Dynamic calibration control method and system for vehicle-mounted cable motor

Abstract

This application provides a dynamic calibration control method and system for an on-board cable motor. The method includes: acquiring synchronously collected longitudinal deceleration and brake pedal displacement; generating a calibration result based on the longitudinal deceleration and displacement, wherein the calibration result is a mapping curve representing a target deceleration value under different brake pedal positions; and generating a control command based on the mapping curve, wherein the control command is used to control the output control quantity of the cable motor. This method, through the calibration-generated mapping curve, allows setting a target deceleration value achievable based on historical experience, thereby solving the problems of brake force output fluctuation and insufficient reliability under emergency conditions.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a dynamic calibration control method and system for an on-board cable motor. Background Technology

[0002] Advanced Emergency Braking System (AEBS) is an active safety technology that detects the risk of a collision ahead and automatically triggers braking to avoid or mitigate the accident. While an integrated vehicle braking system can achieve AEBS functionality, aftermarket AEBS solutions require external actuators to achieve automatic braking, demanding reliable braking without altering the original vehicle structure.

[0003] The aftermarket AEBS actuator uses a cable motor mounted on the brake pedal. The motor pulls a steel cable to simulate the driver's pedaling action and trigger the brake. The aftermarket AEBS includes a displacement sensor that detects the pedal travel and uses a fixed traction force or a preset travel as the control reference.

[0004] However, the control strategy of the cable motor does not take into account the differences in driver operating habits, resulting in inconsistent braking response with actual driving behavior, leading to fluctuations in braking force output and insufficient reliability in emergency conditions. Summary of the Invention

[0005] This application provides a dynamic calibration control method and system for vehicle-mounted cable motors to solve the problems of brake force output fluctuation and insufficient reliability under emergency conditions.

[0006] In a first aspect, this application provides a dynamic calibration control method for an on-board cable motor, comprising:

[0007] The longitudinal deceleration and the displacement of the brake pedal are acquired synchronously.

[0008] Based on the longitudinal deceleration and displacement, a calibration result is generated, which is a mapping curve representing the target deceleration value under different brake pedal positions.

[0009] Based on the mapping curve, control commands are generated, which are used to control the output control quantity of the wire drawing motor.

[0010] In some feasible embodiments, obtaining the longitudinal deceleration and the displacement of the brake pedal includes:

[0011] The displacement of the brake pedal is collected using a displacement sensor;

[0012] The longitudinal deceleration is obtained through the deceleration acquisition module;

[0013] Obtain the displacement and longitudinal deceleration at the synchronization time.

[0014] The displacement sensor and the deceleration acquisition module collect data synchronously, which solves the analysis error caused by signal transmission delay.

[0015] In some feasible embodiments, the deceleration acquisition module is an inertial measurement unit or a single-axis accelerometer;

[0016] The process of obtaining longitudinal deceleration through the deceleration acquisition module includes:

[0017] Get traffic information;

[0018] If the complexity of the road condition information is greater than the complexity threshold, the deceleration acquisition module is set as an inertial measurement unit;

[0019] If the complexity of the road condition information is less than or equal to the complexity threshold, the deceleration acquisition module is set to a single-axis accelerometer.

[0020] The system dynamically switches between inertial measurement units and single-axis accelerometers based on road condition information, balancing measurement accuracy with system power consumption.

[0021] In some feasible embodiments, generating the calibration result includes:

[0022] Obtain a training set, which includes displacement data and deceleration data during braking operations;

[0023] The interpolation mode is obtained based on the vehicle operating conditions, and the interpolation mode includes linear interpolation, spline interpolation or polynomial interpolation.

[0024] The first mapping curve is output using the interpolation mode.

[0025] Selecting the interpolation mode based on vehicle operating conditions can optimize the efficiency of mapping curve generation.

[0026] In some feasible embodiments, generating the calibration result includes:

[0027] Obtain a training set, which includes displacement data and deceleration data during braking operations;

[0028] Train a machine learning model to fit the data;

[0029] Based on the machine learning fitting model, a second mapping curve is established.

[0030] By using machine learning to fit models and process training data, the accuracy of mapping curves under complex working conditions can be improved.

[0031] In some feasible embodiments, after generating control commands based on the mapping curve, the process further includes:

[0032] The target deceleration corresponding to the output control quantity is obtained through the mapping curve;

[0033] Compare the target deceleration with the real-time deceleration to output the deceleration offset;

[0034] Configure the ratio adjustment coefficient;

[0035] Based on the deceleration offset and the proportional adjustment coefficient, the traction control quantity is calculated.

[0036] The deceleration offset is generated by comparing the target deceleration with the real-time deceleration, and the compensation amount is calculated by combining the proportional adjustment coefficient.

[0037] In some feasible embodiments, calculating the traction control amount based on the deceleration offset and the proportional adjustment coefficient includes:

[0038] Generate a proportional adjustment term, which is the product of the deceleration offset and the proportional adjustment coefficient;

[0039] Obtain the basic traction force offset;

[0040] The proportional adjustment term and the basic traction force offset are superimposed to generate the traction force control quantity.

[0041] The proportional adjustment term is superimposed with the basic traction force offset to generate the traction force control quantity, thereby achieving dynamic error correction.

[0042] In some feasible embodiments, generating control commands based on the mapping curve includes:

[0043] Based on the mapping curve, a first control command is generated, wherein the first control command represents the wire motor as a first output control quantity;

[0044] Based on the traction force control quantity, a second control command is generated, wherein the second control command represents the cable motor as a second output control quantity;

[0045] The second control command overrides the first control command, and the traction force of the pull wire motor is controlled based on the second output control quantity.

[0046] The first control command is overridden with a second control command based on the traction control quantity to ensure control response priority.

[0047] Secondly, this application provides a vehicle-mounted cable motor dynamic calibration control system, comprising:

[0048] The acquisition module is configured to acquire longitudinal deceleration and the displacement of the brake pedal, wherein the longitudinal deceleration and the displacement are acquired synchronously.

[0049] The calibration module is configured to generate calibration results based on the longitudinal deceleration and displacement, wherein the calibration results are mapping curves representing the target deceleration value under different brake pedal positions;

[0050] The controller is configured as follows:

[0051] Based on the mapping curve, control commands are generated, which are used to control the output control quantity of the wire drawing motor.

[0052] In some feasible embodiments, the acquisition module includes a deceleration acquisition module and a displacement sensor, wherein the displacement sensor is connected to the controller via an analog-to-digital conversion module;

[0053] The deceleration acquisition module is connected to the controller via a first transmission unit; the cable motor is connected to the controller via a second transmission unit, and the cable motor is used to control the brake pedal.

[0054] The controller is also configured to:

[0055] The displacement of the brake pedal is received. The displacement of the brake pedal is the displacement of the brake pedal mechanism collected by the displacement sensor and the analog voltage signal generated after passing through the analog-to-digital conversion module.

[0056] The system receives longitudinal deceleration, which is deceleration information collected by the deceleration acquisition module and transmitted through the first transmission unit.

[0057] The analog-to-digital conversion module processes the displacement signal, while the first transmission unit transmits deceleration information and eliminates signal interference.

[0058] As can be seen from the above technical solutions, this application provides a dynamic calibration control method and system for an on-board cable motor. The method includes: acquiring synchronously collected longitudinal deceleration and brake pedal displacement; generating a calibration result based on the longitudinal deceleration and displacement, wherein the calibration result is a mapping curve representing the target deceleration value under different brake pedal positions; and generating a control command based on the mapping curve, wherein the control command is used to control the output control quantity of the cable motor. This method, through the calibration-generated mapping curve, can set a target deceleration value achievable based on historical experience, thereby solving the problems of brake force output fluctuation and insufficient reliability under emergency conditions. Attached Figure Description

[0059] To more clearly illustrate the technical solution of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0060] Figure 1 A flowchart illustrating the dynamic calibration control method for an on-board cable motor provided in this application embodiment;

[0061] Figure 2 This is a schematic diagram of the selection process for the deceleration acquisition module provided in an embodiment of this application;

[0062] Figure 3 This is a schematic flowchart illustrating the process of obtaining the mapping curve provided in an embodiment of this application.

[0063] Figure 4 This is a schematic diagram of the closed-loop control process provided in an embodiment of this application;

[0064] Figure 5 This is a schematic diagram of the structure of the vehicle-mounted cable motor dynamic calibration control system provided in the embodiments of this application. Detailed Implementation

[0065] The embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described below do not represent all embodiments consistent with this application. They are merely examples of systems and methods consistent with some aspects of this application as detailed in the claims.

[0066] Traditional solutions rely on fixed traction force or preset travel control, ignoring differences in driving habits, vehicle load variations, minor wear on the braking system, and environmental factors such as the effect of temperature on the coefficient of friction. Furthermore, different drivers tend to apply different amounts of force at the same pedal depth, leading to varying desired braking strengths. Fixed-base solutions cannot detect these differences. In emergency situations, drivers may forcefully depress the pedal, requiring a rapid response and the output of large and stable braking force. Fixed-base solutions may fail to accurately deliver the required maximum braking force or exhibit lag in response to sudden changes.

[0067] To address the aforementioned issues, some embodiments of this application provide a dynamic calibration control method for an on-board cable motor. By synchronously collecting driving operation and vehicle response data, a mapping curve from pedal position to target deceleration is established, and commands to control the cable motor are generated based on this curve. This method solves the problems of large braking force fluctuations, mismatch with driver habits, and insufficient reliability in emergency conditions in the aftermarket AEBS cable motor control strategy, thereby improving the stability, adaptability, safety, and overall user experience of the control system.

[0068] The system learns the correlation between pedal position and actual deceleration from the actual operating data of specific drivers. Therefore, during the control phase, when the driver depresses a certain pedal position, the set target deceleration is exactly the effect produced at that position, which the driver is accustomed to. This ensures that the auxiliary braking behavior of the cable motor matches the driver's personal expectations and operating style, avoiding discomfort or operational conflicts caused by the control strategy.

[0069] The mapping curve generated by this invention includes driver operation and response data points at various levels, including emergency deep slamming of the brake pedal. Therefore, when a rapid deep slamming of the brake pedal is detected, the curve is queried to set a very high but achievable target deceleration value based on historical experience, thereby effectively shortening the braking distance and improving driving safety.

[0070] like Figure 1 As shown, the method includes the following steps:

[0071] S110: Obtain the longitudinal deceleration and the displacement of the brake pedal.

[0072] Longitudinal deceleration is a physical measure of the vehicle's deceleration in the direction of travel, i.e., the X-axis direction. It characterizes the effect of the vehicle's actual braking force and is measured in m / s². 2 .

[0073] Longitudinal deceleration can be obtained through specific sensors installed on the vehicle, such as inertial measurement units (IMUs) and accelerometers, which are not limited in this embodiment. In one implementation, longitudinal deceleration is obtained in real time by measuring with an IMU, which includes an accelerometer and a gyroscope, and is installed at a location on the rigid structure of the vehicle body to sense changes in the vehicle's motion state.

[0074] The displacement of the brake pedal is the distance or angle by which the pedal moves from its initial, unpressed position when the driver presses the brake pedal. The displacement represents the linear change in the braking pedal's downward stroke.

[0075] The displacement can be obtained by a sensor installed on the brake pedal mechanism, such as a displacement sensor installed on the pedal shaft or linkage mechanism. The displacement sensor can be photoelectric, Hall effect, or resistive, etc., and converts mechanical displacement into an electrical signal output.

[0076] The longitudinal deceleration and displacement are collected synchronously, meaning that the longitudinal deceleration value and the corresponding brake pedal displacement value are acquired in physical time. This means that each recorded deceleration data point corresponds to the pedal displacement data point at the moment of recording.

[0077] Synchronization can be achieved through hardware timestamps, interrupt synchronization mechanisms, or high-speed data sampling combined with time alignment algorithms. For example, synchronous acquisition is achieved through timestamp alignment, where the controller's clock module marks the deceleration and displacement data with the same time base to ensure data timing consistency.

[0078] For example, a displacement sensor is installed on the brake pedal mechanism. When the driver operates the brake pedal, the displacement sensor continuously monitors the real-time physical distance or angle change of the pedal from its initial position, generating a continuous analog or digital signal proportional to the displacement. This analog or digital signal represents the driver's real-time input. A longitudinal motion sensing device is installed on the vehicle body. The device's main axis is calibrated and aligned with the vehicle's forward direction to specifically measure the vehicle's acceleration changes along its forward and reverse axes. When the vehicle brakes, it decelerates, and the resulting deceleration signal is captured and output by the device.

[0079] After acquisition, the acquisition of brake pedal displacement and longitudinal deceleration signals must be synchronized in time, requiring a unified time reference. The displacement data and deceleration data at each specific time point are recorded and associated to form corresponding data pairs. The pedal position value corresponds to the deceleration value, which can avoid misassociation caused by signal transmission delay or sampling asynchrony.

[0080] S120: Generate calibration results based on longitudinal deceleration and displacement.

[0081] The calibration result is a mapping curve representing the target deceleration value under different brake pedal positions. The mapping curve represents the inherent relationship between the brake pedal position (horizontal axis) and its target deceleration value (vertical axis). In other words, for any given position on the pedal travel, the mapping curve can provide a desired vehicle deceleration value. The target deceleration value is the output target of the calibration result, representing the desired braking intensity level that the vehicle should achieve at a specific pedal position.

[0082] The mapping curve is generated based on synchronously acquired deceleration and displacement datasets, and a continuous functional relationship is constructed through mathematical modeling. The horizontal axis of the mapping curve represents the pedal displacement, and the vertical axis represents the desired deceleration value. Its functional form is determined by a data processing algorithm, and the curve is used to characterize the physical features of the driver's braking behavior.

[0083] The mapping curve covers the entire or actual operating range where the pedal may be pressed, rather than just a specific point, at different brake pedal positions.

[0084] For example, during normal braking in a non-emergency situation, such as when the driver repeatedly applies the brakes to decelerate normally, a large number of timestamped displacement and deceleration synchronization data pairs are collected. The data pairs obtained from actual driving operations constitute a synchronization training dataset. These data contain the mapping relationship between pedal position and actual braking effect (deceleration) for a specific vehicle under the driver's operating habits.

[0085] Based on the collected training dataset, the mapping curve is constructed. This mapping curve represents the target deceleration value that the vehicle should produce at any given brake pedal position. Specifically, the controller filters the synchronous training dataset to eliminate signal noise. Based on the aligned displacement and deceleration data points, an interpolation algorithm is used to generate a continuous mapping curve. Different interpolation methods can be selected according to the displacement range. For example, linear interpolation is used for braking segments with a displacement of 20%-60% to ensure real-time response, while spline interpolation is used for braking segments with a displacement >80% to ensure curve smoothness. The output function is a_ideal(x), where x is the pedal displacement and a_ideal(x) is the expected deceleration value.

[0086] S130: Generates control commands based on the mapping curve.

[0087] The control command is a specific, executable instruction that calculates the required cable motor operation command to make the vehicle reach the target deceleration corresponding to the pedal position based on the current real-time position of the brake pedal and the pre-stored mapping curve.

[0088] In other words, control commands are used to control the mechanical actions output by the cable motor, i.e., output control quantities. The output control quantity of the cable motor clarifies the object and function of the control command. A cable motor is an actuator, an electric motor that connects to and pulls or pushes the brake pedal via a steel wire rope (cable) to simulate the driver's foot movements.

[0089] The output control quantity is the specific physical quantity that the control command acts on the cable motor. For example, it controls the magnitude of the tension applied to the cable by the motor, the angle and / or displacement of the motor's rotation, which is then converted into the linear displacement of the cable and the current or voltage of the motor. The output control quantity determines the magnitude and manner of the force applied by the motor to the brake pedal, thus affecting the braking force of the vehicle.

[0090] In one implementation, the control command is generated based on a mapping curve. The target deceleration value is found according to the real-time pedal position, and the traction force parameters are calculated by combining the actual deceleration feedback of the vehicle. The output control quantity includes the target traction force, travel threshold, and motor speed parameters. It is transmitted to the actuator through a digital signal. After receiving the command, the cable motor converts the electrical signal into a linear traction force through a gearbox or lead screw mechanism to simulate human pedaling action.

[0091] In actual driving, when the driver operates the brake pedal again, whether it is regular braking or potential emergency braking, the following actions are always performed: First, the displacement is monitored in real time, and the displacement sensor continuously transmits the current brake pedal position S to the control system. current Secondly, query the mapping curve to obtain the real-time pedal position S. current The input is fed into the calibration-generated mapping curve f(Displacement), and finally the target deceleration is calculated. The mapping curve f returns the value corresponding to S. current The target deceleration value D at the location target D target Characterized by the current pedal position S current Based on historical driving habits and vehicle response data, the desired braking effect of the vehicle is determined.

[0092] Compare the current real-time pedal position S current The expected target deceleration D target The relationship between the actual deceleration of the vehicle and the expected braking force expressed by the driver through position. By adjusting the action of the cable motor, the actual deceleration generated by the vehicle is made as close as possible to the target value D obtained from the query. target Issuing a control command is a specific physical command that can drive the motor. This command is sent to the controller of the cable motor via the vehicle's communication bus or a dedicated drive circuit.

[0093] If the motor output control quantity is tension, the command may be a desired tension setpoint. The motor controller adjusts the current to make the motor generate the set tension.

[0094] If the motor output control quantity is displacement and / or angle, the instruction may be a set value for the desired motor rotation angle or the length of the pull cable to be pulled out, and the motor controller drives the motor to rotate to the target position.

[0095] If current or voltage control mode is used, the instruction sets the magnitude of the current flowing through the motor or the voltage applied across the motor terminals. The current or voltage value is mapped to the desired output force or position.

[0096] Understandably, this process is dynamic and continuous. The pedal position changes, a new target deceleration is queried, new motor control commands are generated and sent, and calibration curves are used to map the driver's pedal position to the output requirements of the motor, so that the vehicle produces a deceleration that conforms to the driver's habits and historical braking effects.

[0097] The calibration control method addresses the problems in AEBS actuators where, when a cable motor is used to pull the brake pedal, the use of a fixed traction force or preset stroke as a control benchmark ignores differences in individual driver operating habits and real-time vehicle response status, leading to unstable braking force output, discrepancies with driver expectations, and insufficient reliability in emergency situations.

[0098] By synchronously collecting the driver's pedal displacement and the vehicle's longitudinal deceleration in real time, a personalized mapping relationship between the two is dynamically established and applied to achieve closed-loop control of the cable motor. This eliminates the reliance on a single, preset fixed traction force or preset travel value as a constant target for motor output. Instead, it utilizes driver operation data (displacement) and the vehicle's actual response data (synchronized longitudinal deceleration) generated during vehicle operation to construct a relationship mapping curve through algorithms.

[0099] In some embodiments, the process of acquiring longitudinal deceleration and brake pedal displacement includes: acquiring brake pedal displacement via a displacement sensor, acquiring longitudinal deceleration via a deceleration acquisition module, and acquiring displacement and longitudinal deceleration at synchronization time.

[0100] A displacement sensor is a component that detects the linear displacement of the brake pedal. It is mounted on the brake pedal shaft or linkage mechanism to monitor changes in pedal displacement in real time. It may include a measuring rod, a potentiometer, or a magnetic sensing element. The measuring rod is linked to the pedal shaft, converting the pedal's downward stroke into linear displacement. A potentiometer-type sensor converts the displacement into a change in resistance using a sliding rheostat. A magnetic sensor uses a Hall effect element to detect changes in magnetic flux and outputs a voltage signal proportional to the displacement. The sensor is mounted on the pedal fulcrum or linkage mechanism to acquire changes in physical displacement during driver operation.

[0101] The deceleration acquisition module is used to measure changes in the longitudinal motion state of the vehicle. Taking an IMU as an example, the IMU includes a three-axis accelerometer and a gyroscope. It detects the displacement of the mass under the action of inertial force through a microelectromechanical system and outputs three-degree-of-freedom acceleration and angular velocity data. It can be set at a rigid position on the vehicle chassis to eliminate vibration interference.

[0102] Taking a single-axis accelerometer as another example, it only detects the acceleration changes in the vehicle's forward direction. It uses piezoelectric crystal or capacitive sensing principles, has a simple structure and low cost, and is suitable for scenarios where high accuracy is not required.

[0103] To achieve time synchronization, a high-precision crystal oscillator clock can be set to provide a unified timestamp for the data from the displacement sensor and the deceleration acquisition module. When there is a difference in the data transmission delay between the two channels, the data is resampled along the time axis using an interpolation algorithm to eliminate timing deviations. The displacement sensor acquires the mechanical motion of the pedal, and the deceleration acquisition module senses the vehicle's dynamic response. The controller correlates these two heterogeneous data sets into a valid dataset through timing alignment, a process that eliminates phase deviations caused by sensor response delays.

[0104] For example, the measuring rod of the displacement sensor is rigidly connected to the brake pedal shaft. When the pedal is pressed down, the measuring rod generates axial displacement, driving the potentiometer sliding contact or changing the magnetic induction intensity. The sensor's internal circuitry converts the mechanical displacement into a 0-5V analog voltage signal, with the voltage value linearly related to the displacement. The signal is sampled and characterized by an analog-to-digital converter, converted into a digital displacement value, and transmitted to the controller.

[0105] The deceleration acquisition module continuously monitors the vehicle's longitudinal acceleration. Taking an IMU as an example, the silicon mass block inside the accelerometer undergoes micro-displacement under inertial force, causing a change in the spacing between the capacitor plates. The detection circuit converts the change in capacitance into a digital acceleration signal, which is transmitted to the controller via the controller area network bus. The bus protocol incorporates CRC checksum to ensure data integrity. After receiving the two data streams, an alignment operation is performed, adding a timestamp to each frame of displacement and deceleration data. The data timestamp is offset and corrected based on the sensor response delay parameter. Using the timestamp as a reference, the displacement and deceleration values ​​at the same moment are bound as data pairs, constructing a continuous data sequence in the time dimension.

[0106] The displacement sensor is mounted on the pedal, and there is a mechanical response delay in the signal transmission path. The deceleration acquisition module represents the vehicle's motion state, and there is a phase difference between the two. By aligning the timestamps and compensating for the delay, the displacement change is correlated with the vehicle's dynamic response, avoiding control deviations caused by data asynchrony during the early braking phase.

[0107] The deceleration acquisition module is an inertial measurement unit (IMU) or a single-axis accelerometer. However, since IMUs or single-axis accelerometers are suitable for different environments, in some embodiments, the specific structure of the deceleration acquisition module is selected based on road condition information, such as... Figure 2 As shown, the specific steps are as follows:

[0108] S210: Obtain traffic information;

[0109] S220: If the complexity of the road condition information is greater than the complexity threshold, the deceleration acquisition module is set as an inertial measurement unit;

[0110] S230: If the complexity of the road condition information is less than or equal to the complexity threshold, the deceleration acquisition module is set to a single-axis accelerometer.

[0111] An IMU (Integrated Measurement Unit) is a sensor that perceives the three-dimensional motion state of a vehicle, comprising a microelectromechanical system (MEMS) three-axis accelerometer and a gyroscope module. The accelerometer detects the displacement of an internal mass block under inertial forces, outputting acceleration components along the X, Y, and Z axes. The gyroscope measures angular velocity based on the Coriolis effect. In braking control, the IMU extracts the longitudinal deceleration component through coordinate transformation, eliminating interference from vehicle pitch and roll motions. For example, it can be rigidly positioned near the vehicle's center of gravity to ensure the measurement reference aligns with the vehicle's trajectory. Because of its three-degree-of-freedom motion calculation capabilities, the IMU is suitable for full-dimensional state perception under complex operating conditions.

[0112] A single-axis accelerometer is a simplified deceleration sensor that detects changes in acceleration along the vehicle's forward direction (X-axis). It is either a piezoresistive or capacitive sensing element. Piezoresistive sensors utilize the change in resistance caused by the deformation of a semiconductor strain gauge, while capacitive sensors change capacitance through the displacement of a moving plate. The output signal is processed by an amplification and filtering circuit to characterize the longitudinal deceleration value. The sensor is placed in areas without suspension interference, such as the vehicle's longitudinal beams, to avoid vibration and noise affecting data validity. Due to its simplified structure, the single-axis accelerometer provides a solution for driving on flat roads.

[0113] Road condition information is a set of parameters characterizing the dynamic features of the vehicle's driving environment, acquired through multi-source data fusion based on onboard sensor networks. The controller analyzes data on the vehicle's lateral acceleration, steering wheel angle, wheel speed, and navigation elevation to construct a comprehensive evaluation index describing road curvature, slope changes, and surface adhesion coefficient. Taking a curved and sloping road section as an example, three types of signals are simultaneously collected: continuously increasing steering wheel angle (indicating increased curve curvature), negative output from the longitudinal acceleration sensor (indicating uphill), and abrupt changes in wheel speed difference (indicating low-adhesion road surface). After normalization processing, a road condition information dataset is generated.

[0114] The complexity threshold is a pre-stored judgment benchmark value derived from the statistical analysis of vehicle dynamics model simulation and real vehicle calibration data. The threshold reflects the critical level of interference of the road environment on deceleration measurement. When the comprehensive evaluation value of road condition information exceeds this threshold, it indicates that the vehicle is in a complex working condition where the curve radius is less than the design limit, the longitudinal slope exceeds the safety standard, or the road surface friction coefficient fluctuates sharply. In such scenarios, the single-axis accelerometer will cause measurement distortion because it cannot decouple the gravity component and the inertial force.

[0115] For example, after the vehicle starts, the deceleration acquisition module is initialized to a single-axis accelerometer working mode to reduce system power consumption. During driving, it calls the instantaneous value of lateral acceleration, the rate of change of steering wheel angle transmitted by the electric power steering system, the slip ratio data converted from wheel speed sensor pulse signals, and the real-time altitude gradient information provided by the vehicle navigation system. These parameters are weighted and fused to generate the current road condition complexity index, which assesses the intensity of interference in the direction of motion. Lateral acceleration reflects the influence of centrifugal force in curves, altitude gradient changes are associated with gravity component interference, and slip ratio indicates changes in road surface adhesion conditions.

[0116] When the road condition complexity index exceeds a preset threshold, such as if the index exceeds the limit for multiple consecutive calculation cycles, the vehicle is determined to have entered a complex driving environment. At this time, a sensor switching command is triggered, switching the signal acquisition path from a single-axis accelerometer to an inertial measurement unit (IMU). After the switch is completed, the data source of the deceleration acquisition module changes to the data output by the IMU.

[0117] When the road condition complexity index is detected to have fallen below the threshold, a reverse switching operation is performed, disconnecting the inertial measurement unit channel and re-enabling the single-axis accelerometer signal channel. At this time, the deceleration acquisition module resumes directly outputting the measurement value of the single-axis accelerometer, reducing the system's computational load while ensuring data accuracy. The entire switching process is completed within the braking interval, avoiding any impact on the continuity of AEBS control.

[0118] By using adaptive sensor selection based on road conditions, the reduced accuracy caused by deceleration measurement distortion under complex operating conditions can be resolved. Traditional single-axis accelerometers are susceptible to interference from non-longitudinal forces on road sections with curves and slopes. For example, when a vehicle turns right, the centrifugal acceleration is superimposed on the longitudinal measurement axis to the left, generating a false deceleration signal; or when braking uphill, the component of gravity along the longitudinal axis weakens the measured deceleration value. Both of these situations lead to the system misjudging the actual braking effect.

[0119] In some embodiments, a remote server combined with a wireless communication module can be used to upload raw data to a cloud platform via CAN bus, Bluetooth, Wi-Fi, or 4G / 5G networks. After data processing and curve modeling are completed on the server side, control parameters are then sent to the local controller for execution. This method is particularly suitable for multi-vehicle collaborative calibration, remote diagnostics, and big data analysis scenarios. Although it is slightly inferior to local processing in terms of real-time performance, it has significant advantages in intelligent management and centralized maintenance. In summary, both local and remote data acquisition methods have their own characteristics, but both can effectively model the "displacement-deceleration" relationship.

[0120] During the calibration result generation stage, the displacement and deceleration data acquired are a set of synchronous data continuously accumulated by the vehicle during normal braking operations.

[0121] like Figure 3As shown, it includes the following steps:

[0122] Obtain the training set;

[0123] The interpolation mode is obtained based on the vehicle operating conditions, and the interpolation mode includes linear interpolation, spline interpolation or polynomial interpolation.

[0124] The first mapping curve is output using the interpolation mode.

[0125] The training set consists of displacement and deceleration data collected synchronously during manual braking operations. Displacement data is acquired by sensors mounted on the brake pedal shaft, recording the continuous changes in the pedal's depressor travel in real time. Deceleration data is acquired through a vehicle longitudinal acceleration sensor, characterizing the dynamic response during braking. The dataset contains multiple time-aligned pairs of displacement and deceleration data, covering the timeframe from light braking to emergency braking.

[0126] The training set can be configured in various ways. For example, multiple light braking records formed by the driver while following another vehicle in the city can be used to generate the first training set, which is the low-speed, low-intensity data training set.

[0127] The displacement sensor monitors the brake pedal's depressor travel and outputs an analog voltage signal, which is then converted into a digital displacement sequence by an analog-to-digital converter. Simultaneously, the inertial measurement unit acquires the vehicle's longitudinal acceleration data, extracts the effective deceleration component through coordinate transformation, and marks the two data streams with a unified timestamp, forming a time-aligned data pair set.

[0128] Next, the vehicle operating conditions are acquired. Vehicle operating conditions are a set of operating state parameters that influence the selection of the interpolation algorithm, including variables such as real-time vehicle speed, transmission gear position, vehicle load mass, and braking system temperature. This can be achieved by acquiring the gear position signal output from the gear position sensor, the vehicle speed value converted from the wheel speed sensor, the load value estimated from the air suspension pressure data, and the thermal state parameters fed back from the brake fluid temperature sensor. These parameters collectively characterize the dynamic response boundary of the current braking system.

[0129] Interpolation is a mathematical method for constructing displacement-deceleration mapping curves. Linear interpolation connects adjacent data points with straight lines to generate a piecewise continuous function, suitable for normal braking intervals and ensuring real-time control response. Spline interpolation generates a smooth curve over the entire domain through cubic polynomial fitting, suitable for emergency braking intervals and eliminating sudden changes in braking force. Polynomial fitting constructs analytical function expressions, facilitating parameterized adjustments and suitable for control scenarios requiring mathematical analysis.

[0130] In one implementation, linear interpolation is initiated when the braking intensity is below a threshold, and spline interpolation is switched when the braking intensity exceeds the threshold or the rate of change of deceleration increases sharply.

[0131] In another implementation, when a low deceleration value is detected and the trend is gradual, it is determined to be a normal braking condition, and linear interpolation mode is activated. Data points are arranged in ascending order of displacement, and straight lines are drawn between adjacent points to generate a piecewise linear mapping curve to ensure real-time control response. When a high deceleration value or a significant increase in the rate of change is detected, it is determined to be an emergency braking condition, and spline interpolation mode is switched to construct a cubic spline function that passes through all data points and has continuous second derivatives, ensuring smooth braking force output across the entire range. In the offline parameter optimization scenario, polynomial fitting mode is activated, and the least squares method is used to solve for the coefficients of the optimal order polynomial, generating a differentiable analytic function expression.

[0132] The output mapping curve is invoked during the real-time control phase.

[0133] This embodiment addresses the inherent limitations of calibration methods through a condition-adaptive interpolation algorithm. The dynamic selection algorithm balances the response speed under normal conditions with the smoothness under emergency conditions. The linear interpolation mode reduces computational latency during light braking and matches the driver's operating rhythm. The spline interpolation mode controls the rate of change of constraint force during high-intensity braking, avoiding the risk of wheel lock-up. The polynomial fitting mode provides parameterized functions to support rapid adaptation to new vehicle models.

[0134] In addition to generating mapping curves through interpolation algorithms, in some embodiments, such as Figure 3 As shown, a machine learning-based fitting model can be used to generate a mapping curve, including the following steps:

[0135] Obtain a training set, which includes displacement data and deceleration data during braking operations;

[0136] Train a machine learning model to fit the data;

[0137] Based on the machine learning fitting model, a second mapping curve is established.

[0138] The training set includes displacement data, deceleration data, and auxiliary feature parameters during braking operations. Displacement data is acquired by a pedal travel sensor, representing changes in operating force; deceleration data is acquired through a vehicle longitudinal acceleration device, representing the braking dynamics response. A machine learning fitting model establishes a nonlinear mapping relationship between input features and output labels through supervised learning. Input features encompass multi-dimensional data such as displacement, time variables, and temperature parameters; the output label is the target deceleration value. The second mapping curve serves as the mathematical expression of the calibration results; its functional relationship is defined by the parameterization of the trained model, achieving generalized modeling of braking behavior.

[0139] During manual braking, historical operation data is collected to construct a training set. Displacement sensors record pedal travel changes and convert them into digital sequences, while deceleration sensors simultaneously acquire vehicle longitudinal acceleration data and extract effective components. The training set is expanded to include temporal features (such as displacement change rate and braking duration) and environmental parameters (such as road surface temperature collected by temperature sensors).

[0140] After normalizing the multidimensional data, it is input into the machine learning fitting model. The model performs feature extraction and nonlinear fitting through a neural network architecture. The input layer receives feature vectors such as displacement, time interval, and temperature value; the hidden layer realizes nonlinear transformation of features through activation function; and the output layer generates the target deceleration prediction value.

[0141] The training process can use the backpropagation algorithm to optimize the weight parameters, and the loss function minimizes the mean squared error between the predicted and measured values. After the model converges, a second mapping curve is generated.

[0142] The model obtains the patterns of braking behavior through multi-dimensional feature fusion. The displacement change rate feature represents the differences in operation rhythm, and the temperature parameter is associated with environmental adaptability, so that the mapping curve represents real driving habits and changes in operating conditions. Compared with interpolation algorithms, it can maintain control accuracy in nonlinear scenarios such as icy and snowy roads, avoid braking force deviations caused by operating condition mismatch, and support incremental learning to continuously optimize model parameters.

[0143] Based on the first or second mapping curve, control commands are then generated. In some embodiments, after generating the control commands, the following steps are further included:

[0144] The target deceleration corresponding to the output control quantity is obtained through the mapping curve;

[0145] Compare the target deceleration with the real-time deceleration to output the deceleration offset;

[0146] Configure the ratio adjustment coefficient;

[0147] Based on the deceleration offset and the proportional adjustment coefficient, the traction control quantity is calculated.

[0148] Understandably, this mapping curve can be either a first mapping curve or a second mapping curve. The mapping curve stores the functional relationship between displacement and the target deceleration value, and the target deceleration value is obtained by querying the current pedal displacement. For example, when the pedal travel reaches 60%, the lookup function returns the target deceleration of 3.8 m / s². 2 .

[0149] During the actual control phase, the ideal deceleration value a is found based on the current brake pedal position x. ideal (x), and the actual deceleration a measured in real time by the IMU is given by this value. measured(x) is compared, and the real-time deceleration is the negative value of longitudinal acceleration directly measured by the deceleration acquisition module within the current control cycle. It is obtained through a sensing path independent of the mapping curve and reflects the combined effect of actual factors such as load changes, road friction coefficient fluctuations, and mechanical wear. The difference between the two reflects whether the current braking action has achieved the expected braking effect.

[0150] Based on the difference between the two, the proportional gain coefficient, i.e. the proportional adjustment coefficient, is used to calculate the traction control quantity. The proportional adjustment coefficient is a preset gain parameter used to convert the deceleration deviation into the traction adjustment range. The traction control quantity is the output command of the cable motor, which is composed of the proportional adjustment term and the base offset. The base offset compensates for static resistance such as mechanical friction of the system.

[0151] Specifically, in some embodiments, calculating the traction control amount based on the deceleration offset and the proportional adjustment coefficient includes:

[0152] Generate a proportional adjustment term, which is the product of the deceleration offset and the proportional adjustment coefficient;

[0153] Obtain the basic traction force offset;

[0154] The proportional adjustment term and the basic traction force offset are superimposed to generate the traction force control quantity.

[0155] The traction control amount is calculated using the following formula:

[0156] F motor (x)=k p ·(a ideal (x)-a measured (x))+F base ;

[0157] Among them, F base The base offset compensates for potential initial deviations, mechanical friction, or other nonlinear effects in the system, k p This is the proportional adjustment coefficient, and its value can be adjusted according to the requirements of response speed and stability.

[0158] During automatic braking, the brake pedal displacement is monitored in real time. Based on the mapping curve function relationship, the target deceleration value at the corresponding position is queried. Simultaneously, the actual vehicle deceleration data collected by the inertial measurement unit is acquired. The algebraic difference between the target value and the measured value is calculated to generate the deceleration offset. The proportional adjustment coefficient represents the traction force correction strength corresponding to a unit deceleration deviation. The coefficient is dynamically adjusted according to the vehicle load state: a lower coefficient is used when unloaded to avoid overshoot, and the coefficient is increased when heavily loaded to enhance the adjustment strength.

[0159] The deceleration offset is then multiplied by the proportional adjustment coefficient to generate a proportional adjustment term. After superimposing the preset basic traction force offset, the total traction force control quantity is output. The basic offset is measured during the calibration stage and is used to offset the initial resistance caused by the wire rope slack clearance and gear backlash.

[0160] When the aftermarket system uses a fixed travel threshold, on low-traction surfaces, insufficient wheel-end braking force leads to a lower-than-expected actual deceleration, yet the system continues to output traction force according to the preset travel, causing wheel lock-up. This embodiment solves the problem of the open-loop control system with its closed-loop feedback mechanism. The deceleration offset characterizes the direction and magnitude of the braking effect deviation, the proportional adjustment coefficient achieves a linear conversion from the deviation to the actuated force, the base offset compensates for the nonlinear characteristics of the mechanical system, and the combined efforts ensure that the braking force output tracks the target curve, eliminating insufficient braking force or overshoot caused by changes in road surface adhesion or load fluctuations.

[0161] This closed-loop control method enhances adaptability and robustness, avoids control failures caused by factors such as road conditions and tire adhesion, and improves the safety and reliability of automatic braking.

[0162] In addition, advanced control algorithms such as PID feedback control or fuzzy control can also be used. PID control achieves high-precision dynamic adjustment by continuously adjusting the output force to minimize the error between the setpoint and the actual deceleration; fuzzy control is suitable for nonlinear and highly uncertain systems and can more flexibly cope with complex changes in operating conditions.

[0163] Although the above control strategies differ in their implementation logic, their ultimate goal is to improve the consistency of braking response and the robustness of the system. Therefore, they should also be considered as technical implementation methods equivalent to the lookup table method and included in the scope of protection of this application.

[0164] like Figure 4 As shown, for control commands, including those directly generated from the mapping curve and those adjusted through closed-loop control, in some embodiments, generating control commands based on the mapping curve includes:

[0165] Based on the mapping curve, a first control command is generated, wherein the first control command represents the wire motor as a first output control quantity;

[0166] Based on the traction force control quantity, a second control command is generated, wherein the second control command represents the cable motor as a second output control quantity;

[0167] The second control command overrides the first control command, and the traction force of the pull wire motor is controlled based on the second output control quantity.

[0168] The first control command is generated by the mapping curve. It queries the target deceleration value based on the current pedal displacement and converts it into the initial traction force parameter, which represents the reference output under ideal braking conditions, i.e., the first output control quantity.

[0169] The second control command is generated based on a closed-loop feedback mechanism. By calculating the real-time deceleration offset and the proportional adjustment coefficient, it outputs a corrected traction control quantity, i.e., the second output control quantity. When the second control command is generated, the execution flow of the first command is stopped, and the drive parameters of the cable motor are replaced with feedback correction values, so that the actuator always responds to the control quantity that is closest to the actual working condition.

[0170] During the automatic braking start-up phase, the target deceleration value corresponding to the position is obtained by querying the mapping curve function based on the real-time collected brake pedal displacement. The first control command is generated according to the preset force conversion relationship. The command includes the initial target traction force and stroke threshold parameters, and is transmitted to the cable motor actuator to prepare for driving.

[0171] Furthermore, it continuously monitors the vehicle's actual deceleration, calculates its deviation from the target value, and generates a second control command based on the proportional adjustment coefficient and the base offset. When the second command is calculated, the execution thread of the first command is interrupted, and the drive parameters of the cable motor are updated to the traction control value of the second command. The updated parameters are received, and the output traction force is dynamically adjusted.

[0172] Taking continuous braking on a long downhill slope as an example, in the initial stage, a constant traction force is output based on the displacement. When the brake disc temperature rises and the friction coefficient decreases, the actual deceleration value remains lower than the target value. An incremental traction force command is generated, which overwrites the initial parameters. The motor outputs an increased traction force to compensate for the braking force decay and enable the vehicle to maintain the target deceleration.

[0173] Dynamic coverage can improve response speed under extreme conditions. When the vehicle suddenly turns to avoid an obstacle, the deceleration offset increases dramatically, requiring a doubling of the traction control. The first command output, which is no longer applicable, is interrupted, and the system switches to the second command mode, enabling the braking system to reconfigure the braking force with minimal delay in emergency lane change scenarios to avoid collisions.

[0174] The method provided in this embodiment constructs a mapping curve that characterizes the specific driving operation characteristics by collecting real displacement and deceleration data. The curve replaces the fixed parameters as the control benchmark, so that the automatic braking rhythm is consistent with human operation. It also compares the deviation between the target deceleration and the actual deceleration in real time, and dynamically corrects the traction output through the proportional adjustment term. When the tire adhesion changes suddenly, the traction is automatically reduced according to the deceleration feedback to avoid wheel lock-up.

[0175] Based on the above-described dynamic calibration control method for vehicle-mounted cable motors, some embodiments of this application also provide a dynamic calibration control system for vehicle-mounted cable motors, including:

[0176] The acquisition module is configured to acquire longitudinal deceleration and the displacement of the brake pedal, wherein the longitudinal deceleration and the displacement are acquired synchronously.

[0177] The calibration module is configured to generate calibration results based on the longitudinal deceleration and displacement, wherein the calibration results are mapping curves representing the target deceleration value under different brake pedal positions;

[0178] The controller is configured as follows:

[0179] Based on the mapping curve, control commands are generated, which are used to control the output control quantity of the wire drawing motor.

[0180] The acquisition module includes a deceleration acquisition module and a displacement sensor. The deceleration acquisition module and displacement sensor have been described in the above embodiments and will not be repeated here. Furthermore, the calibration and control processes of the calibration control system can also be found in the above embodiments.

[0181] like Figure 5 As shown, in some embodiments, the displacement sensor is connected to the controller via an analog-to-digital converter (ADC). The ADC converts the data into digital signals for the controller to use. The ADC module has certain sampling rate and resolution requirements to ensure that the accuracy of the data acquisition meets the needs of subsequent modeling and control.

[0182] The deceleration acquisition module is connected to the controller via a first transmission unit; the cable motor is connected to the controller via a second transmission unit, and the cable motor is used to control the brake pedal. As the actuator of the automatic braking system, the cable motor is connected to the brake pedal via a steel cable or flexible traction device, and under the drive of the controller, it simulates the driver's pedaling action to complete the automatic braking operation.

[0183] The first transmission unit and the second transmission unit are both CAN communication modules, i.e., CAN bus. The CAN bus protocol has high reliability and good anti-interference ability, and is suitable for data transmission tasks in complex electromagnetic environments in vehicles.

[0184] The collected deceleration data is uploaded to the controller via the CAN bus. The controller then sends control commands to the cable-stayed motor via the CAN bus, including parameters such as target traction force, operating speed, and travel limits. Simultaneously, the cable-stayed motor can also provide feedback on its current operating status via the CAN bus, such as motor speed, tension value, and fault codes, forming a closed-loop control mechanism. This communication link not only improves the system's response speed and control accuracy but also provides the technical foundation for functions such as remote diagnostics and multi-vehicle collaborative calibration.

[0185] The controller is also configured to:

[0186] The displacement of the brake pedal is received. The displacement of the brake pedal is the displacement of the brake pedal mechanism collected by the displacement sensor and the analog voltage signal generated after passing through the analog-to-digital conversion module.

[0187] The system receives longitudinal deceleration, which is deceleration information collected by the deceleration acquisition module and transmitted through the first transmission unit.

[0188] For collecting driver pedaling behavior data, the data transmission path is brake pedal, displacement sensor, ADC module, and controller; for sensing actual vehicle deceleration, the data transmission path is IMU (Importer Unit), deceleration acquisition module, first transmission unit, and controller; for executing automatic braking actions, the data transmission path is controller, second transmission unit, and cable motor. This achieves a complete closed-loop process from perception and modeling to control, making the automatic braking behavior of the cable motor closer to human driving habits and improving the consistency, stability, and intelligence level of braking response.

[0189] For the system calibration process, for example, the IMU module, displacement sensor, cable motor, and other hardware devices are initialized, and the system enters learning mode, waiting for the driver to perform a braking action. IMU data and brake pedal displacement data are collected synchronously. A displacement-deceleration mapping curve is constructed based on the collected data. The raw data is filtered, interpolated, and smoothed to improve the curve's continuity and accuracy. Typical feature points, such as the maximum deceleration point, response time point, and stable deceleration segment, are extracted. A control mapping table is established for lookup control in subsequent automatic braking phases. The calibration results are written to non-volatile memory for later retrieval. The system then enters automatic braking mode, and the controller dynamically adjusts the cable motor's output tension according to the mapping curve.

[0190] The system provided in this embodiment adopts a non-intrusive installation method in terms of mechanical structure. It does not require structural modifications to the original vehicle braking system. It can be deployed simply by adding a cable motor and displacement sensor to the brake pedal and fixing the IMU module to the vehicle body. It is suitable for aftermarket AEBS systems.

[0191] As can be seen from the above technical solutions, this application provides a dynamic calibration control method and system for an on-board cable motor. The method includes: acquiring synchronously collected longitudinal deceleration and brake pedal displacement; generating a calibration result based on the longitudinal deceleration and displacement, wherein the calibration result is a mapping curve representing the target deceleration value under different brake pedal positions; and generating a control command based on the mapping curve, wherein the control command is used to control the output control quantity of the cable motor. This method, through the calibration-generated mapping curve, can set a target deceleration value achievable based on historical experience, thereby solving the problems of brake force output fluctuation and insufficient reliability under emergency conditions.

[0192] Similar parts between the embodiments provided in this application can be referred to mutually. The specific implementation methods provided above are only a few examples under the overall concept of this application and do not constitute a limitation on the scope of protection of this application. For those skilled in the art, any other implementation methods extended from the solution of this application without creative effort shall fall within the scope of protection of this application.

Claims

1. A dynamic calibration control method for an on-board cable motor, characterized in that, include: The longitudinal deceleration and the displacement of the brake pedal are acquired synchronously. The acquisition of longitudinal deceleration and brake pedal displacement includes: The displacement of the brake pedal is collected using a displacement sensor; The longitudinal deceleration is obtained through the deceleration acquisition module; Obtain the displacement and longitudinal deceleration at the synchronization time; The deceleration acquisition module is an inertial measurement unit or a single-axis accelerometer; The process of obtaining longitudinal deceleration through the deceleration acquisition module includes: Get traffic information; If the complexity of the road condition information is greater than the complexity threshold, the deceleration acquisition module is set as an inertial measurement unit; If the complexity of the road condition information is less than or equal to the complexity threshold, the deceleration acquisition module is set to a single-axis accelerometer; Based on the longitudinal deceleration and displacement, a calibration result is generated, which is a mapping curve representing the target deceleration value under different brake pedal positions. Based on the mapping curve, control commands are generated, which are used to control the output control quantity of the wire drawing motor.

2. The dynamic calibration control method for vehicle-mounted cable motors according to claim 1, characterized in that, The generated calibration results include: Obtain a training set, which includes displacement data and deceleration data during braking operations; The interpolation mode is obtained based on the vehicle operating conditions, and the interpolation mode includes linear interpolation, spline interpolation or polynomial interpolation. The first mapping curve is output using the interpolation mode.

3. The dynamic calibration control method for vehicle-mounted cable motors according to claim 1, characterized in that, The generated calibration results include: Obtain a training set, which includes displacement data and deceleration data during braking operations; Train a machine learning model to fit the data; Based on the machine learning fitting model, a second mapping curve is established.

4. The dynamic calibration control method for vehicle-mounted cable motors according to claim 1, characterized in that, After generating control commands based on the mapping curve, the process further includes: The target deceleration corresponding to the output control quantity is obtained through the mapping curve; Compare the target deceleration with the real-time deceleration to output the deceleration offset; Configure the ratio adjustment coefficient; Based on the deceleration offset and the proportional adjustment coefficient, the traction control quantity is calculated.

5. The dynamic calibration control method for vehicle-mounted cable motors according to claim 4, characterized in that, The calculation of the traction control quantity based on the deceleration offset and the proportional adjustment coefficient includes: Generate a proportional adjustment term, which is the product of the deceleration offset and the proportional adjustment coefficient; Obtain the basic traction force offset; The proportional adjustment term and the basic traction force offset are superimposed to generate the traction force control quantity.

6. The dynamic calibration control method for vehicle-mounted cable motor according to claim 4, characterized in that, The generation of control commands based on the mapping curve includes: Based on the mapping curve, a first control command is generated, wherein the first control command represents the wire motor as a first output control quantity; Based on the traction force control quantity, a second control command is generated, wherein the second control command represents the cable motor as a second output control quantity; The second control command overrides the first control command, and the traction force of the pull wire motor is controlled based on the second output control quantity.

7. A vehicle-mounted cable motor dynamic calibration control system, characterized in that, include: The acquisition module is configured to acquire longitudinal deceleration and brake pedal displacement, wherein the longitudinal deceleration and the displacement are acquired synchronously; wherein acquiring the longitudinal deceleration and brake pedal displacement includes: The displacement of the brake pedal is collected using a displacement sensor; The longitudinal deceleration is obtained through the deceleration acquisition module; Obtain the displacement and longitudinal deceleration at the synchronization time; The deceleration acquisition module is an inertial measurement unit or a single-axis accelerometer; The process of obtaining longitudinal deceleration through the deceleration acquisition module includes: Get traffic information; If the complexity of the road condition information is greater than the complexity threshold, the deceleration acquisition module is set as an inertial measurement unit; If the complexity of the road condition information is less than or equal to the complexity threshold, the deceleration acquisition module is set to a single-axis accelerometer; The calibration module is configured to generate calibration results based on the longitudinal deceleration and displacement, wherein the calibration results are mapping curves representing the target deceleration value at different brake pedal positions; the controller is configured to: Based on the mapping curve, control commands are generated, which are used to control the output control quantity of the wire drawing motor.

8. The vehicle-mounted cable motor dynamic calibration control system according to claim 7, characterized in that, The acquisition module includes a deceleration acquisition module and a displacement sensor, and the displacement sensor is connected to the controller through an analog-to-digital conversion module. The deceleration acquisition module is connected to the controller via a first transmission unit; the cable motor is connected to the controller via a second transmission unit, and the cable motor is used to control the brake pedal. The controller is also configured to: The displacement of the brake pedal is received. The displacement of the brake pedal is the displacement of the brake pedal mechanism collected by the displacement sensor and the analog voltage signal generated after passing through the analog-to-digital conversion module. The system receives longitudinal deceleration, which is deceleration information collected by the deceleration acquisition module and transmitted through the first transmission unit.

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