A brake disc wear monitoring method, device, brake controller and medium

Abstract

The application relates to the field of brake disc wear monitoring, in particular to a brake disc wear monitoring method and device, a brake controller and a medium, which comprises the following steps: acquiring a reference stroke calibration value of a brake disc, wherein the reference stroke calibration value represents a stroke calibration value in an initial state of the brake disc; acquiring an actual stroke calibration value of the brake disc, wherein the actual stroke calibration value represents a stroke calibration value after actual wear of the brake disc; and determining a wear state of the brake disc according to the reference stroke calibration value, the actual stroke calibration value and the wearable thickness of the brake disc. Based on a full-electric brake system, no additional sensors are needed; the reference stroke calibration value and the actual stroke calibration value are acquired through software, and then the wear state of the brake disc is determined according to the reference stroke calibration value, the actual stroke calibration value and the wearable thickness of brake disc, so that the brake disc wear state monitoring can be realized without additional cost.

Description

Technical Field

[0001] This application relates to the field of brake disc wear monitoring, and in particular to a brake disc wear monitoring method, device, brake controller, and medium. Background Technology

[0002] The braking system is the primary means of braking during aircraft takeoff, landing, and approach / departure, and also serves to correct deviations. Its component, the brake disc, absorbs the aircraft's kinetic energy as internal energy. The wear of the brake disc directly determines the amount of energy it can absorb, making brake disc wear monitoring crucial.

[0003] Traditional brake disc wear monitoring methods mainly consist of two approaches: manual observation by maintenance personnel and monitoring with additional sensors. The most common method is manual observation, which involves installing an indicator rod on the brake assembly. As the brake disc wears and the brake disc thins, the indicator rod gradually shortens until the brake disc needs to be replaced. This method requires frequent manual inspections, increasing the workload of maintenance personnel. If the inspection cycle is too long, it is impossible to monitor the wear status in real time, and the critical point may be missed. This method also lacks accuracy, as manual visual inspection is susceptible to subjective errors. Sensor-based monitoring methods achieve wear detection by designing and installing additional sensors, such as mechanical contact sensors (e.g., potentiometers, LVDTs), capacitive / eddy current sensors, ultrasonic / optical sensors, etc. While these methods improve monitoring accuracy and real-time performance, they also have significant drawbacks: First, all solutions require the additional installation of specialized sensors, increasing system complexity and installation difficulty; second, due to the extremely high safety requirements of aircraft, at least two similar sensors are installed on each wheel for redundancy, leading to a significant increase in cost; third, the additional sensors and cables may become new points of failure, affecting system reliability; and finally, the long-term stability and durability of sensors face severe challenges in the high-temperature operating environment of braking systems.

[0004] With the development of aviation, the requirements for aircraft maintenance efficiency, safety and economy are constantly increasing. Therefore, designing a method for intelligent monitoring of brake disc wear without the need for additional sensors is a problem that needs to be solved. Summary of the Invention

[0005] The purpose of this application is to provide a method, device, brake controller, and medium for monitoring brake disc wear, which can achieve intelligent monitoring of brake disc wear without the need for additional sensors.

[0006] In a first aspect, a brake disc wear monitoring method is provided, comprising: acquiring a reference stroke calibration value of the brake disc, wherein the reference stroke calibration value characterizes the stroke calibration value of the brake disc in its initial state; acquiring an actual stroke calibration value of the brake disc, wherein the actual stroke calibration value characterizes the stroke calibration value of the brake disc after actual wear; and determining the wear state of the brake disc based on the reference stroke calibration value, the actual stroke calibration value, and the wearable thickness of the brake disc.

[0007] In a preferred embodiment, this application can be further configured to: obtain the reference travel calibration value of the brake disc, including: determining whether the brake disc is the original brake disc of the device; if so, directly reading the reference travel calibration value of the brake disc; if not, querying the history information of the brake disc to obtain the reference travel calibration value of the brake disc.

[0008] In a preferred embodiment, this application can be further configured to: obtain the travel calibration value of the brake disc, the travel calibration value including a reference travel calibration value and an actual travel calibration value, including: after receiving a calibration command, driving the brake actuator to retract until the motor stalls; driving the brake actuator to press the brake disc, and obtaining the target number of revolutions collected by the motor Hall sensor, the target number of revolutions representing the number of revolutions in the process from driving the brake actuator to the brake pressure reaching the preset brake pressure; determining the travel calibration value of the brake disc based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator lead screw.

[0009] In a preferred embodiment, this application can be further configured to: drive the brake actuator to retract until the motor stalls, including: during the retraction of the brake actuator, acquiring the average stall current; when the average stall current reaches a preset current threshold, determining that the motor stall is complete.

[0010] In a preferred embodiment, this application may be further configured to: after determining the reference stroke calibration value of the brake disc based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator lead screw, the application may further include: retracting the brake actuator according to the clearance adjustment procedure.

[0011] In a preferred embodiment, this application can be further configured to: determine the travel calibration value of the brake disc based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator screw lead, including: determining the calibration travel corresponding to each of the multiple brake actuators corresponding to the brake disc based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator screw lead; and determining the travel calibration value of the brake disc based on the calibration travel corresponding to each of the multiple brake actuators.

[0012] In a preferred embodiment, this application can be further configured as follows: the actual travel calibration value is a plurality of actual travel calibration values; the wear state of the brake disc is determined based on the reference travel calibration value, the actual travel calibration value, and the wearable thickness of the brake disc, including: determining the wear health state of the brake disc corresponding to each of the plurality of actual travel calibration values ​​based on the reference travel calibration value, the plurality of actual travel calibration values, and the wearable thickness of the brake disc; and performing average filtering based on the wear health state of the brake disc corresponding to each of the plurality of actual travel calibration values ​​to obtain the wear state of the brake disc.

[0013] Secondly, a brake disc wear monitoring device is provided, comprising: an acquisition module for acquiring a reference stroke calibration value of the brake disc, the reference stroke calibration value representing the stroke calibration value of the brake disc in its initial state; the acquisition module is further configured to acquire an actual stroke calibration value of the brake disc, the actual stroke calibration value representing the stroke calibration value of the brake disc after actual wear; and a monitoring module for determining the wear state of the brake disc based on the reference stroke calibration value, the actual stroke calibration value, and the wearable thickness of the brake disc.

[0014] Thirdly, a brake controller is provided, the brake controller including a memory and a processor, the memory storing a computer program, the processor executing the brake disc wear monitoring method according to any one of the first aspects when running the computer program.

[0015] Fourthly, a computer-readable storage medium is provided, wherein at least one piece of program code is stored therein, the program code being loaded and executed by a processor to implement the brake disc wear monitoring method as described in any of the first aspects.

[0016] Fifthly, a computer program product is provided, including a computer program or instructions that, when executed by a processor, implement the brake disc wear monitoring method as described in any of the first aspects.

[0017] In summary, the brake disc wear monitoring method provided in this application has the following beneficial technical effects: It obtains the reference travel calibration value of the brake disc, which characterizes the travel calibration value of the brake disc in its initial state; it obtains the actual travel calibration value of the brake disc, which characterizes the travel calibration value of the brake disc after actual wear; and it determines the wear state of the brake disc based on the reference travel calibration value, the actual travel calibration value, and the wearable thickness of the brake disc. It also determines whether the brake disc is the original brake disc of the equipment. If it is the original brake disc, it is read directly; otherwise, the corresponding reference travel calibration value is obtained by querying the history information, enabling the determination of an accurate reference travel calibration value based on the actual situation of the UAV equipment.

[0018] In addition, this application also provides a brake disc wear monitoring device, a brake controller, and a medium, all of which have the aforementioned beneficial technical effects. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of a scenario for an all-electric braking system provided in an embodiment of this application;

[0021] Figure 2 This is a schematic flowchart of a brake disc wear monitoring method provided in an embodiment of this application;

[0022] Figure 3 This is a schematic flowchart of another brake disc wear monitoring method provided in an embodiment of this application;

[0023] Figure 4 This is a schematic diagram of the structure of a device provided in an embodiment of this application;

[0024] Figure 5 This is a schematic diagram of the structure of a brake controller provided in an embodiment of this application. Detailed Implementation

[0025] This specific embodiment is merely an explanation of this application and is not intended to limit it. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but such modifications are protected by patent law as long as they are within the scope of this application.

[0026] It should be noted that, in the optional embodiments of this application, the data related to object information, when applied to specific products or technologies, requires the permission or consent of the object. Furthermore, the collection, use, and processing of this data must comply with the relevant laws, regulations, and standards of the relevant countries and regions. In other words, if the embodiments of this application involve data related to an object, it must be obtained with the permission and consent of the object, the permission and consent of relevant departments, and in accordance with the relevant laws, regulations, and standards of the country and region. If the embodiments involve personal information, the acquisition of all personal information requires the consent of the individual. If sensitive information is involved, the separate consent of the information subject is required. The embodiments also need to be implemented with the permission and consent of the object.

[0027] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0028] Furthermore, the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article, unless otherwise specified, generally indicates that the preceding and following related objects have an "or" relationship.

[0029] A method and device for acquiring Hall effect wear parameters for self-diagnostic drive of a fully electric braking system can be implemented simply by upgrading the software on the basis of the fully electric braking system, without the need to add additional sensors.

[0030] To better understand the solution provided in the embodiments of this application, the solution is described below with reference to a specific application scenario. In one embodiment, please refer to... Figure 1 , Figure 1 This is a schematic diagram of a fully electric braking system provided in an embodiment of this application.

[0031] An all-electric braking system includes a basic unmanned aerial vehicle (UAV) system plus basic all-electric braking hardware configuration, mainly including a ground control station, ground integrated maintenance equipment (PMA), aircraft link system, aircraft management computer (VMC), brake controller, and brake device.

[0032] The braking device includes a brake actuator and a brake disc. The brake actuator is driven by a brushless DC motor to rotate. The rotation is converted into linear drive by a reducer and a ball screw, which presses or releases the brake disc to achieve braking and releasing.

[0033] The brake controller receives VMC braking commands and uploads system status. After receiving the VMC command, the brake controller performs brake control calculations and then drives the brake actuator to apply the brakes.

[0034] The Aircraft Management Computer (VMC) serves as the brain of aircraft flight control. In ground maintenance mode, it can receive ground maintenance instructions from the PMA and display the status of the aircraft systems. When performing taxiing flight missions, it can receive manual instructions from the ground control station and display the status of the aircraft systems through the link system.

[0035] Specifically, embodiments of this application provide a method for monitoring brake disc wear, such as... Figure 2 As shown, the method provided in this embodiment can be executed by a brake controller, and the method includes:

[0036] S101. Obtain the reference travel calibration value of the brake disc. The reference travel calibration value represents the travel calibration value of the brake disc in its initial state.

[0037] The initial state refers to the state when the brake disc is not in use. The reference stroke calibration value reflects the stroke of the brake actuator when, under no-wear conditions, the brake actuator retracts to the point where the motor stalls, and the brake actuator presses the brake disc to reach the preset braking pressure.

[0038] S102. Obtain the actual travel calibration value of the brake disc. The actual travel calibration value represents the travel calibration value of the brake disc after actual wear.

[0039] One such function is to obtain the actual travel calibration value of the brake disc when the system is powered on.

[0040] S103. Determine the wear condition of the brake disc based on the reference stroke calibration value, the actual stroke calibration value, and the wearable thickness of the brake disc.

[0041] Wherein, the wear condition of the brake disc = (actual stroke calibration value - reference stroke calibration value) / wearable thickness of the brake disc, where the wearable thickness of the brake disc is a preset fixed attribute.

[0042] Then, the brake controller uploads the brake disc wear and health status from the VMC, which is then transmitted to the ground control station via the VMC and data link. The progress bar is displayed in real time on the ground control station's screen. For example, when the brake disc health is in the first range, such as 20%-100%, the progress bar is green; when the brake disc health is in the second range, such as 5%-20%, the progress bar is orange; and when the brake disc health is in the third range, such as 0-5%, the progress bar is red. The progress bar is filled with the corresponding color according to the corresponding proportion.

[0043] As can be seen, in this embodiment of the application, the reference stroke calibration value of the brake disc is obtained, which represents the stroke calibration value of the brake disc in its initial state; the actual stroke calibration value of the brake disc is obtained, which represents the stroke calibration value of the brake disc after actual wear; and the wear state of the brake disc is determined based on the reference stroke calibration value, the actual stroke calibration value, and the wearable thickness of the brake disc.

[0044] Based on the fully electric braking system, no additional sensors are needed. The system obtains the reference travel calibration value and the actual travel calibration value through software. Then, based on the reference travel calibration value, the actual travel calibration value, and the wearable thickness of the brake disc, the wear condition of the brake disc can be determined. Brake disc wear condition monitoring can be achieved without additional costs.

[0045] One possible implementation of this application embodiment is to obtain the reference travel calibration value of the brake disc, including: determining whether the brake disc is the original brake disc of the device; if so, directly reading the reference travel calibration value of the brake disc; if not, querying the history information of the brake disc to obtain the reference travel calibration value of the brake disc.

[0046] Here, "equipment" refers to unmanned aerial vehicle (UAV) equipment. The brake disc may be the original brake disc installed on the equipment, or it may be an old brake disc that was installed as a replacement after a subsequent failure. Therefore, in this embodiment, a step of pre-judging the condition of the brake disc is added to accurately determine the reference travel calibration value of the brake disc.

[0047] When installing a new brake disc for the first time, the reference travel calibration value is determined and stored, and can be directly retrieved. When installing an older brake disc, the reference travel calibration value can be obtained by clicking the "Manual" button for brake disc reference calibration in the PMA brake system interface and entering the calibration value in the pop-up window, or by querying the brake disc's history book. This history book is filled in by the manufacturer during factory testing and transmitted to the brake controller via the VMC. Therefore, the reference travel calibration value of the brake disc can be directly retrieved through the history information.

[0048] As can be seen, in this embodiment of the application, it is determined whether the brake disc is the original brake disc of the device. If it is the original brake disc, it is read directly; otherwise, the corresponding reference travel calibration value is obtained by querying the history information. The accurate reference travel calibration value can be determined according to the actual situation of the UAV device.

[0049] One possible implementation of this application embodiment involves obtaining the travel calibration value of the brake disc, which includes a reference travel calibration value and an actual travel calibration value. This includes: receiving a calibration command and then driving the brake actuator to retract until the motor stalls; driving the brake actuator to press the brake disc, and acquiring the target number of revolutions collected by the motor Hall sensor, where the target number of revolutions represents the number of revolutions during the process from the brake pressure of the driven brake actuator to the preset brake pressure; and determining the travel calibration value of the brake disc based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator lead screw.

[0050] It is understandable that the process of obtaining the reference stroke calibration value and the actual stroke calibration value is the same, and the preset brake pressure is the same. The preset brake pressure can be customized, such as 30% or 40% of the maximum braking force.

[0051] In one feasible embodiment, driving the brake actuator to retract until the motor stalls includes: acquiring the average stall current during the retraction of the brake actuator; and determining that the motor stalling is complete when the average stall current reaches a preset current threshold. The preset current threshold can be customized, such as 30%, 35%, or 40% of the average current of the maximum braking torque. Monitoring the magnitude of the average stall current to determine whether the motor stalling is complete makes the determination result more accurate.

[0052] The brake controller drives the brake actuator to retract until the motor stalls. At this point, the motor Hall sensor counter is reset to zero. The brake actuator is then driven to press the brake disc, and the motor Hall sensor counter is reset. The maximum braking force is reached when the braking pressure is sufficient. When the motor reaches 30% of its target number of revolutions, record the number of motor Hall revolutions, which is the target number of revolutions. .

[0053] In one feasible embodiment, after determining the reference stroke calibration value of the brake disc based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator lead screw, the method further includes: retracting the brake actuator according to the adjustment procedure. The specific adjustment procedure is not limited in this embodiment.

[0054] Specifically, in one feasible embodiment, the travel calibration value of the brake disc is determined based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator screw lead. This includes: determining the calibration travel corresponding to each of the multiple brake actuators for the brake disc based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator screw lead; and determining the travel calibration value of the brake disc based on the calibration travel corresponding to each of the multiple brake actuators. ; ,in, The target number of motor revolutions is the number of revolutions required for calibration when installing a new brake disc. This is the number of pole pairs in a three-phase brushless motor (a fixed value). This is the reduction ratio (fixed value) of the brake actuator. The lead of the brake actuator screw is obtained; the calibration stroke of a single brake actuator on the brake disc is obtained. The average travel calibration value of the brake disc is... ,in This refers to the number of brake actuators. That is, the travel calibration value of the wheel chuck.

[0055] One possible implementation of this application embodiment is as follows: the actual stroke calibration value is a plurality of actual stroke calibration values; the wear state of the brake disc is determined based on the reference stroke calibration value, the actual stroke calibration value, and the wearable thickness of the brake disc, including: determining the wear health state of the brake disc corresponding to each of the plurality of actual stroke calibration values ​​based on the reference stroke calibration value, the plurality of actual stroke calibration values, and the wearable thickness of the brake disc; and performing average filtering based on the wear health state of the brake disc corresponding to each of the plurality of actual stroke calibration values ​​to obtain the wear state of the brake disc.

[0056] Specifically, the wear and health condition of the brake discs. , in the formula The wear thickness of the brake disc is an inherent property. The brake controller monitors the wear status of the brake disc. Perform a sliding window average filter. ,in, For the first The filtered output value at each sampling time; The number of consecutive sampling points contained in the sliding window; Using the sampled values ​​as input, the filtered brake disc wear monitoring status can be obtained. .

[0057] Understandably, after multiple samplings, the sampling results can be filtered to remove outliers.

[0058] As can be seen, in this embodiment, multiple sampling is performed to obtain multiple actual stroke calibration values, and thus multiple brake disc wear health states are obtained, so as to perform average filtering to obtain the wear state of the brake disc, making the results more accurate.

[0059] Furthermore, it can also include: organizing multiple actual travel calibration values ​​of the same brake disc according to time series to construct a wear trend model; substituting the current moment into a polynomial function to determine the output value, and determining the difference between the output value and the actual travel calibration value. If the difference is greater than the preset difference, it indicates that there is abnormal wear. At this time, although the health status of the brake disc may meet the requirements, there is abnormal wear, which can be warned, making the judgment of health status more forward-looking and comprehensive.

[0060] Furthermore, a dynamic weighting mechanism is introduced when determining the brake disc wear health status corresponding to multiple actual travel calibration values. Considering the differences in the data acquisition scenarios for different actual travel calibration values—that is, different preset brake pressures—the data's sensitivity to wear status varies. Higher pressure results in more intense friction between the brake disc and brake pads. Therefore, a corresponding weight value is set based on the preset brake pressure. Optimize, The user can set this weight value based on experimental values, and this embodiment of the application does not limit it. By dynamically adjusting the weight in this way, the results are more accurate.

[0061] Furthermore, the standard travel calibration value is typically obtained under normal environmental conditions. However, the actual travel calibration value may not be the same as under normal environmental conditions. Therefore, introducing a condition parameter correction factor can further improve the accuracy of health status assessment. Specifically, the wear condition of the brake disc is also related to environmental temperature, humidity, and other condition parameters. For example, in high-temperature environments, the thermal expansion of the brake disc may cause deviations in the actual travel calibration value. In this case, the health status assessment result needs to be corrected based on temperature parameters. By setting correction factors based on multiple operating conditions, and combining the difference and correction factors between dimensional data from the normal environment and the current operating condition, a comprehensive correction factor for the actual travel calibration value is determined, making the final actual travel calibration value more accurate.

[0062] Based on any of the above embodiments, the protection point in this application embodiment lies in the fact that no additional sensors need to be added to the all-electric braking system; it can be achieved through software upgrades. The brake actuator stroke is obtained by mapping the collected brake actuator HALL data; brake disc wear reference correction can be performed manually or automatically on newly installed brake discs. Combined with the normal power-on self-test and clearance adjustment process of the all-electric braking system, brake disc wear parameters are collected through the HALL changes caused by the rotation of the brake actuator motor. The brake disc wear monitoring bar is visualized in real time on the ground cockpit display, and the brake disc wear health monitoring status is displayed, along with alarm prompts.

[0063] For details, see Figure 3 This includes the following steps:

[0064] 1. Install brake disc wear reference calibration.

[0065] When installing a new brake disc for the first time, clicking the "Auto" button for brake disc wear baseline calibration in the PMA brake system interface transmits the signal to the brake controller via the VMC. At this point, the brake controller drives the brake actuator to retract until the motor stalls (the average stall current can be set to 30%). , (The average current at maximum braking torque), the motor Hall sensor (HALL) counter is reset to zero; the drive brake actuator presses the brake disc, and at the same time the motor Hall sensor counter is reset; when the braking pressure reaches the maximum braking force... When the motor reaches 30% of its maximum capacity, record the number of motor hall revolutions. Then, follow the gap adjustment procedure to return to the designated position.

[0066] ; ;in, Motor rotation count during new brake disc installation calibration; This is the number of pole pairs in a three-phase brushless motor (fixed value). This refers to the reduction ratio of the brake actuator. The brake actuator lead is determined. The calibration stroke of a single brake actuator on a new brake disc is obtained. The average travel calibration value of the brake disc is... ,in This represents the number of brake actuators.

[0067] When installing an old brake system in a cascade configuration, you can click the "Manual" button for brake disc baseline calibration in the PMA brake system interface, enter the calibration value in the pop-up window, and also view the brake disc's history, which was filled in by the manufacturer during factory testing and transmitted to the brake controller via VMC.

[0068] After the baseline calibration is completed, the brake controller will record the brake disc calibration stroke. A pop-up window on the PMA brake system interface displays that the brake disc calibration is complete and shows the new brake disc calibration stroke. .

[0069] 2. Dynamic monitoring of brake disc wear.

[0070] Each time the fully electric braking system is powered on, it requires a power-on self-test and clearance adjustment. Dynamic detection of brake disc wear is integrated into the clearance adjustment process, consistent with the principle of step 1. During clearance adjustment, the brake controller drives the brake actuator to retract until the motor stalls (the average stall current can be set to 30%). (This refers to the average current at maximum braking torque), the motor Hall sensor (HALL) counter is reset to zero; the drive brake actuator presses the brake disc, and simultaneously the motor Hall sensor count restarts; when the braking pressure reaches the maximum braking force... When the motor reaches 30% of its maximum capacity, record the number of Hall revolutions. Then, follow the adjustment procedure to return to the specified position.

[0071] ; ;in, The number of HALL turns of the brake disc motor during brake device clearance adjustment; This represents the number of pole pairs in a three-phase brushless motor. This refers to the reduction ratio of the brake actuator. The lead of the brake actuator screw is given. The brake actuator stroke is obtained when the brake system is energized and adjusted. The average travel calibration value for the brake disc is... ,in This represents the number of brake actuators.

[0072] 3. Ground control station display shows brake disc wear monitoring.

[0073] The brake controller will upload the VMC brake disc wear and health status. , in the formula The wear thickness of the brake disc is an inherent property. The brake controller monitors the wear status of the brake disc. Perform a sliding window average filter. ,in, is the filtered output value at the nth sampling time; N is the number of consecutive sampling points contained in the sliding window; Using the sampled values ​​as input, the filtered brake disc wear monitoring status can be obtained. .

[0074] The data is then transmitted to the ground control station via VMC and data link, and a real-time progress bar is displayed on the ground control station screen. When the brake disc health is 20%-100%, the progress bar is green; when it is 5%-20%, the progress bar is orange; and when it is 0%-5%, the progress bar is red. The progress bar is filled with the corresponding color according to the corresponding proportion.

[0075] The following describes a device provided by an embodiment of this application. The device described below can be referred to in correspondence with the method described above. The device in this embodiment is installed in a brake controller. Figure 4 , Figure 4 This is a structural block diagram of an apparatus according to one embodiment of the present application, including: an acquisition module 210, used to acquire a reference stroke calibration value of the brake disc, the reference stroke calibration value representing the stroke calibration value of the brake disc in its initial state; the acquisition module 210 is also used to acquire an actual stroke calibration value of the brake disc, the actual stroke calibration value representing the stroke calibration value of the brake disc after actual wear; and a monitoring module 220, used to determine the wear state of the brake disc based on the reference stroke calibration value, the actual stroke calibration value, and the wearable thickness of the brake disc.

[0076] In one possible implementation, the acquisition module 210 is used to determine whether the brake disc is the original brake disc of the equipment; if so, the reference travel calibration value of the brake disc is read directly; if not, the history information of the brake disc is queried to obtain the reference travel calibration value of the brake disc.

[0077] In one possible implementation, the acquisition module 210 is used to: after receiving a calibration command, drive the brake actuator to retract until the motor stalls; drive the brake actuator to press the brake disc, and acquire the target number of revolutions collected by the motor Hall sensor, the target number of revolutions representing the number of revolutions in the process from the brake pressure of the driven brake actuator to the preset brake pressure; and determine the stroke calibration value of the brake disc based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator lead screw.

[0078] In one possible implementation, the acquisition module 210 is used to: acquire the average stall current during the retraction of the drive brake actuator; and determine that the motor stall is complete when the average stall current reaches a preset current threshold.

[0079] In one possible implementation, it also includes a retraction module for retracting the brake actuator according to the sag adjustment program.

[0080] In one possible implementation, the acquisition module 210 is used to determine the calibration stroke of each of the multiple brake actuators corresponding to the brake disc based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator lead screw; and to determine the stroke calibration value of the brake disc based on the calibration stroke of each of the multiple brake actuators.

[0081] In one feasible approach, the actual travel calibration value is a plurality of actual travel calibration values; the monitoring module 220 is used to: determine the wear health status of the brake disc corresponding to each of the plurality of actual travel calibration values ​​based on the reference travel calibration value, the plurality of actual travel calibration values ​​and the wearable thickness of the brake disc; and perform average filtering based on the wear health status of the brake disc corresponding to each of the plurality of actual travel calibration values ​​to obtain the wear status of the brake disc.

[0082] This application provides a brake controller, such as... Figure 5 As shown, Figure 5 The brake controller 300 shown includes: at least one processor 301 ( Figure 5 The image shows one processor 301 and one memory 303. The processor 301 and memory 303 are connected, for example, via a bus 302. Optionally, the brake controller 300 may also include a transceiver 304. It should be noted that in practical applications, the transceiver 304 is not limited to one, and the structure of the brake controller 300 does not constitute a limitation on the embodiments of this application.

[0083] Processor 301 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 301 may also be a combination that implements computational functions, such as including one or more microprocessor combinations, a combination of a DSP and a microprocessor, etc.

[0084] Bus 302 may include a pathway for transmitting information between the aforementioned components. Bus 302 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. Bus 302 can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 5 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0085] The memory 303 may be a ROM (Read Only Memory) or other type of static storage device capable of storing static information and instructions, RAM (Random Access Memory) or other type of dynamic storage device capable of storing information and instructions, or an EEPROM (Electrically Erasable Programmable Read Only Memory), CD-ROM (Compact Disc Read Only Memory) or other optical disc storage, optical disc storage (including compressed optical discs, laser discs, optical discs, digital universal optical discs, Blu-ray discs, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium capable of carrying or storing desired program code in the form of instructions or data structures and accessible by a computer, but not limited thereto.

[0086] The memory 303 is used to store application code that executes the solution of this application, and its execution is controlled by the processor 301. The processor 301 is used to execute the application code stored in the memory 303 to implement the content shown in the foregoing method embodiments.

[0087] Figure 5 The brake controller shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of this application.

[0088] This application provides a computer-readable storage medium storing at least one line of program code that, when run on a computer, enables the computer to execute the corresponding content in the aforementioned method embodiments.

[0089] This application provides a computer program product, including a computer program or instructions, which, when executed by a processor, implement the corresponding content in the aforementioned method embodiments.

[0090] It should be understood that although the steps in the flowcharts of the accompanying figures are shown sequentially as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the accompanying figures may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0091] The above are only some embodiments of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for monitoring brake disc wear, characterized in that, include: Obtain the reference travel calibration value of the brake disc, which represents the travel calibration value of the brake disc in its initial state; Obtain the actual travel calibration value of the brake disc, which represents the travel calibration value of the brake disc after actual wear; The wear condition of the brake disc is determined based on the reference travel calibration value, the actual travel calibration value, and the wearable thickness of the brake disc. The actual travel calibration value is a plurality of actual travel calibration values; The wear condition of the brake disc is determined based on the reference travel calibration value, the actual travel calibration value, and the wearable thickness of the brake disc, including: Based on the reference travel calibration value, multiple actual travel calibration values, and the wearable thickness of the brake disc, the wear health status of the brake disc corresponding to each of the multiple actual travel calibration values ​​is determined; wherein, a dynamic weight allocation mechanism is introduced when determining the wear health status of the brake disc corresponding to each of the multiple actual travel calibration values. The wear condition of the brake disc is obtained by averaging and filtering the brake disc wear health status corresponding to multiple actual travel calibration values.

2. The brake disc wear monitoring method according to claim 1, characterized in that, Obtain the reference travel calibration value of the brake disc, including: Determine if the brake disc is the original brake disc of the equipment; If so, then directly read the reference travel calibration value of the brake disc; If not, query the history information of the brake disc to obtain the reference travel calibration value of the brake disc.

3. The brake disc wear monitoring method according to claim 1, characterized in that, Obtain the brake disc travel calibration value, which includes the reference travel calibration value and the actual travel calibration value, including: Upon receiving the calibration command, the drive brake actuator retracts until the motor stalls; The drive brake actuator presses the brake disc and acquires the target number of revolutions collected by the motor Hall sensor. The target number of revolutions represents the number of revolutions in the process from the brake pressure of the drive brake actuator to the preset brake pressure. The travel calibration value of the brake disc is determined based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator lead screw.

4. The brake disc wear monitoring method according to claim 3, characterized in that, The drive brake actuator retracts until the motor stalls, including: During the retraction of the drive brake actuator, the average stall current is obtained; When the average stall current reaches the preset current threshold, the motor stall is determined to be complete.

5. The brake disc wear monitoring method according to claim 3, characterized in that, After determining the reference stroke calibration value of the brake disc based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator lead screw, the following steps are also included: The brake actuator was retracted according to the adjustment procedure.

6. The brake disc wear monitoring method according to claim 3, characterized in that, Based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator lead screw, determine the brake disc travel calibration value, including: Based on the target number of revolutions, the number of motor pole pairs, the brake actuator reduction ratio, and the brake actuator lead screw, determine the calibration stroke of each of the multiple brake actuators corresponding to the brake disc. The travel calibration value of the brake disc is determined based on the calibration travel of each of the multiple brake actuators.

7. A brake disc wear monitoring device, characterized in that, include: The acquisition module is used to acquire the reference travel calibration value of the brake disc, which represents the travel calibration value of the brake disc in its initial state; The acquisition module is also used to acquire the actual stroke calibration value of the brake disc, wherein the actual stroke calibration value represents the stroke calibration value of the brake disc after actual wear; The monitoring module is used to determine the wear condition of the brake disc based on the reference travel calibration value, the actual travel calibration value, and the wearable thickness of the brake disc. The actual travel calibration value is a plurality of actual travel calibration values; the monitoring module is used to: determine the wear health status of the brake disc corresponding to each of the plurality of actual travel calibration values ​​based on the reference travel calibration value, the plurality of actual travel calibration values ​​and the wearable thickness of the brake disc, wherein a dynamic weight allocation mechanism is introduced when determining the wear health status of the brake disc corresponding to each of the plurality of actual travel calibration values; and perform average filtering based on the wear health status of the brake disc corresponding to each of the plurality of actual travel calibration values ​​to obtain the wear status of the brake disc.

8. A brake controller, characterized in that, The brake controller includes a memory and a processor. The memory stores a computer program, and the processor executes the brake disc wear monitoring method according to any one of claims 1 to 6 when running the computer program.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores at least one piece of program code, which is loaded and executed by a processor to implement the brake disc wear monitoring method as described in any one of claims 1 to 6.

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