Friction plate thickness monitoring method, system and equipment and computer readable storage medium

Abstract

The invention discloses a friction plate thickness monitoring method, system and device and a computer readable storage medium, and relates to the technical field of intelligent automobile braking systems, and the method specifically comprises the steps that brake disc information, real-time automobile speed, real-time environment temperature, angular displacement information, working current information, real-time clamping force and initial brake disc temperature are obtained; the real-time brake disc temperature is determined based on the real-time environment temperature, the real-time vehicle speed, the brake disc information and the real-time clamping force; and the real-time friction plate thickness is determined based on the real-time brake disc temperature, the angular displacement information, the working current information and the initial brake disc temperature. According to the invention, the accuracy of friction plate thickness monitoring is improved.

Description

Technical Field

[0001] The present application relates to the technical field of intelligent automobile braking systems, and in particular to a friction plate thickness monitoring method, system, device, and computer-readable storage medium. Background Art

[0002] The automotive electronic mechanical brake (EMB) system, a braking system that directly relies on a brushless motor to provide braking force, represents the future of automotive braking systems. It precisely senses and controls the displacement of the wheel cylinder piston and uses this information to predict the wear of the friction pads. Current passenger vehicle braking systems typically consist of four brake calipers driven by a hydraulic circuit. The calipers use brake fluid to drive the wheel cylinder piston toward the brake disc, which in turn clamps the friction pads against the disc to apply braking force. Friction pads wear over time, and when wear reaches a certain level, braking performance deteriorates significantly, impacting driving safety. Therefore, monitoring the thickness of the friction pads is essential.

[0003] However, the traditional solution only considers the impact of friction plate wear on friction plate thickness when monitoring friction plate thickness, which will lead to poor accuracy of thickness monitoring results; therefore, how to improve the accuracy of friction plate thickness monitoring is an urgent problem that needs to be solved. Summary of the Invention

[0004] The present application provides a friction plate thickness monitoring method, system, device and computer-readable storage medium, which can improve the accuracy of friction plate thickness monitoring.

[0005] In a first aspect, an embodiment of the present application provides a friction plate thickness monitoring method, the friction plate thickness monitoring method comprising: Obtain brake disc information, real-time vehicle speed, real-time ambient temperature, angular displacement information, operating current information, real-time clamping force and initial brake disc temperature; Determine the real-time brake disc temperature based on the real-time ambient temperature, real-time vehicle speed, brake disc information, and real-time clamping force; The real-time friction plate thickness is determined based on the real-time brake disc temperature, angular displacement information, operating current information, and initial brake disc temperature.

[0006] In conjunction with the first aspect, in one embodiment, the brake disc information includes brake disc specific heat capacity, brake disc mass, and friction coefficient, and determining the real-time brake disc temperature based on the real-time ambient temperature, real-time vehicle speed, brake disc information, and real-time clamping force includes: The real-time ambient temperature, friction coefficient, real-time vehicle speed, preset heat dissipation coefficient corresponding to the vehicle speed, brake disc specific heat capacity, brake disc mass, preset duration, and real-time clamping force are substituted into a first calculation formula to obtain the real-time brake disc temperature. The first calculation formula is:

[0007] in, is the real-time brake disc temperature; is the real-time ambient temperature; μ is the friction coefficient; is the real-time vehicle speed; is the specific heat capacity of the brake disc; m is the mass of the brake disc; is the real-time clamping force; The preset duration; It is the preset heat dissipation coefficient corresponding to the vehicle speed.

[0008] In conjunction with the first aspect, in one embodiment, the angular displacement information includes real-time angular displacement and initial angular displacement, the operating current information includes real-time operating current and initial operating current, and determining the real-time friction pad thickness based on the real-time brake disc temperature, the angular displacement information, the operating current information, and the initial brake disc temperature includes: The real-time brake disc temperature, the real-time angular displacement, the real-time operating current, the preset first motor characteristic coefficient corresponding to the ambient temperature and angular displacement, the preset second motor characteristic coefficient corresponding to the ambient temperature and current, the preset material expansion coefficient, the initial angular displacement, the initial operating current, and the initial brake disc temperature are substituted into a second calculation formula to obtain the real-time friction plate thickness. The second calculation formula is:

[0009] Where, is the real-time brake disc temperature; is the real-time angular displacement; is the real-time working current; is the preset first motor characteristic coefficient corresponding to the ambient temperature and angular displacement, A second motor characteristic coefficient corresponding to the ambient temperature and current is preset; is the preset material expansion coefficient; is the initial angular displacement; is the initial working current; is the initial brake disc temperature; is the real-time friction plate thickness.

[0010] In conjunction with the first aspect, in one embodiment, after the step of determining the real-time friction pad thickness based on the real-time brake disc temperature, angular displacement information, operating current information, and initial brake disc temperature, the method further includes: Determining thickness unevenness based on the maximum and minimum values of the real-time friction pad thickness of all wheels; If the thickness unevenness detected is greater than a preset unevenness threshold, it is determined that the wheel has uneven wear; If the detected thickness unevenness is not greater than the preset unevenness threshold, it is determined that there is no uneven wear on the wheel.

[0011] In combination with the first aspect, in one embodiment, after the step of determining whether the wheel has uneven wear, the method further includes: If it is detected that the real-time vehicle speed is greater than a preset vehicle speed threshold, the thickness wear amount is determined for each wheel based on the real-time friction plate thickness and the initial friction plate thickness; Determining a braking force weight coefficient for each wheel based on the thickness wear of each wheel and the total thickness wear of all wheels; determining a target clamping force for each wheel based on a braking weight coefficient for each wheel, a sum of the braking weight coefficients for all wheels, and a preset braking force; The target vehicle is braked based on the target clamping force.

[0012] In combination with the first aspect, in one embodiment, determining the target clamping force of each wheel based on the braking weight coefficient of each wheel, the sum of the braking weight coefficients of all wheels, and the preset braking force includes: Substitute the braking weight coefficient of each wheel, the sum of the braking weight coefficients of all wheels, and the preset braking force into the third calculation formula to obtain the target clamping force of each wheel. The third calculation formula is:

[0013] Where, is the braking weight coefficient of the i-th wheel; is the preset braking force; is the target clamping force of the i-th wheel; is the sum of the braking weight coefficients of all wheels.

[0014] In a second aspect, an embodiment of the present application provides a friction plate thickness monitoring system, the friction plate thickness monitoring system comprising: A first processing module is used to obtain brake disc information, real-time vehicle speed, real-time ambient temperature, angular displacement information, operating current information, real-time clamping force and initial brake disc temperature; a second processing module for determining a real-time brake disc temperature based on the real-time ambient temperature, the real-time vehicle speed, the brake disc information, and the real-time clamping force; The third processing module is used to determine the real-time friction plate thickness based on the real-time brake disc temperature, angular displacement information, operating current information, and initial brake disc temperature.

[0015] In conjunction with the second aspect, in one embodiment, the first processing module is specifically configured to: The real-time ambient temperature, friction coefficient, real-time vehicle speed, preset heat dissipation coefficient corresponding to the vehicle speed, brake disc specific heat capacity, brake disc mass, preset duration, and real-time clamping force are substituted into a first calculation formula to obtain the real-time brake disc temperature. The first calculation formula is:

[0016] in, is the real-time brake disc temperature; is the real-time ambient temperature; μ is the friction coefficient; is the real-time vehicle speed; is the specific heat capacity of the brake disc; m is the mass of the brake disc; is the real-time clamping force; The preset duration; It is the preset heat dissipation coefficient corresponding to the vehicle speed.

[0017] In a third aspect, an embodiment of the present application provides a friction plate thickness monitoring device, which includes a processor, a memory, and a friction plate thickness monitoring program stored in the memory and executable by the processor, wherein when the friction plate thickness monitoring program is executed by the processor, the steps of the friction plate thickness monitoring method as described in any one of the aforementioned items are implemented.

[0018] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, on which a friction plate thickness monitoring program is stored, wherein when the friction plate thickness monitoring program is executed by a processor, the steps of the friction plate thickness monitoring method as described in any of the above items are implemented.

[0019] The beneficial effects of the technical solutions provided in the embodiments of the present application include: By obtaining brake disc information, real-time vehicle speed, real-time ambient temperature, angular displacement information, working current information, real-time clamping force and initial brake disc temperature; determining the real-time brake disc temperature based on the real-time ambient temperature, real-time vehicle speed, brake disc information and real-time clamping force; determining the real-time friction plate thickness based on the real-time brake disc temperature, angular displacement information, working current information and initial brake disc temperature, this application not only takes into account the wear of the friction plate itself, but also takes into account the impact of the real-time brake disc temperature on the friction plate thickness, thereby greatly improving the accuracy of friction plate thickness monitoring. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a flow chart of an embodiment of a friction plate thickness monitoring method of the present application; Figure 2This is a flow chart of uneven wear determination in an embodiment of the friction plate thickness monitoring method of the present application; Figure 3 This is a schematic diagram of the functional modules of an embodiment of a friction plate thickness monitoring system of the present application; Figure 4 This is a schematic diagram of the hardware structure of the friction plate thickness monitoring device involved in the embodiment of the present application. DETAILED DESCRIPTION

[0021] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0022] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0023] In a first aspect, an embodiment of the present application provides a friction plate thickness monitoring method.

[0024] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of an embodiment of the friction plate thickness monitoring method of this application. Figure 1 As shown, the friction plate thickness monitoring method includes: Step S10: Obtain brake disc information, real-time vehicle speed, real-time ambient temperature, angular displacement information, operating current information, real-time clamping force and initial brake disc temperature.

[0025] Exemplarily, in an embodiment of the present application, operating current information and brake disc information can be collected through the EMB actuator unit, and angular displacement information can be collected through the magnetic encoder; real-time vehicle speed and real-time ambient temperature can be obtained through the vehicle bus; real-time clamping force can be collected through the sensor, and the initial brake disc temperature can be collected through the motor embedded temperature sensor.

[0026] Specifically, brake disc information reflects the status of the brake disc to ensure the proper functioning of the braking system. Real-time vehicle speed provides a basis for determining braking effectiveness, as vehicle speed is directly related to the required braking force. Real-time ambient temperature affects braking performance; excessively high or low temperatures can lead to reduced system efficiency or failure. Angular displacement information monitors the rotational state of the brake disc, helping to assess braking effectiveness and system status. Operating current information reflects the current output of the electromechanical braking system, adjusting the current to ensure braking system stability and responsiveness. Real-time clamping force reflects the pressure applied by the brake caliper to the brake disc; insufficient or excessive clamping force can directly impact braking effectiveness and system safety. Initial brake disc temperature serves as the temperature baseline for when the braking system is activated. By monitoring these parameters, precise braking control and optimization can be achieved, effectively improving the reliability and safety of the braking system.

[0027] Step S20: Determine the real-time brake disc temperature based on the real-time ambient temperature, the real-time vehicle speed, the brake disc information, and the real-time clamping force.

[0028] For example, in the embodiments of this application, during braking, the temperature of the brake disc is affected by the ambient temperature and vehicle speed. Furthermore, the clamping force determines the friction between the disc and the braking system, which directly affects the rate of temperature rise. By monitoring this real-time data and combining it with brake disc information, the real-time temperature of the brake disc can be accurately calculated, thereby ensuring the stability and safety of the braking system.

[0029] Step S30: Determine the real-time friction plate thickness based on the real-time brake disc temperature, angular displacement information, operating current information, and initial brake disc temperature.

[0030] For example, in the embodiment of the present application, the brake disc temperature is closely related to the wear of the friction plate. Excessively high temperature will accelerate the wear of the friction plate, thereby affecting its thickness. During braking, the real-time brake disc temperature and the initial brake disc temperature provide the basis for thermal expansion and temperature for calculating the thickness of the friction plate. The angular displacement reflects the relative movement of the friction plate, and the operating current represents the intensity of the system load. These data work together to dynamically calculate the real-time friction plate thickness to ensure that the wear status of the friction plate can be monitored and predicted in real time under different working conditions, thereby optimizing braking performance and extending service life.

[0031] This application obtains brake disc information, real-time vehicle speed, real-time ambient temperature, angular displacement information, operating current information, real-time clamping force and initial brake disc temperature; determines the real-time brake disc temperature based on the real-time ambient temperature, real-time vehicle speed, brake disc information and real-time clamping force; determines the real-time friction plate thickness based on the real-time brake disc temperature, angular displacement information, operating current information and initial brake disc temperature. This application not only takes into account the wear of the friction plate itself, but also takes into account the impact of the real-time brake disc temperature on the friction plate thickness, thereby greatly improving the accuracy of friction plate thickness monitoring.

[0032] Furthermore, in one embodiment, the brake disc information includes brake disc specific heat capacity, brake disc mass, and friction coefficient, and determining the real-time brake disc temperature based on the real-time ambient temperature, real-time vehicle speed, brake disc information, and real-time clamping force includes: The real-time ambient temperature, friction coefficient, real-time vehicle speed, preset heat dissipation coefficient corresponding to the vehicle speed, brake disc specific heat capacity, brake disc mass, preset duration, and real-time clamping force are substituted into a first calculation formula to obtain the real-time brake disc temperature. The first calculation formula is:

[0033] in, is the real-time brake disc temperature; is the real-time ambient temperature; μ is the friction coefficient; is the real-time vehicle speed; is the specific heat capacity of the brake disc; m is the mass of the brake disc; is the real-time clamping force; The preset duration; It is the preset heat dissipation coefficient corresponding to the vehicle speed.

[0034] Exemplarily, in an embodiment of the present application, the brake disc information includes the specific heat capacity of the brake disc, the mass of the brake disc and the friction coefficient, wherein the specific heat capacity of the brake disc indicates the ability of the brake disc per unit mass to absorb or release heat during temperature changes, which directly affects the heat transfer and heat dissipation efficiency of the brake disc during braking; the mass of the brake disc refers to the mass of the brake disc. The larger the mass, the more heat the brake disc can absorb, and the slower the heat accumulation rate, which helps to improve the continuity of braking; the friction coefficient describes the friction strength between the brake disc and the friction pad.

[0035] It should be noted that the preset time is the time it takes for the electronic mechanical braking system to complete one braking operation. The specific value of the heat dissipation coefficient corresponding to the vehicle speed can be calibrated through wind tunnel testing and is not limited here. The specific value of the preset time can be determined according to actual needs and is not limited here. Specifically, the real-time ambient temperature can be , friction coefficient μ, real-time vehicle speed , preset heat dissipation coefficient corresponding to vehicle speed , brake disc specific heat capacity , brake disc mass m, preset time , real-time clamping force Substitute the following calculation formula to get the real-time brake disc temperature :

[0036] Furthermore, in one embodiment, the angular displacement information includes real-time angular displacement and initial angular displacement, the operating current information includes real-time operating current and initial operating current, and determining the real-time friction pad thickness based on the real-time brake disc temperature, the angular displacement information, the operating current information, and the initial brake disc temperature includes: The real-time brake disc temperature, the real-time angular displacement, the real-time operating current, the preset first motor characteristic coefficient corresponding to the ambient temperature and angular displacement, the preset second motor characteristic coefficient corresponding to the ambient temperature and current, the preset material expansion coefficient, the initial angular displacement, the initial operating current, and the initial brake disc temperature are substituted into a second calculation formula to obtain the real-time friction plate thickness. The second calculation formula is:

[0037] Where, is the real-time brake disc temperature; is the real-time angular displacement; is the real-time working current; is the preset first motor characteristic coefficient corresponding to the ambient temperature and angular displacement, A second motor characteristic coefficient corresponding to the ambient temperature and current is preset; is the preset material expansion coefficient; is the initial angular displacement; is the initial working current; is the initial brake disc temperature; is the real-time friction plate thickness.

[0038] Exemplarily, in an embodiment of the present application, the specific values of the preset material expansion coefficient, the preset first motor characteristic coefficient corresponding to the ambient temperature and angular displacement, and the preset second motor characteristic coefficient corresponding to the ambient temperature and current can be determined through motor bench tests, which are not limited here. For example, when the ambient temperature is -40°C and the angular displacement is 0.15rad, the corresponding first motor characteristic coefficient can be preferably taken as 0.012mm / rad, and when the ambient temperature is -40°C and the operating current is 2A, the corresponding second motor characteristic coefficient can be preferably taken as 0.08mm / A.

[0039] It is understood that the angular displacement information includes real-time angular displacement and initial angular displacement. The real-time angular displacement reflects the change in the relative rotation angle between the friction plate and the brake disc, and can monitor the movement state of the friction plate in real time during the braking process. The initial angular displacement represents the initial position of the friction plate before braking begins. After every 100 braking cycles, the current mutation point in the motor stall state can be used to correct the initial angular displacement. , to eliminate mechanical gap errors; the working current information includes real-time working current and initial working current, where the real-time working current refers to the current value of the electronic mechanical braking system when it is working, and the initial working current refers to the initial load current when the electronic mechanical braking system is started under normal working conditions.

[0040] Specifically, the real-time brake disc temperature , real-time angular displacement , real-time working current , the preset first motor characteristic coefficient corresponding to the ambient temperature and angular displacement , the preset second motor characteristic coefficient corresponding to the ambient temperature and current , preset material expansion coefficient , initial angular displacement , initial operating current , initial brake disc temperature Substitute the following calculation formula to get the real-time friction plate thickness :

[0041] It should be noted that after calculating the real-time friction plate thickness, the wear amount can be obtained by calculating the difference between the initial friction plate thickness and the real-time friction plate thickness, and the relationship between the wear amount and the preset wear amount threshold can be judged to determine whether it is necessary to trigger the instrument panel alarm; if the wear amount is greater than the preset wear amount threshold, it means that the friction plate wear is relatively serious. At this time, the instrument panel alarm can be triggered through the CAN bus. At the same time, the alarm can be displayed through four independent progress bars (for example, green, yellow and red); if the wear amount is not greater than the preset wear amount threshold, it means that the friction plate wear is not serious and there is no need to control the alarm; among them, the specific value of the preset wear amount threshold can be determined according to actual needs and is not limited here.

[0042] It should be understood that after determining the real-time brake disc temperature and the real-time friction pad thickness, the real-time brake disc temperature can be corrected using the real-time friction pad thickness and the initial friction pad thickness. Specifically, the real-time friction pad thickness and the initial friction pad thickness can be substituted into the following calculation formula to obtain the corrected brake disc temperature. The calculation formula is:

[0043] in, is the real-time friction plate thickness; is the initial friction plate thickness; is the corrected brake disc temperature; at the same time, the brake disc temperature can also be displayed through a ring color temperature graph (such as blue to red gradient).

[0044] It should be noted that the vehicle-mounted terminal can regularly upload parameters such as real-time brake disc temperature and real-time friction plate thickness to the cloud. The cloud can also use the random forest algorithm to optimize the preset material expansion coefficient, the preset first motor characteristic coefficient corresponding to the ambient temperature and angular displacement, and the preset second motor characteristic coefficient corresponding to the ambient temperature and current and other parameters, and push new calibration parameters every month to adapt to different climates, road conditions and driving habits.

[0045] Furthermore, in one embodiment, referring to Figure 2 As shown, after the step of determining the real-time friction plate thickness based on the real-time brake disc temperature, angular displacement information, operating current information, and initial brake disc temperature, the method further includes: Step P10: Determine thickness unevenness based on the maximum and minimum values of the real-time friction plate thicknesses of all wheels; Step P20: If the thickness unevenness detected is greater than a preset unevenness threshold, it is determined that the wheel has uneven wear; Step P30: If the detected thickness unevenness is not greater than the preset unevenness threshold, it is determined that there is no uneven wear on the wheel.

[0046] For example, in the embodiment of the present application, since wheels may wear unevenly due to various factors such as load and driving conditions during use, the thickness unevenness can be determined by the maximum and minimum values of the real-time friction plate thickness of all wheels, thereby effectively determining whether uneven wear exists. Specifically, the maximum and minimum values of the real-time friction plate thickness of all wheels can be first screened out, and the maximum and minimum values of the real-time friction plate thickness can be substituted into the following calculation formula to obtain the thickness unevenness. The calculation formula is:

[0047] Where, is the maximum real-time friction plate thickness; is the minimum thickness of the real-time friction plate; It is the thickness unevenness.

[0048] It is understood that the specific value of the preset unevenness threshold can be determined based on actual needs and is not limited here. For example, the preset unevenness can preferably be 15%. If the detected thickness unevenness exceeds the preset unevenness threshold, it indicates that the wheel has significant uneven wear, and the system can determine that the wheel has uneven wear. If the detected thickness unevenness does not exceed the preset threshold, it indicates that the wheel is evenly worn, and it can be determined that the wheel has not experienced uneven wear. The above process ensures early identification of uneven wear by monitoring the thickness changes of the wheel friction plate in real time and effectively judging the wear status of the wheel based on the set threshold, thereby optimizing the vehicle's braking performance and extending its service life.

[0049] Furthermore, in one embodiment, after the step of determining whether the wheel has uneven wear, the method further includes: If it is detected that the real-time vehicle speed is greater than a preset vehicle speed threshold, the thickness wear amount is determined for each wheel based on the real-time friction plate thickness and the initial friction plate thickness; Determining a braking force weight coefficient for each wheel based on the thickness wear of each wheel and the total thickness wear of all wheels; determining a target clamping force for each wheel based on a braking weight coefficient for each wheel, a sum of the braking weight coefficients for all wheels, and a preset braking force; The target vehicle is braked based on the target clamping force.

[0050] For example, in an embodiment of the present application, the preset vehicle speed threshold can be determined according to actual needs and is not limited here. For example, the preset vehicle speed threshold can preferably be 20 km / h; the preset braking force is determined by the pedal stroke and is not limited here; since the thickness unevenness has less effect on the vehicle braking effect when the vehicle speed is low, and has a greater effect on the vehicle braking effect when the vehicle speed is high; after determining that the wheel has uneven wear, the relationship between the real-time vehicle speed and the preset vehicle speed threshold can be further determined. If the real-time vehicle speed is greater than the preset vehicle speed threshold, it means that the thickness unevenness has a greater effect on the vehicle braking effect. At this time, the target clamping force of each wheel needs to be calculated to achieve redistribution of the braking force; if the real-time vehicle speed is less than or equal to the preset vehicle speed threshold, it means that the thickness unevenness has less effect on the vehicle braking effect. At this time, there is no need to calculate the target clamping force of each wheel, and the target vehicle can continue to be controlled based on the real-time clamping force for braking control.

[0051] Specifically, the wear of each wheel directly reflects the change in its braking performance. The braking force weight coefficient of each wheel represents the impact of the degree of wheel wear on braking performance. Wheels with greater wear have correspondingly greater weight coefficients. For each wheel, the thickness wear of the wheel can be calculated by calculating the difference between the real-time friction plate thickness and the initial friction plate thickness, which reflects the degree of wheel wear. The thickness wear of each wheel and the sum of the thickness wear of all wheels are then substituted into the following calculation formula to obtain the braking force weight coefficient of each wheel:

[0052] Where, is the braking force weight coefficient of the i-th wheel; is the thickness wear of the i-th wheel; is the sum of the thickness wear of all wheels; It can be understood that by calculating the proportion of each wheel's wear to the total wear, the braking force can be reasonably distributed to ensure that each wheel can work effectively under different wear conditions, avoiding uneven braking or failure of certain wheels due to excessive wear, thereby improving the overall braking effect and vehicle safety.

[0053] It should be noted that if it is detected that the pedal stroke change rate is less than the preset change rate threshold (non-emergency braking), the vehicle's lateral acceleration is less than the preset acceleration threshold (non-aggressive cornering) and the road adhesion coefficient is greater than the preset coefficient threshold (non-low-adhesion road), the braking force redistribution mode can also be controlled to be activated; if it is detected that ABS / ESC is activated or the driver steps on the pedal hard, the default braking force distribution can be controlled to be restored; among them, the specific values of the preset change rate threshold, the preset acceleration threshold and the preset coefficient threshold can be determined according to actual needs and are not limited here. For example, the preset change rate threshold can preferably be 50% / s, the preset acceleration threshold can preferably be 0.3g and the preset coefficient threshold can preferably be 0.6.

[0054] It can be understood that by calculating the proportion of the braking weight coefficient of each wheel in the total weight coefficient and combining it with the preset total braking force, it can be ensured that each wheel obtains appropriate clamping force, thereby achieving a balanced braking effect, thereby avoiding uneven braking or safety hazards caused by excessive or insufficient braking force on a certain wheel; after determining the target clamping force of each wheel, the target vehicle can be controlled for braking control according to the target clamping force to achieve precise braking control and ensure the safety and stability of the vehicle.

[0055] Furthermore, in one embodiment, determining the target clamping force of each wheel based on the braking weight coefficient of each wheel, the sum of the braking weight coefficients of all wheels, and the preset braking force includes: Substitute the braking weight coefficient of each wheel, the sum of the braking weight coefficients of all wheels, and the preset braking force into the third calculation formula to obtain the target clamping force of each wheel. The third calculation formula is:

[0056] Where, is the braking weight coefficient of the i-th wheel; is the preset braking force; is the target clamping force of the i-th wheel; is the sum of the braking weight coefficients of all wheels.

[0057] For example, in the embodiment of the present application, the braking weight coefficient of each wheel can be , the sum of the braking weight coefficients of all wheels and preset braking force Substitute the following calculation formula to obtain the target clamping force for each wheel :

[0058] in, The braking force change rate of each wheel must not exceed a preset threshold. The specific value of the preset threshold can be determined according to actual needs and is not limited here. For example, the preset threshold can preferably be ±30%. The braking force change rate of each wheel can be calculated using the following formula:

[0059] Where A is the rate of change of braking force of each wheel; is the real-time preload of the i-th wheel; is the change in preload of the i-th wheel;

[0060] In a second aspect, an embodiment of the present application also provides a friction plate thickness monitoring system.

[0061] In one embodiment, referring to Figure 3 , Figure 3 This is a functional module diagram of an embodiment of the friction plate thickness monitoring system of this application. Figure 3 As shown, the friction plate thickness monitoring system includes: A first processing module is used to obtain brake disc information, real-time vehicle speed, real-time ambient temperature, angular displacement information, operating current information, real-time clamping force and initial brake disc temperature; a second processing module for determining a real-time brake disc temperature based on the real-time ambient temperature, the real-time vehicle speed, the brake disc information, and the real-time clamping force; The third processing module is used to determine the real-time friction plate thickness based on the real-time brake disc temperature, angular displacement information, operating current information, and initial brake disc temperature.

[0062] Furthermore, in one embodiment, the first processing module is specifically configured to: The real-time ambient temperature, friction coefficient, real-time vehicle speed, preset heat dissipation coefficient corresponding to the vehicle speed, brake disc specific heat capacity, brake disc mass, preset duration, and real-time clamping force are substituted into a first calculation formula to obtain the real-time brake disc temperature. The first calculation formula is:

[0063] in, is the real-time brake disc temperature; is the real-time ambient temperature; μ is the friction coefficient; is the real-time vehicle speed; is the specific heat capacity of the brake disc; m is the mass of the brake disc; is the real-time clamping force; The preset duration; It is the preset heat dissipation coefficient corresponding to the vehicle speed.

[0064] Furthermore, in one embodiment, the angular displacement information includes real-time angular displacement and initial angular displacement, the operating current information includes real-time operating current and initial operating current, and the second processing module is specifically configured to: The real-time brake disc temperature, the real-time angular displacement, the real-time operating current, the preset first motor characteristic coefficient corresponding to the ambient temperature and angular displacement, the preset second motor characteristic coefficient corresponding to the ambient temperature and current, the preset material expansion coefficient, the initial angular displacement, the initial operating current, and the initial brake disc temperature are substituted into a second calculation formula to obtain the real-time friction plate thickness. The second calculation formula is:

[0065] Where, is the real-time brake disc temperature; is the real-time angular displacement; is the real-time working current; is the preset first motor characteristic coefficient corresponding to the ambient temperature and angular displacement, A second motor characteristic coefficient corresponding to the ambient temperature and current is preset; is the preset material expansion coefficient; is the initial angular displacement; is the initial working current; is the initial brake disc temperature; is the real-time friction plate thickness.

[0066] Furthermore, in one embodiment, the second processing module is specifically configured to: Determining thickness unevenness based on the maximum and minimum values of the real-time friction pad thickness of all wheels; If the thickness unevenness detected is greater than a preset unevenness threshold, it is determined that the wheel has uneven wear; If the detected thickness unevenness is not greater than the preset unevenness threshold, it is determined that there is no uneven wear on the wheel.

[0067] Furthermore, in one embodiment, the second processing module is further configured to: If it is detected that the real-time vehicle speed is greater than a preset vehicle speed threshold, the thickness wear amount is determined for each wheel based on the real-time friction plate thickness and the initial friction plate thickness; Determining a braking force weight coefficient for each wheel based on the thickness wear of each wheel and the total thickness wear of all wheels; determining a target clamping force for each wheel based on a braking weight coefficient for each wheel, a sum of the braking weight coefficients for all wheels, and a preset braking force; The target vehicle is braked based on the target clamping force.

[0068] Furthermore, in one embodiment, the second processing module is further configured to: Substitute the braking weight coefficient of each wheel, the sum of the braking weight coefficients of all wheels, and the preset braking force into the third calculation formula to obtain the target clamping force of each wheel. The third calculation formula is:

[0069] Where, is the braking weight coefficient of the i-th wheel; is the preset braking force; is the target clamping force of the i-th wheel; is the sum of the braking weight coefficients of all wheels.

[0070] This application obtains brake disc information, real-time vehicle speed, real-time ambient temperature, angular displacement information, operating current information, real-time clamping force and initial brake disc temperature; determines the real-time brake disc temperature based on the real-time ambient temperature, real-time vehicle speed, brake disc information and real-time clamping force; determines the real-time friction plate thickness based on the real-time brake disc temperature, angular displacement information, operating current information and initial brake disc temperature. This application not only takes into account the wear of the friction plate itself, but also takes into account the impact of the real-time brake disc temperature on the friction plate thickness, thereby greatly improving the accuracy of friction plate thickness monitoring.

[0071] Among them, the functional implementation of each module in the above-mentioned friction plate thickness monitoring system corresponds to the various steps in the above-mentioned friction plate thickness monitoring method embodiment, and their functions and implementation processes will not be repeated here one by one.

[0072] In a third aspect, an embodiment of the present application provides a friction plate thickness monitoring device, which may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0073] Reference Figure 4 , Figure 4 FIG2 is a schematic diagram of the hardware structure of the friction plate thickness monitoring device involved in the embodiment of the present application. In the embodiment of the present application, the friction plate thickness monitoring device may include a processor, a memory, a communication interface, and a communication bus.

[0074] The communication bus may be of any type and is used to interconnect the processor, memory, and communication interface.

[0075] Communication interfaces include input / output (I / O), physical, and logical interfaces, which interconnect components within the friction plate thickness monitoring device and other devices (such as other computing devices or user devices). Physical interfaces can include Ethernet, fiber optic, and ATM interfaces; user devices can include displays and keyboards.

[0076] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0077] The processor may be a general-purpose processor that can invoke a friction lining thickness monitoring program stored in a memory and execute the friction lining thickness monitoring method provided in the embodiments of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The methods executed when the friction lining thickness monitoring program is invoked can be referenced to the various embodiments of the friction lining thickness monitoring method of the present application and will not be further described here.

[0078] Those skilled in the art will understand that Figure 4 The hardware structure shown in the figure does not constitute a limitation to the present application and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0079] In a fourth aspect, an embodiment of the present application also provides a readable storage medium.

[0080] A friction plate thickness monitoring program is stored on the readable storage medium of the present application, wherein when the friction plate thickness monitoring program is executed by the processor, the steps of the friction plate thickness monitoring method as described above are implemented.

[0081] Among them, the method implemented when the friction plate thickness monitoring program is executed can refer to the various embodiments of the friction plate thickness monitoring method of the present application, and will not be repeated here.

[0082] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0083] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0084] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0085] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0086] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0087] Through the description of the above embodiments, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform. Of course, they can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this application, or the part that contributes to the existing technology, can be embodied in the form of a software product. This computer software product is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of this application.

[0088] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A friction plate thickness monitoring method, characterized in that: The friction plate thickness monitoring method comprises: Obtain brake disc information, real-time vehicle speed, real-time ambient temperature, angular displacement information, operating current information, real-time clamping force and initial brake disc temperature; Determine the real-time brake disc temperature based on the real-time ambient temperature, real-time vehicle speed, brake disc information, and real-time clamping force; The real-time friction plate thickness is determined based on the real-time brake disc temperature, angular displacement information, operating current information, and initial brake disc temperature.

2. The friction plate thickness monitoring method according to claim 1, characterized in that: The brake disc information includes the brake disc specific heat capacity, the brake disc mass, and the friction coefficient. The real-time brake disc temperature is determined based on the real-time ambient temperature, the real-time vehicle speed, the brake disc information, and the real-time clamping force, including: The real-time ambient temperature, friction coefficient, real-time vehicle speed, preset heat dissipation coefficient corresponding to the vehicle speed, brake disc specific heat capacity, brake disc mass, preset duration, and real-time clamping force are substituted into a first calculation formula to obtain the real-time brake disc temperature. The first calculation formula is: in, is the real-time brake disc temperature; is the real-time ambient temperature; μ is the friction coefficient; is the real-time vehicle speed; is the specific heat capacity of the brake disc; m is the mass of the brake disc; is the real-time clamping force; The preset duration; It is the preset heat dissipation coefficient corresponding to the vehicle speed.

3. The friction plate thickness monitoring method according to claim 1, characterized in that: The angular displacement information includes real-time angular displacement and initial angular displacement, the operating current information includes real-time operating current and initial operating current, and determining the real-time friction plate thickness based on the real-time brake disc temperature, the angular displacement information, the operating current information, and the initial brake disc temperature includes: The real-time brake disc temperature, the real-time angular displacement, the real-time operating current, the preset first motor characteristic coefficient corresponding to the ambient temperature and angular displacement, the preset second motor characteristic coefficient corresponding to the ambient temperature and current, the preset material expansion coefficient, the initial angular displacement, the initial operating current, and the initial brake disc temperature are substituted into a second calculation formula to obtain the real-time friction plate thickness. The second calculation formula is: Where, is the real-time brake disc temperature; is the real-time angular displacement; is the real-time working current; is the preset first motor characteristic coefficient corresponding to the ambient temperature and angular displacement, A second motor characteristic coefficient corresponding to the ambient temperature and current is preset; is the preset material expansion coefficient; is the initial angular displacement; is the initial working current; is the initial brake disc temperature; is the real-time friction plate thickness.

4. The friction plate thickness monitoring method according to claim 1, characterized in that: After the step of determining the real-time friction plate thickness based on the real-time brake disc temperature, angular displacement information, operating current information, and initial brake disc temperature, the method further includes: Determining thickness unevenness based on the maximum and minimum values of the real-time friction pad thickness of all wheels; If the thickness unevenness detected is greater than a preset unevenness threshold, it is determined that the wheel has uneven wear; If the detected thickness unevenness is not greater than the preset unevenness threshold, it is determined that there is no uneven wear on the wheel.

5. The friction plate thickness monitoring method according to claim 4, characterized in that: After the step of determining whether the wheel has uneven wear, the method further includes: If it is detected that the real-time vehicle speed is greater than a preset vehicle speed threshold, the thickness wear amount is determined for each wheel based on the real-time friction plate thickness and the initial friction plate thickness; Determining a braking force weight coefficient for each wheel based on the thickness wear of each wheel and the total thickness wear of all wheels; determining a target clamping force for each wheel based on a braking weight coefficient for each wheel, a sum of the braking weight coefficients for all wheels, and a preset braking force; The target vehicle is braked based on the target clamping force.

6. The friction plate thickness monitoring method according to claim 5, characterized in that: The step of determining the target clamping force of each wheel based on the braking weight coefficient of each wheel, the sum of the braking weight coefficients of all wheels, and the preset braking force includes: Substitute the braking weight coefficient of each wheel, the sum of the braking weight coefficients of all wheels, and the preset braking force into the third calculation formula to obtain the target clamping force of each wheel. The third calculation formula is: Where, is the braking weight coefficient of the i-th wheel; is the preset braking force; is the target clamping force of the i-th wheel; is the sum of the braking weight coefficients of all wheels.

7. A friction plate thickness monitoring system, characterized in that: The friction plate thickness monitoring system includes: A first processing module is used to obtain brake disc information, real-time vehicle speed, real-time ambient temperature, angular displacement information, operating current information, real-time clamping force and initial brake disc temperature; a second processing module for determining a real-time brake disc temperature based on the real-time ambient temperature, the real-time vehicle speed, the brake disc information, and the real-time clamping force; The third processing module is used to determine the real-time friction plate thickness based on the real-time brake disc temperature, angular displacement information, operating current information, and initial brake disc temperature.

8. The friction plate thickness monitoring system according to claim 7, characterized in that: The first processing module is specifically configured to: The real-time ambient temperature, friction coefficient, real-time vehicle speed, preset heat dissipation coefficient corresponding to the vehicle speed, brake disc specific heat capacity, brake disc mass, preset duration, and real-time clamping force are substituted into a first calculation formula to obtain the real-time brake disc temperature. The first calculation formula is: in, is the real-time brake disc temperature; is the real-time ambient temperature; μ is the friction coefficient; is the real-time vehicle speed; is the specific heat capacity of the brake disc; m is the mass of the brake disc; is the real-time clamping force; The preset duration; It is the preset heat dissipation coefficient corresponding to the vehicle speed.

9. A friction plate thickness monitoring device, characterized in that: The friction plate thickness monitoring device includes a processor, a memory, and a friction plate thickness monitoring program stored in the memory and executable by the processor, wherein when the friction plate thickness monitoring program is executed by the processor, the steps of the friction plate thickness monitoring method as described in any one of claims 1 to 6 are implemented.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a friction plate thickness monitoring program, wherein when the friction plate thickness monitoring program is executed by the processor, the steps of the friction plate thickness monitoring method according to any one of claims 1 to 6 are implemented.

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