Method for rust removal of brake disc of vehicle and vehicle

Abstract

The application discloses a brake disc rust removal method and device of a vehicle, a vehicle and a storage medium, and belongs to the technical field of vehicles. Through the technical scheme provided by the embodiment of the application, in the case that the brake disc rust removal function of the vehicle is started, the real-time vehicle speed of the vehicle and the target vehicle speed associated with the accelerator pedal opening degree are determined. In the case that the real-time vehicle speed is greater than or equal to the vehicle speed threshold, the first target rust removal braking force is determined based on the target vehicle speed. The brake disc is rusted based on the first target rust removal braking force, so that the intelligent rust removal of the brake disc is realized by using the target vehicle speed, and the rust removal effect of the brake disc is better.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a method for removing rust from the brake discs of a vehicle and a vehicle in the field of vehicle technology. Background Technology

[0002] Vehicle brake discs are typically made of iron, and their surface is prone to rusting when the vehicle is parked for extended periods or in rainy or snowy weather. Rust on the brake discs reduces braking performance and increases braking noise.

[0003] In related technologies, it is usually necessary to disassemble the brake disc and grind it in order to remove rust from the brake disc.

[0004] However, removing the brake disc is quite complicated, and grinding the brake disc requires care to avoid damaging it. The efficiency of removing rust from the brake disc is low, and the process is quite difficult. Summary of the Invention

[0005] This application provides a method for removing rust from a vehicle's brake disc and a vehicle in general, which can improve the efficiency of brake disc rust removal and reduce the difficulty of brake disc rust removal. The technical solution is as follows:

[0006] On the one hand, a method for removing rust from the brake disc of a vehicle is provided, the method comprising:

[0007] With the brake disc rust removal function activated, the real-time vehicle speed and target vehicle speed of the vehicle are determined, and the target vehicle speed is related to the accelerator pedal opening of the vehicle.

[0008] When the real-time vehicle speed is greater than or equal to the vehicle speed threshold, a first target rust removal braking force is determined based on the target vehicle speed;

[0009] Based on the first target rust removal braking force, the brake disc of the vehicle is derusted.

[0010] In one possible implementation, determining the vehicle's real-time speed and target speed when the vehicle's brake disc rust removal function is activated includes:

[0011] With the brake disc rust removal function activated, the vehicle's control mode is adjusted to the target control mode, and the vehicle's wheel speed, wheel radius, and accelerator pedal opening are obtained. The target control mode is a control mode that directly correlates the accelerator pedal opening with the vehicle speed.

[0012] The real-time speed of the vehicle is determined based on the wheel speed and wheel radius of the vehicle.

[0013] The target vehicle speed is determined based on the accelerator pedal opening.

[0014] In one possible implementation, determining the target vehicle speed based on the accelerator pedal opening includes:

[0015] Substituting the accelerator pedal opening into the target relationship data yields the target vehicle speed, whereby the target relationship data represents the correspondence between the accelerator pedal opening and the target vehicle speed.

[0016] Alternatively, the target vehicle speed can be obtained by querying a first data table using the accelerator pedal opening, wherein the first data table includes multiple candidate accelerator pedal openings and candidate vehicle speeds corresponding to each candidate accelerator pedal opening.

[0017] Alternatively, determine the rate of change of the accelerator pedal opening corresponding to the accelerator pedal opening, where the rate of change of the accelerator pedal opening indicates how fast the accelerator pedal opening changes; and determine the target vehicle speed based on the rate of change of the accelerator pedal opening and the accelerator pedal opening.

[0018] In one possible implementation, determining the target vehicle speed based on the rate of change of the accelerator pedal opening and the accelerator pedal opening includes:

[0019] Based on the accelerator pedal opening, the reference vehicle speed is determined;

[0020] Based on the opening change rate, the vehicle speed correction coefficient is determined;

[0021] The target vehicle speed is obtained by multiplying the reference vehicle speed by the vehicle speed correction factor.

[0022] In one possible implementation, determining the first target rust-removing braking force based on the target vehicle speed when the real-time vehicle speed is greater than or equal to a vehicle speed threshold includes:

[0023] When the real-time vehicle speed is greater than or equal to the vehicle speed threshold, a first driving force and a second driving force corresponding to the target vehicle speed are determined. The first driving force is the driving force before the brake disc rust removal function is turned on, and the second driving force is the driving force after the brake disc rust removal function is turned on. The second driving force is greater than or equal to the first driving force.

[0024] The first target rust-removing braking force is determined based on the difference between the first driving force and the second driving force and the target vehicle speed.

[0025] In one possible implementation, determining the first driving force and the second driving force corresponding to the target vehicle speed when the real-time vehicle speed is greater than or equal to a vehicle speed threshold includes:

[0026] When the real-time vehicle speed is greater than or equal to the vehicle speed threshold, the target vehicle speed is used to query the second data table to obtain the first driving force. The second data table includes multiple candidate vehicle speeds and candidate first driving force and acceleration corresponding to each candidate vehicle speed. The second data table is generated based on the collected vehicle speed, driving force and acceleration when the vehicle does not activate the brake disc rust removal function.

[0027] The target vehicle speed is used to query a third data table to obtain the second driving force. The third data table includes multiple candidate vehicle speeds and candidate second driving forces corresponding to each candidate vehicle speed. The third data table is obtained based on the second data table.

[0028] In one possible implementation, the method for generating the third data table includes:

[0029] Based on the acceleration corresponding to each candidate vehicle speed in the second data table, the change in driving force corresponding to each candidate vehicle speed is determined.

[0030] The candidate first driving force corresponding to each candidate vehicle speed in the second data table is updated using the change in driving force corresponding to each candidate vehicle speed to obtain the candidate second driving force corresponding to each candidate vehicle speed, so as to obtain the third data table.

[0031] In one possible implementation, determining the first target rust-removing braking force based on the difference between the first driving force and the second driving force and the target vehicle speed includes:

[0032] Based on the difference between the first driving force and the second driving force, a reference rust removal braking force is determined;

[0033] Based on the target vehicle speed, determine the rust removal braking force correction coefficient;

[0034] The first target rust removal braking force is obtained by multiplying the reference rust removal braking force by the rust removal braking force correction coefficient.

[0035] In one possible implementation, after removing rust from the vehicle's brake disc based on the first target rust-removing braking force, the method further includes:

[0036] Determine the cumulative duration for rust removal of the vehicle's brake discs; if the cumulative duration is greater than or equal to a duration threshold, control the vehicle to stop rust removal of the brake discs;

[0037] Alternatively, determine the brake disc temperature of the vehicle; if the brake disc temperature is greater than or equal to a temperature threshold, control the vehicle to stop rust removal of the brake disc.

[0038] In one possible implementation, after removing rust from the vehicle's brake disc based on the first target rust-removing braking force, the method further includes:

[0039] In response to a change in the target vehicle speed, a second target rust-removing braking force is determined based on the changed target vehicle speed;

[0040] Determine the braking force difference between the second target rust removal braking force and the first target rust removal braking force;

[0041] When the absolute value of the braking force difference is greater than or equal to the absolute value threshold, the rust removal braking force of the vehicle's brake disc during rust removal is gradually adjusted to the second target rust removal braking force using a preset gradient.

[0042] If the absolute value of the braking force difference is less than the absolute value threshold, the rust removal braking force when removing rust from the brake disc of the vehicle is directly adjusted to the second target rust removal braking force.

[0043] On one hand, a rust removal device for vehicle brake discs is provided, the device comprising:

[0044] The vehicle speed determination module is used to determine the real-time vehicle speed and target vehicle speed when the vehicle's brake disc rust removal function is activated. The target vehicle speed is related to the opening of the vehicle's accelerator pedal.

[0045] The rust removal braking force determination module is used to determine a first target rust removal braking force based on the target vehicle speed when the real-time vehicle speed is greater than or equal to the vehicle speed threshold.

[0046] The rust removal control module is used to remove rust from the brake disc of the vehicle based on the first target rust removal braking force.

[0047] In one possible implementation, the vehicle speed determination module is used to adjust the vehicle's control mode to a target control mode and acquire the vehicle's wheel speed, wheel radius, and accelerator pedal opening when the vehicle's brake disc rust removal function is activated. The target control mode is a control mode that directly associates the accelerator pedal opening with the vehicle speed. Based on the vehicle's wheel speed and wheel radius, the module determines the vehicle's real-time speed. Based on the accelerator pedal opening, the module determines the vehicle's target speed.

[0048] In one possible implementation, the vehicle speed determination module is used to substitute the accelerator pedal opening into target relationship data to obtain the target vehicle speed, wherein the target relationship data represents the correspondence between the accelerator pedal opening and the target vehicle speed; or, the target vehicle speed is obtained by querying a first data table using the accelerator pedal opening, wherein the first data table includes multiple candidate accelerator pedal openings and candidate vehicle speeds corresponding to each candidate accelerator pedal opening; or, the opening change rate corresponding to the accelerator pedal opening is determined, wherein the opening change rate represents how quickly the accelerator pedal opening changes; and the target vehicle speed is determined based on the opening change rate and the accelerator pedal opening.

[0049] In one possible implementation, the vehicle speed determination module is used to determine a reference vehicle speed based on the accelerator pedal opening; determine a vehicle speed correction coefficient based on the opening change rate; and multiply the reference vehicle speed by the vehicle speed correction coefficient to obtain the target vehicle speed.

[0050] In one possible implementation, the rust removal braking force determination module is used to determine a first driving force and a second driving force corresponding to the target vehicle speed when the real-time vehicle speed is greater than or equal to a vehicle speed threshold. The first driving force is the driving force before the brake disc rust removal function is activated, and the second driving force is the driving force after the brake disc rust removal function is activated. The second driving force is greater than or equal to the first driving force. The first target rust removal braking force is determined based on the difference between the first driving force and the second driving force and the target vehicle speed.

[0051] In one possible implementation, the rust removal braking force determination module is used to, when the real-time vehicle speed is greater than or equal to a vehicle speed threshold, query a second data table using the target vehicle speed to obtain the first driving force. The second data table includes multiple candidate vehicle speeds and candidate first driving forces and accelerations corresponding to each candidate vehicle speed. The second data table is generated based on the collected vehicle speed, driving force, and acceleration when the vehicle's brake disc rust removal function is not activated. The module then queries a third data table using the target vehicle speed to obtain the second driving force. The third data table includes multiple candidate vehicle speeds and candidate second driving forces corresponding to each candidate vehicle speed. The third data table is obtained based on the second data table.

[0052] In one possible implementation, the device further includes a data table generation module, configured to determine the change in driving force corresponding to each candidate vehicle speed based on the acceleration corresponding to each candidate vehicle speed in the second data table; and update the candidate first driving force corresponding to each candidate vehicle speed in the second data table using the change in driving force corresponding to each candidate vehicle speed to obtain the candidate second driving force corresponding to each candidate vehicle speed, so as to obtain the third data table.

[0053] In one possible implementation, the rust removal braking force determination module is used to determine a reference rust removal braking force based on the difference between the first driving force and the second driving force; determine a rust removal braking force correction coefficient based on the target vehicle speed; and multiply the reference rust removal braking force by the rust removal braking force correction coefficient to obtain the first target rust removal braking force.

[0054] In one possible implementation, the rust removal control module is further configured to determine the cumulative duration of rust removal on the vehicle's brake discs; and, if the cumulative duration is greater than or equal to a duration threshold, control the vehicle to stop rust removal on the brake discs; or, determine the brake disc temperature of the vehicle's brake discs; and, if the brake disc temperature is greater than or equal to a temperature threshold, control the vehicle to stop rust removal on the brake discs.

[0055] In one possible implementation, the rust removal control module is further configured to: determine a second target rust removal braking force based on the changed target vehicle speed in response to a change in the vehicle's target speed; determine the braking force difference between the second target rust removal braking force and the first target rust removal braking force; if the absolute value of the braking force difference is greater than or equal to an absolute value threshold, gradually adjust the rust removal braking force of the vehicle's brake disc to the second target rust removal braking force using a preset gradient; and if the absolute value of the braking force difference is less than the absolute value threshold, directly adjust the rust removal braking force of the vehicle's brake disc to the second target rust removal braking force.

[0056] On one hand, a vehicle is provided, the vehicle including one or more processors and one or more memories, the one or more memories storing at least one piece of program code, the program code being loaded and executed by the one or more processors to implement the operations performed by the brake disc rust removal method of the vehicle.

[0057] On one hand, a computer-readable storage medium is provided, wherein at least one piece of program code is stored in the computer-readable storage medium, the program code being loaded and executed by a processor to implement the operations performed by the brake disc rust removal method of the vehicle.

[0058] The technical solution provided in this application, when the vehicle's brake disc rust removal function is activated, determines the vehicle's real-time speed and a target speed associated with the accelerator pedal opening. If the real-time speed is greater than or equal to a speed threshold, a first target rust removal braking force is determined based on this target speed. Rust removal of the brake disc is performed based on this first target rust removal braking force, thereby achieving intelligent rust removal of the brake disc using the target speed, resulting in a better rust removal effect. Attached Figure Description

[0059] Figure 1 This is a schematic diagram of the implementation environment of a method for removing rust from a vehicle's brake disc, as provided in an embodiment of this application.

[0060] Figure 2 This is a flowchart of a method for removing rust from a vehicle's brake disc, provided in an embodiment of this application.

[0061] Figure 3 This is a flowchart of another method for removing rust from a vehicle's brake disc, provided in an embodiment of this application;

[0062] Figure 4 This is a schematic diagram of the structure of a vehicle brake disc rust removal device provided in an embodiment of this application;

[0063] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0064] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0065] In the following text, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features reflected. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0066] Brake disc: Also known as brake disc, the brake disc is an important component of the car's braking system, responsible for converting the vehicle's kinetic energy into heat energy to achieve deceleration or stopping.

[0067] Brake calipers: Brake calipers are an important component of a car's braking system. Their main function is to, through the action of the hydraulic system, push the piston inside the brake caliper when the driver depresses the brake pedal, causing the brake pads to press against the brake disc, generating friction, thereby slowing down or stopping the vehicle. In this embodiment, the contact between the caliper and the brake disc enables rust removal from the surface of the brake disc.

[0068] In related technologies, when a vehicle brakes normally, the caliper contacts the brake disc, thereby achieving a certain degree of rust removal. However, since the braking timing and braking force are uncertain, the rust removal effect on the brake disc is not ideal. By adopting the technical solution provided in this application, the vehicle can be automatically derusted based on its speed, resulting in a better rust removal effect.

[0069] The implementation environment of the embodiments of this application is described below. See also... Figure 1 The implementation environment of the vehicle brake disc rust removal method provided in this application embodiment includes an on-board terminal 101 and a brake controller 102.

[0070] The vehicle-mounted terminal 101 is a terminal installed on the vehicle, possessing data acquisition and processing capabilities. The vehicle-mounted terminal 101 is connected via wires to multiple component controllers and multiple sensors of the vehicle. The vehicle-mounted terminal 101 can control the multiple component controllers of the vehicle, and different component controllers can control different vehicle components. In this embodiment, the multiple component controllers include a brake controller 102, which controls the vehicle's braking system to brake the vehicle or remove rust from the brake discs. The braking system includes brake discs, calipers, and a hydraulic system. In some embodiments, the braking system is a brake-by-wire system.

[0071] After introducing the implementation environment of the embodiments of this application, the application scenarios of the technical solutions provided by the embodiments of this application will be described below. The technical solutions provided by the embodiments of this application can be applied to any vehicle equipped with a brake disc made of iron-based material and having a brake disc rust removal function.

[0072] The technical solution provided in this application embodiment can dynamically control the rust removal braking force when removing rust from the brake disc of a vehicle, thereby improving the rust removal effect of the brake disc.

[0073] After introducing the implementation environment and application scenarios of the embodiments of this application, the technical solutions provided by the embodiments of this application are described below. (See also...) Figure 2 Taking the vehicle-mounted terminal as the executing entity as an example, the method includes the following steps.

[0074] 201. When the vehicle's brake disc rust removal function is activated, the on-board terminal determines the vehicle's real-time speed and target speed, which are related to the vehicle's accelerator pedal opening.

[0075] The real-time vehicle speed is the actual speed of the vehicle while it is in motion, and the target speed is the speed that the vehicle needs to reach with the current brake pedal opening. The target speed is related to the accelerator pedal opening, meaning that the speed the vehicle needs to reach is determined by the accelerator pedal opening. Generally speaking, the larger the accelerator pedal opening, the larger the target speed; and the smaller the accelerator pedal opening, the smaller the target speed. This is different from the way the accelerator pedal opening controls the driving force in related technologies.

[0076] 202. When the real-time vehicle speed is greater than or equal to the vehicle speed threshold, the on-board terminal determines the first target rust removal braking force based on the target vehicle speed.

[0077] During brake disc rust removal, the contact between the caliper and the brake disc inevitably affects vehicle movement, generating braking force. If brake disc rust removal is performed at low vehicle speeds, it severely impacts the driving experience and the rust removal effect is poor. When the real-time vehicle speed is greater than or equal to a speed threshold (indicating a higher vehicle speed), brake disc rust removal is more effective and has less impact on the driving experience. The speed threshold is set by technicians based on actual conditions, and this application does not limit this setting. The first target rust removal braking force is the braking force applied by the vehicle's caliper to the brake disc during the brake disc rust removal process.

[0078] 203. Based on the first target rust removal braking force, the vehicle terminal removes rust from the vehicle's brake disc.

[0079] Among them, brake disc rust removal refers to controlling the contact between the caliper and the brake disc, and removing the rust from the surface of the brake disc through the friction between the caliper and the brake disc.

[0080] The technical solution provided in this application, when the vehicle's brake disc rust removal function is activated, determines the vehicle's real-time speed and a target speed associated with the accelerator pedal opening. If the real-time speed is greater than or equal to a speed threshold, a first target rust removal braking force is determined based on this target speed. Rust removal of the brake disc is performed based on this first target rust removal braking force, thereby achieving intelligent rust removal of the brake disc using the target speed, resulting in a better rust removal effect.

[0081] It should be noted that steps 201-203 above are a simplified description of the brake disc rust removal method for vehicles provided in this application embodiment. The following will provide a more detailed description of the brake disc rust removal method for vehicles provided in this application embodiment, using some examples. See [link to relevant documentation]. Figure 3 Taking the vehicle-mounted terminal as the executing entity as an example, the method includes the following steps.

[0082] 301. In response to the brake disc rust removal command, the vehicle terminal activates the brake disc rust removal function.

[0083] The brake disc rust removal command is used to instruct the activation of the brake disc rust removal function. The brake disc rust removal command can be automatically triggered by the vehicle terminal or manually triggered by the driver; this embodiment does not limit this. Brake disc rust removal refers to controlling the caliper to contact the brake disc and removing rust from the brake disc surface through the friction between the caliper and the brake disc. In this embodiment, activating the brake disc rust removal function does not immediately remove rust from the vehicle's brake discs; further checks are performed subsequently.

[0084] In one possible implementation, in response to a brake disc wiping command, the on-board terminal sends a rust removal activation command to the brake controller. This rust removal activation command instructs the brake controller to initialize the brake disc before rust removal. Upon receiving initialization completion information from the brake controller, the on-board terminal activates the brake disc rust removal function.

[0085] Initialization includes self-testing of the brake controller and the vehicle's braking system to check whether the brake controller and braking system can perform subsequent brake disc rust removal.

[0086] In this implementation, in response to a brake disc wiping command, the brake controller performs initialization to determine whether the brake controller and braking system can perform subsequent brake disc rust removal. Once the brake controller has completed initialization, the brake disc rust removal function is activated, improving the success rate of brake disc rust removal.

[0087] To explain step 301 more clearly, the triggering method of the brake disc rust removal command will be explained below.

[0088] In one possible implementation, the vehicle terminal triggers the brake disc rust removal command in response to a click on a target button or in response to a target voice command.

[0089] The target button can be a physical button or a virtual button; this embodiment does not limit the specific type of button. The target voice command is a voice command instructing the removal of rust from the brake disc.

[0090] In this implementation, the brake disc rust removal command is triggered by clicking the target button or by a target voice command, resulting in high triggering efficiency.

[0091] The above implementation method is illustrated below with two examples.

[0092] Example 1: In response to a click on the target button, the vehicle terminal triggers the brake disc rust removal command.

[0093] Example 2: In response to a voice command, the vehicle terminal performs command recognition to determine the command type. If the command type indicates that the voice command is the target voice command, the vehicle terminal triggers the brake disc rust removal command.

[0094] For example, in response to a voice command, the vehicle terminal converts the voice command into command text. The vehicle terminal extracts keywords from the command text to obtain multiple keywords. Based on these keywords, the vehicle terminal determines the command type of the voice command. If the command type indicates that the voice command is the target voice command, the vehicle terminal triggers the brake disc rust removal command. Alternatively, in response to a voice command, the vehicle terminal converts the voice command into command text. The vehicle terminal extracts semantic features from the command text to obtain command semantic features. Based on these semantic features, the vehicle terminal determines the command type of the voice command. If the command type indicates that the voice command is the target voice command, the vehicle terminal triggers the brake disc rust removal command.

[0095] The following describes another method for triggering the brake disc rust removal command provided in the embodiments of this application.

[0096] In one possible implementation, the vehicle-mounted terminal acquires environmental information about the vehicle's surroundings. If the environmental type indicated by the environmental information is a preset environmental type, the vehicle-mounted terminal triggers the brake disc rust removal command.

[0097] The environmental information reflects the environmental conditions of the vehicle's surroundings. This information can be used to classify the environment and determine the environment type. In some embodiments, the environmental information is acquired through environmental sensors installed on the vehicle. This preset environment type is set by technicians according to actual conditions, such as rainy, snowy, or flooded conditions; this application does not limit this setting.

[0098] In this implementation, environmental information can be used to automatically trigger the brake disc rust removal command, thus achieving intelligent triggering of the brake disc rust removal command.

[0099] For example, the vehicle-mounted terminal acquires environmental information about the vehicle's surroundings through environmental sensors. This information is then input into an environmental classification model, which extracts features to determine the environmental characteristics. These characteristics are then mapped to identify the environment type indicated by the information. If the indicated environment type matches a preset environment type, the vehicle-mounted terminal triggers the brake disc rust removal command.

[0100] For example, the vehicle-mounted terminal acquires environmental information about the vehicle's surroundings through environmental sensors. This information is then input into an environmental classification model, which extracts features to obtain the environmental characteristics. These features are then fully connected and normalized to generate multiple environmental classification probabilities, each corresponding to a candidate environmental type. The vehicle-mounted terminal identifies the candidate environmental type with the highest probability among these probabilities as the environmental type indicated by the environmental information. If the indicated environmental type matches the preset environmental type, the vehicle-mounted terminal triggers the brake disc rust removal command.

[0101] This environment classification model is a multi-class model that can determine the corresponding environment type based on the input environment information. The model is trained based on multiple sample environment information and the labeled environment type corresponding to each sample.

[0102] Optionally, if the environment type indicated by the environmental information is not a preset environment type, the vehicle terminal will not trigger the brake disc rust removal command.

[0103] The following describes another method for triggering the brake disc rust removal command provided in the embodiments of this application.

[0104] In one possible implementation, the vehicle terminal determines the vehicle's current cumulative parking time. If the current cumulative parking time is greater than or equal to a parking time threshold, the on-board terminal triggers the brake disc rust removal command in response to vehicle startup.

[0105] The fact that the cumulative parking time is greater than or equal to a parking time threshold indicates that the vehicle has been parked for a relatively long time, and the brake discs may be rusting. This parking time threshold is set by technicians based on actual conditions, and this application embodiment does not limit it.

[0106] In this implementation, by comparing the vehicle's single cumulative parking time with a parking time threshold, intelligent triggering of the brake disc rust removal command can be achieved.

[0107] 302. When the vehicle's brake disc rust removal function is activated, the on-board terminal determines the vehicle's real-time speed and target speed, which are related to the vehicle's accelerator pedal opening.

[0108] The vehicle's real-time speed is its actual speed while driving, and the target speed is the speed the vehicle needs to reach with the current brake pedal opening. The target speed is related to the accelerator pedal opening, meaning the required speed is determined by the accelerator pedal opening. Generally, a larger accelerator pedal opening results in a larger target speed, and a smaller opening results in a smaller target speed. This differs from the way accelerator pedal opening controls driving force in related technologies. In other words, before the brake disc de-rusting function is activated, the accelerator pedal opening is linked to driving force; that is, the driver directly controls the vehicle's driving force by controlling the accelerator pedal opening. A larger opening results in a larger driving force, and a smaller opening results in a smaller driving force. When the brake disc de-rusting function is activated, the accelerator pedal's function changes from controlling the vehicle's driving force to controlling its speed.

[0109] In one possible implementation, when the vehicle's brake disc derusting function is activated, the on-board terminal adjusts the vehicle's control mode to a target control mode and acquires the vehicle's wheel speed, wheel radius, and accelerator pedal opening. This target control mode directly correlates accelerator pedal opening with vehicle speed. Based on the wheel speed and wheel radius, the on-board terminal determines the vehicle's real-time speed. Based on the accelerator pedal opening, the on-board terminal determines the vehicle's target speed.

[0110] The target control mode directly controls vehicle speed via the accelerator pedal. In this mode, different accelerator pedal openings correspond to different target speeds. For example, if the target speed is 40 km / h with the accelerator pedal opening at 30%, maintaining the accelerator pedal opening at 30% will eventually stabilize the vehicle speed at 40 km / h. In some embodiments, to ensure driving safety, the maximum vehicle speed in target control mode is limited to a preset speed. This preset speed is set by a technician based on actual conditions, and this application does not limit this setting.

[0111] In this implementation, with the brake disc derusting function activated, the vehicle's control mode is adjusted to target control mode, thereby adjusting the accelerator pedal's function to directly control vehicle speed. The vehicle's real-time speed can be determined using wheel speed and wheel radius, with high accuracy. The target speed can be directly determined using the accelerator pedal opening, with high efficiency in target speed determination.

[0112] To provide a clearer explanation of the above embodiments, the following description will be divided into several parts.

[0113] Part 1: When the vehicle's brake disc rust removal function is activated, the on-board terminal adjusts the vehicle's control mode to the target control mode and acquires the vehicle's wheel speed, wheel radius, and accelerator pedal opening.

[0114] In one possible implementation, when the vehicle's brake disc derusting function is activated, the on-board terminal adjusts the vehicle's control mode to the target control mode. The on-board terminal obtains the vehicle's wheel speed via the vehicle's wheel speed sensor. It also obtains the accelerator pedal opening via the accelerator pedal sensor and retrieves the wheel radius from its storage space.

[0115] Part Two: The vehicle terminal determines the vehicle's real-time speed based on the vehicle's wheel speed and wheel radius.

[0116] In one possible implementation, the on-board terminal substitutes the vehicle's wheel speed and wheel radius into the vehicle speed determination relationship data to obtain the vehicle's real-time speed.

[0117] Among them, the vehicle speed determination relationship data is used to represent the correspondence between wheel speed, wheel radius and vehicle speed.

[0118] For example, the vehicle terminal substitutes the vehicle's wheel speed and wheel radius into the following formula (1) to obtain the vehicle's real-time speed. Formula (1) is the data that determines the vehicle speed relationship.

[0119] V r =2πrω (1)

[0120] Among them, V r ω is the real-time vehicle speed, r is the wheel radius, ω is the wheel speed, and π is pi.

[0121] Part Three: The vehicle terminal determines the target speed of the vehicle based on the accelerator pedal opening.

[0122] In one possible implementation, the vehicle terminal substitutes the accelerator pedal opening into the target relationship data to obtain the target vehicle speed. The target relationship data is used to represent the correspondence between the accelerator pedal opening and the target vehicle speed.

[0123] The target relationship data is obtained by fitting multiple candidate accelerator pedal openings and the candidate vehicle speeds corresponding to each candidate accelerator pedal opening. The correspondence between candidate accelerator pedal openings and candidate vehicle speeds is set by technicians according to the actual situation, and this application embodiment does not limit this.

[0124] In this implementation, the target vehicle speed can be obtained by substituting the accelerator pedal opening into the target relationship data, and the determination efficiency of the target vehicle speed is relatively high.

[0125] Another implementation method of the third part described above will be described below.

[0126] In one possible implementation, the vehicle terminal uses the accelerator pedal opening to query a first data table to obtain the target vehicle speed. The first data table includes multiple candidate accelerator pedal openings and candidate vehicle speeds corresponding to each candidate accelerator pedal opening.

[0127] The first data table is used to store the correspondence between accelerator pedal opening and vehicle speed.

[0128] In this implementation, the target vehicle speed can be obtained by querying the first data table using the accelerator pedal opening, resulting in high efficiency in determining the target vehicle speed.

[0129] Based on the above implementation method, the vehicle terminal can also perform the following steps.

[0130] In some embodiments, if the target vehicle speed corresponding to the accelerator pedal opening is not found in the first data table, the vehicle terminal obtains a first reference vehicle speed and a second reference vehicle speed from the first data table. The candidate accelerator pedal opening corresponding to the first reference vehicle speed is less than the accelerator pedal opening, and the candidate accelerator pedal opening corresponding to the second reference vehicle speed is greater than the accelerator pedal opening. The vehicle terminal determines the average of the first reference vehicle speed and the second reference vehicle speed as the target vehicle speed corresponding to the accelerator pedal opening.

[0131] Another implementation method described in Part III above will now be explained.

[0132] In one possible implementation, the vehicle terminal determines the rate of change of the accelerator pedal opening, which represents how quickly the accelerator pedal opening changes. Based on the rate of change of the accelerator pedal opening and the accelerator pedal opening, the vehicle terminal determines the target vehicle speed.

[0133] The opening change rate corresponding to the accelerator pedal opening refers to how quickly the accelerator pedal opening changes when the vehicle's accelerator pedal changes to that opening. The larger the opening change rate, the faster the accelerator pedal moves, indicating that the driver wants the vehicle to reach a higher speed; the smaller the opening change rate, the slower the accelerator pedal moves.

[0134] In this implementation, the target vehicle speed is determined by combining the rate of change of the opening and the accelerator pedal opening, and the target vehicle speed is more closely matched with the driver's driving intentions.

[0135] For example, the vehicle terminal determines the first and second accelerator pedal openings before the current accelerator pedal opening, with the duration of the change from the first to the current accelerator pedal opening being a first duration, and the duration of the change from the second to the current accelerator pedal opening being a second duration. The vehicle terminal divides the difference between the first and current accelerator pedal openings by the first duration to obtain a first reference opening change rate. The vehicle terminal divides the difference between the second and current accelerator pedal openings by the second duration to obtain a second reference opening change rate. The vehicle terminal determines the average of the first and second reference opening change rates as the opening change rate corresponding to the current accelerator pedal opening. Based on the current accelerator pedal opening, the vehicle terminal determines the vehicle's reference speed. Based on the opening change rate, the vehicle terminal determines the vehicle's speed correction coefficient. The on-board terminal multiplies the reference speed by the speed correction factor to obtain the target speed.

[0136] Among them, the speed correction coefficient is used to correct the reference speed so that the target speed is more in line with the driver's driving intention.

[0137] To illustrate the technical solutions provided in the above examples more clearly, the following explains how the vehicle terminal determines the reference speed of the vehicle based on the accelerator pedal opening in the above examples.

[0138] In one possible implementation, the vehicle terminal uses the accelerator pedal opening to query a third data table to obtain the reference vehicle speed. The third data table includes multiple candidate accelerator pedal openings and candidate reference vehicle speeds corresponding to each candidate accelerator pedal opening.

[0139] The third data table is used to store the correspondence between accelerator pedal opening and vehicle speed.

[0140] In this implementation, the reference vehicle speed can be obtained by querying the third data table using the accelerator pedal opening, and the determination of the reference vehicle speed is highly efficient.

[0141] After explaining how the vehicle terminal determines the reference vehicle speed, the following section explains how the vehicle terminal determines the vehicle speed correction coefficient based on the opening change rate in the example above.

[0142] In one possible implementation, the on-board terminal substitutes the opening change rate into the correction coefficient relationship data to obtain the vehicle speed correction coefficient.

[0143] The correction coefficient relationship data is obtained by fitting multiple candidate opening change rates and the corresponding candidate speed correction coefficients. The correspondence between the candidate opening change rates and the candidate speed correction coefficients is set by technicians according to the actual situation, and this application embodiment does not limit this.

[0144] In this implementation, by substituting the opening change rate into the correction coefficient relationship data, the vehicle speed correction coefficient can be obtained, and the determination efficiency of the vehicle speed correction coefficient is relatively high.

[0145] Another implementation of step 302 described above will be described below.

[0146] In one possible implementation, when the vehicle's brake disc derusting function is activated, the on-board terminal adjusts the vehicle's control mode to the target control mode and obtains the vehicle's real-time speed through the vehicle's navigation system. The on-board terminal also obtains the accelerator pedal opening. Based on this accelerator pedal opening, the on-board terminal determines the vehicle's target speed.

[0147] 303. When the real-time vehicle speed is greater than or equal to the vehicle speed threshold, the on-board terminal determines the first target rust removal braking force based on the target vehicle speed.

[0148] During brake disc rust removal, the contact between the caliper and the brake disc inevitably affects vehicle movement, generating braking force. If brake disc rust removal is performed at low vehicle speeds, it severely impacts the driving experience and the rust removal effect is poor. When the real-time vehicle speed is greater than or equal to a speed threshold (indicating a higher vehicle speed), brake disc rust removal is more effective and has less impact on the driving experience. The speed threshold is set by technicians based on actual conditions, and this application does not limit this setting. The first target rust removal braking force is the braking force applied by the vehicle's caliper to the brake disc during the brake disc rust removal process.

[0149] In one possible implementation, when the real-time vehicle speed is greater than or equal to a vehicle speed threshold, the on-board terminal determines a first driving force and a second driving force corresponding to the target vehicle speed. The first driving force is the driving force before the brake disc rust removal function is activated, and the second driving force is the driving force after the brake disc rust removal function is activated. The second driving force is greater than or equal to the first driving force. Based on the difference between the first driving force and the second driving force and the target vehicle speed, the on-board terminal determines the first target rust removal braking force.

[0150] In this context, a real-time vehicle speed greater than or equal to a speed threshold indicates a high enough real-time vehicle speed to perform brake disc rust removal. This is because performing brake disc rust removal at low real-time vehicle speeds would significantly impact the driving experience, as a low real-time vehicle speed also means low wheel speed and a low relative speed between the brake disc and caliper, resulting in poor rust removal effectiveness. This speed threshold is set by technicians based on actual conditions, and this application embodiment does not limit its setting. In target control mode, the driving force corresponding to the same vehicle speed differs before and after activating the brake disc rust removal function. This is because braking force is applied to the vehicle during brake disc rust removal; therefore, after activating the function, the driving force corresponding to the vehicle speed is adjusted to minimize the impact of brake disc rust removal on the driver's driving experience. The first target rust removal braking force is related to the difference between the first driving force and the second driving force, as well as the target vehicle speed. A larger difference between the first and second driving forces allows for a wider range of rust removal braking force settings. In addition, when the target vehicle speed is high, the range of rust removal braking force that can be set is also large. Using the above relationship, the first target rust removal braking force can be determined.

[0151] To provide a clearer explanation of the above embodiments, the following description will be divided into several parts.

[0152] Part 1: When the real-time vehicle speed is greater than or equal to the vehicle speed threshold, the vehicle terminal determines the first driving force and the second driving force corresponding to the target vehicle speed.

[0153] In one possible implementation, when the real-time vehicle speed is greater than or equal to a speed threshold, the vehicle terminal queries a second data table using the target vehicle speed to obtain the first driving force. The second data table includes multiple candidate vehicle speeds and corresponding candidate first driving forces and accelerations for each candidate speed. This second data table is generated based on the collected vehicle speed, driving force, and acceleration, assuming the brake disc rust removal function is not activated. The vehicle terminal then queries a third data table using the target vehicle speed to obtain the second driving force. This third data table includes multiple candidate vehicle speeds and corresponding candidate second driving forces for each candidate speed, and is derived from the second data table.

[0154] The second and third data tables are generated during vehicle operation, and their generation methods will be explained later. Generating these tables during operation takes into account the possibility of the vehicle traveling under different road conditions. Even without the brake disc derusting function activated, the driving force at the same speed may differ under different road conditions. This is because the target control mode uses vehicle speed as the control objective, and the external net force acting on the vehicle varies under different road conditions (such as gradient). Therefore, the driving force at the same speed may differ under different road conditions. Based on this principle, the candidate vehicle speed, candidate first driving force, and acceleration in the second data table reflect the road conditions on which the vehicle is traveling. Correspondingly, the third data table is generated based on the second data table, and therefore, it also reflects the road conditions on which the vehicle is traveling.

[0155] In this implementation, by querying the second and third data tables using the target vehicle speed, the first driving force and the second driving force corresponding to the target vehicle speed can be obtained, and the determination of the first driving force and the second driving force is highly efficient.

[0156] To provide a clearer explanation of the above embodiments, the method for generating the second data table in the above embodiments will be described below.

[0157] In one possible implementation, when the brake disc rust removal function is not activated, the on-board terminal collects the vehicle speed, driving force, and acceleration during vehicle operation. The on-board terminal stores the collected vehicle speed, driving force, and acceleration in the form of a data table, thus obtaining the second data table.

[0158] To provide a clearer explanation of the above embodiments, the method for generating the third data table in the above embodiments will be described below.

[0159] In one possible implementation, the vehicle terminal determines the change in driving force corresponding to each candidate vehicle speed based on the acceleration corresponding to each candidate vehicle speed in the second data table. The vehicle terminal updates the candidate first driving force corresponding to each candidate vehicle speed in the second data table using the change in driving force corresponding to each candidate vehicle speed to obtain the candidate second driving force corresponding to each candidate vehicle speed, thereby obtaining the third data table.

[0160] Among them, the change in driving force is negatively correlated with acceleration. That is, the greater the acceleration, the smaller the change in driving force; the smaller the acceleration, the greater the change in driving force. This design takes into account the stability of driving force and vehicle speed.

[0161] The following describes another implementation of the first part described above.

[0162] In one possible implementation, the vehicle terminal substitutes the target vehicle speed into the first driving force determination relationship data and the second driving force determination relationship data to obtain the first driving force and the second driving force.

[0163] The first driving force determination relationship data is obtained by fitting multiple vehicle speeds and the driving force corresponding to each vehicle speed, and the second driving force determination relationship data is determined based on the first driving force determination relationship data.

[0164] In this implementation, by substituting the target vehicle speed into the first driving force determination relationship data and the second driving force determination relationship data, the first driving force and the second driving force can be obtained, and the determination efficiency of the first driving force and the second driving force is relatively high.

[0165] The second part involves the vehicle terminal determining the first target rust-removing braking force based on the difference between the first driving force and the second driving force, as well as the target vehicle speed.

[0166] In one possible implementation, the vehicle-mounted terminal determines a reference rust-removing braking force based on the difference between the first driving force and the second driving force. The vehicle-mounted terminal then determines a rust-removing braking force correction factor based on the target vehicle speed. Finally, the vehicle-mounted terminal multiplies the reference rust-removing braking force by the correction factor to obtain the first target rust-removing braking force.

[0167] Among them, the rust removal braking force correction coefficient is used to correct the reference rust removal braking force, so as to obtain the first target rust removal braking force.

[0168] In this implementation, a reference rust-removing braking force is determined using the difference between the first driving force and the second driving force. A rust-removing braking force correction coefficient is determined using the target vehicle speed. Multiplying the rust-removing braking force correction coefficient by the reference rust-removing braking force yields the first target rust-removing braking force, which is more closely matched to the vehicle's driving conditions.

[0169] To provide a clearer explanation of the above embodiments, the method by which the vehicle terminal determines the reference rust-removing braking force based on the difference between the first driving force and the second driving force in the above embodiments will be explained below.

[0170] In some embodiments, the vehicle terminal determines the range of differences between the first driving force and the second driving force. The vehicle terminal then determines the rust-removing braking force corresponding to this range of differences as the reference rust-removing braking force.

[0171] The correspondence between the difference range and the rust removal braking force is set by technicians according to the actual situation, and this application embodiment does not limit this.

[0172] In some embodiments, the vehicle terminal uses the difference between the first driving force and the second driving force to query multiple candidate rust removal braking forces to obtain the reference rust removal braking force. The reference rust removal braking force is the candidate rust removal braking force whose corresponding difference is the same as or closest to the difference between the first driving force and the second driving force among the multiple candidate rust removal braking forces.

[0173] The following describes how the vehicle-mounted terminal determines the rust removal braking force correction coefficient based on the target vehicle speed in the above embodiments.

[0174] In some embodiments, the vehicle terminal substitutes the target vehicle speed into the braking force correction coefficient relationship data to obtain the rust removal braking force correction coefficient.

[0175] The braking force correction coefficient relationship data is obtained by fitting multiple candidate rust removal braking force correction coefficients and the vehicle speed corresponding to each candidate rust removal braking force correction coefficient.

[0176] In some embodiments, the vehicle terminal uses the target vehicle speed to query among multiple candidate rust removal braking force correction coefficients to obtain the rust removal braking force correction coefficient, which is the candidate rust removal braking force correction coefficient whose corresponding vehicle speed is the same as or closest to the target vehicle speed among the multiple candidate rust removal braking force correction coefficients.

[0177] The correspondence between the candidate rust removal braking force correction coefficient and the vehicle speed is set by technicians according to the actual situation, and this application embodiment does not limit this.

[0178] Furthermore, after step 302, if the real-time vehicle speed is less than the vehicle speed threshold, the on-board terminal will not perform the subsequent step of determining the first target rust removal braking force.

[0179] It should be noted that after step 303, if the vehicle's real-time speed becomes lower than the speed threshold, the on-board terminal will not turn off the brake disc rust removal function, thereby maintaining the consistency of the vehicle's driving experience.

[0180] 304. Based on the first target rust removal braking force, the vehicle terminal removes rust from the vehicle's brake disc.

[0181] In one possible implementation, the on-board terminal sends a first control command to the brake controller, the first control command carrying the first target rust-removing braking force. The brake controller receives the first control command and extracts the first target rust-removing braking force from it. The brake controller then controls the vehicle's braking system to output the first target rust-removing braking force, thereby removing rust from the brake discs.

[0182] Optionally, after step 304, the vehicle terminal may also execute steps 305 and 306 or 307.

[0183] 305. The vehicle terminal acquires the vehicle's rust removal control parameters.

[0184] Among them, the rust removal control parameters are parameters used to control the rust removal process of the brake disc. In the embodiments of this application, the rust removal control parameters include either the cumulative duration of rust removal of the brake disc or the brake disc temperature.

[0185] In one possible implementation, the on-board terminal determines the cumulative duration of rust removal on the vehicle's brake discs.

[0186] For example, in response to rust removal of the brake disc, the on-board terminal starts timing the rust removal process and obtains the cumulative duration.

[0187] In one possible implementation, the on-board terminal determines the brake disc temperature of the vehicle's brake discs.

[0188] For example, the vehicle terminal determines the brake disc temperature using a thermocouple that is in contact with the brake disc, or it determines the brake temperature using an infrared temperature measurement component.

[0189] 306. When the rust removal control parameters meet the preset conditions, the vehicle terminal controls the vehicle to stop removing rust from the brake disc.

[0190] In one possible implementation, if the cumulative duration is greater than or equal to a duration threshold, the on-board terminal controls the vehicle to stop the rust removal process on the brake disc.

[0191] The fact that the cumulative duration is greater than or equal to the duration threshold indicates that the rust removal process on the brake disc takes too long, which may cause the brake disc to overheat and reduce the vehicle's braking ability. Therefore, it is necessary to stop the rust removal process on the brake disc to allow the brake disc temperature to drop. This duration threshold is set by technicians according to the actual situation, and this application embodiment does not limit it.

[0192] In one possible implementation, if the brake disc temperature is greater than or equal to a temperature threshold, the on-board terminal controls the vehicle to stop the rust removal process on the brake disc.

[0193] If the brake disc temperature exceeds or equals a certain temperature threshold, the brake disc becomes overheated, leading to a decrease in the vehicle's braking ability. Therefore, it is necessary to stop rust removal from the brake disc to allow its temperature to decrease. This temperature threshold is set by technicians based on actual conditions, and this application does not limit it.

[0194] 307. In response to a change in the target speed of the vehicle, the on-board terminal adjusts the rust-removing braking force when removing rust from the brake discs of the vehicle based on the changed target speed.

[0195] In one possible implementation, in response to a change in the vehicle's target speed, the on-board terminal determines a second target rust-removing braking force based on the changed target speed. The on-board terminal determines the braking force difference between the second target rust-removing braking force and the first target rust-removing braking force. If the absolute value of this braking force difference is greater than or equal to an absolute value threshold, the on-board terminal gradually adjusts the rust-removing braking force used to remove rust from the vehicle's brake discs using a preset gradient to the second target rust-removing braking force. If the absolute value of this braking force difference is less than the absolute value threshold, the on-board terminal directly adjusts the rust-removing braking force used to remove rust from the vehicle's brake discs to the second target rust-removing braking force.

[0196] In the target control mode, changes in the accelerator pedal opening lead to changes in the target vehicle speed. In this embodiment, the rust-removing braking force during brake disc rust removal is determined based on the target vehicle speed; therefore, changes in the target vehicle speed will also cause changes in the rust-removing braking force. It should be noted that the method of determining the second target rust-removing braking force based on the changed target vehicle speed is the same inventive concept as the method of determining the first target rust-removing braking force based on the target vehicle speed in step 303 above, and the implementation process will not be elaborated further. If the absolute value of the braking force difference is greater than or equal to the absolute value threshold, it indicates a large difference between the rust-removing braking force before and after the change. To avoid excessive impact on the driving experience due to sudden changes in rust-removing braking force, the rust-removing braking force is adjusted with a certain gradient. If the absolute value of the braking force difference is less than the absolute value threshold, it indicates a small difference between the rust-removing braking force before and after the change, and the impact of the rust-removing braking force change on the driving experience is small; therefore, the rust-removing braking force can be directly changed. Both the absolute value threshold and the preset gradient are set by technicians according to actual conditions, and this embodiment does not limit their settings.

[0197] All of the above-mentioned optional technical solutions can be combined in any way to form the optional embodiments of this application, and will not be described in detail here.

[0198] The technical solution provided in this application, when the vehicle's brake disc rust removal function is activated, determines the vehicle's real-time speed and a target speed associated with the accelerator pedal opening. If the real-time speed is greater than or equal to a speed threshold, a first target rust removal braking force is determined based on this target speed. Rust removal of the brake disc is performed based on this first target rust removal braking force, thereby achieving intelligent rust removal of the brake disc using the target speed, resulting in a better rust removal effect.

[0199] Figure 4This is a schematic diagram of a rust removal device for vehicle brake discs provided in an embodiment of this application. See also... Figure 4 The device includes: a vehicle speed determination module 401, a rust removal braking force determination module 402, and a rust removal control module 403.

[0200] The vehicle speed determination module 401 is used to determine the real-time vehicle speed and target vehicle speed when the vehicle's brake disc rust removal function is activated. The target vehicle speed is associated with the opening of the vehicle's accelerator pedal.

[0201] The rust removal braking force determination module 402 is used to determine a first target rust removal braking force based on the target vehicle speed when the real-time vehicle speed is greater than or equal to the vehicle speed threshold.

[0202] Rust removal control module 403 is used to remove rust from the brake disc of the vehicle based on the first target rust removal braking force.

[0203] In one possible implementation, the vehicle speed determination module 401 is used to adjust the vehicle's control mode to a target control mode and acquire the vehicle's wheel speed, wheel radius, and accelerator pedal opening when the vehicle's brake disc rust removal function is activated. The target control mode is a control mode that directly correlates the accelerator pedal opening with the vehicle speed. Based on the vehicle's wheel speed and wheel radius, the real-time vehicle speed is determined. Based on the accelerator pedal opening, the target vehicle speed is determined.

[0204] In one possible implementation, the vehicle speed determination module 401 is used to substitute the accelerator pedal opening into target relationship data to obtain the target vehicle speed, where the target relationship data represents the correspondence between the accelerator pedal opening and the target vehicle speed. Alternatively, the target vehicle speed can be obtained by querying a first data table containing multiple candidate accelerator pedal openings and corresponding candidate vehicle speeds. Alternatively, the opening change rate corresponding to the accelerator pedal opening can be determined, where the opening change rate represents how quickly the accelerator pedal opening changes. Based on the opening change rate and the accelerator pedal opening, the target vehicle speed is determined.

[0205] In one possible implementation, the vehicle speed determination module 401 is used to determine a reference vehicle speed based on the accelerator pedal opening. A vehicle speed correction coefficient is determined based on the rate of change of the opening. The target vehicle speed is obtained by multiplying the reference vehicle speed by the speed correction coefficient.

[0206] In one possible implementation, the rust-removing braking force determination module 402 is used to determine a first driving force and a second driving force corresponding to the target vehicle speed when the real-time vehicle speed is greater than or equal to a vehicle speed threshold. The first driving force is the driving force before the brake disc rust removal function is activated, and the second driving force is the driving force after the brake disc rust removal function is activated. The second driving force is greater than or equal to the first driving force. The first target rust-removing braking force is determined based on the difference between the first driving force and the second driving force and the target vehicle speed.

[0207] In one possible implementation, the rust-removing braking force determination module 402 is used to, when the real-time vehicle speed is greater than or equal to a vehicle speed threshold, query a second data table using the target vehicle speed to obtain the first driving force. The second data table includes multiple candidate vehicle speeds and corresponding candidate first driving forces and accelerations for each candidate vehicle speed. This second data table is generated based on the collected vehicle speed, driving force, and acceleration when the vehicle's brake disc rust removal function is not activated. The second driving force is then obtained by querying a third data table using the target vehicle speed. This third data table includes multiple candidate vehicle speeds and corresponding candidate second driving forces for each candidate vehicle speed, and is derived from the second data table.

[0208] In one possible implementation, the device further includes a data table generation module, used to determine the change in driving force corresponding to each candidate vehicle speed based on the acceleration corresponding to each candidate vehicle speed in the second data table. The change in driving force corresponding to each candidate vehicle speed is used to update the candidate first driving force corresponding to each candidate vehicle speed in the second data table to obtain the candidate second driving force corresponding to each candidate vehicle speed, thus obtaining the third data table.

[0209] In one possible implementation, the rust-removing braking force determination module 402 is used to determine a reference rust-removing braking force based on the difference between the first driving force and the second driving force. A rust-removing braking force correction coefficient is determined based on the target vehicle speed. The reference rust-removing braking force is multiplied by the rust-removing braking force correction coefficient to obtain the first target rust-removing braking force.

[0210] In one possible implementation, the rust removal control module 403 is further configured to determine the cumulative duration of rust removal on the vehicle's brake discs. If the cumulative duration is greater than or equal to a duration threshold, the vehicle is controlled to stop rust removal on the brake discs. Alternatively, the brake disc temperature of the vehicle's brake discs is determined. If the brake disc temperature is greater than or equal to a temperature threshold, the vehicle is controlled to stop rust removal on the brake discs.

[0211] In one possible implementation, the rust removal control module 403 is further configured to, in response to a change in the target vehicle speed, determine a second target rust removal braking force based on the changed target vehicle speed. It also determines the braking force difference between the second target rust removal braking force and the first target rust removal braking force. If the absolute value of the braking force difference is greater than or equal to an absolute value threshold, the rust removal braking force used to remove rust from the vehicle's brake discs is gradually adjusted to the second target rust removal braking force using a preset gradient. If the absolute value of the braking force difference is less than the absolute value threshold, the rust removal braking force used to remove rust from the vehicle's brake discs is directly adjusted to the second target rust removal braking force.

[0212] It should be noted that the vehicle brake disc rust removal device provided in the above embodiments is only illustrated by the division of the above functional modules. In practical applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the computer equipment can be divided into different functional modules to complete all or part of the functions described above. In addition, the vehicle brake disc rust removal device and the vehicle brake disc rust removal method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process can be found in the method embodiments, which will not be repeated here.

[0213] The technical solution provided in this application, when the vehicle's brake disc rust removal function is activated, determines the vehicle's real-time speed and a target speed associated with the accelerator pedal opening. If the real-time speed is greater than or equal to a speed threshold, a first target rust removal braking force is determined based on this target speed. Rust removal of the brake disc is performed based on this first target rust removal braking force, thereby achieving intelligent rust removal of the brake disc using the target speed, resulting in a better rust removal effect.

[0214] This application also provides a vehicle. Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0215] Typically, vehicle 500 includes one or more processors 501 and one or more memories 502.

[0216] Processor 501 may include one or more processing cores, such as a quad-core processor, a penta-core processor, etc. Processor 501 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 501 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 501 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 501 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0217] The memory 502 may include one or more computer-readable storage media, which may be non-transitory. The memory 502 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in the memory 502 are used to store at least one computer program, which is executed by the processor 501 to implement the brake disc rust removal method for a vehicle provided in the method embodiments of this application.

[0218] Those skilled in the art will understand that Figure 5 The structure shown does not constitute a limitation on vehicle 500 and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0219] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a method for removing rust from a vehicle's brake disc provided in the above embodiments.

[0220] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the method for removing rust from the brake disc of a vehicle provided in the above embodiment.

[0221] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned steps to implement the method for removing rust from the brake disc of a vehicle provided in the above embodiment.

[0222] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0223] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0224] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another apparatus, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0225] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A method for removing rust from vehicle brake discs, characterized in that, The method includes: With the brake disc rust removal function activated, the real-time vehicle speed and target vehicle speed of the vehicle are determined, and the target vehicle speed is related to the accelerator pedal opening of the vehicle. When the real-time vehicle speed is greater than or equal to the vehicle speed threshold, a first driving force and a second driving force corresponding to the target vehicle speed are determined. The first driving force is the driving force before the brake disc rust removal function is turned on, and the second driving force is the driving force after the brake disc rust removal function is turned on. The second driving force is greater than or equal to the first driving force. Based on the difference between the first driving force and the second driving force, a reference rust removal braking force is determined; Based on the target vehicle speed, determine the rust removal braking force correction coefficient; Multiply the reference rust removal braking force by the rust removal braking force correction coefficient to obtain the first target rust removal braking force; Based on the first target rust removal braking force, the brake disc of the vehicle is derusted.

2. The method according to claim 1, characterized in that, Determining the vehicle's real-time speed and target speed when the vehicle's brake disc rust removal function is activated includes: With the brake disc rust removal function activated, the vehicle's control mode is adjusted to the target control mode, and the vehicle's wheel speed, wheel radius, and accelerator pedal opening are obtained. The target control mode is a control mode that directly correlates the accelerator pedal opening with the vehicle speed. The real-time speed of the vehicle is determined based on the wheel speed and wheel radius of the vehicle. The target vehicle speed is determined based on the accelerator pedal opening.

3. The method according to claim 2, characterized in that, Determining the target vehicle speed based on the accelerator pedal opening includes: Substituting the accelerator pedal opening into the target relationship data yields the target vehicle speed, whereby the target relationship data represents the correspondence between the accelerator pedal opening and the target vehicle speed. Alternatively, the target vehicle speed can be obtained by querying a first data table using the accelerator pedal opening, wherein the first data table includes multiple candidate accelerator pedal openings and candidate vehicle speeds corresponding to each candidate accelerator pedal opening. Alternatively, determine the rate of change of the accelerator pedal opening corresponding to the accelerator pedal opening, where the rate of change of the accelerator pedal opening indicates how fast the accelerator pedal opening changes; and determine the target vehicle speed based on the rate of change of the accelerator pedal opening and the accelerator pedal opening.

4. The method according to claim 3, characterized in that, Determining the target vehicle speed based on the rate of change of the accelerator pedal opening and the accelerator pedal opening includes: Based on the accelerator pedal opening, the reference vehicle speed is determined; Based on the opening change rate, the vehicle speed correction coefficient is determined; The target vehicle speed is obtained by multiplying the reference vehicle speed by the vehicle speed correction factor.

5. The method according to claim 1, characterized in that, When the real-time vehicle speed is greater than or equal to a vehicle speed threshold, determining the first driving force and the second driving force corresponding to the target vehicle speed includes: When the real-time vehicle speed is greater than or equal to the vehicle speed threshold, the target vehicle speed is used to query the second data table to obtain the first driving force. The second data table includes multiple candidate vehicle speeds and candidate first driving force and acceleration corresponding to each candidate vehicle speed. The second data table is generated based on the collected vehicle speed, driving force and acceleration when the vehicle does not activate the brake disc rust removal function. The target vehicle speed is used to query a third data table to obtain the second driving force. The third data table includes multiple candidate vehicle speeds and candidate second driving forces corresponding to each candidate vehicle speed. The third data table is obtained based on the second data table.

6. The method according to claim 5, characterized in that, The method for generating the third data table includes: Based on the acceleration corresponding to each candidate vehicle speed in the second data table, the change in driving force corresponding to each candidate vehicle speed is determined. The candidate first driving force corresponding to each candidate vehicle speed in the second data table is updated using the change in driving force corresponding to each candidate vehicle speed to obtain the candidate second driving force corresponding to each candidate vehicle speed, so as to obtain the third data table.

7. The method according to claim 1, characterized in that, After removing rust from the vehicle's brake disc based on the first target rust-removing braking force, the method further includes: Determine the cumulative duration for rust removal of the vehicle's brake discs; if the cumulative duration is greater than or equal to a duration threshold, control the vehicle to stop rust removal of the brake discs; Alternatively, determine the brake disc temperature of the vehicle; if the brake disc temperature is greater than or equal to a temperature threshold, control the vehicle to stop rust removal of the brake disc.

8. The method according to claim 1, characterized in that, After removing rust from the vehicle's brake disc based on the first target rust-removing braking force, the method further includes: In response to a change in the target vehicle speed, a second target rust-removing braking force is determined based on the changed target vehicle speed; Determine the braking force difference between the second target rust removal braking force and the first target rust removal braking force; When the absolute value of the braking force difference is greater than or equal to the absolute value threshold, the rust removal braking force of the vehicle's brake disc during rust removal is gradually adjusted to the second target rust removal braking force using a preset gradient. If the absolute value of the braking force difference is less than the absolute value threshold, the rust removal braking force when removing rust from the brake disc of the vehicle is directly adjusted to the second target rust removal braking force.

9. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the brake disc rust removal method for the vehicle as described in any one of claims 1 to 8.

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