifically be filtering the current data; for example, the current data can be filtered based on a preset filtering unit to at least filter out high-frequency components in the current data, thereby obtaining a filtered current data set output by the preset filtering unit to reduce interference and noise during motor operation. It should be noted that the use of a preset filtering unit to filter the current data is only one optional data processing method provided by the present application, but the present application is not limited thereto. Other methods can also be used to filter the current data, as long as the high-frequency components in the data can be filtered out.

[0057] Step 103 : determining a target cycle based on the motor speed signal, extracting a target data group of the filtered current data group in the target cycle, processing the target data group to obtain a corresponding slope value, and processing the slope value to obtain a clamping force of the brake.

[0058] Specifically, step 103 is performed to first form a corresponding speed signal waveform based on the motor speed signal of the drive motor. Then, based on the mechanical period of the drive motor and the carrier frequency of the motor speed signal, the period with the largest change in the speed signal waveform is selected as the target period, that is, the period with the smallest interference level is selected as the target period. Based on the target period, the corresponding target data set is extracted from the filtered current data set. It should be noted that the target period may include one or more periods in the signal waveform corresponding to the filtered current data set. That is, the data included in the target period is extracted from the signal waveform of the filtered current data set to form the corresponding target data set. This target data set is then processed to obtain slope values at corresponding detection points. Furthermore, slopes unrelated to the desired physical property (e.g., brake clamping force) are eliminated, and the brake clamping force is obtained by further processing the slope value to eliminate errors.

[0059] Step 104 : When the clamping force is greater than a preset threshold, a piston position associated with the brake is obtained, and a target braking position of the brake is determined based on the piston position and a preset brake triggering distance.

[0060] Specifically, step 104 is executed. In the process of continuously processing the target data group to continuously obtain the clamping force of the brake, when the obtained clamping force is greater than a preset threshold value of the clamping force, the piston position associated with the brake is obtained, and the target braking position of the brake is determined based on the piston position and the preset brake trigger spacing; wherein the piston position can represent a first spacing distance of the piston toward the brake disc in the brake, and the braking position can represent a second spacing distance of the piston toward the brake disc in the brake when the brake pad in the brake contacts the brake, and the second spacing distance is greater than the first spacing distance.

[0061] It needs to be explained that the positional relationship between the piston and the brake pad and brake disc in the brake can be that along an extension direction, the brake pad is located between the piston and the brake disc, and the piston can be used to push the brake pad into contact with the brake disc to achieve the braking function for the vehicle.

[0062] Among them, the clamping force is formed between the brake disc and the brake pad. The preset threshold value of the clamping force refers to the clamping force corresponding to when the brake pad and the brake disc just have effective braking force.

[0063] The present invention provides a method for determining the braking position of a vehicle brake, comprising obtaining current data of a driving motor of a current vehicle within a preset time period and a motor speed signal of the driving motor; filtering the current data to obtain a filtered current data set; determining a target period based on the motor speed signal, extracting a target data set of the filtered current data set within the target period, processing the target data set to obtain a corresponding slope value, and processing the slope value to obtain a brake clamping force; obtaining a piston position associated with the brake when the clamping force is greater than a preset threshold, and determining the target braking position of the brake based on the piston position and a preset brake triggering interval. It can be seen that the present invention obtains the current data of the driving motor of the vehicle brake and processes the current data to determine the target braking position of the brake, that is, accurately identify the position where the brake is tightened; the present invention does not require additional sensors for the brake and does not cause inaccuracy in the identified target braking position due to interference from factors such as climatic conditions and ambient temperature; the target braking position of the brake identified by the present method is conducive to providing more accurate braking control for smart cars and improving vehicle safety.

[0064] Please continue to refer to Figure 1 In an exemplary embodiment, before determining the target braking position of the brake in step 104, the method further includes:

[0065] When the clamping force is greater than a preset threshold, obtaining the current wheel speed of the vehicle and the corresponding wheel speed at the previous moment;

[0066] Determining the target braking position of the brake performed in step 104 includes:

[0067] determining a candidate braking position of the brake based on the piston position and a preset brake activation distance;

[0068] When the current wheel speed is less than the wheel speed at the previous moment, the to-be-selected braking position is determined as the target braking position of the brake.

[0069] Specifically, for determining the target braking position, the present application provides an optional determination method, which is that before executing the step of determining the target braking position of the brake in step 104, the current wheel speed of the vehicle and the wheel speed at the previous moment corresponding to the current wheel speed can be first obtained when the clamping force is monitored to be greater than the preset threshold; then, based on the obtained piston position and the preset brake trigger interval, the braking position of the brake is determined to be the selected braking position, not the target braking position; then, the current wheel speed and the wheel speed at the previous moment are compared. When the current wheel speed is less than the wheel speed at the previous moment, it means that the braking force generated by the brake pads and brake discs in the brake has taken effect, causing the vehicle speed to slow down and achieve the braking effect. At this time, it can be determined that the previously obtained selected braking position is the target braking position of the brake.

[0070] This method combines wheel speed changes to determine the accuracy of the selected braking position. By analyzing wheel speed changes, it can be confirmed whether the moment the brake pad and disc are activated is the moment when the clamping force begins to apply. This comprehensive determination method can further provide more reliable monitoring of the braking force activation moment, thereby ensuring the safety and stability of the braking system.

[0071] If the current wheel speed is greater than or equal to the previous wheel speed, the target braking position of the brake can be re-determined based on the preset conditions to improve the accuracy of the determined target braking position. Alternatively, the data from this monitoring process can be discarded and the method for determining the next braking position can be re-executed.

[0072] Among them, the wheel speed can also be monitored and collected in real time based on the wire-controlled chassis angle controller in the vehicle.

[0073] This application utilizes the current sensor information of the drive motor and, without adding additional (mechanical) sensors, can accurately estimate the moment when the brake is tightened and obtain information on the target braking position of the brake under the influence of different uncertain factors such as temperature and voltage; based on the identified target braking position of the brake, it is beneficial to provide smart cars with more precise braking control during vehicle driving, thereby improving vehicle safety.

[0074] Please continue to refer to Figure 1 In an exemplary embodiment, before determining the target braking position of the brake in step 104, the method further includes:

[0075] When the clamping force is greater than a preset threshold, obtaining the current wheel acceleration of the vehicle and the corresponding wheel acceleration at the previous moment;

[0076] Determining the target braking position of the brake performed in step 104 includes:

[0077] determining a candidate braking position of the brake based on the piston position and a preset brake activation distance;

[0078] When the current wheel acceleration is less than the wheel acceleration at the previous moment, the to-be-selected braking position is determined as the target braking position of the brake.

[0079] Specifically, for determining the target braking position, the present application provides an optional determination method, which is that before executing the step of determining the target braking position of the brake in step 104, when monitoring that the clamping force is greater than a preset threshold, the current wheel acceleration of the vehicle and the wheel acceleration at the previous moment corresponding to the current wheel acceleration can be first obtained; then, based on the obtained piston position and the preset brake trigger interval, the braking position of the brake is determined to be a selected braking position, not a target braking position; then, the current wheel acceleration and the wheel acceleration at the previous moment are compared. When the current wheel acceleration is less than the wheel acceleration at the previous moment, it means that the braking force generated by the brake pads and brake discs in the brake has taken effect, causing the acceleration of the vehicle to decrease. Even if the vehicle is still accelerating, the reduction in vehicle acceleration indicates that the braking effect has been achieved. At this time, it can be determined that the previously obtained selected braking position is the target braking position of the brake.

[0080] This method combines acceleration changes to determine the accuracy of the selected braking position. By analyzing acceleration changes, it can confirm whether the moment the brake pad and disc are activated is actually the moment when the clamping force begins to apply. This comprehensive determination method can further provide more reliable monitoring of the braking force activation moment, thereby ensuring the safety and stability of the braking system.

[0081] If the current wheel acceleration is greater than or equal to the previous wheel acceleration, the target braking position of the brake can be re-determined based on the preset value to improve the accuracy of the determined target braking position. Alternatively, the data from this monitoring process can be discarded and the method for determining the braking position can be re-executed for the next round.

[0082] Among them, acceleration can also be monitored and collected in real time based on the wire-controlled chassis angle controller in the vehicle.

[0083] Please continue to refer to Figure 1 In an exemplary embodiment, after determining the candidate braking position of the brake based on the piston position and the preset brake triggering distance, the method further includes:

[0084] When it is determined that the selected braking position is not the target braking position of the brake, current data of the driving motor of the brake of the current vehicle within the next preset time period is obtained to determine the target braking position of the brake corresponding to the updated current data.

[0085] That is, when it is determined that the above-mentioned candidate braking position is not the target braking position, that is, the wheel speed at the current moment may not have changed or has increased compared with the previous moment, or the acceleration at the current moment may not have changed or has increased compared with the previous moment, at this time, the data of this monitoring and processing can be discarded and the method for determining the next round of braking position can be re-executed; that is, the current data of the driving motor of the brake of the current vehicle within the next preset time period can be selected to determine the target braking position of the brake corresponding to the updated acquired current data based on the above-mentioned steps 101-step 104.

[0086] Please continue to refer to Figure 1 In an exemplary embodiment, the filtering of the current data to obtain the filtered current data set performed in step 102 includes:

[0087] Performing mean filtering on the current data to obtain first filtered data;

[0088] The first filtered data is low-pass filtered to obtain a filtered current data group.

[0089] Specifically, with respect to the content of filtering the current data in step 102 to obtain a filtered current data group, the present application also provides an optional implementation method, which is to perform a simple mean filtering on the current data collected by executing step 101 based on a preset filtering unit to obtain first filtered data; and then further perform a low-pass filtering on the first filtered data based on the preset filtering unit to achieve the reduction of high-frequency noise in the current data, thereby improving the motor performance. By reducing the high-frequency components in the current signal, it is beneficial to reduce the interference and noise in the operation of the brake drive motor, thereby improving the working accuracy and stability of the brake.

[0090] It should be added that the use of a preset filtering unit to filter the current data here is only an optional data processing method provided by this application, but this application is not limited to this. Other methods can also be used to implement filtering of the current data, as long as the effect of filtering out the high-frequency components in the data can be achieved.

[0091] Please continue to refer to Figure 1 In an exemplary embodiment, the method further includes steps 111 and 112, wherein:

[0092] Step 111, determining a filter coefficient of the filter based on the cutoff frequency and sampling frequency of the filter;

[0093] Step 112, obtaining the filtered current data set outputted by the filter last time;

[0094] The above steps of performing low-pass filtering on the first filtered data to obtain a filtered current data set may include:

[0095] The first filtered data and the filtered current data group outputted last time are processed based on a filter including a set filter coefficient to obtain a filtered current data group.

[0096] In the method for determining the braking position of a vehicle brake provided in the present application, the step of performing low-pass filtering on the first filtered data to obtain a filtered current data group can be specifically performed by processing the first filtered data and the filtered current data group outputted previously based on a filter including a set filter coefficient, thereby obtaining the filtered current data group; wherein, the setting of the filter coefficient of the filter in the preset filtering unit and the acquisition of the filtered current data group outputted previously by the preset filtering unit can be performed before low-pass filtering is performed on the first filtered data to obtain the required preset filtering unit, thereby facilitating improving the accuracy of the obtained filtered current data group.

[0097] It should be added that the filter may be, for example, a Chebyshev first-order low-pass filter.

[0098] For this part of the content, this application provides a reference embodiment. Assume that the current signal corresponding to the input current data is , the output signal of the filter is , then the recursive formula of Chebyshev first-order low-pass filter can be expressed as: ;in, Is the filter coefficient, which is used to determine the cutoff frequency and damping characteristics of the filter; is the current input sample; is the previous output sample; the filter coefficient The formula can be Calculate, where is the normalized cutoff frequency, calculated as ,in is the cutoff frequency of the filter, is the sampling frequency of the filter.

[0099] By adjusting the filter coefficient The value of can control the frequency response characteristics of the filter, thereby achieving the desired filtering effect. In actual current processing applications, the parameters can be adjusted according to the specific signal characteristics of the drive motor.

[0100] Please continue to refer to Figure 1 In an exemplary embodiment, the processing of the target data set in step 103 to obtain the corresponding slope value includes:

[0101] Processing the target data set to obtain a corresponding plurality of time points and a current value at each time point; and obtaining a time average of the plurality of time points and a current average of the plurality of current values;

[0102] A slope value corresponding to the target data set is determined based on a plurality of time points, a plurality of current values, a time average value, and a current average value.

[0103] Specifically, with respect to the content of processing the target data group in step 103 to obtain the corresponding slope value, the present application provides an optional implementation method, which is to first analyze and process the target data group to obtain multiple time points corresponding to the target data group, and the current value at each time point, and obtain the time average values corresponding to the multiple time points, and the current average values corresponding to the multiple current values, and then calculate the slope value corresponding to the target data group based on the multiple time points, the multiple current values, the time average values and the current average values.

[0104] In addition, it should be added that the target data set of the filtered current data set in the target cycle executed in step 103 can also be selected to intercept the periodic current according to the motor speed signal of the drive motor. Due to the influence of the mechanical periodic characteristics and the carrier frequency, a suitable period with the minimum interference (such as a period with the largest variation) is selected as Then intercept in the latest cycle An array of all current samples within .

[0105] An optional embodiment is provided, in which the current parameters of the acquired target data set are used to obtain the current slope value at the detection point by linear regression. The formula can be Calculate. Where: It is The value at a time point. It's in time The current value. All time points The average value of . All current values The average value of . It is the sum of the products of time and current value deviation, which reflects the coordinated changes between time and current. is the sum of squares of temporal deviations, which measures the variability of the temporal data itself.

[0106] Please continue to refer to Figure 1 In an exemplary embodiment, the processing of the slope value to obtain the brake clamping force in step 103 may include:

[0107] Determine, based on the first time point, the cumulative values of multiple second time points before the first time point, and the slope value of the first time point; wherein the first time point is a current time point determined based on the multiple time points;

[0108] Determining increments corresponding to slope values between a plurality of second time points before the first time point and the first time point;

[0109] The slope value is continuously accumulated based on the accumulated value, the increment, and the preset error correction term corresponding to the first time point to obtain the clamping force of the brake.

[0110] Specifically, with respect to the content of processing the slope value in step 103 to obtain the clamping force of the brake, the present application provides an optional implementation method, which is to determine the cumulative values of multiple second time points before the first time point and the slope value of the first time point based on the first time point; and, determine the increment corresponding to the slope value from the multiple second time points before the first time point to the first time point; finally, based on the cumulative value, the increment and the preset error correction item corresponding to the first time point, the slope value is continuously accumulated to achieve the effect of eliminating the accumulated error, and then the clamping force of the brake is obtained.

[0111] Here is a supplementary embodiment: since other electrical characteristics are retained in the current data for other functional analysis, only the slope characteristics related to mechanics are extracted in the determination of the clamping force. For example, when the brake disc and brake pad are in instantaneous contact, the inherent stiffness of the transmission system corresponding to the brake drive motor is used as a reference, and the slopes beyond the mechanical and performance characteristics are filtered out. .

[0112] Provide a formula for continuous integration of slope value: ;in, is the value after integration; It means at time The cumulative value of the current time point The base value of It means from time arrive During this period, due to the slope The resulting increment; here It's in time The slope of is the time interval. The calculation of this item is essentially to estimate the contribution (i.e. area). It's in time The error correction term, that is, the preset error correction term mentioned above, is subtracted to correct any known data measurement inaccuracy or data error; wherein, this error can be determined according to the actual acquisition calibration.

[0113] Then, the integral corresponding to the slope value is The value is used to evaluate whether the brake pad has been tightened into place and has reached the preset clamping force value, which is the clamping force between the brake pad and the brake disc. The value exceeds the preset calibration threshold , which indicates that the brake pads have effectively contacted the brake disc and braking force can be applied. Figure 2 A schematic diagram of the relationship between the position and pressure of brake components in one embodiment, wherein the components include at least a brake disc and a brake pad. Figure 2 , the position of the piston at this moment is , the corresponding brake disc is compressed to , that is, from the position just touching the brake disc Until the piston position corresponding to the clamping force is detected distance, It can be confirmed during calibration. So when the position of the clamping force is known In this case, the contact position of the brake disc can be obtained Since this method is highly robust and can accurately determine the clamping force, the threshold can be set lower, which not only reduces misjudgments but also effectively covers the problem of braking force fluctuations caused by uneven brake discs. This is the piston position described in step 104, where a discernible clamping force is present between the brake disc and the brake pad. This is the target braking position described in step 104, i.e. the position where the brake pad and the brake disc just come into contact. This is the preset brake triggering distance described in step 104 .

[0114] Figure 3 This is a flow chart of a method for determining the braking position of a vehicle brake in another embodiment. Figure 1 、 Figure 2 Reference Figure 3The method shows a method for determining the braking position of a brake based on the above content of the present application. The vehicle brake can be a dry brake. Specifically, the method includes: step S1: real-time monitoring of the vehicle dry brake motor current parameters; step S2: processing the motor current parameters to achieve current filtering; step S3: obtaining N cycle current parameters, where N is a positive integer; step S4: calculating the current slope; step S5: continuous accumulation and cumulative error elimination; step S6: clamping state and compression stroke determination. The clamping state includes and , compression stroke includes .

[0115] It should be added that the target braking position, that is, the position contacting the brake disc, is determined based on the method provided in this application. In this case, the piston can be adjusted to the target gap position by controlling the inherent deceleration ratio of the brake drive motor.

[0116] As can be seen, without adding additional sensors, this application uses motor current sensor information to estimate the moment the brake is applied by calculating its mean, period, slope, integral value, and other information under different uncertainties such as temperature and voltage. This enables the brake to identify the position, current, and pressure sensor values at the moment the brake is applied, providing better assistance for subsequent precise control of braking force.

[0117] This method can ignore constant deviation errors, periodic and abnormal pulse interference, and accurately determines clamping force. Therefore, the threshold can be set very low, and it can also address jitter caused by uneven brake discs. Combined with wheel speed fluctuations, this method confirms that the triggering moment is the moment when clamping force begins, which is the prerequisite and foundation for achieving stability in subsequent functions.

[0118] It should be understood that, although the various steps in the flowcharts involved in the various embodiments described above are displayed in sequence according to the instructions of the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the flowcharts involved in the various embodiments described above can include multiple steps or multiple stages, and these steps or stages are not necessarily executed and completed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0119] Based on the same inventive concept, embodiments of the present application also provide a vehicle brake position determination device for implementing the aforementioned vehicle brake position determination method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more vehicle brake position determination device embodiments provided below can be found in the aforementioned vehicle brake position determination method, and will not be further elaborated here.

[0120] Figure 4 FIG. 1 is a structural block diagram of a device for determining the braking position of a vehicle brake in an embodiment. In an exemplary embodiment, please refer to FIG. Figure 1-Figure 3 Reference Figure 4 , provides a device 200 for determining the braking position of a vehicle brake, comprising: a data acquisition module 81, a data processing module 82 and a target braking position determination module 83, wherein:

[0121] The data acquisition module 81 is used to acquire the current data of the driving motor of the brake of the current vehicle within a preset time period and the motor speed signal of the driving motor;

[0122] The data processing module 82 is used to filter the current data to obtain a filtered current data group;

[0123] The data processing module 82 is further configured to determine a target period based on the motor speed signal, extract a target data group of the filtered current data group in the target period, process the target data group to obtain a corresponding slope value, and process the slope value to obtain a clamping force of the brake;

[0124] The target braking position determination module 83 is used to obtain the piston position associated with the brake when the clamping force is greater than a preset threshold, and determine the target braking position of the brake based on the piston position and a preset brake triggering distance.

[0125] Specifically, data acquisition module 81 is used to collect current data from the vehicle's brake drive motor. Based on demand, data acquisition module 81 can select and collect current data from the drive motor within a preset time period. The current data here refers to the current value corresponding to the drive motor during operation. Simultaneously, data acquisition module 81 can also collect the motor speed signal of the brake drive motor. The motor speed signal is electrical signal data generated based on the motor speed data of the drive motor within a preset time period.

[0126] Among them, the current data can be monitored and collected in real time through the wire-controlled chassis angle controller in the vehicle, and the motor speed signal can also be monitored and collected in real time through the wire-controlled chassis angle controller in the vehicle.

[0127] The data processing module 82 is configured to filter the current data. For example, the current data may be filtered based on a preset filtering unit to at least filter out high-frequency components in the current data, thereby obtaining a filtered current data set output by the preset filtering unit to reduce interference and noise during motor operation. It should be noted that filtering the current data using the preset filtering unit is merely one optional data processing method provided by this application, but this application is not limited thereto. Other methods may also be used to filter the current data, as long as they can effectively filter out high-frequency components in the data.

[0128] The data processing module 82 is further configured to generate a corresponding speed signal waveform based on the motor speed signal of the drive motor. Based on the mechanical period of the drive motor and the carrier frequency of the motor speed signal, the cycle with the largest change in the speed signal waveform is selected as the target cycle, i.e., the cycle with the least interference is selected as the target cycle. Based on the target cycle, a corresponding target data set is extracted from the filtered current data set. It should be noted that the target cycle may include one or more cycles in the signal waveform corresponding to the filtered current data set. That is, the data included in the target cycle is extracted from the signal waveform of the filtered current data set to form the corresponding target data set. This target data set is then processed to obtain a slope value at the corresponding detection point. Furthermore, slopes unrelated to the desired physical property (e.g., brake clamping force) are eliminated, and the brake clamping force is obtained by further processing the slope value to eliminate errors.

[0129] The target braking position determination module 83 is used to obtain the piston position associated with the brake when the clamping force obtained is greater than a preset threshold value of the clamping force by continuously processing the target data group, and determine the target braking position of the brake based on the piston position and the preset brake trigger distance; wherein the piston position can represent a first spacing distance between the piston and the brake disc in the brake, and the braking position can represent a second spacing distance between the piston and the brake disc in the brake when the brake pad in the brake contacts the brake, and the second spacing distance is greater than the first spacing distance.

[0130] In an optional embodiment, before the target braking position determination module 83 is used to determine the target braking position of the brake, it also includes: calling the data acquisition module 81 to obtain the current wheel speed of the vehicle and the corresponding wheel speed at the previous moment when the clamping force is greater than a preset threshold; the target braking position determination module 83 is used to determine the target braking position of the brake, including: determining the brake's candidate braking position based on the piston position and the preset brake trigger spacing; when the current wheel speed is less than the wheel speed at the previous moment, determining the candidate braking position as the target braking position of the brake.

[0131] In an optional embodiment, before the target braking position determination module 83 is used to determine the target braking position of the brake, it also includes: calling the data acquisition module 81 to obtain the current wheel acceleration of the vehicle and the corresponding wheel acceleration at the previous moment when the clamping force is greater than a preset threshold; the target braking position determination module 83 is used to determine the target braking position of the brake, including: determining the brake's candidate braking position based on the piston position and the preset brake trigger spacing; when the current wheel acceleration is less than the wheel acceleration at the previous moment, determining the candidate braking position as the target braking position of the brake.

[0132] In an optional embodiment, after the target braking position determination module 83 is used to determine the candidate braking position of the brake based on the piston position and the preset brake trigger distance, it also includes: when it is determined that the candidate braking position is not the target braking position of the brake, obtaining the current data of the driving motor of the brake of the current vehicle within the next preset time period to determine the target braking position of the brake corresponding to the updated acquired current data.

[0133] In an optional embodiment, the data processing module 82 is used to filter the current data to obtain a filtered current data group, including: performing mean filtering on the current data to obtain first filtered data; and performing low-pass filtering on the first filtered data to obtain a filtered current data group.

[0134] In an optional embodiment, it also includes: a data acquisition module 81 for determining the filter coefficient of the filter based on the cutoff frequency and sampling frequency of the filter; obtaining the filtered current data group output by the filter last time; a data processing module 82 for low-pass filtering the first filtered data to obtain a filtered current data group, including: processing the first filtered data and the filtered current data group output last time based on a filter including a set filter coefficient to obtain a filtered current data group.

[0135] In an optional embodiment, the data processing module 82 is used to process the target data group to obtain a corresponding slope value, including: processing the target data group to obtain corresponding multiple time points, and the current value at each time point; and obtaining the time average value of the multiple time points, and the current average value of the multiple current values; determining the slope value corresponding to the target data group based on the multiple time points, the multiple current values, the time average value and the current average value.

[0136] In an optional embodiment, the data processing module 82 is used to process the slope value to obtain the clamping force of the brake, including: determining the cumulative value of multiple second time points before the first time point and the slope value of the first time point based on the first time point; wherein the first time point is a current time point determined based on multiple time points; determining the increment corresponding to the slope value from the multiple second time points before the first time point to the first time point; based on the cumulative value, the increment and the preset error correction item corresponding to the first time point, the slope value is continuously accumulated to obtain the clamping force of the brake.

[0137] Each module in the above-mentioned vehicle brake position determination device 200 can be implemented in whole or in part through software, hardware, or a combination thereof. Each module can be embedded in or independent of a processor in a computer device in the form of hardware, or can be stored in the form of software in a memory in the computer device so that the processor can call and execute the corresponding operations of each module.

[0138] Figure 5 In an exemplary embodiment, a vehicle-side control device is provided. The internal structure diagram of the vehicle-side control device can be as follows: Figure 5 As shown. The vehicle-side control device includes a processor and a memory. The processor of the vehicle-side control device is used to provide computing and control capabilities. The memory of the vehicle-side control device includes a non-volatile storage medium that stores a computer program. When executed by the processor, the computer program implements a control method for upgrading vehicle functions.

[0139] Those skilled in the art will understand that Figure 5 The structure shown in the figure is only a block diagram of a part of the structure related to the scheme of the present application, and does not constitute a limitation on the vehicle-end control device to which the scheme of the present application is applied. The specific vehicle-end control device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0140] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the following steps are implemented:

[0141] Acquire current data of a drive motor of a brake of the current vehicle within a preset time period, and a motor speed signal of the drive motor;

[0142] Filtering the current data to obtain a filtered current data group;

[0143] determining a target period based on the motor speed signal, extracting a target data set of the filtered current data set in the target period, processing the target data set to obtain a corresponding slope value, and processing the slope value to obtain a clamping force of the brake;

[0144] When the clamping force is greater than a preset threshold, a piston position associated with the brake is acquired, and a target braking position of the brake is determined based on the piston position and a preset brake triggering distance.

[0145] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0146] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The databases involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processors involved in the various embodiments provided herein may be, but are not limited to, general-purpose processors, central processing units (CPUs), graphics processing units (GPUs), digital signal processors (DSPs), programmable logic devices (PLDs), data processing logic devices based on quantum computing, and the like.

[0147] The technical features of the above embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0148] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A method for determining the braking position of a vehicle brake, characterized in that: include: Acquiring current data of a drive motor of a brake of the current vehicle within a preset time period and a motor speed signal of the drive motor; performing filtering processing on the current data to obtain a filtered current data group; determining a target period based on the motor speed signal, extracting a target data set of the filtered current data set in the target period, processing the target data set to obtain a corresponding slope value, and processing the slope value to obtain a clamping force of the brake; When the clamping force is greater than a preset threshold, obtaining a piston position associated with the brake, and determining a target braking position of the brake based on the piston position and a preset brake triggering distance; The step of processing the target data set to obtain a corresponding slope value, and processing the slope value to obtain the clamping force of the brake, comprises: Processing the target data set to obtain a plurality of corresponding time points and a current value at each of the time points; and obtaining a time average of the plurality of time points and a current average of the plurality of current values; determining a slope value corresponding to the target data set based on the plurality of time points, the plurality of current values, the time average value, and the current average value; Determine, based on a first time point, a cumulative value of a plurality of second time points before the first time point; and a slope value at a first time point; wherein the first time point is a current time point determined based on the multiple time points; determining increments corresponding to the slope values between a plurality of second time points before the first time point and the first time point; The slope value is continuously accumulated based on the accumulated value, the increment, and a preset error correction term corresponding to the first time point to obtain the clamping force of the brake.

2. The method according to claim 1, characterized in that Before determining the target braking position of the brake, the method further includes: When the clamping force is greater than a preset threshold, obtaining the current wheel speed of the vehicle and the corresponding wheel speed at the previous moment; Determining the target braking position of the brake includes: determining a candidate brake position of the brake based on the piston position and a preset brake triggering distance; In a case where the current wheel speed is less than the wheel speed at the previous moment, the to-be-selected braking position is determined as the target braking position of the brake.

3. The method according to claim 1, characterized in that Before determining the target braking position of the brake, the method further includes: When the clamping force is greater than a preset threshold, obtaining the current wheel acceleration of the vehicle and the corresponding wheel acceleration at the previous moment; Determining the target braking position of the brake includes: determining a candidate brake position of the brake based on the piston position and a preset brake triggering distance; In a case where the current wheel acceleration is less than the wheel acceleration at the previous moment, the to-be-selected braking position is determined as the target braking position of the brake.

4. The method according to claim 2 or 3, characterized in that After determining the candidate braking position of the brake based on the piston position and the preset brake triggering distance, the method further includes: When it is determined that the selected braking position is not the target braking position of the brake, current data of the driving motor of the brake of the current vehicle within the next preset time period is obtained to determine the target braking position of the brake corresponding to the updated current data.

5. The method according to claim 1, wherein The filtering the current data to obtain a filtered current data set includes: Performing mean filtering on the current data to obtain first filtered data; Low-pass filtering is performed on the first filtered data to obtain a filtered current data group.

6. The method according to claim 5, characterized in that The method further comprises: Determining a filter coefficient of the filter based on a cutoff frequency and a sampling frequency of the filter; Acquire a filtered current data set outputted by the filter once previously; The low-pass filtering of the first filtered data to obtain a filtered current data group includes: The first filtered data and the filtered current data group outputted last time are processed based on the filter including the set filter coefficient to obtain a filtered current data group.

7. A device for determining the braking position of a vehicle brake, characterized in that: include: a data acquisition module, configured to acquire current data of a drive motor of a brake of the current vehicle within a preset time period, and a motor speed signal of the drive motor; a data processing module, configured to filter the current data to obtain a filtered current data set; a data processing module, further configured to determine a target period based on the motor speed signal, extract a target data group of the filtered current data group in the target period, process the target data group to obtain a corresponding slope value, and process the slope value to obtain a clamping force of the brake; a target braking position determining module, configured to obtain a piston position associated with the brake when the clamping force is greater than a preset threshold, and determine a target braking position of the brake based on the piston position and a preset brake triggering distance; The data processing module is used to process the target data set to obtain a corresponding slope value, and process the slope value to obtain the clamping force of the brake, including: Processing the target data set to obtain a plurality of corresponding time points and a current value at each of the time points; and obtaining a time average of the plurality of time points and a current average of the plurality of current values; determining a slope value corresponding to the target data set based on the plurality of time points, the plurality of current values, the time average value, and the current average value; Determine, based on a first time point, a cumulative value of a plurality of second time points before the first time point; and a slope value at a first time point; wherein the first time point is a current time point determined based on the multiple time points; determining increments corresponding to the slope values between a plurality of second time points before the first time point and the first time point; The slope value is continuously accumulated based on the accumulated value, the increment, and a preset error correction term corresponding to the first time point to obtain the clamping force of the brake.

8. The device according to claim 7, characterized in that Before the target braking position determination module is used to determine the target braking position of the brake, the method further includes: calling the data acquisition module to acquire the current wheel speed of the vehicle and the corresponding wheel speed at the previous moment when the clamping force is greater than a preset threshold; The target braking position determining module is used to determine the target braking position of the brake, including: determining a candidate brake position of the brake based on the piston position and a preset brake triggering distance; In a case where the current wheel speed is less than the wheel speed at the previous moment, the to-be-selected braking position is determined as the target braking position of the brake.

9. The device according to claim 7, characterized in that Before the target braking position determination module is used to determine the target braking position of the brake, the method further includes: calling the data acquisition module to acquire the current wheel acceleration of the vehicle and the corresponding wheel acceleration at the previous moment when the clamping force is greater than a preset threshold; The target braking position determining module is used to determine the target braking position of the brake, including: determining a candidate brake position of the brake based on the piston position and a preset brake triggering distance; In a case where the current wheel acceleration is less than the wheel acceleration at the previous moment, the to-be-selected braking position is determined as the target braking position of the brake.

10. A vehicle-side control device, comprising a memory and a processor, wherein the memory stores a computer program, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

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