Temperature treatment method for brake disc, vehicle and storage medium

Abstract

The embodiment of the invention provides a temperature processing method for a brake disc, a vehicle and a storage medium, and the method comprises the steps: obtaining the speed of the vehicle, and determining the braking parameters of the vehicle; determining a thermal input power based on the vehicle speed and the braking parameters; the temperature of the brake disc is estimated based on the heat input power and a heat balance equation, and the target temperature of the brake disc is obtained; and in response to the target temperature exceeding the temperature threshold value, thermal protection treatment is conducted on the brake disc. The technical problem that the temperature processing accuracy of the brake disc is low in the prior art is solved.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the field of vehicles, and in particular, to a temperature processing method of a brake disc, a vehicle and a storage medium. BACKGROUND

[0002] In the current automobile industry, especially with the rise of intelligent driving and electric vehicles, the thermal management of the brake system becomes increasingly important. Traditional brake disc temperature monitoring methods, such as thermocouples or infrared sensors, can provide temperature data directly, but are limited by factors such as cost and installation complexity, making it difficult to be widely applied in various vehicle types, especially in low-end vehicles. At the same time, temperature estimation methods based on empirical rules are simple but have low accuracy, which further leads to low accuracy of temperature processing of brake discs in related technologies.

[0003] There is currently no good solution to the above problems. SUMMARY

[0004] Embodiments of the present application provide a temperature processing method of a brake disc, a vehicle and a storage medium to at least solve the technical problem of low accuracy of temperature processing of brake discs in related technologies.

[0005] According to an aspect of embodiments of the present application, a temperature processing method of a brake disc is provided, including: obtaining a vehicle speed of a vehicle and determining a brake parameter of the vehicle; determining a heat input power based on the vehicle speed and the brake parameter; estimating a temperature of the brake disc based on the heat input power and a heat balance equation to obtain a target temperature of the brake disc; and performing a thermal protection process on the brake disc in response to the target temperature exceeding a temperature threshold.

[0006] Further, determining the heat input power based on the vehicle speed and the brake parameter includes: constructing a heat energy conversion model of the vehicle, wherein the heat energy conversion model is used to represent a physical model of converting kinetic energy of the vehicle into heat energy; and inputting the vehicle speed and the brake parameter into the heat energy conversion model to obtain the heat input power.

[0007] Further, constructing the heat energy conversion model of the vehicle includes: obtaining an ambient temperature of an environment in which the vehicle is located; adjusting an initial friction coefficient based on the ambient temperature to obtain a target friction coefficient; and constructing the heat energy conversion model based on the target friction coefficient and a heat energy absorption rate.

[0008] Furthermore, based on the heat input power and the heat balance equation, the temperature of the brake disc is estimated to obtain the target temperature of the brake disc, including: obtaining the ambient temperature of the vehicle's environment and the initial temperature of the brake disc; determining the heat loss power based on the ambient temperature; constructing a heat balance equation based on the heat input power and the heat loss power; solving the heat balance equation based on the initial temperature to obtain the target temperature; preferably, solving the heat balance equation based on the initial temperature to obtain the target temperature includes: integrating the heat balance equation to obtain the temperature increase; obtaining the sum of the temperature increase and the initial temperature to obtain the target temperature.

[0009] Furthermore, the method also includes: obtaining the vehicle model and the ambient temperature of the environment in which the vehicle is located; and determining a temperature threshold based on the vehicle model and the ambient temperature.

[0010] Furthermore, the thermal protection treatment of the brake disc also includes: determining the target thermal protection level corresponding to the vehicle based on the target temperature; determining the target thermal protection strategy corresponding to the target thermal protection level from multiple thermal protection strategies, wherein different thermal protection strategies correspond to different thermal protection levels; and performing thermal protection treatment on the brake disc based on the target thermal protection strategy.

[0011] Furthermore, a target thermal protection strategy corresponding to the target thermal protection level is determined from multiple thermal protection strategies, including: in response to the thermal protection level being the first level, the target thermal protection strategy is determined to be outputting a prompt message, wherein the prompt message is used to indicate that the target temperature exceeds a temperature threshold; in response to the thermal protection level being the second level, the target thermal protection strategy is determined to be the output current of the brake motor or electronic parking brake system, and the adjustment of the braking force output time of the automatic parking system; wherein the first level is lower than the second level.

[0012] Further, the braking parameters of the vehicle are determined by one of the following: obtaining the clamping force of the brake calipers on the vehicle to obtain braking parameters; obtaining the master cylinder pressure on the vehicle to obtain braking parameters; obtaining the current signal of the brake motor on the vehicle, converting the current signal into the clamping force of the brake calipers to obtain braking parameters.

[0013] According to another aspect of the embodiments of this application, a brake disc temperature processing device is also provided, comprising: an acquisition module for acquiring the vehicle speed and determining the vehicle's braking parameters; a determination module for determining the heat input power based on the vehicle speed and braking parameters; an estimation module for estimating the temperature of the brake disc based on the heat input power and the heat balance equation to obtain a target temperature of the brake disc; and a processing module for performing thermal protection processing on the brake disc in response to the target temperature exceeding a temperature threshold.

[0014] According to another aspect of the embodiments of this application, a vehicle is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0015] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0016] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0019] In this embodiment, the vehicle speed is first acquired, and the vehicle's braking parameters are determined. Then, based on the vehicle speed and braking parameters, the heat input power is determined. Next, based on the heat input power and the heat balance equation, the brake disc temperature is estimated to obtain the target temperature of the brake disc. Finally, when the target temperature exceeds a temperature threshold, thermal protection is applied to the brake disc. The vehicle speed acquired first, along with the braking parameters reflecting braking intensity, provides crucial input for subsequent heat input power calculations. Next, based on the acquired vehicle speed and braking parameters, the heat input power is calculated. This power reflects the rate at which energy is converted into heat during braking and is directly related to the temperature rise trend of the brake disc. Subsequently, using the obtained heat input power and the heat balance equation, the brake disc temperature is estimated in real time to obtain the target temperature at the current moment. This process comprehensively considers heat input and system heat dissipation, ensuring the comprehensiveness and accuracy of temperature estimation. Simultaneously, the setting and solving of the heat balance equation enables the system to dynamically monitor the thermal state of the brake disc and respond promptly to temperature changes. Finally, when the target temperature exceeds a preset temperature threshold, it is considered that the brake disc may face overheating risk. At this time, the thermal protection mechanism is immediately activated, thereby effectively preventing the decline in braking performance and ensuring driving safety. In summary, this application adopts an integrated data utilization and dynamic thermal model analysis method. By systematically integrating vehicle driving status and braking behavior data, it achieves the goal of high-precision brake disc temperature estimation and realizes intelligent temperature management without additional hardware sensors. This significantly improves the accuracy and real-time performance of brake thermal state processing, thereby addressing the technical problem of low accuracy in brake disc temperature processing in related technologies. Attached Figure Description

[0020] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0021] Figure 1 This is a flowchart of a brake disc temperature treatment according to an embodiment of this application;

[0022] Figure 2 This is an overall flowchart of a method for estimating brake disc temperature.

[0023] Figure 3 This is a structural diagram of a brake disc temperature estimation system;

[0024] Figure 4 This is a schematic diagram of the simulation curve of temperature changing over time;

[0025] Figure 5 This is a schematic diagram of a brake disc temperature treatment device according to an embodiment of this application. Detailed Implementation

[0026] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0027] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0028] According to an embodiment of this application, a method embodiment for temperature treatment of a brake disc is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0029] This embodiment provides a method for temperature treatment of a brake disc. Figure 1 This is a flowchart of a brake disc temperature processing method according to an embodiment of this application, such as... Figure 1 As shown, the process includes the following steps:

[0030] Step S102: Obtain the vehicle speed and determine the vehicle's braking parameters.

[0031] The aforementioned vehicle can refer to a motorized means of transportation, and the vehicle type may include, but is not limited to, electric vehicles, hybrid vehicles, and autonomous vehicles, etc., with the specific vehicle type to be determined based on the actual situation. The vehicle in this application can serve as the subject of the brake disc temperature treatment method.

[0032] The vehicle speed mentioned above can refer to the actual speed of the vehicle. The type of vehicle speed can include, but is not limited to, real-time speed, average speed, and estimated speed. The specific vehicle speed needs to be determined based on actual needs. Vehicle speed can be used to determine the amount of force and energy required for vehicle deceleration. Higher vehicle speed means greater heat input power, which in turn affects the rate of temperature rise of the brake disc.

[0033] The aforementioned braking parameters refer to state parameters related to vehicle braking. These parameters may include, but are not limited to, brake caliper clamping force, master cylinder pressure, coefficient of friction, and braking duration. Specific braking parameters need to be determined based on actual braking requirements. Braking parameters serve as an important basis for evaluating braking thermal effects, enabling the calculation of heat input and heat loss during braking, thereby more accurately estimating brake disc temperature.

[0034] In one alternative embodiment, the vehicle speed is first precisely measured using onboard speed sensors, typically located near the wheel hubs of each wheel or integrated into the vehicle's anti-lock braking system (ABS). When the vehicle is in motion, the speed sensors quickly capture the wheel rotation speed and convert it into an electronic signal, which is then transmitted to the vehicle's control system. This speed information is crucial not only for the driver to display the current driving status but also for estimating brake disc temperature, as it directly affects the amount of heat generated under specific braking conditions. Next, braking parameters such as the vehicle's brake clamping force, master cylinder pressure, and coefficient of friction are determined. The brake clamping force is determined by the current from the brake caliper motor, a value that can be directly read by the controller. Since there is a known mathematical relationship between current and the force output by the motor, the real-time current signal can be converted into the corresponding clamping force value using a pre-calibrated current-to-force conversion table. The effectiveness of this step lies in avoiding the installation of additional expensive sensors, instead utilizing readily available electronic equipment, reducing costs, and improving the system's integration and usability.

[0035] In summary, by reading the vehicle speed from the vehicle speed sensor in real time and determining braking parameters such as braking clamping force, master cylinder pressure, and friction coefficient, this application can accurately obtain key real-time parameters affecting brake disc temperature changes during braking without adding extra hardware burden. This reduces reliance on expensive sensors and improves the system's response speed and estimation accuracy.

[0036] Step S104: Determine the thermal input power based on vehicle speed and braking parameters.

[0037] The aforementioned thermal input power refers to the rate at which energy is converted into heat during braking due to vehicle deceleration. Thermal input power is used to measure the degree of heat applied to the brake disc. Higher thermal input power means that a large amount of heat energy is concentrated on the brake disc in a short period, which may cause the brake disc temperature to rise rapidly, negatively impacting the performance and lifespan of the braking system, such as exacerbating brake fade and reducing braking performance. Therefore, accurately calculating thermal input power is crucial for real-time monitoring of brake disc temperature, preventing brake fade, and improving braking safety.

[0038] In one alternative embodiment, by collecting data on the vehicle's current speed and the brake caliper clamping force during braking, and applying the principles of friction and energy conversion in physics, the thermal input power is calculated as follows: How much kinetic energy is converted into heat energy and applied to the brake disc during each instantaneous braking action? Specifically, the determination of the thermal input power relies on a refined mathematical model that combines vehicle speed and brake clamping force, taking into account factors such as the coefficient of friction and energy absorption efficiency, to quantitatively express the dynamic process of heat generation during braking. This real-time data-based thermal input power calculation method not only accurately reflects the thermal load state of the brake disc under specific driving conditions, but also achieves predictive monitoring of brake disc temperature without additional hardware costs or increased system complexity. This has a significant positive impact on preventing brake fade, maintaining brake system performance, and improving driving safety.

[0039] In one alternative embodiment, the formula for calculating the heat input power is as follows:

[0040] P_in(t)=eta*μ*F_clamp(t)*v(t);

[0041] In the formula, P_in(t) represents the heat input power at time (t); η represents the heat absorption efficiency, which reflects the heat conversion efficiency during braking; μ represents the friction coefficient, which depends on the characteristics of the braking material and the surface temperature of the brake disc and can be dynamically adjusted; F_clamp(t) represents the clamping force of the brake caliper at time (t), which can be indirectly obtained by monitoring the current of the brake motor; and v(t) represents the vehicle speed at time (t).

[0042] Step S106: Based on the heat input power and the heat balance equation, the temperature of the brake disc is estimated to obtain the target temperature of the brake disc.

[0043] The aforementioned heat balance equation can refer to an equation used to describe the dynamic process of temperature change of an object under the action of heat input and heat output. The heat balance equation can predict the temperature change of the brake disc in real time based on the heat input power and the heat loss of the brake disc, thereby ensuring the accuracy of the estimation process.

[0044] The aforementioned brake discs refer to the brake discs in a vehicle's braking system. The types of brake discs may include, but are not limited to, cast iron discs and ceramic composite discs. The specific type of brake disc needs to be determined based on the vehicle's braking system design. Brake discs are used to slow or stop vehicle movement by friction with brake pads when the driver applies the brakes.

[0045] The aforementioned target temperature can refer to the theoretical temperature value of the brake disc estimated through the thermal balance equation. The target temperature can serve as an indicator of the thermal state of the brake disc, and can be used to help the vehicle control system and the driver predict the thermal state of the braking system, avoid the decrease in braking performance caused by overheating, and thus improve driving safety and driving comfort.

[0046] In one alternative embodiment, the heat input power is first calculated using real-time monitoring of vehicle speed and braking clamping force. This power is directly related to the amount of heat generated during braking. Next, a heat balance equation is introduced, linking the heat input power to the brake disc's heat dissipation capacity and reflecting the physical laws governing the change in brake disc temperature with time and external conditions. Specifically, the heat balance equation describes the rate of temperature change of the brake disc at a given point in time, comprehensively considering heat input with factors such as convective and radiative heat dissipation to form a closed-loop dynamic thermal model. This model employs advanced numerical integration techniques, such as the improved Euler method or the fourth-order Runge-Kutta method, to continuously iteratively calculate the evolution trend of the brake disc temperature over time. During this process, meticulous adjustments to model parameters, such as the friction coefficient, convective heat transfer coefficient, and the physical properties of the brake disc, ensure that the temperature estimation is accurate and effective. Finally, through this comprehensive thermodynamic analysis and mathematical simulation, we can obtain the target temperature of the brake disc, i.e., the temperature level that the brake disc should reach or maintain under specific operating conditions. Accurate determination of the target temperature provides a crucial reference for the thermal management of the braking system, thereby ensuring driving safety while also improving the driving experience and the long-term reliability of the braking system.

[0047] Step S108: In response to the target temperature exceeding the temperature threshold, thermal protection treatment is performed on the brake disc.

[0048] The aforementioned temperature threshold can refer to a pre-set temperature limit. This threshold indicates that when the brake disc temperature reaches or exceeds this value, the braking system faces the risk of overheating, potentially leading to serious problems such as decreased braking performance, brake disc deformation, or damage. The temperature threshold can be set based on the thermodynamic properties of the brake materials, the safety standards of the braking system, and the vehicle's operating environment; no specific limitations are imposed here.

[0049] The aforementioned thermal protection measures refer to a series of automatic actions taken by the brake thermal management system when the target temperature of the brake disc exceeds a preset temperature threshold. These measures may include, but are not limited to, limiting brake input, activating the cooling mechanism, adjusting braking strategy, user warnings, and system diagnostics. Specific thermal protection measures must be determined based on actual needs. Thermal protection measures can effectively reduce the temperature of the brake disc by adjusting braking operation, intervening in the cooling system, or issuing warnings, thereby protecting the braking system, extending its service life, and ensuring driving safety.

[0050] In one optional embodiment, when the target temperature exceeds a preset temperature threshold, the vehicle's brake thermal management system immediately responds, initiating a series of thermal protection measures to prevent brake disc performance degradation or damage due to overheating. This temperature threshold is typically carefully set based on the thermal stability of the brake disc material, the design safety limits of the braking system, and industry standards to define the boundary between normal brake disc operation and overheating risk. Through a thermal protection trigger mechanism specified based on the temperature threshold, the braking system can not only effectively avoid the safety risks caused by overheating but also maintain the long-term performance of the brake disc, ensuring the stability and reliability of every braking operation, thereby providing drivers with a safer and more comfortable driving experience.

[0051] In this embodiment, the vehicle speed is first acquired, and the vehicle's braking parameters are determined. Then, based on the vehicle speed and braking parameters, the heat input power is determined. Next, based on the heat input power and the heat balance equation, the brake disc temperature is estimated to obtain the target temperature of the brake disc. Finally, when the target temperature exceeds a temperature threshold, thermal protection is applied to the brake disc. The vehicle speed acquired first, along with the braking parameters reflecting braking intensity, provides crucial input for subsequent heat input power calculations. Next, based on the acquired vehicle speed and braking parameters, the heat input power is calculated. This power reflects the rate at which energy is converted into heat during braking and is directly related to the temperature rise trend of the brake disc. Subsequently, using the obtained heat input power and the heat balance equation, the brake disc temperature is estimated in real time to obtain the target temperature at the current moment. This process comprehensively considers heat input and system heat dissipation, ensuring the comprehensiveness and accuracy of temperature estimation. Simultaneously, the setting and solving of the heat balance equation enables the system to dynamically monitor the thermal state of the brake disc and respond promptly to temperature changes. Finally, when the target temperature exceeds a preset temperature threshold, it is considered that the brake disc may face overheating risk. At this time, the thermal protection mechanism is immediately activated, thereby effectively preventing the decline in braking performance and ensuring driving safety. In summary, this application adopts an integrated data utilization and dynamic thermal model analysis method. By systematically integrating vehicle driving status and braking behavior data, it achieves the goal of high-precision brake disc temperature estimation and realizes intelligent temperature management without additional hardware sensors. This significantly improves the accuracy and real-time performance of brake thermal state processing, thereby addressing the technical problem of low accuracy in brake disc temperature processing in related technologies.

[0052] Optionally, the thermal input power is determined based on vehicle speed and braking parameters, including: constructing a thermal energy conversion model of the vehicle, wherein the thermal energy conversion model is used to characterize the physical model of converting the vehicle's kinetic energy into thermal energy; and inputting the vehicle speed and braking parameters into the thermal energy conversion model to obtain the thermal input power.

[0053] The aforementioned thermal energy conversion model can refer to a physical model used to quantify the conversion of kinetic energy into thermal energy during vehicle braking. Through calculations using this model, the efficiency of braking energy conversion can be evaluated in real time, and the temperature change trend of the brake disc can be predicted, thus providing crucial data for the improved design, performance evaluation, and thermal protection strategy development of vehicle braking systems.

[0054] In one optional embodiment, a thermal energy conversion model is first constructed to quantitatively describe how the vehicle's kinetic energy is converted into heat energy on the brake disc during braking. This model encompasses key physical parameters during braking, including vehicle speed, brake caliper clamping force, and the frictional characteristics between the brake pads and brake disc. By integrating these factors, the model accurately characterizes the efficiency and rate of kinetic energy conversion into heat energy. Specifically, when the vehicle needs to brake, the system collects real-time vehicle speed information and braking parameters, such as the clamping force of the brake calipers or the current intensity of the brake motor. This data is then input into the thermal energy conversion model for calculation. The model uses physical formulas and algorithms to analyze the conversion path of kinetic energy during braking and ultimately outputs the heat input power absorbed by the brake disc during braking. This heat input power directly reflects the degree of heating of the brake disc during braking, providing core data for subsequent brake disc temperature estimation. This ensures that the implementation of the braking system's thermal management strategy is based on accurate thermodynamic analysis, thereby effectively avoiding overheating and ensuring driving safety and the long-term reliability of the braking system. In summary, by constructing a heat energy conversion model and using real-time vehicle speed and braking parameters for calculation, a real-time assessment of the brake disc's thermal input power can be obtained, thereby achieving intelligent monitoring and protection of the vehicle's brake disc temperature.

[0055] Optionally, a thermal energy conversion model for the vehicle is constructed, including: obtaining the ambient temperature of the environment in which the vehicle is located; adjusting the initial friction coefficient based on the ambient temperature to obtain the target friction coefficient; and constructing a thermal energy conversion model based on the target friction coefficient and the thermal energy absorption rate.

[0056] The ambient temperature mentioned above refers to the temperature conditions of the external environment in which the vehicle is located. When constructing a heat energy conversion model, real-time acquisition of ambient temperature data can make the model more closely resemble actual working conditions and enhance the accuracy of predictions. In particular, under extreme weather conditions, temperature changes have a significant impact on braking performance and heat energy transfer.

[0057] The aforementioned initial friction coefficient can refer to the ratio of frictional force to vertical load when the brake disc and brake pad slide relative to each other under standard test conditions or when the ambient temperature is room temperature. The initial friction coefficient can serve as a basic parameter in the initial design of the braking system to reflect the basic frictional properties of the material at a specific temperature.

[0058] The aforementioned target friction coefficient can refer to the actual friction coefficient of the brake material after adjustments, taking into account actual ambient temperature, brake disc temperature, and other dynamic operating conditions. The target friction coefficient more closely approximates the actual friction state of the braking system during operation and is one of the key parameters used in the heat energy conversion model to calculate the heat input power.

[0059] The aforementioned heat absorption rate refers to the efficiency ratio of a vehicle's kinetic energy converted into heat energy during braking, which is then absorbed by the brake disc and brake pads. The heat absorption rate can be used to determine energy distribution during braking and the specific temperature changes of the brake disc.

[0060] In one optional embodiment, the ambient temperature of the vehicle's environment is first extracted from the vehicle's real-time data stream. Ambient temperature is a key parameter for adjusting the friction coefficient and evaluating heat dissipation efficiency, directly affecting the rate of heat absorption and dissipation. Subsequently, based on the collected ambient temperature, the initial friction coefficient is corrected to generate a target friction coefficient that more closely reflects actual operating conditions. This coefficient comprehensively considers the impact of temperature on the material properties of the brake pads and brake discs, as well as its potential changes to braking performance, and is one of the core elements in constructing the dynamic thermal energy model. Further, based on the target friction coefficient, a complete thermal energy conversion model is constructed by combining it with the thermal absorption rate. The thermal absorption rate defines how much kinetic energy is effectively converted into heat energy and absorbed by the brake disc during braking, rather than being immediately dissipated into the environment. It is influenced by material properties, brake disc design, and environmental conditions. Integrating the target friction coefficient and the thermal absorption rate into the model allows for the establishment of a dynamic equilibrium process describing the conversion of kinetic energy into heat energy, the accumulation of heat energy on the brake disc, and the subsequent gradual dissipation of heat into the environment. The entire construction process emphasizes attention to the details of braking conditions, especially the three interrelated factors of ambient temperature, coefficient of friction, and heat absorption rate. These factors together determine the heat conversion efficiency and the dynamic evolution of brake disc temperature during braking, which is the foundation for ensuring the excellent performance and rapid response of the brake thermal management system.

[0061] In an optional embodiment, the initial friction coefficient is adjusted based on the ambient temperature to obtain a target friction coefficient, which can be calculated using the following formula:

[0062] μ(T)=μ_0*(1-α*(T-T_amb));

[0063] In the formula, μ(T) represents the target friction coefficient, μ_0 represents the initial friction coefficient, α represents the temperature coefficient, α describes the trend of friction coefficient change with temperature, T represents the brake disc surface temperature, and T_amb represents the ambient temperature.

[0064] Optionally, the brake disc temperature is estimated based on the heat input power and the heat balance equation to obtain the target temperature of the brake disc, including: obtaining the ambient temperature of the vehicle's environment and the initial temperature of the brake disc; determining the heat loss power based on the ambient temperature; constructing a heat balance equation based on the heat input power and the heat loss power; solving the heat balance equation based on the initial temperature to obtain the target temperature; preferably, solving the heat balance equation based on the initial temperature to obtain the target temperature includes: integrating the heat balance equation to obtain the temperature increase; obtaining the sum of the temperature increase and the initial temperature to obtain the target temperature.

[0065] The aforementioned initial temperature refers to the current temperature state of the brake disc before each braking operation begins. The initial temperature serves as the initial condition affecting heat accumulation during braking. Accurate acquisition of the initial temperature is crucial for predicting the temperature rise trend of the brake disc, especially under continuous braking or high-temperature conditions. Residual heat from the previous braking operation may still remain in the brake disc, resulting in an initial temperature significantly higher than normal, thus significantly influencing temperature changes during subsequent braking operations.

[0066] The aforementioned heat loss power refers to the rate at which the brake disc dissipates heat to the environment during braking. Heat loss power can be used to reflect the heat dissipation capacity of the brake disc. Heat loss power and heat input power together determine the temperature change trend of the brake disc.

[0067] The aforementioned target temperature can refer to the temperature obtained by adding the temperature increase to the initial temperature of the brake disc, i.e., the calculated temperature of the brake disc at the end of the braking operation. The functions of the target temperature may include, but are not limited to: if the target temperature exceeds a set safety threshold, the braking system will automatically reduce braking force or take other cooling measures; based on feedback from the target temperature, the vehicle control system can adjust the braking force distribution to reduce hot spots and localized heat concentration; real-time target temperature data is used to monitor the health status of the braking system and provide early warnings of potential malfunctions or excessive wear.

[0068] The aforementioned temperature increase can refer to the incremental change in brake disc temperature relative to the initial temperature.

[0069] In one optional embodiment, firstly, the ambient temperature of the vehicle is collected in real time, a crucial data point for understanding the heat dissipation environment during braking. Simultaneously, the initial temperature of the brake disc before braking is acquired; this initial temperature serves as the starting point for temperature estimation and directly impacts subsequent calculations of heat accumulation. Then, based on the current ambient temperature, the heat loss power of the brake disc is determined using thermodynamic formulas. Heat loss power quantifies the brake disc's ability to dissipate heat to the surrounding environment through thermal radiation, convection, etc., and its magnitude is influenced by numerous factors such as ambient temperature, brake disc surface material properties, and heat dissipation area. Accurate calculation of heat loss power allows for a more detailed assessment of the brake disc's heat dissipation efficiency. Next, a heat balance equation is constructed based on the heat input power and heat loss power. Combining these two equations, the heat balance equation reveals the dynamic change in brake disc temperature over time, i.e., the balance between heat accumulation and dissipation. Finally, using numerical integration methods, based on the initial temperature of the brake disc and the constructed heat balance equation, the target temperature of the brake disc after braking is calculated. The entire process embodies a complete chain from environmental data acquisition, heat loss assessment, establishment of heat balance equations to final target temperature prediction. Through this process, not only can the performance and lifespan of the braking system be effectively improved, but driving safety can also be enhanced, ensuring that every braking action can be reliably performed within a reasonable temperature range.

[0070] In one optional embodiment, a numerical integration method is used to process the thermal balance equation. This step aims to quantify the instantaneous changes in brake disc temperature during braking operations. Through integration, the amount of temperature increase in the brake disc due to heat input exceeding heat loss in each minute time interval is calculated. This temperature increase not only reflects the instantaneous accumulation of heat in the brake disc but also embodies the trend of the thermal balance state over time, serving as a key indicator for understanding the thermal characteristics of the brake disc. After obtaining the temperature increase, it is added to the initial temperature before the start of braking to calculate the target temperature of the brake disc at the end of the braking operation. This temperature value not only represents the final thermal state of the braking system after undergoing heat input and heat dissipation processes but also serves as an important benchmark for evaluating braking performance, assessing the risk of heat fade, and formulating thermal protection strategies. Starting from the initial temperature, the target temperature obtained through the accumulation of temperature increases constitutes a complete description of the dynamic changes in brake disc temperature, providing strong data support for the thermal management of vehicle braking systems.

[0071] In one alternative embodiment, the formula for calculating heat loss power is as follows:

[0072] P_loss(t) = h*A*(T-T_amb);

[0073] In the formula, P_loss(t) represents the heat loss power, h represents the heat transfer coefficient, A represents the heat transfer area, T represents the brake disc surface temperature, and T_amb represents the ambient temperature.

[0074] In one optional embodiment, the formula for calculating the heat balance equation is as follows:

[0075] dT / dt=[P_in(t)-P_loss(t)] / (m*c);

[0076] In the formula, P_in(t) represents the heat input power, P_loss(t) represents the heat loss power, m represents the mass of the brake disc, and c represents the specific heat capacity of the brake disc material. This equation reflects the rate of change of brake disc temperature over time, providing a theoretical basis for real-time temperature estimation.

[0077] To solve this differential equation, the system employs a numerical integration method—the Euler method—for real-time calculation. In each sampling period Δt, the controller updates the brake disc temperature estimate T(k+1) as follows:

[0078] T(k+1)=T(k)+Δt*dT / dt;

[0079] In the formula, T(k+1) represents the target temperature, T(k) represents the initial temperature, Δt represents the temperature increase, and dT / dt represents the integral result of the heat balance equation.

[0080] In this way, the system can estimate the temperature change trend of the brake disc in real time based on the current vehicle speed, caliper clamping force and environmental conditions, providing real-time data support for subsequent thermal protection strategies.

[0081] Optionally, the method further includes: obtaining the vehicle model and the ambient temperature of the environment in which the vehicle is located; and determining a temperature threshold based on the vehicle model and the ambient temperature.

[0082] The aforementioned vehicle types refer to a way of classifying automobiles according to different design concepts and standards. Vehicle types may include, but are not limited to, economy cars, luxury cars, sports cars, and commercial vehicles. The specific vehicle type needs to be determined based on different classification standards and the actual vehicle selected. Different vehicle types have different requirements for brake disc heat resistance due to their own design and operating environment. Heavier vehicles or those equipped with high-performance braking systems may require higher temperature thresholds to adapt to high-intensity braking conditions, while the braking system design of lightweight or economy vehicles may be more sensitive to temperature. Therefore, determining the vehicle type is crucial for determining the temperature threshold.

[0083] In one optional embodiment, the vehicle model information and real-time ambient temperature are first acquired. The model information includes not only the basic vehicle category (e.g., economy, sport, SUV), but more importantly, it reflects the design specifications of the braking system, including the brake disc material, size, and heat capacity. These details directly affect heat accumulation and heat dissipation efficiency during braking. For example, high-performance vehicles may be equipped with larger brake discs and more efficient heat dissipation designs, allowing for a higher temperature threshold to accommodate the heat generated during high-intensity braking. Simultaneously, the ambient temperature is also an indispensable factor in setting the temperature threshold. In hot summers or low-pressure environments, higher ambient temperatures reduce the effectiveness of natural cooling of the brake discs, meaning that even under the same braking conditions, the brake disc temperature may be higher than in cooler weather. Conversely, in cold winters, although brake discs dissipate heat faster, low temperatures affect their material properties and reduce thermal stability. This necessitates considering the impact of extreme temperatures when setting the temperature threshold to ensure the safe and efficient operation of the braking system. Next, based on vehicle model information and ambient temperature, the system comprehensively evaluates the brake disc's heat input, heat dispersion, and thermal stability capabilities to determine a dynamic and personalized temperature threshold. This threshold not only considers the design characteristics of the vehicle's braking system but also incorporates the influence of real-time environmental conditions. This allows the vehicle to promptly activate its overheat protection mechanism under different operating conditions, preventing a decline in braking performance and ensuring the safety of the driver and passengers. By continuously adjusting the temperature threshold, this mechanism provides a flexible and precise solution for vehicle brake thermal management, enhancing the vehicle's adaptability and safety performance in complex environments.

[0084] Optionally, the thermal protection treatment of the brake disc further includes: determining the target thermal protection level corresponding to the vehicle based on the target temperature; determining the target thermal protection strategy corresponding to the target thermal protection level from multiple thermal protection strategies, wherein different thermal protection strategies correspond to different thermal protection levels; and performing thermal protection treatment on the brake disc based on the target thermal protection strategy.

[0085] The aforementioned target thermal protection level refers to the level of protection intensity set to ensure the safety of the braking system based on the target temperature of the brake disc. The target thermal protection level is directly related to the thermal risk assessment of the brake disc under heated conditions, and can be used to prevent the brake disc temperature from exceeding the limit, avoid thermal fade, and ensure stable braking performance. Different thermal protection levels correspond to different levels of thermal protection measures to ensure that the braking system maintains its basic safety functions under any temperature conditions.

[0086] The aforementioned multiple thermal protection strategies refer to a series of pre-designed protective measures to address different thermal protection levels. These strategies cover a wide range, from mild warnings to severe performance interventions, to accommodate various conditions of brake disc temperature fluctuations. Multiple thermal protection strategies may include, but are not limited to, temperature warning strategies, brake performance adjustment strategies, brake performance limitation strategies, and cooling activation strategies. Specific thermal protection strategies need to be designed according to different thermal protection levels, and are not limited here.

[0087] The aforementioned target thermal protection strategy can refer to the thermal protection strategy determined from multiple thermal protection strategies based on the target thermal protection level, corresponding to the current target thermal protection level. Implementing the target thermal protection strategy not only prevents brake disc overheating but also ensures the stability of braking performance, avoiding safety hazards such as reduced braking force and increased braking distance caused by excessive temperature.

[0088] In one optional embodiment, the vehicle first determines the corresponding target thermal protection level based on the target temperature. This level is determined based on a preset temperature-protection level correspondence table, taking into account the characteristics of brake disc temperature changes under different vehicle models and environmental conditions. Subsequently, the system selects a target thermal protection strategy that matches the current protection level from multiple thermal protection strategy libraries. This strategy may include the aforementioned warnings, performance adjustments, or direct cooling measures. Finally, according to the selected target thermal protection strategy, the system executes specific thermal protection processing, such as alerting the driver via the instrument display, adjusting the response strategy of the Electronic Parking Brake (EPB) system, limiting the current output of the brake motor, or activating the forced cooling system to ensure that the brake disc temperature is within a controllable range and to avoid reduced braking performance due to heat fade. This coherent thermal protection processing flow demonstrates the intelligent and refined control of the braking system's thermal management, achieving an effective balance between braking performance and driving safety through real-time monitoring and dynamic response.

[0089] Optionally, a target thermal protection strategy corresponding to the target thermal protection level is determined from multiple thermal protection strategies, including: in response to the thermal protection level being the first level, determining the target thermal protection strategy as outputting a prompt message, wherein the prompt message is used to indicate that the target temperature exceeds a temperature threshold; in response to the thermal protection level being the second level, determining the target thermal protection strategy as outputting current to the brake motor or electronic parking brake system, and adjusting the braking force output time of the automatic parking system; wherein the first level is lower than the second level.

[0090] The first level mentioned above can refer to the thermal protection level where the target temperature just exceeds the temperature threshold, or it can refer to the low-risk level.

[0091] The aforementioned warning information can refer to a notification conveyed to the driver through the vehicle's cockpit display screen or other alarm system, informing them that the brake disc temperature is high. Warning information may include, but is not limited to, visual warnings (such as icons and text on the display screen), audible warnings (such as beeps), and tactile feedback (such as vibrations in the steering wheel or seat), etc. The specific warning information needs to be determined based on actual needs. The delivery of these warnings not only raises the driver's awareness of the brake system's health condition, prompting them to take appropriate driving actions, such as avoiding prolonged continuous braking, but also serves as an early warning mechanism for the thermal protection system, allowing time and space for subsequent, more advanced interventions.

[0092] The aforementioned second level could refer to a thermal protection level where, as the brake disc temperature continues to rise, it reaches a level that the system deems potentially to have a significant impact on braking performance. Alternatively, it could refer to a medium-risk level, where the risk is higher than the first level.

[0093] The aforementioned brake motor can refer to the main power source in a braking system used to drive the calipers, thereby applying braking force. The precision of motor control directly affects braking performance and thermal management.

[0094] The aforementioned electronic parking brake system replaces the traditional handbrake, achieving parking braking through electronic control devices and motors. It supports more flexible braking strategy adjustments, such as adjusting the braking force based on the brake disc temperature.

[0095] The aforementioned output current refers to the output current of the electronic parking brake system. When the brake motor is working, the magnitude of the current provided by the electronic parking brake system determines the motor's working intensity and the clamping force of the brake caliper. By adjusting the output current, the braking force and heat generation can be controlled.

[0096] The aforementioned Automatic Vehicle Hold (AVH) system refers to a system that automatically keeps the vehicle stationary after the driver releases the brake pedal. In thermal protection strategies, adjusting the braking force output time of the AVH helps manage the temperature of the brake discs.

[0097] In one optional embodiment, several thermal protection levels are first defined to characterize the degree of danger of brake disc temperature. When the braking system detects that the brake disc temperature has reached the preset first-level thermal protection standard for the first time, the system will activate the warning information output mechanism, issuing a warning to the driver through the vehicle's instrument panel, central control screen, or audible alarm, indicating that the brake disc temperature has exceeded the safety threshold and suggesting measures such as light braking or parking to cool down, in order to prevent further temperature increases. However, if the brake disc temperature continues to rise, reaching the more serious second-level thermal protection state, the system will take more aggressive intervention measures. At this time, the controller will adjust the output current to the brake motor or electronic parking brake (EPB) system, reducing the clamping force of the calipers by reducing the current, thereby reducing the heat generated during braking. At the same time, the system will also dynamically adjust the braking force output time of the automatic parking system (AVH), extending the cooling time after braking, avoiding the brake disc from being subjected to high temperatures continuously in a short period of time, effectively preventing the occurrence of heat fade, and ensuring the reliability and safety of the braking system. This strategy selection logic based on thermal protection levels ensures timely warning and effective control of the risk of brake disc overheating. From mild warning messages to adjustments to core braking system parameters, the implementation of multi-level thermal protection strategies can not only prevent overheating damage to the brake discs, but also maintain the good working condition of the braking system without affecting normal driving, thereby improving driving safety and comfort.

[0098] Optionally, the braking parameters of the vehicle can be determined by one of the following: obtaining the clamping force of the brake calipers on the vehicle to obtain braking parameters; obtaining the master cylinder pressure on the vehicle to obtain braking parameters; obtaining the current signal of the brake motor on the vehicle, converting the current signal into the clamping force of the brake calipers to obtain braking parameters.

[0099] The aforementioned brake caliper can refer to one of the core components of a vehicle's braking system. The type of brake caliper can include, but is not limited to, hydraulic calipers and electric calipers, with the specific caliper determined based on the vehicle's power source. Brake calipers use hydraulic or electric methods to press the brake pads against the brake disc, generating friction to achieve vehicle deceleration or stopping.

[0100] The clamping force mentioned above refers to the pressure applied by the brake caliper to the brake pads. The clamping force determines the contact force between the brake pads and the brake disc and the magnitude of the frictional force generated.

[0101] The aforementioned master cylinder pressure refers to the hydraulic pressure generated in the master cylinder when the brake pedal is depressed in a hydraulic braking system. This master cylinder pressure drives the brake fluid in each wheel, thereby causing the calipers to clamp the brake discs. The magnitude of the master cylinder pressure reflects the efficiency of brake pedal force conversion, affecting the response speed and braking performance of the entire braking system. In thermal management, changes in master cylinder pressure can also indirectly reflect the heat input during braking.

[0102] The aforementioned current signal refers to the current signal received by the brake motor from the controller in an electronic parking brake (EPB) system. The current signal can include both direct current and alternating current, and the specific current signal needs to be determined based on the brake system design. The current signal is a direct indicator of braking intensity in the EPB system, and its changes are closely related to the clamping force of the brake caliper. By monitoring and interpreting the current signal, the heat energy generated during braking can be estimated in real time, thus providing crucial data for the formulation of thermal management strategies.

[0103] In one alternative embodiment, accurately grasping braking parameters is the cornerstone of ensuring driving safety and performance improvement in the operation and management of automotive braking systems. To achieve this goal, modern vehicles employ multiple methods to obtain key braking parameters, adapting to the characteristics and working principles of different braking subsystems. First, for vehicles equipped with electronic parking brakes (EPB) or electronically controlled calipers, directly obtaining the clamping force of the brake calipers is an intuitive and accurate method. The magnitude of the clamping force directly reflects the force exerted by the brake pads on the brake disc and is an important parameter for evaluating braking performance and heat generation. Second, for vehicles using traditional hydraulic braking systems, monitoring the master cylinder pressure becomes the preferred strategy for obtaining braking parameters. The master cylinder pressure not only reflects the pedal force applied by the driver but is also indirectly related to the actual pressure of the brake calipers, providing crucial data for thermal energy analysis during braking. Furthermore, when vehicles are equipped with electric brake assist or EPB systems, the current signal of the brake motor becomes a new dimension for obtaining braking parameters. There is a clear mapping relationship between motor current and caliper clamping force. By monitoring the motor current in real time, the clamping force of the brake calipers can be indirectly calculated, thereby achieving a dynamic assessment of heat generation during braking. This process typically relies on algorithms based on motor characteristics and caliper transmission efficiency, enabling accurate acquisition of parameters reflecting braking intensity even without direct measurement of clamping force. This provides a scientific basis for subsequent thermal protection strategy development. In summary, by flexibly utilizing the monitoring and conversion of clamping force, master cylinder pressure, or motor current signals, vehicles can comprehensively and in real-time grasp the operating status of the braking system, laying a solid technical foundation for achieving efficient braking thermal management and improving driving safety and ride comfort.

[0104] In one alternative embodiment, in a modern vehicle equipped with an advanced electronic parking brake (EPB) system, this system not only provides convenient parking functionality but also integrates intelligent monitoring and management capabilities for brake thermal status. Specifically, the vehicle controller receives control current data from the EPB system's brake motor and the vehicle's current speed in real time via a CAN bus. This data acquisition lays the foundation for subsequent thermal status assessment.

[0105] To convert the brake motor's current signal into caliper clamping force, experimental calibration was conducted. Through a series of current-force experiments, the clamping force applied to the brake disc by the caliper under different current values ​​was obtained, leading to the construction of a current-force mapping table. This table details the linear or non-linear relationship between current values ​​and clamping force, serving as a crucial bridge for converting the current signal into physical clamping force. After ensuring the accuracy of the mapping relationship through offline calibration, the table was embedded in the vehicle controller's software for real-time data processing.

[0106] During normal vehicle operation, whenever the brake motor starts working, the controller immediately reads the current signal and quickly converts it into the caliper clamping force value based on the built-in current-force mapping table. This value, along with vehicle speed information, is used to assess the amount of heat generated during braking in real time, providing an immediate decision-making basis for preventing brake disc overheating and extending the life of the braking system.

[0107] For example, when a vehicle performs multiple emergency braking maneuvers at high speeds, the controller can quickly identify potential high-heat risks to the brake disc by combining the clamping force information obtained through current-to-force conversion with speed data. At this point, the system can not only estimate the temperature change of the brake disc but also adjust the current output of the brake motor in a timely manner according to preset thermal protection logic. This reduces the clamping force and heat generation, thereby protecting the brake disc from overheating damage and ensuring driving safety and the long-term health of the braking system.

[0108] In one alternative embodiment, Figure 2 This is an overall flowchart of a method for estimating brake disc temperature, such as... Figure 2 As shown, the process begins at the start node, where the controller acquires the vehicle speed and caliper clamping force. Next, based on the vehicle speed and clamping force, it calculates the heat transferred to the brake disc per unit time during braking, i.e., the heat input power. Simultaneously, it assesses the heat exchange between the brake disc and the environment, calculating the heat loss power. Then, using Euler integration, it dynamically updates the current thermal state, estimating the brake disc temperature in real time based on the instantaneous balance between heat input and heat loss. Subsequently, the process checks for overheating. If the brake disc temperature reaches or exceeds the thermal protection threshold, the thermal protection mechanism is immediately triggered, limiting further heat input and implementing cooling measures to ensure the safety of the braking system. If the temperature does not exceed the limit, the estimation continues, and the process enters the next cycle, repeating the above steps to form a closed-loop control mechanism that continuously monitors the brake disc status, thereby ensuring rapid response and accurate assessment in any braking event.

[0109] Figure 3 This is a structural diagram of a brake disc temperature estimation system, such as... Figure 3As shown, the model comprises a data acquisition module, a thermal model estimation module, and a strategy interaction module, demonstrating how these three key components are interconnected and collaborate. In the data acquisition module, vehicle speed v(t) and current i(t) are collected to calculate the thermal input power. The thermal model estimation module updates the temperature estimate in real time based on the dynamic balance between heat input P_in(t) and heat loss P_loss(t) using the thermal balance equation and numerical integration techniques (Euler integration). The strategy interaction module demonstrates how the system takes action based on the temperature estimation results, including temperature alarms, current limiting, and braking strategy adjustments, ensuring the safe and stable operation of the braking system under any operating conditions.

[0110] Figure 4 It is a schematic diagram of the simulation curve of temperature changing over time, such as... Figure 4 As shown, Figure 4 A simulated temperature-time curve is presented, visually demonstrating the dynamic changes in brake disc temperature during braking. The solid line in the curve represents the estimated brake disc temperature T(t), which fluctuates over time, reflecting the alternation of heat accumulation and natural cooling during braking. The dashed line marks the thermal protection threshold. When the temperature curve touches or exceeds this threshold, it indicates that the brake disc may be at risk of overheating, and the system must take immediate measures, such as limiting braking force and adjusting the drive strategy, to avoid thermal fade and ensure that braking performance is not affected. Figure 4 The horizontal axis represents time (seconds), and the vertical axis represents temperature (degrees Celsius). Through this visualization curve, R&D personnel and control strategy designers can clearly understand the changing trend of brake disc temperature, verify the effectiveness of the temperature estimation algorithm, and adjust the trigger point of the thermal protection strategy to achieve more accurate brake thermal management.

[0111] According to an embodiment of this application, a device for temperature treatment of a brake disc is provided. It should be noted that this device can be used to perform the aforementioned method for temperature treatment of the brake disc. The specific implementation method and preferred application scenarios are the same as those in the above embodiment, and will not be repeated here.

[0112] Figure 5 This is a schematic diagram of a brake disc temperature treatment device according to an embodiment of this application, as shown below. Figure 5 As shown, the device includes the following: an acquisition module 502, a determination module 504, an estimation module 506, and a processing module 508.

[0113] The acquisition module 502 is used to acquire the vehicle speed and determine the vehicle's braking parameters; the determination module 504 is used to determine the heat input power based on the vehicle speed and braking parameters; the estimation module 506 is used to estimate the temperature of the brake disc based on the heat input power and the heat balance equation to obtain the target temperature of the brake disc; and the processing module 508 is used to perform thermal protection processing on the brake disc in response to the target temperature exceeding the temperature threshold.

[0114] Optionally, the determination module is used to construct a thermal energy conversion model of the vehicle, wherein the thermal energy conversion model is used to characterize the physical model of converting the vehicle's kinetic energy into thermal energy; the vehicle speed and braking parameters are input into the thermal energy conversion model to obtain the thermal input power.

[0115] Optionally, the determination module is also used to obtain the ambient temperature of the environment in which the vehicle is located; adjust the initial friction coefficient based on the ambient temperature to obtain the target friction coefficient; and construct a heat energy conversion model based on the target friction coefficient and the heat energy absorption rate.

[0116] Optionally, the estimation module is used to obtain the ambient temperature of the vehicle's environment and the initial temperature of the brake disc; determine the heat loss power based on the ambient temperature; construct a heat balance equation based on the heat input power and the heat loss power; solve the heat balance equation based on the initial temperature to obtain the target temperature; preferably, solving the heat balance equation based on the initial temperature to obtain the target temperature includes: integrating the heat balance equation to obtain the temperature increase; and obtaining the sum of the temperature increase and the initial temperature to obtain the target temperature.

[0117] Optionally, the device is also used to acquire the vehicle model and the ambient temperature of the environment in which the vehicle is located; and to determine a temperature threshold based on the vehicle model and the ambient temperature.

[0118] Optionally, the processing module is also used to determine the target thermal protection level of the vehicle based on the target temperature; determine the target thermal protection strategy corresponding to the target thermal protection level from multiple thermal protection strategies, wherein different thermal protection strategies correspond to different thermal protection levels; and perform thermal protection treatment on the brake disc based on the target thermal protection strategy.

[0119] Optionally, the processing module is further configured to, in response to a thermal protection level of Level 1, determine a target thermal protection strategy of outputting a prompt message, wherein the prompt message is used to indicate that the target temperature exceeds a temperature threshold; and in response to a thermal protection level of Level 2, determine a target thermal protection strategy of adjusting the output current of the brake motor or electronic parking brake system and adjusting the braking force output time of the automatic parking system; wherein Level 1 is lower than Level 2.

[0120] Optionally, the acquisition module is also used for one of the following: acquiring the clamping force of the brake caliper on the vehicle to obtain braking parameters; acquiring the master cylinder pressure on the vehicle to obtain braking parameters; acquiring the current signal of the brake motor on the vehicle, converting the current signal into the clamping force of the brake caliper to obtain braking parameters.

[0121] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0122] Embodiments of this application also provide a vehicle, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods described in various embodiments of this application when it runs.

[0123] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0124] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0125] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0126] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0127] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0128] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0129] 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 units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0130] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0131] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, read-only memory (ROM), random access memory (RAM), portable hard drive, magnetic disk, or optical disk.

[0132] The above description is only a preferred embodiment 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 temperature treatment of a brake disc, characterized in that, include: Obtain the vehicle speed and determine the vehicle's braking parameters; The heat input power is determined based on the vehicle speed and the braking parameters; Based on the heat input power and the heat balance equation, the temperature of the brake disc is estimated to obtain the target temperature of the brake disc; In response to the target temperature exceeding the temperature threshold, the brake disc is subjected to thermal protection treatment.

2. The method according to claim 1, characterized in that, Determining the thermal input power based on the vehicle speed and the braking parameters includes: Construct a thermal energy conversion model for the vehicle, wherein the thermal energy conversion model is used to characterize the physical model that converts the kinetic energy of the vehicle into thermal energy; The vehicle speed and braking parameters are input into the heat energy conversion model to obtain the heat input power.

3. The method according to claim 2, characterized in that, The construction of the vehicle's thermal energy conversion model includes: Obtain the ambient temperature of the environment in which the vehicle is located; The initial friction coefficient is adjusted based on the ambient temperature to obtain the target friction coefficient; Based on the target friction coefficient and thermal energy absorption rate, the thermal energy conversion model is constructed.

4. The method according to claim 1, characterized in that, The estimation of the brake disc temperature based on the heat input power and the heat balance equation to obtain the target temperature of the brake disc includes: The ambient temperature of the vehicle's environment and the initial temperature of the brake disc are obtained. The heat loss power is determined based on the ambient temperature. Based on the heat input power and the heat loss power, the heat balance equation is constructed; The target temperature is obtained by solving the heat balance equation based on the initial temperature. Preferably, solving the heat balance equation based on the initial temperature to obtain the target temperature includes: Integrating the heat balance equation yields the temperature increase. The target temperature is obtained by summing the temperature increase with the initial temperature.

5. The method according to claim 1, characterized in that, The method further includes: Obtain the vehicle model and the ambient temperature of the environment in which the vehicle is located; The temperature threshold is determined based on the vehicle model and the ambient temperature.

6. The method according to claim 1, characterized in that, The thermal protection treatment of the brake disc also includes: Based on the target temperature, the target thermal protection level corresponding to the vehicle is determined; From multiple thermal protection strategies, a target thermal protection strategy corresponding to the target thermal protection level is determined, wherein different thermal protection strategies correspond to different thermal protection levels; Based on the target thermal protection strategy, the brake disc is subjected to thermal protection treatment.

7. The method according to claim 6, characterized in that, The step of determining the target thermal protection strategy corresponding to the target thermal protection level from multiple thermal protection strategies includes: In response to the thermal protection level being Level 1, the target thermal protection strategy is determined to be outputting a prompt message, wherein the prompt message is used to indicate that the target temperature exceeds the temperature threshold. In response to the thermal protection level being the second level, the target thermal protection strategy is determined to be the output current of the brake motor or electronic parking brake system, and the braking force output time of the automatic parking system is adjusted. The first level is lower than the second level.

8. The method according to claim 1, characterized in that, Determining the braking parameters of the vehicle includes one of the following: The clamping force of the brake calipers on the vehicle is obtained to obtain the braking parameters; The master cylinder pressure on the vehicle is obtained to obtain the braking parameters; The current signal of the brake motor on the vehicle is acquired, and the current signal is converted into the clamping force of the brake caliper to obtain the braking parameters.

9. A vehicle, characterized in that, include: Memory, which stores executable programs; A processor for running the program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored executable program, wherein, when the executable program is executed, it controls the device on which the storage medium is located to perform the method according to any one of claims 1 to 8.

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