EMB actuator zero position identification and calibration control method, control device and vehicle

Abstract

The invention discloses an EMB actuator zero position identification and calibration control method and device and a vehicle, and the control method comprises the steps that in the normal driving process of the vehicle, when the condition for executing zero position identification is met, an EMB actuator executes zero position identification; when zero position recognition is executed, an execution motor of the EMB actuator drives the calipers to execute the disc touch action, and when the execution motor rotates to a disc touch point, the rotation angle of the execution motor at the moment is recorded and recognized as the current zero position of the EMB actuator according to the rotation angle; and detecting a target parameter of the execution motor when the execution motor is at a touch point, when the target parameter reaches a preset threshold value, further judging whether the whole vehicle parameter exceeds the threshold value or not, and if the whole vehicle parameter exceeds the threshold value, executing zero calibration by the EMB actuator. According to the technology, in the normal running process of the vehicle, zero position recognition and zero position calibration of the EMB actuator can be actively carried out, and the braking zero position control accuracy, braking performance and comfort of an EMB system are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile manufacturing, and in particular to an EMB actuator zero position identification and calibration control method, a control device and a vehicle. Background Art

[0002] With advances in electronic control technology and the increasing popularity of new energy vehicles, electromechanical brake (EMB) systems, offering enhanced braking performance and greater intelligence, have gradually garnered widespread attention within the automotive industry. The key difference between EMB and traditional braking systems is that EMBs do not require brake fluid or hydraulic components. Braking torque is generated by a motor in the EMB caliper that drives a reduction gear mechanism, which in turn drives an actuator. However, the EMB system still utilizes a friction pair consisting of a friction pad and a brake disc. The actuator drives the friction pad to clamp the brake disc, dissipating the vehicle's kinetic energy into heat during braking, thereby achieving deceleration and braking.

[0003] After a period of use, friction pads inevitably wear out, causing the gap between the friction pads and the brake disc to change. At the same time, the EMB's reduction gear mechanism also creates a certain amount of play during use due to vibration, heat, and other issues, which also causes the gap between the friction pads and the brake disc to change.

[0004] At present, the position where a certain force is generated after the friction pad and brake disc come into contact is generally defined as the zero position of the EMB system. The zero position is closely related to the gap between the friction pad and the brake disc. Therefore, the zero position needs to be identified and calibrated to ensure braking performance.

[0005] Currently, the industry's zero-position calibration of the EMB system is typically performed after the vehicle is powered on. However, there is a lack of recognition and calibration of the EMB system's zero position during continuous driving. If the EMB system's zero position changes when the driver requires the system to brake, it can not only affect braking comfort but, in severe cases, lead to braking safety issues. Summary of the Invention

[0006] The present invention aims to provide a method for zero position identification and calibration control of an EMB actuator to solve one or more technical problems existing in the prior art and at least provide a beneficial option or create conditions.

[0007] According to the first embodiment of the present invention, the EMB actuator zero position identification and calibration control method includes: During normal driving of the vehicle, when the conditions for performing zero position recognition are met, the EMB actuator performs zero position recognition; When performing zero position identification, the actuator motor of the EMB actuator drives the caliper to perform the contact plate action. When the actuator motor rotates to the contact plate point, the rotation angle of the actuator motor at this time is recorded and identified as the current zero position of the EMB actuator; Detect the target parameter of the actuator motor when it is at the touch point. When the target parameter reaches a preset threshold, further determine whether the vehicle parameter exceeds the threshold value. If the vehicle parameter exceeds the threshold value, the EMB actuator performs zero calibration.

[0008] The EMB actuator zero position identification and calibration control method according to an embodiment of the present invention has at least the following beneficial effects: compared with the existing technology, the present technology can actively perform zero position identification of the EMB actuator when certain conditions are met during normal vehicle driving, and actively perform zero position calibration of the EMB actuator when further conditions are met, thereby improving the accuracy of the EMB system's brake zero position control and enhancing braking performance and comfort.

[0009] According to some embodiments of the present invention, the conditions for performing zero position recognition include: The vehicle speed is maintained between 30 km / h and 60 km / h for more than x seconds and / or the vehicle longitudinal acceleration is stable between 0.15 g and 0.2 g for more than y milliseconds and / or the number of brakes exceeds z times after the last zero position recognition.

[0010] According to some embodiments of the present invention, when the actuator motor rotates to the contact point, the friction plate and the brake disc just come into contact and generate pressure.

[0011] According to some embodiments of the present invention, recording the rotation angle of the actuator motor at this time and identifying it as the current zero position of the EMB actuator includes: Multiple rotation angles of the actuator motor are acquired by performing multiple touch disk actions, and an average value of all the rotation angles is taken and the average value is identified as the current zero position of the EMB actuator.

[0012] According to some embodiments of the present invention, the target parameters include: The current value and current change slope of the actuator motor when it is at the contact point.

[0013] According to some embodiments of the present invention, the vehicle parameters include: Vehicle lateral acceleration and yaw rate.

[0014] According to some embodiments of the present invention, the EMB actuator performs zero calibration, comprising the following steps: If the deviation between the current zero positions of the EMB actuators on both sides of the coaxial axis is less than a preset ratio, each of the EMB actuators uses its own current zero position as the standard zero position; If the deviation between the current zero positions of the EMB actuators on both sides of the coaxial axis is greater than a preset ratio, the average value of the current zero positions of the EMB actuators on both sides of the coaxial axis is taken as the standard zero position of the EMB actuators on both sides, and the corresponding zero positions of the front and rear axles are adjusted according to the braking force distribution ratio.

[0015] A control device according to an embodiment of the second aspect of the present invention includes: An acquisition module is configured to acquire driving parameters of a target vehicle during normal driving; a judgment module configured to judge whether conditions for performing zero position identification and zero position calibration are met according to driving parameters of the target vehicle; The execution module is configured to control the EMB actuator to execute zero position identification and zero position calibration when the driving parameters of the target vehicle meet the conditions of zero position identification and zero position calibration.

[0016] According to an embodiment of the third aspect of the present invention, a vehicle includes a memory and a processor, wherein the memory stores a computer program, and the processor implements the above-mentioned EMB actuator zero position identification and calibration control method when executing the computer program.

[0017] A computer program product according to an embodiment of the fourth aspect of the present invention includes a computer program, which implements the above-mentioned EMB actuator zero position identification and calibration control method when executed by a processor.

[0018] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 1 is a flow chart of a method for zero position identification and calibration control of an EMB actuator provided by an embodiment of the present invention; Figure 2 This is a logic diagram of the EMB actuator zero position identification and calibration control method provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0020] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0021] In the description of the present invention, it should be understood that descriptions involving orientations, such as up, down, front, back, left, right, etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, they cannot be understood as limitations on the present invention.

[0022] In the description of the present invention, "several" means one or more, "many" means more than two, "greater than," "less than," and "exceed" are understood to exclude the number itself, while "above," "below," and "within" are understood to include the number itself. The use of "first" and "second" in the description is solely for the purpose of distinguishing technical features and should not be construed as indicating or implying relative importance, implicitly specifying the number of the indicated technical features, or implicitly specifying the order of the indicated technical features.

[0023] In the description of the present invention, unless otherwise clearly defined, terms such as setting, installing, and connecting should be understood in a broad sense, and technicians in the relevant technical field can reasonably determine the specific meanings of the above terms in the present invention based on the specific content of the technical solution.

[0024] like Figure 1 and Figure 2 As shown, an embodiment of the present invention provides an EMB actuator zero position identification and calibration control method, which includes the following steps: S100. When the vehicle is powered on, the EMB system initializes, reading various signals and parameters for a self-test. If the self-test passes, the EMB system status indicates normal; otherwise, an abnormality is displayed on the instrument panel. Compared to existing technologies, this technology does not perform zero-position identification and zero-position calibration of the EMB actuator when the vehicle is powered on. Therefore, after the vehicle is powered on, if the EMB system status indicates normal, the vehicle waits for startup. If the EMB system status indicates an abnormality, such as a sensor signal failure, the user is required to troubleshoot the problem. Zero-position identification and zero-position calibration functions are enabled only after the EMB system returns to normal.

[0025] S200. The vehicle starts and drives normally at a stable speed. When the following conditions are met simultaneously: the vehicle speed is maintained between 30 km / h and 60 km / h for more than 10 seconds, the vehicle longitudinal acceleration is stabilized between 0.15 g and 0.2 g for more than 500 milliseconds, and the number of braking times since the last zero position recognition exceeds 100, the EMB actuator begins to perform zero position recognition.

[0026] Maintaining a speed between 30km / h and 60km / h for more than 10 seconds indicates a relatively stable speed range. Within this speed range, the vehicle's driving state is relatively stable and is less affected by external disturbances (such as sudden acceleration, sudden braking, and sharp turns). Excessive speed fluctuations can cause changes in the vehicle's dynamic performance, affecting the accuracy of zero-position recognition. At high speeds, the vehicle's aerodynamic characteristics change significantly, and the braking system's response also varies. At low speeds, the vehicle's braking demands and responses also differ significantly from those at high speeds. Therefore, selecting a speed range of 30km / h to 60km / h ensures zero-position recognition under relatively stable driving conditions, improving recognition reliability.

[0027] If the vehicle's longitudinal acceleration remains stable between 0.15g and 0.2g for more than 500 milliseconds, it indicates relatively stable longitudinal motion. Longitudinal acceleration reflects the vehicle's acceleration or deceleration during driving. Stable longitudinal acceleration indicates a relative balance between the vehicle's driving and braking forces, with the vehicle's trajectory and speed changing relatively smoothly. This stable longitudinal motion helps the EMB system more accurately determine the vehicle's current state, leading to more precise zero-position recognition. Unstable longitudinal acceleration can cause the braking system to frequently adjust braking force, disrupting zero-position recognition.

[0028] If the vehicle has been braked more than 100 times since the last zero-position recognition, it indicates that the vehicle has experienced a certain number of braking operations. During these multiple braking cycles, the braking system may be affected by various factors, such as friction pad wear and sensor errors, which can cause the zero position of the braking system to shift. By setting the brake count to more than 100 times, you can ensure that the braking system has been running and adjusted for a certain period of time before performing zero-position recognition, thereby reducing misjudgments caused by braking system instability.

[0029] The EMB system is a fully electronically controlled mechanical braking system whose proper operation relies on precise control and stable sensor signals. When a vehicle meets these conditions, the braking system has been operating stably for a certain period of time. Performing zero-position recognition at this time can better adapt the braking system to actual driving parameters and improve system stability and reliability. Performing zero-position recognition when the braking system is unstable or frequently changing can cause system malfunction, impacting the vehicle's braking performance and driving safety. Accurate zero-position recognition is crucial to vehicle braking performance and driving safety. Inaccurate zero-position recognition during driving can result in problems such as excessive braking distance and poor braking performance, increasing the risk of traffic accidents. Therefore, performing zero-position recognition only when the vehicle is stable and the braking system is reliable can better ensure driving safety.

[0030] It should be noted that the specific values ​​in the identification conditions are obtained based on comprehensive tests of the vehicle's general operating conditions and cannot be understood as a limitation on the protection range. For special operating conditions, more than 80 braking times after the last zero-position identification can also be used as one of the conditions for the EMB actuator to perform zero-position identification.

[0031] In other embodiments, the EMB actuator starts to perform zero position recognition only if at least one of the following three conditions is met: the vehicle speed is maintained between 30 km / h and 60 km / h for more than 10 seconds; the vehicle longitudinal acceleration is stabilized between 0.15 g and 0.2 g for more than 500 milliseconds; and the number of brakes exceeds 100 after the last zero position recognition. It is not necessary to meet all three conditions at the same time.

[0032] S300. During zero position identification, the EMB actuator's actuator motor rotates a certain angle to drive the caliper to contact the brake disc, causing the friction pad to just barely contact the brake disc and generate slight pressure. This contact is slow and the clamping force is low, minimizing the impact on driving experience and comfort. For ease of description, the actuator motor's rotation angle at this point is defined as the contact point. When the actuator motor reaches the contact point, the rotation angle is recorded and used as the current zero position of the EMB actuator.

[0033] When the actuator motor rotates a certain angle to drive the caliper to contact the brake disc, causing the friction pad to just contact the brake disc and generate slight pressure, this specific rotation angle is defined as the contact point. This angle is determined based on the EMB system's operating principles and braking performance requirements. During braking, the EMB system must precisely control the amount and timing of braking force, and the contact point is fundamental to achieving this precise control. By recording the angle when the actuator motor reaches the contact point, a precise reference point is provided for subsequent braking control.

[0034] The slow speed of the contact plate means that the braking system's action during zero position recognition is not too drastic, causing no noticeable shock to the driver. The low clamping force generated indicates that the braking force applied to the wheel during zero position recognition is very limited, allowing the zero position recognition operation to be completed without affecting normal vehicle operation.

[0035] An angle sensor is installed in the EMB actuator to monitor the rotation angle of the actuator motor in real time. When the actuator motor rotates to the point where the friction pads and brake discs just make contact and generate slight pressure, the angle sensor records the angle at that point, which is the contact point. A force sensor is installed in the brake caliper to measure pressure changes during braking. When the friction pads and brake discs make contact and generate slight pressure, the force sensor detects this pressure change and converts it into an electrical signal, which is transmitted to the control system. The control system determines the contact point based on the force sensor signal and the rotation angle of the actuator motor.

[0036] In other embodiments, the actuator motor drives the caliper to perform multiple contact plate actions to obtain multiple rotation angles of the actuator motor, and the average of all rotation angles is taken and the average is identified as the current zero position of the EMB actuator to effectively reduce measurement errors. The EMB system itself has certain systematic errors, such as the control accuracy of the motor, the clearance of the transmission mechanism, etc. These systematic errors may cause a fixed deviation in the rotation angle of each measurement. By taking multiple measurements and taking the average, the influence of such systematic errors can be eliminated to a certain extent. Systematic errors are usually fixed or have a certain regularity in multiple measurements. Averaging can reduce their influence on the measurement results to a certain extent, thereby more accurately identifying the current zero position of the EMB actuator.

[0037] S400. Detect the current value and current change slope of the actuator motor when it is at the contact point. When the current value and current change slope of the actuator motor reach the preset threshold, further determine whether the lateral acceleration and yaw angular velocity of the vehicle exceed the threshold value. If the lateral acceleration and yaw angular velocity of the vehicle exceed the threshold value, the EMB actuator performs zero-position calibration.

[0038] The current flowing through the actuator motor reflects the braking system's workload and the motor's operating parameters. When the current reaches a preset threshold, it indicates the braking system has completed its intended action. For example, the caliper's contact with the brake disc creates slight pressure, indicating relatively stable braking system parameters. If the current falls below the threshold, the braking system may still be adjusting. At this point, determining whether the vehicle's lateral acceleration and yaw rate exceed the thresholds could lead to misjudgment due to braking system instability.

[0039] The current slope reflects how quickly the actuator motor current changes over time, reflecting the dynamic response characteristics of the braking system. An appropriate current slope means the braking system can quickly and smoothly respond to the driver's braking demands. When the current slope reaches a preset threshold, the braking system's dynamic response has reached a certain level of stability. Assessing the vehicle's lateral acceleration and yaw rate at this point can more accurately assess the vehicle's driving performance under stable braking conditions. An abnormal current slope may indicate a brake system malfunction, and assessing lateral acceleration and yaw rate at this point will yield inaccurate results.

[0040] The zero position of the EMB actuator is a critical reference point for the braking system. During vehicle use, the braking system is affected by various factors, such as temperature fluctuations and mechanical wear, which can cause zero position drift. When the vehicle's lateral acceleration and yaw rate exceed threshold values, indicating significant brake system deviation, performing a zero position calibration can correct this deviation and restore the braking system to normal operating parameters.

[0041] S500. During zero-position calibration, if the deviation between the current zero positions of the EMB actuators on either side of the same axis is less than a preset ratio (5% in this embodiment), each EMB actuator uses its current zero position as the standard zero position. If the deviation between the current zero positions of the EMB actuators on either side of the same axis is greater than a preset ratio (5% in this embodiment), the average of the current zero positions of the EMB actuators on both sides of the same axis is used as the standard zero position for the EMB actuators on both sides. The corresponding zero positions of the front and rear axles are adjusted according to the braking force distribution ratio. Zero-position calibration is completed until the vehicle's lateral acceleration and yaw rate are less than the threshold value.

[0042] When the deviation between the current zero positions of the EMB actuators on either side of the same axis is less than 5%, the zero positions of the two actuators are close, and the overall state of the brake system on that axis is relatively stable and consistent. In this case, each EMB actuator uses its own current zero position as the standard zero position. This is because small deviations do not significantly affect braking performance, and using each current zero position as the standard ensures precise control of the brake system within the normal range.

[0043] If the current zero positions of the EMB actuators on either side of the same axis deviate by more than 5%, there's a significant difference in their zero positions. This discrepancy can be caused by mechanical wear, motor failure, sensor error, and other factors. To ensure balanced and stable braking, the average of the current zero positions of the EMB actuators on both sides of the same axis is used as the standard zero position for that actuator. This average balances the difference, reducing uneven braking force caused by excessive zero position deviation and ensuring consistent braking force on both sides.

[0044] While the vehicle is driving, the braking force distribution between the front and rear axles is dynamically adjusted according to the vehicle's driving state and dynamic characteristics. After the EMB actuators on both sides of the same axis are calibrated to zero, the braking force distribution between the front and rear axles needs to be adjusted according to the preset ratio. This is because the force conditions and braking requirements of the front and rear axles are different under different driving conditions. For example, during emergency braking, in order to ensure the stability and handling of the vehicle, more braking force usually needs to be distributed to the rear axle. Therefore, after completing the zero position calibration on both sides of the same axis, the front and rear axles need to adjust the corresponding zero position according to the braking force distribution ratio to ensure that the braking system can reasonably distribute the braking force according to actual needs, thereby achieving higher braking efficiency, no deviation in braking, and comfortable braking.

[0045] Zero-position calibration concludes when the vehicle's lateral acceleration and yaw rate are below thresholds to ensure accuracy and reliability. Only when the vehicle's lateral motion is stable and meets certain standards will the resulting zero-position data be accurate and valid. This data allows subsequent vehicle control systems to precisely control and adjust the system based on this calibration data, improving vehicle handling and safety.

[0046] Promptly detecting and correcting zero-position deviation can reduce brake system failures caused by inaccurate zero-position. Long-term zero-position deviation can lead to uneven wear of the friction pads, affecting braking performance and brake life. Regular zero-position calibration can reduce the risk of such failures and improve brake system reliability. Precise zero-position control ensures EMB system stability, reduces brake system vibration and noise caused by zero-position fluctuations, and improves driver and passenger comfort.

[0047] An embodiment of the present invention further provides a control device comprising an acquisition module, a determination module, and an execution module. The acquisition module can be various sensors configured to acquire driving parameters of the target vehicle during normal operation, such as vehicle speed, longitudinal acceleration, number of braking times, rotation angle of the execution motor, current value of the execution motor, and current change slope. The acquisition module is primarily configured to execute steps S100 to S400 described above.

[0048] The determination module may be a controller configured to determine, based on the target vehicle's driving parameters, whether conditions for performing zero-position identification and zero-position calibration are met. When the vehicle speed is maintained between 30 km / h and 60 km / h for more than 10 seconds, the vehicle's longitudinal acceleration is stabilized between 0.15 g and 0.2 g for more than 500 milliseconds, and the number of braking events since the last zero-position identification exceeds 100, the EMB actuator is determined to need to perform zero-position identification. Based on this, the current value and current change slope of the actuator motor when at the touch-disk point reach a preset threshold, and the lateral acceleration and yaw rate of the vehicle exceed a threshold. If the current value and current change slope of the actuator motor when at the touch-disk point reach the preset threshold, and the lateral acceleration and yaw rate of the vehicle exceed the threshold, the EMB actuator is determined to need to perform zero-position calibration. The determination module is primarily used to execute steps S200, S400, and S500 described above.

[0049] The actuator module can optionally be an EMB system. It is configured to control the EMB actuator to perform zero-position identification and calibration when the target vehicle's driving parameters meet the requirements for zero-position identification and calibration. During zero-position identification, the EMB actuator's actuator motor rotates a certain angle to drive the caliper to contact the brake disc, causing the friction pad to contact the brake disc and generate a slight pressure. When the actuator motor reaches the contact point, the actuator motor's rotation angle is recorded and used as the current zero position of the EMB actuator. During zero-position calibration, if the deviation between the current zero positions of the EMB actuators on either side of the same axis is less than 5%, each EMB actuator uses its own current zero position as the standard zero position. If the deviation between the current zero positions of the EMB actuators on either side of the same axis is greater than 5%, the average of the current zero positions of the EMB actuators on both sides of the same axis is used as the standard zero position for that EMB actuator. The corresponding zero positions of the front and rear axles are adjusted according to the braking force distribution ratio. Zero-position calibration is completed until the vehicle's lateral acceleration and yaw rate fall below the threshold. The execution module is mainly used to execute the above steps S300 and S500.

[0050] An embodiment of the present invention further provides a vehicle, comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the above-mentioned EMB actuator zero position identification and calibration control method when executing the computer program.

[0051] For example, the processor and memory in a vehicle controller can be connected via a bus. Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer executable programs. Furthermore, the memory can include high-speed random access memory and non-transitory memory, such as at least one disk drive, flash memory device, or other non-transitory solid-state memory device. In some embodiments, the memory can optionally include memory remotely located relative to the control processor, and these remote memories can be connected to the control device via a network.

[0052] The non-transient software program and instructions required to implement the control method of the above embodiment are stored in the memory. When executed by the processor, the EMB actuator zero position identification and calibration control method of the above embodiment is performed. For example, steps S100 to S500 described above are performed.

[0053] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large trailer. The vehicle must have an electric motor that can output power or store mechanical energy as a generator. If the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.

[0054] In addition, an embodiment of the present invention further provides a computer-readable storage medium storing computer-executable instructions for executing the above-described EMB actuator zero position identification and calibration control method. For example, steps S100 to S500 described above are executed.

[0055] It is worth noting that since the computer-readable storage medium of an embodiment of the present invention can execute the EMB actuator zero position identification and calibration control method of any of the above embodiments, the specific implementation methods and technical effects of the computer-readable storage medium of an embodiment of the present invention can refer to the specific implementation methods and technical effects of the EMB actuator zero position identification and calibration control method of any of the above embodiments.

[0056] In addition, an embodiment of the present invention further provides a computer program product, including a computer program or computer instructions, stored in a computer-readable storage medium. A processor of a computer device reads the computer program or computer instructions from the computer-readable storage medium and executes the computer program or computer instructions, causing the computer device to perform the aforementioned EMB actuator zero position identification and calibration control method. For example, steps S100 to S500 described above are performed.

[0057] It is worth noting that since the computer program product of the embodiment of the present invention can execute the EMB actuator zero position identification and calibration control method of any of the above-mentioned embodiments, the specific implementation methods and technical effects of the computer program product of the embodiment of the present invention can refer to the specific implementation methods and technical effects of the EMB actuator zero position identification and calibration control method of any of the above-mentioned embodiments.

[0058] Those skilled in the art will appreciate that all or some of the steps and systems disclosed above can be implemented as software, firmware, hardware, or any suitable combination thereof. Some or all of the physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application-specific integrated circuit. Such software may be distributed on computer-readable media, which may include computer storage media (or non-transitory media) and communication media (or transient media). As is well known to those skilled in the art, the term computer storage media includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable instructions, data structures, program modules, or other data. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disks (DVDs) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by a computer. Furthermore, as is well known to those skilled in the art, communication media typically includes computer-readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transport mechanism, and may include any information delivery media.

[0059] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, i.e., they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of this embodiment.

[0060] The embodiments of the present invention are described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Various changes can be made within the scope of knowledge possessed by ordinary technicians in the technical field without departing from the scope of the present invention.

Claims

1. A method for zero position identification and calibration control of an EMB actuator, characterized in that: include: During normal driving of the vehicle, when the conditions for performing zero position recognition are met, the EMB actuator performs zero position recognition; When performing zero position identification, the actuator motor of the EMB actuator drives the caliper to perform the contact plate action. When the actuator motor rotates to the contact plate point, the rotation angle of the actuator motor at this time is recorded and identified as the current zero position of the EMB actuator; Detect the target parameter of the actuator motor when it is at the touch point. When the target parameter reaches a preset threshold, further determine whether the vehicle parameter exceeds the threshold. If the vehicle parameter exceeds the threshold, the EMB actuator performs zero calibration.

2. The EMB actuator zero position identification and calibration control method according to claim 1, characterized in that: The conditions for performing zero position recognition include: The vehicle speed is maintained between 30 km / h and 60 km / h for more than x seconds and / or the vehicle longitudinal acceleration is stable between 0.15 g and 0.2 g for more than y milliseconds and / or the number of brakes exceeds z times after the last zero position recognition.

3. The EMB actuator zero position identification and calibration control method according to claim 1, characterized in that: When the actuator motor rotates to the contact point, the friction plate and the brake disc just come into contact and generate pressure.

4. The EMB actuator zero position identification and calibration control method according to claim 1 or 3, characterized in that: The recording of the rotation angle of the actuator motor at this time and identifying it as the current zero position of the EMB actuator includes: Multiple rotation angles of the actuator motor are acquired by performing multiple touch disk actions, and an average value of all the rotation angles is taken and the average value is identified as the current zero position of the EMB actuator.

5. The EMB actuator zero position identification and calibration control method according to claim 1, characterized in that: The target parameters include: The current value and current change slope of the actuator motor when it is at the contact point.

6. The EMB actuator zero position identification and calibration control method according to claim 1, characterized in that: The vehicle parameters include: Vehicle lateral acceleration and yaw rate.

7. The EMB actuator zero position identification and calibration control method according to claim 1, characterized in that: The EMB actuator performs zero calibration, including the following steps: If the deviation between the current zero positions of the EMB actuators on both sides of the coaxial axis is less than a preset ratio, each of the EMB actuators uses its own current zero position as the standard zero position; If the deviation between the current zero positions of the EMB actuators on both sides of the coaxial axis is greater than a preset ratio, the average value of the current zero positions of the EMB actuators on both sides of the coaxial axis is taken as the standard zero position of the EMB actuators on both sides, and the corresponding zero positions of the front and rear axles are adjusted according to the braking force distribution ratio.

8. A control device, characterized in that: include: An acquisition module is configured to acquire driving parameters of a target vehicle during normal driving; a judgment module configured to judge whether conditions for performing zero position identification and zero position calibration are met according to driving parameters of the target vehicle; The execution module is configured to control the EMB actuator to execute zero position identification and zero position calibration when the driving parameters of the target vehicle meet the conditions of zero position identification and zero position calibration.

9. A vehicle, characterized in that: The vehicle includes a memory and a processor, the memory stores a computer program, and the processor implements the EMB actuator zero position identification and calibration control method according to any one of claims 1 to 7 when executing the computer program.

10. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the EMB actuator zero position identification and calibration control method according to any one of claims 1 to 7 is implemented.

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