Slow stop sensor system integrated on front caliper of new energy automobile

Abstract

The invention discloses a slow stop sensor system integrated on a front caliper of a new energy automobile. The slow stop sensor system comprises an ECU module, a brake caliper module, a sensor integration and installation module, a sensor module, an electric signal transmission and processing module, a CAN bus module and a control logic and setting module. The sensor module comprises a speed signal sensor and an acceleration sensor, and the sensor module is in data connection with an electric signal transmission and processing module; through accurate control of the slow stop sensor system, the vehicle can slowly stop at an extremely small and stable accelerated speed during low-speed braking, the phenomenon of nodding and jerking during braking of a traditional new energy vehicle is effectively eliminated, more stable and comfortable braking experience is provided for a driver, and the safety of the vehicle is improved. According to the system, the braking force is automatically adjusted when the vehicle is at a low speed, full-automatic control over the braking process is achieved, the operation burden of a driver is relieved, and the braking precision and safety are improved.

Description

Technical Field

[0001] This invention relates to the field of automotive braking technology, and in particular to a "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle. Background Technology

[0002] Traditional new energy vehicles inevitably experience a "nodding" or "jerk" when braking to a complete stop. This is caused by the regenerative braking system or excessive braking force from the driver. Simply disabling regenerative braking and relying on driver skill alone is insufficient to completely eliminate this jerk. The braking principle of current new energy vehicles is as follows: sensors on the electronic brake pedal convert physical signals into electrical signals, which are transmitted to the electronic control unit (ECU) via the vehicle's CAN bus. The ECU controls the electric hydraulic pump to build up brake fluid pressure, pushing the brake calipers to clamp the brake discs and generate mechanical braking force. When the car comes to a complete stop, due to inertia and a certain acceleration, the entire vehicle will experience a "jerk" or "nodding" at the instant of complete stop (speed 0), resulting in an uncomfortable driving experience. Summary of the Invention

[0003] The purpose of this invention is to provide a "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle to solve the problems mentioned in the background art.

[0004] To address the aforementioned technical problems, this invention provides the following technical solution: a "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle, comprising a sensor module, which includes a speed signal sensor, an acceleration sensor, and a temperature compensation module. The sensor module is connected to an electrical signal transmission and processing module, which includes an electrical signal interference mitigation module, a bus connection optimization module, a data processing and priority setting module, and a data encryption module. The electrical signal transmission and processing module is connected to a CAN bus module, which is connected to an ECU module. The ECU module is connected to a brake caliper module for control.

[0005] As a further technical solution of the present invention, a sensor integration and installation module is fixedly connected to the brake caliper module.

[0006] As a further technical solution of the present invention, the sensor integration and installation module includes a composite bracket module and a composite structure heat insulation layer module, and the sensor module is fixedly connected to the composite bracket module.

[0007] As a further technical solution of the present invention, the composite structure heat insulation layer module includes a nano aerogel module, a ceramic fiber gasket module, a mica sheet module, and an air gap and flow guide hole module.

[0008] As a further technical solution of the present invention, the ECU module is connected to a control logic and a setting module.

[0009] As a further technical solution of the present invention, the control logic and setting module includes a system control logic module and a control and safety setting module.

[0010] As a further technical solution of the present invention, the control and safety setting module includes a manual control module, a safety cut-off module, and an uphill compensation module.

[0011] As a further technical solution of the present invention, the temperature compensation module includes a temperature acquisition module and a signal correction module, wherein the temperature acquisition module is a platinum resistance temperature sensor.

[0012] As a further technical solution of the present invention, the brake caliper module includes a brake pad wear detection module and a pressure adjustment module. The brake pad wear detection module is an infrared distance sensor and is installed on the end face of the brake caliper piston. The pressure adjustment module is connected to the ECU module.

[0013] As a further technical solution of the present invention, the CAN bus module includes a CAN bus backup module, which is arranged in parallel with the main CAN bus, and the baud rate of the CAN bus backup module is consistent with that of the main CAN bus.

[0014] Compared with the prior art, the beneficial effects achieved by the present invention are as follows: Through the precise control of the "gradual stopping" sensor system, the present invention enables the vehicle to stop slowly with minimal and stable acceleration when braking at low speeds, effectively eliminating the "nodding and jerking" phenomenon that occurs when traditional new energy vehicles brake, providing drivers and passengers with a smoother and more comfortable braking experience. The system automatically adjusts the braking force when the vehicle is at low speeds, realizing fully automated control of the braking process, reducing the driver's operational burden, and improving the accuracy and safety of braking. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention 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 some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a system structure diagram of the present invention; Figure 2 This is a module architecture diagram of the composite structure thermal insulation layer module of the present invention; Figure 3This is a module architecture diagram of the control and safety setting module of the present invention; Figure 4 This is a module architecture diagram of the temperature compensation module of the present invention; Figure 5 This is a system flowchart of the present invention.

[0017] In the diagram: 1. ECU module; 2. Brake caliper module; 21. Brake pad wear detection module; 22. Pressure regulation module; 3. Sensor integration and installation module; 31. Composite bracket module; 32. Composite structure heat insulation layer module; 321. Nano aerogel module; 322. Ceramic fiber gasket module; 323. Mica sheet module; 324. Air gap and guide hole module; 4. Sensor module; 41. Speed ​​signal sensor; 42. Accelerometer sensor; 43. Temperature compensation module; 431. Temperature acquisition module; 432. Signal correction module; 5. Electrical signal transmission and processing module; 51. Electrical signal interference response module; 52. Bus communication optimization module; 53. Data processing and priority setting module; 54. Data encryption module; 6. CAN bus module; 61. CAN bus backup module; 7. Control logic and setting module; 71. System control logic module; 72. Control and safety setting module; 721. Manual control module; 722. Safety cut-off module; 723. Uphill compensation module. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Please see the appendix Figure 1 - Appendix Figure 5This invention provides an embodiment of a "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle. The system includes a sensor module 4, comprising a speed signal sensor 41, an acceleration sensor 42, and a temperature compensation module 43. An electrical signal transmission and processing module 5 is connected to the sensor module 4. This module includes an electrical signal interference mitigation module 51, a bus connection optimization module 52, a data processing and priority setting module 53, and a data encryption module 54. A CAN bus module 6 is connected to the electrical signal transmission and processing module 5, and an ECU module 1 is connected to the CAN bus module 6. A brake caliper module 2 is connected to the ECU module 1. The speed signal sensor 41 is a Hall effect sensor, which exhibits better signal stability at low speeds than electromagnetic induction sensors. Its basic structure consists of a Hall element, a permanent magnet, and signal processing... The circuit accurately captures the wheel linear velocity of 27.78 cm / s, calculates the rotational speed using pulse frequency, and amplifies it before it is recognized by the ECU module 1. Hall sensors are fixed on the two calipers of the front wheels, corresponding to the toothed rings on the edge of the brake discs. As the toothed rings rotate with the wheel, the magnetic field generated by the permanent magnet is alternately cut by the teeth and grooves of the toothed rings, and the Hall element outputs a pulse signal, allowing the ECU module 1 to identify the current vehicle speed. The acceleration sensor 42 is a capacitive MEMS sensor, with a basic structure of silicon-based micromechanical structure (including a mass block, elastic beam), capacitor plates, and signal conditioning circuit. Its accuracy and range meet the requirements and are directly integrated into the body of the two front wheel calipers. It detects the linear acceleration of the calipers. When the calipers accelerate or decelerate with the wheel, the mass block is displaced under inertia, causing a change in the distance between the capacitor plates. The acceleration is calculated by detecting the change in capacitance value, which is 0.08 m / s². 2 A tiny acceleration of this magnitude will cause the mass (set to be 245g) to produce approximately 0.002g (g=9.81m / s²). 2 The inertial force of the displacement can be captured by a capacitive sensor through a capacitance change on the picofarad (pF) level, with an accuracy of ±0.001 m / s². 2A sensor integration and mounting module 3 is fixedly connected to the brake caliper module 2. The sensor integration and mounting module 3 includes a composite bracket module 31 and a composite structure heat insulation layer module 32, and the sensor module 4 is fixedly connected to the composite bracket module 31. The composite structure heat insulation layer module 32 includes a nano aerogel module 321, a ceramic fiber gasket module 322, a mica sheet module 323, and an air gap and guide hole module 324. The composite bracket module 31 is made of aluminum alloy and simultaneously fixes the Hall probe and MEMS module to the outside of the front wheel caliper. The bracket must provide rigid support to avoid detection deviation caused by vibration and reserve a toothed ring detection window (Hall probe). (Head) and acceleration detection direction (MEMS mass block axis parallel to wheel movement direction). Due to the special nature of caliper operation, a heat insulation layer is necessary under high-temperature conditions. The core design focuses on blocking heat conduction paths and controlling sensor operating temperature. A composite heat insulation layer module 32 is designed, employing a three-layer composite structure: a nano-aerogel module 321, a ceramic fiber gasket module 322, and a mica sheet module 323. The nano-aerogel layer (0.6mm) fills the space between the caliper body and the gasket, utilizing its ultra-low thermal conductivity (≤0.013W / (mK)) to block solid-state heat conduction paths; the ceramic fiber gasket (1.0... The main insulation layer (0.4mm) has a temperature resistance of ≥500℃, further isolating the caliper (300℃+) from heat radiation to the sensor module 4. The mica sheet (0.4mm) is insulating and has very low thermal conductivity (0.4W / mK), preventing leakage between the caliper and the sensor module 4, and forming a third thermal barrier. In addition, air circulation for "air cooling" is also necessary. The air gap and guide hole module 324 is a 3mm air gap reserved between the composite bracket module 31 and the caliper body, forming a natural convection heat insulation cavity. The composite bracket module 31 has guide holes (approximately 5mm in diameter, tilted at a certain angle) to form a forced airflow during vehicle movement. Convection accelerates heat dissipation. Through the composite structure heat insulation layer module 32, the surface temperature of the sensor module 4 can be controlled below 120℃ (the critical operating temperature of MEMS sensors is 125℃), ensuring the signal stability and measurement accuracy of the Hall sensor and other sensors under high-temperature conditions. The ECU module 1 is connected to the control logic and setting module 7. The control logic and setting module 7 includes a system control logic module 71 and a control and safety setting module 72. The control and safety setting module 72 includes a manual control module 721, a safety cut-off module 722, and an uphill compensation module 723. The system control logic module 71 is used to control the vehicle speed when it drops to 1.At 0 km / h, the kinetic energy recovery system is automatically cut off, and the slow-stop sensor system is activated. The ECU module 1 adjusts the braking force of the calipers based on high-frequency feedback of speed and acceleration signals to achieve a smooth stop. The manual control module 721 in the control and safety setting module 72 is used to manually control whether the "slow-stop" system is activated or not. The safety cut-off module 722 is used to immediately cut off the "slow-stop" system and switch to driver control of the brake pedal when the vehicle speed is ≤1 km / h and the vehicle radar detects an obstacle within 1.5m ahead or the slope exceeds ±10°. The uphill compensation module 723 is used when the vehicle speed is ≤1 km / h, if the vehicle is on an uphill slope and the slope of the uphill slope is just enough to allow the front brake calipers to not apply braking force and the vehicle's acceleration is greater than 0.08 m / s². 2 The ECU will then control the vehicle's electric motor to perform "compensation" work, keeping the acceleration at 0.08 m / s². 2This achieves "gradual braking"; the temperature compensation module 43 includes a temperature acquisition module 431 and a signal correction module 432. The temperature acquisition module 431 is a platinum resistance temperature sensor. The temperature acquisition module 431 can capture the temperature changes of core components such as the Hall element of the speed signal sensor 41 and the MEMS mass block of the acceleration sensor 42 in real time, avoiding sensor characteristic drift caused by ambient temperature fluctuations. The signal correction module 432 pre-stores two types of mapping tables: one is the "temperature-pulse error" mapping table of the speed signal sensor 41 (for example, covering a temperature range of -40℃ to 150℃, recording a set of pulse frequency error values ​​every 5℃), and the other is the "temperature-capacitance deviation" mapping table of the acceleration sensor 42 (for example, the same as the previous one). The sample covers a temperature range of -40℃ to 150℃, recording a set of capacitance deviation data every 5℃. Upon receiving real-time temperature data from the temperature acquisition module 431, the signal correction module 432 calculates the error value at the current temperature using a linear interpolation algorithm, dynamically correcting the original output signal of the sensor. The brake caliper module 2 includes a brake pad wear detection module 21 and a pressure adjustment module 22. The brake pad wear detection module 21 is an infrared distance sensor installed on the piston end face of the brake caliper. The pressure adjustment module 22 is connected to the ECU module 1. The infrared transmitter and receiver of the brake pad wear detection module 21 are coaxially arranged, allowing it to penetrate the tiny space inside the brake caliper and monitor the distance between the piston end face and the brake pad backplate in real time. For example, new... In its normal state, the distance is 5mm. When the distance increases by 1.5mm (i.e., the brake pad wear reaches 1.5mm), a first-level wear warning is sent to the ECU module 1 via the CAN bus module 6. When the distance increases by 3mm (wear reaches 3mm, i.e., the extreme wear state), a second-level wear warning is sent and the instrument panel indicator light is triggered. The pressure regulation module 22 is equipped with a pressure sensor and a PWM control unit, which interacts with the electric hydraulic pump of the brake caliper. The ECU module 1 calculates the change in the effective friction area of ​​the brake pad based on the wear data (for example, when the wear is 1.5mm, the effective friction area is reduced by 15% compared to a new pad), and then controls the output pressure of the electric hydraulic pump through the pressure regulation module 22 to ensure the brake... The entire process from new chip to extreme wear; CAN bus module 6 includes CAN bus backup module 61, which is set in parallel with CAN bus module 6, and the baud rate of CAN bus backup module 61 is consistent with that of CAN bus module 6. CAN bus backup module 61 and CAN bus module 6 use physically independent communication lines, both of which integrate bus terminating resistors (e.g., 120Ω). The baud rate is uniformly set to 1Mbps to ensure real-time data transmission. Bus communication optimization module 52 has a built-in bus monitoring unit that collects the communication parameters of CAN bus module 6 at a period of 10ms, including the number of lost frames, bit error rate, and bus load rate. When the bit error rate of CAN bus module 6 is detected to exceed 0.When frame drops exceed 1% for multiple consecutive cycles (e.g., frame drop rate > 5%) or the bus load rate exceeds 80%, a bus switching mechanism is triggered, switching the data transmission channel to the CAN bus backup module 61. During the switching process, the bus communication optimization module 52 sends a switching status signal to the ECU module 1 to ensure that the ECU module 1 synchronously switches the receiving interface, avoiding data transmission interruption. Furthermore, the data encryption module 54 in the electrical signal transmission and processing module 5 uses the AES-128 symmetric encryption algorithm. Its encryption key is stored in the data encryption module 54 and the ECU module 1 through offline burning before the vehicle leaves the factory, ensuring that the key is not transmitted through the bus and that the data is encrypted. When encrypting the temperature-compensated velocity and acceleration data, the encryption module 54 first converts the data into a 16-byte plaintext block, then performs rounds of encryption using the AES-128 algorithm, ultimately generating 16-byte ciphertext. Simultaneously, the data encryption module 54 calculates a 4-byte CRC32 checksum on the ciphertext, which is then encapsulated together with the ciphertext into a CAN frame data segment (20 bytes in total). After receiving the CAN frame, the ECU module 1 first verifies the data integrity using its built-in CRC32 check unit. If the verification passes, it then calls the AES-128 decryption unit to decrypt the ciphertext, obtaining the original sensor data, thus preventing data tampering, hijacking, or theft during transmission.

[0020] Working principle: When using this invention, the kinetic energy recovery sensor system activates and automatically shuts off the kinetic energy recovery system the instant the driver brakes to 1.0 km / h (27.78 cm / s), completing the final braking process within 0.5 m, with a constant acceleration of -0.08 m / s². 2 Throughout the entire process, the acceleration remains constant, with only the two calipers on the front wheels engaging (applying braking force). The braking process from 1.0 km / h to 0 is entirely automated, independent of the driver's brake pedal input. At the instant the vehicle stops, the "stop apnea" sensor system loses control of the front calipers; the driver's current brake pedal signal becomes the priority signal for controlling the brake calipers. That is, the degree to which the brake pedal is depressed determines the braking force of the brake calipers, preventing the vehicle from rolling backward. All four calipers then resume operation. The stop apnea system includes a sensor module 4, which comprises a speed signal sensor 41 and an acceleration sensor 42. The speed signal sensor 41 receives the speed signal and detects whether the current speed is less than 1.0 km / h, while the acceleration sensor 42 receives the acceleration signal and detects whether the current acceleration is -0.08 m / s². 2In this embodiment, the speed signal sensor 41 is a Hall sensor. Hall sensors are fixed on both brake caliper modules 2 of the front wheels to act as a "straight-line safety measure." Because the "stop-and-go" system only operates when the vehicle is braking in a straight line, when the vehicle is turning, the linear speeds of the left and right front wheels will be inconsistent. The ECU module 1 will simultaneously receive and compare the speed signals from the two sensors. During stop-and-go at speeds less than 1.0 km / h, when the difference in linear speed between the left and right tires reaches 2 cm / s, the ECU module 1 will detect this and determine that the current driving is not in a straight line, immediately cutting off the operation of the "stop-and-go" sensor system. In this embodiment, the acceleration sensor 42 is a capacitive MEMS sensor. The Hall sensors are fixed on both brake caliper modules of the front wheels. Because it serves as a safety feature, precisely controlling the braking force of the two front wheel calipers separately, the capacitive MEMS sensor, although highly accurate, may experience occasional malfunctions due to factors such as vibration and temperature. Dual sensor installation provides redundancy; when one sensor signal is abnormal, the ECU can automatically switch to the other sensor data to maintain the normal operation of the braking system. The two sensors on each brake caliper module 2 employ a composite layout system of Hall effect elements and MEMS structures. Specifically, the Hall effect sensing component and the MEMS capacitive acceleration sensing component are arranged side-by-side in the sensor module 4. The mounting interface should be integrated. Based on the caliper installation design, the sensor integration and mounting module 3 includes a composite bracket module 31, which is made of aluminum alloy. Simultaneously, the Hall probe and MEMS module are fixed to the outside of the front wheel caliper. The bracket must provide rigid support to avoid detection deviation caused by vibration, and a detection window (Hall probe) for the gear ring and the acceleration detection direction (the axis of the MEMS mass block is parallel to the wheel's movement direction) are reserved. Due to the special nature of the caliper's operation, a heat insulation layer is necessary under high-temperature conditions. The core design should be to block the heat conduction path and control the sensor's operating temperature. A composite structure heat insulation layer module 32 is designed, using a three-layer composite structure of a nano-aerogel module 321, a ceramic fiber gasket module 322, and a mica sheet module 323. The nano-aerogel layer (0.6mm) is filled between the caliper body and the gasket, utilizing its ultra-low thermal conductivity of ≤0.013W / (mK). Conductive properties block solid-state heat conduction paths; a ceramic fiber gasket (1.0mm) serves as the main insulation layer, with a temperature resistance of ≥500℃, further isolating the caliper (300℃+) from heat radiation to the sensor module 4; a mica sheet (0.4mm), which is insulating and has very low thermal conductivity (0.4W / mK), prevents leakage between the caliper and the sensor module 4, and forms a third thermal barrier. Furthermore, airflow for "air cooling" is necessary. The air gap and guide hole module 324 provides a 3mm air gap between the composite bracket module 31 and the caliper body, forming a natural convection insulation cavity. The composite bracket module 31 has guide holes (approximately 5mm in diameter, tilted at a certain angle) to utilize the airflow during vehicle movement to create forced convection, accelerating heat dissipation.Through the composite structure heat insulation layer module 32, the surface temperature of the sensor module 4 can be controlled below 120℃ (the critical operating temperature of the MEMS sensor is 125℃), ensuring the signal stability and measurement accuracy of the Hall sensor and the sensor under high-temperature conditions. The data collected by the sensor module 4 is transmitted and processed through the electrical signal transmission and processing module 5. At this time, the temperature compensation module 43 starts working first: the temperature acquisition module 431 collects the temperature of the Hall element of the velocity signal sensor 41 and the temperature of the MEMS mass block of the acceleration sensor 42 in real time, and transmits the temperature data to the signal correction module 432. The signal correction module 432 queries the pre-stored "temperature-pulse error" mapping table and "temperature-capacitance deviation" mapping table to obtain the current temperature acceleration. The pulse error compensation value of the speed signal sensor 41 and the capacitance deviation compensation value of the acceleration sensor 42 are calculated. Then, the original speed pulse signal is subtracted from the corresponding pulse error compensation value, and the original acceleration capacitance signal is subtracted from the corresponding capacitance deviation compensation value to complete the signal correction. After the corrected speed and acceleration data are transmitted to the electrical signal transmission and processing module 5, the data encryption module 54 immediately starts the AES-128 encryption process, converts the data into a 16-byte plaintext block and performs 10 rounds of encryption. After generating the ciphertext, the CRC32 check code is calculated. Finally, the ciphertext and check code are encapsulated into a CAN frame data segment. The electrical signal interference response module 51 separates the signal transmission lines of the Hall sensor and the MEMS sensor to avoid them being close to each other, and increases the spacing between the lines. The distance between the two sensors reduces mutual interference. Differential signal transmission effectively improves signal anti-interference capability and reduces the impact of common-mode interference. Due to the different properties of the two sensors, independent power supply regulation circuits are set up to ensure that each sensor receives a stable power supply voltage. A filter capacitor is added at the power input to filter out high-frequency noise in the power supply and ensure its purity. The two sensors are integrated into one module and connected to ECU module 1 via a multi-core cable. Different cores in the cable are responsible for transmitting the vehicle speed pulse signal from the Hall sensor, the acceleration signal from the MEMS sensor, and the power supply and ground of the sensors, respectively. This integrated connection method reduces the number of connection lines between the sensors and ECU module 1. The increased number of modules reduces the risk of line failures. The bus communication optimization module 52 improves the reliability and efficiency of data transmission, ensuring real-time data transmission. Before data transmission, the bus communication optimization module 52 monitors the communication status of the CAN bus module 6. If the main bus communication status is normal, with no obvious frame loss, bit errors, or other abnormalities, the encrypted CAN frame is transmitted through the CAN bus module 6. If a communication abnormality is detected on the main bus, such as frame loss or bit errors, a switching command is immediately triggered, quickly switching the transmission channel to the CAN bus backup module 61. At the same time, a "bus switched to backup channel" status signal is sent to the ECU module 1. Upon receiving the status signal, the ECU module 1 synchronously switches the CAN bus receiving interface to the backup channel.To ensure the normal reception of subsequent data, the sensor data is packaged and processed. Vehicle speed and acceleration data are encapsulated into CAN frames according to a specific format. Each CAN frame contains an identifier, data length, and data content. To ensure real-time data transmission, a high CAN bus baud rate, such as 1 Mbps, is set to enable timely transmission of sensor data to ECU module 1. The data processing and priority setting module 53, located within ECU module 1, has a dedicated interrupt service routine to handle sensor data. After receiving a CAN frame, ECU module 1 first verifies data integrity using a CRC32 checksum unit. If the checksum matches, the AES-128 decryption unit is invoked, using a pre-stored key to decrypt the ciphertext and obtain the corrected speed and acceleration data. If the checksum does not match, a "data retransmission" command is sent to the electrical signal transmission and processing module 5 to ensure that critical data is not lost. When the CAN bus module 6 receives sensor data, an interrupt is triggered, and ECU module 1 immediately responds and reads the data. To ensure that critical data is not lost during vehicle operation, priorities are set according to the importance of the data. The control logic and setting module... The system control logic module 71 in section 7 is used to automatically cut off the kinetic energy recovery system and activate the slow-stop sensor system when the vehicle speed drops to 1.0 km / h. Simultaneously, the ECU module 1 calls the real-time data from the brake pad wear detection module 21: for example, if the detected brake pad wear is 1.2 mm, the pressure regulation module 22 controls the electric hydraulic pump to increase the output pressure from 8 MPa (for new pads) to 8.96 MPa, ensuring stable braking torque. The ECU module 1 then adjusts the caliper's braking force based on high-frequency feedback from speed and acceleration signals to achieve smooth braking. The manual control module 721 in the stable braking control and safety setting module 72 is used to manually control whether the "slow stop" system is activated or deactivated. The safety cut-off module 722 is used to immediately cut off the "slow stop" system and switch to driver control of the brake pedal when the vehicle speed is ≤1km / h and the vehicle radar detects an obstacle within 1.5m ahead or a slope exceeding ±10°. The uphill compensation module 723 is used when the vehicle speed is ≤1km / h, if the vehicle is on an uphill slope and the slope just meets the condition that the front brake calipers do not apply braking force and the vehicle's acceleration is greater than 0.08m / s². 2 The ECU will then control the vehicle's electric motor to perform "compensation" work, keeping the acceleration at 0.08 m / s². 2 This achieves a "gradual braking" effect.

[0021] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0023] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle according to claim 1, comprising a sensor module (4), characterized in that: The sensor module (4) includes a speed signal sensor (41), an acceleration sensor (42), and a temperature compensation module (43). The sensor module (4) is connected to an electrical signal transmission and processing module (5). The electrical signal transmission and processing module (5) includes an electrical signal interference response module (51), a bus connection optimization module (52), a data processing and priority setting module (53), and a data encryption module (54). The electrical signal transmission and processing module (5) is connected to a CAN bus module (6). The CAN bus module (6) is connected to an ECU module (1). The ECU module (1) is connected to a brake caliper module (2).

2. The "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle according to claim 1, characterized in that: The brake caliper module (2) is fixedly connected to a sensor integration and installation module (3).

3. The "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle according to claim 2, characterized in that: The sensor integration and installation module (3) includes a composite bracket module (31) and a composite structure heat insulation layer module (32), and the sensor module (4) is fixedly connected to the composite bracket module (31).

4. The "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle according to claim 3, characterized in that: The composite structure insulation layer module (32) includes a nano aerogel module (321), a ceramic fiber gasket module (322), a mica sheet module (323), and an air gap and flow guide hole module (324).

5. The "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle according to claim 1, characterized in that: The ECU module (1) is connected to a control logic and setting module (7).

6. The "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle according to claim 5, characterized in that: The control logic and setting module (7) includes a system control logic module (71) and a control and safety setting module (72).

7. The "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle according to claim 6, characterized in that: The control and safety setting module (72) includes a manual control module (721), a safety cut-off module (722), and an uphill compensation module (723).

8. The "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle according to claim 1, characterized in that: The temperature compensation module (43) includes a temperature acquisition module (431) and a signal correction module (432). The temperature acquisition module (431) is a platinum resistance temperature sensor.

9. The "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle according to claim 1, characterized in that: The brake caliper module (2) includes a brake pad wear detection module (21) and a pressure adjustment module (22). The brake pad wear detection module (21) is an infrared distance sensor and is installed on the end face of the brake caliper piston. The pressure adjustment module (22) is connected to the ECU module (1).

10. The "stop-and-go" sensor system integrated into the front caliper of a new energy vehicle according to claim 1, characterized in that: The CAN bus module (6) includes a CAN bus backup module (61), which is set in parallel with the CAN bus module (6), and the baud rate of the CAN bus backup module (61) is the same as that of the CAN bus module (6).

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